EP1247715A1 - Dispositif de tamponnement et de traction pour véhicules ferroviaires - Google Patents

Dispositif de tamponnement et de traction pour véhicules ferroviaires Download PDF

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Publication number
EP1247715A1
EP1247715A1 EP01130585A EP01130585A EP1247715A1 EP 1247715 A1 EP1247715 A1 EP 1247715A1 EP 01130585 A EP01130585 A EP 01130585A EP 01130585 A EP01130585 A EP 01130585A EP 1247715 A1 EP1247715 A1 EP 1247715A1
Authority
EP
European Patent Office
Prior art keywords
coupling rod
pulling
pushing device
flange
spring
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
EP01130585A
Other languages
German (de)
English (en)
Other versions
EP1247715B1 (fr
Inventor
Otto Ziegler
Elio Tommasini
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Schwab Verkehrstechnik AG
Original Assignee
Schwab Verkehrstechnik AG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Schwab Verkehrstechnik AG filed Critical Schwab Verkehrstechnik AG
Priority to CZ20020954A priority Critical patent/CZ298095B6/cs
Priority to SK392-2002A priority patent/SK287429B6/sk
Priority to NO20021532A priority patent/NO328742B1/no
Priority to PL353048A priority patent/PL200650B1/pl
Publication of EP1247715A1 publication Critical patent/EP1247715A1/fr
Application granted granted Critical
Publication of EP1247715B1 publication Critical patent/EP1247715B1/fr
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61G—COUPLINGS; DRAUGHT AND BUFFING APPLIANCES
    • B61G9/00—Draw-gear
    • B61G9/04—Draw-gear combined with buffing appliances
    • B61G9/06—Draw-gear combined with buffing appliances with rubber springs

Definitions

  • the invention relates to a pulling and pushing device for rail vehicles according to the preamble of claim 1.
  • a fundamental problem with train and push devices for rail vehicles consists in the fact that in push mode or when braking via the respective Pulling and pushing device Pushing forces from one rail vehicle to the other are exercised, which is a sideways component, i.e. a cross to Longitudinal force of the rail vehicle have directed force.
  • These cross components occur especially when driving through curves, because the longitudinal central axis of a rail vehicle at an angle to the longitudinal central axis of the preceding or following rail vehicle. So that Derailment safety of rail vehicles is guaranteed, this cross component may not exceed a certain value in relation to the longitudinal force.
  • EP 1 022 206 is a generic pulling and pushing device known for close coupled rail vehicles. This is on both sides with each a support plate for attachment to the undercarriage of the rail vehicle. Each support plate contains a fork head for receiving a hinge pin which the head of the clutch is articulated.
  • DE 41 18 529 is a pulling and pushing device for short-coupled Rail vehicles known.
  • This is provided with a pull and push rod, the head part of which is connected to a drawbar via a hinge pin.
  • the end face of this head part lies directly on the pressure plate fixed to the vehicle.
  • FIG. 00/64723 Another generic coupling device for rail vehicles is out WO 00/64723 known.
  • This coupling device has a central coupling rod on, both ends of which are connected to the rail vehicle via an articulated connection are connected.
  • the articulation has fastened to the coupling rod Yoke on, along with a tie rod with a spherical head Ball joint forms.
  • the yoke is supported on the pressure side by a spring-loaded Pressure plate.
  • the object of the invention is based on the known prior art now in a clutch arrangement defined in the preamble of claim 1 for To design rail vehicles so that when pressure forces occur Ratio of lateral force to longitudinal force (Fq / FI), especially with unfavorable ones Conditions is smaller, so that the derailment safety of the rail vehicles is increased when impact forces occur.
  • the basic idea according to the invention is on both sides of the central one Coupling rod a rotary fastening devices for fixing to the rail vehicle to provide, the pivot point of the joint of the respective rotary fastening device in the area or behind a force application surface, over which Impact forces from the coupling rod to the respective rotary fastening device are transmitted, and wherein between said force application surface and the coupling rod means are arranged, which the lateral deflection of the Coupling rod is the center of power transmission for impact forces in the deflection direction move the coupling rod.
  • Fig. 1 shows a pulling and pushing device, which is particularly suitable for close coupling of rail vehicles. Because the pulling and pushing device is symmetrical in the following explanations, mostly only the left, cut half of the pulling and pushing device referred. It understands that corresponding parts are also available on the other -right- side are.
  • the pulling and pushing device has a central coupling rod 1, which preferably is produced as a cast part, in particular as a spheroidal cast iron part.
  • the coupling rod 1 is essentially tubular, the wall thickness towards the end 2 increases.
  • the end face of the coupling rod 1 is closed by a closing part 3.
  • a rotary fastening device 5, 6 arranged on both sides of the coupling rod 1 .
  • This comprises a flange 8, by means of which the Pulling and pushing device is attached to the rail vehicle (not shown).
  • the flange 8 is arranged between two spring assemblies 9, 12, the inner Spring assembly 9 in the direction of impact and the outer spring assembly 12 in the pulling direction is.
  • the reference numeral 26 designates a force introduction surface over which Impact forces from the coupling rod 1 to the fixed to be fixed to the vehicle Flange are transmitted.
  • the force introduction surface 26 falls with the end face of the flange 8 facing the head part 18. This Force introduction surface 26 thus forms the transition from the deflectable for impact forces to those permanently connected or to be connected to the rail vehicle Elements.
  • Both the sleeve 16 and the end part 3 of the coupling rod 1 are with each a through hole 4, 17 through which the pull rod 20 extends.
  • the pull rod 20 designed as a head screw serves to pretension the two spring assemblies 9, 12 and the transmission of tensile forces.
  • To support the active spring package 12 is between the head 21 of the pull rod 20 and the spring assembly 12 a pressure plate 27 is arranged.
  • a pressure plate 27 is arranged at the thread end 22 of the Pull rod 20 is screwed on a nut 24, which is located on the inside of the End part 3 of the coupling rod 1 supports.
  • the nut 24 is by means of a locking ring 23 secured against rotation.
  • the flange 8 is fixed to the pull rod 20 by means of a ball joint 7.
  • the fulcrum 29 of the ball joint 7 lies behind the force introduction surface 26 of the Flange 8.
  • the bore 4 in the end part 3 is preferably so large that under a radial gap between the pull rod 20 and the Bore wall in the final part 3 remains and no executives the end part 3 are exerted on the pull rod 20.
  • the executives will preferably on the sleeve 16 on the guide bands 19 and thus on the Transfer coupling rod 1. With this configuration, the Drawbar 20 acting bending forces are reduced.
  • Each spring assembly 9, 12 consists of a large number of elastomeric plastics Manufactured spring elements 10, 13 which between themselves by washers 11, 14th are separated. By providing independent spring assemblies 9, 13 for pressure and tension a smooth change from train to push and vice versa is achieved. Through the Arrangement of the flange 8 between the two preloaded spring assemblies 9, 12 is the flange 8 in the unloaded idle state in a so-called Floating position in which an absolutely shock-free stroke enables changes in force becomes. This behavior, which is very advantageous in terms of train dynamics, is particularly noticeable also achieved through any waiver of stroke limitations.
  • the headboard 18 is provided with a flattened middle part, is not deflected Coupling rod 1, i.e.
  • the one at least partially provided with a spherical surface 25 Head part 18 also arranged directly on the coupling rod 1 and thereby on the Sleeve 16 are dispensed with.
  • the spring assembly that is active on the pressure side would have to be relocated to the inside of the coupling rod and the pull rod 20 accordingly be dimensioned.
  • the flange 8 could also face the one facing the head part 18 Side with a partially spherical surface and the head part 18 is provided with a straight or slightly spherical surface become.
  • the mounting flange 8 is shown in a plan view, from which in particular Fastening holes 28 can be seen, which for performing Screws are provided, by means of which the flange 8 and thus the tension and Push device can be fixed to the rail vehicle.
  • the shown Flange 8 can, however, also use flanges without mounting holes become.
  • the respective flange is placed in a corresponding slot introduced in the rail vehicle, preferably on the underside a locking plate is provided which prevents the flange from falling out prevents.
  • FIG 3 shows the left side of the pulling and pushing device according to FIG Condition in an enlarged view.
  • At 30 is the flattened middle part of the Designated head part 18.
  • the coupling rod 1 is in the present case by approximately 6 ° the hinted vehicle longitudinal axis 32 of the rail vehicle deflected, the longitudinal central axis of the coupling rod 1 with the Reference numeral 33 is provided. From this representation it can be seen that by the deflection of the coupling rod 1, the contact between the head part 18th the sleeve 16 and the flange 8 in the direction of deflection of the coupling rod 1, i.e.
  • Fig. 4 shows the pulling and pushing device in a first operating state, which can occur when driving through an S-bend.
  • the force action line 34 running between the pressure introduction points XI, Xr runs practically parallel to the schematically illustrated longitudinal axes 35, 36 of the rail vehicles.
  • the lateral forces can be kept very low.
  • the angle between the line of action 34 and the longitudinal central axis 37 of the coupling rod 1 is denoted by a.
  • the direction of deflection of the coupling rod 1 with respect to the left flange 8 is indicated by an arrow 38 and the direction of displacement of the left force application point XI by an arrow 39.
  • the head part 18 and the pressure-side force application point XI thus shift in the direction of deflection 38 when the coupling rod 1 is deflected the coupling rod 1.
  • Fig. 5 shows schematically two connected by means of a pulling and pushing device Rail vehicles 40, 41.
  • the operating state shown then occurs, for example when the right rail vehicle is in an arc with a radius of approx. Retracts 150m.
  • the force action line 44 is only a small one Includes angle with the longitudinal central axis 42, 43 of the respective vehicle 40, 41, or runs practically parallel to it.
  • FIG. 6 shows a schematically illustrated pulling and pushing device in the state, when the two rail vehicles 45, 46 pass through a UIC-S curve. Also here the line of action 49 runs practically parallel to the longitudinal axes 47, 48 of the rail vehicles 45, 46, so that the lateral forces are again very small.
  • FIG. 7 shows an alternative embodiment of a pulling and pushing device, in the following, in particular the differences from the previous exemplary embodiment 1 to 4 is received. Same parts are in this embodiment with the addition "a”.
  • the pulling and pushing device has a central coupling rod 1a, which, in Contrary to the previous embodiment, is not formed in one piece, but consists of two parts 1b, 1c, which are screwed together in the middle.
  • a pull rod 20a is provided, wherein to absorb the tensile forces between the pressure plate 27a supported on the head 21a of the pull rod 20a and the flange 8a a spring assembly 12a is arranged.
  • a spring arrangement is used instead of a pressure joint 50 provided as a central element an annular, made of elastomer Has plastic compression spring 51.
  • the compression spring 51 has in Pressure direction has a high spring stiffness and is between the mounting flange 8a and a sleeve 52 pushed onto the end of the coupling rod 1a.
  • the sleeve 52 lies by means of a shoulder 53 at the front end of the coupling rod 1a and supports the compression spring 51 over the entire surface.
  • Between the mounting flange 8a and the compression spring 51 is also a slide plate 54 and an intermediate plate 55 arranged.
  • the two plates 54, 55 are screwed together and rotatably supported on the pull rod 20a by means of a common ball joint 56.
  • the mounting flange 8a is in turn by means of a ball joint 7a Drawbar 20a supported, the ball joint 7a not centrally in the flange 8a but is slightly offset towards the rear of the rail vehicle.
  • the pivot point 29a of the ball joint 7a lies further behind the force introduction surface 26a, the force introduction surface 26a also in this case the end face of the flange 8a facing the coupling rod 1a is formed, which at the same time the power transfer plane from the deflectable coupling rod 1a represents the rotary fastening device 5a to be fixed on the rail vehicle. Due to the rear-facing arrangement of the ball joint 7a and the sliding plate 54 and the intermediate plate 55, the distance between the pivot point 29a of the ball joint 7a and the compression spring 51 is still enlarged.
  • FIG. 8 shows the right side of the pulling and pushing device according to FIG. 7 in deflected state visible.
  • the compression spring 51 When deflecting the coupling rod 1a laterally the compression spring 51 is compressed on the deflection side, while on the other side is relieved.
  • the impact force is not over a point or line-shaped contact surface in the Pressure joint 15 (Fig. 1) transmitted, but it is flat by means of the compression spring 51 transferred from the sleeve 52 to the intermediate plate 55.
  • the power transmission surface is approximately indicated by a hatched area F. Analogous to previous example, however, shifts with increasing deflection of the coupling rod 1a the power transmission center of gravity X1 continuously in the deflection direction the coupling rod 1a.
  • the sliding plate 54 which consists of a plastic, compared to the flange 8a, which is preferably made of cast iron, with good Sliding properties is provided, the radial offset between the compression spring 51 and the flange 8a largely absorbed when deflecting the coupling rod 1a become.
  • the compression spring 51 is not primarily for recording in the present case the impact energy used, but to shift the center of gravity of the transmission X1 depending on the deflection angle of the coupling rod 1a. This compression spring 51 thus provides a relatively large-area power transmission reached so that despite the shift in the center of gravity of the transmission X1 low specific surface pressures occur, which is the use of simple and nevertheless maintenance-free sliding materials, such as those used for the manufacture of Slide plate 54 are used, allowed.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Vibration Dampers (AREA)
  • Railway Tracks (AREA)
  • Machines For Laying And Maintaining Railways (AREA)
  • Platform Screen Doors And Railroad Systems (AREA)
  • Chutes (AREA)
  • Refuge Islands, Traffic Blockers, Or Guard Fence (AREA)
  • Pivots And Pivotal Connections (AREA)
  • Memory System Of A Hierarchy Structure (AREA)
  • Toys (AREA)
  • Fittings On The Vehicle Exterior For Carrying Loads, And Devices For Holding Or Mounting Articles (AREA)
EP01130585A 2001-04-03 2001-12-21 Dispositif de tamponnement et de traction pour véhicules ferroviaires Expired - Lifetime EP1247715B1 (fr)

Priority Applications (4)

Application Number Priority Date Filing Date Title
CZ20020954A CZ298095B6 (cs) 2001-04-03 2002-03-15 Tazné a narázecí ústrojí ke kloubovému spojení kolejových vozidel
SK392-2002A SK287429B6 (sk) 2001-04-03 2002-03-19 Ťažný a narážací mechanizmus na kĺbové spojenie koľajových vozidiel
NO20021532A NO328742B1 (no) 2001-04-03 2002-03-26 Trekke- og skyveanordning for skinnekjoretoyer
PL353048A PL200650B1 (pl) 2001-04-03 2002-03-27 Urządzenie cięgłowo-zderzakowe dla pojazdów szynowych

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
CH6222001 2001-04-03
CH6222001 2001-04-03

Publications (2)

Publication Number Publication Date
EP1247715A1 true EP1247715A1 (fr) 2002-10-09
EP1247715B1 EP1247715B1 (fr) 2010-10-27

Family

ID=4524157

Family Applications (1)

Application Number Title Priority Date Filing Date
EP01130585A Expired - Lifetime EP1247715B1 (fr) 2001-04-03 2001-12-21 Dispositif de tamponnement et de traction pour véhicules ferroviaires

Country Status (7)

Country Link
EP (1) EP1247715B1 (fr)
AT (1) ATE485988T1 (fr)
CZ (1) CZ298095B6 (fr)
DE (1) DE50115675D1 (fr)
NO (1) NO328742B1 (fr)
PL (1) PL200650B1 (fr)
SK (1) SK287429B6 (fr)

Cited By (13)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE10202241C1 (de) * 2002-01-21 2003-10-09 Manfred Bartel Hochleistungsrichtgelenk
DE10210059C1 (de) * 2002-03-08 2003-10-09 Manfred Bartel Kuppelstange
EP1747960A3 (fr) * 2005-07-23 2008-05-14 Manfred Bartel Barre d'attelage pour wagon de chemin de fer
EP1946988A1 (fr) * 2007-01-17 2008-07-23 Siemens Aktiengesellschaft Dispositif de liaison articulée d'une barre d'attelage sur un véhicule
DE102005033849B4 (de) * 2005-07-20 2008-09-04 Bartel, Manfred, Dipl.-Ing. (FH) Universal-Hochleistungsrichtgelenk
DE102008008214A1 (de) 2007-03-08 2008-09-11 Bartel, Manfred, Dipl.-Ing. (FH) Eisenbahn-Kuppelstange mit Richtgelenken
DE102005031598B4 (de) * 2005-07-06 2015-04-02 Siemens Aktiengesellschaft Hochleistungsrichtgelenk
DE102015205434A1 (de) * 2015-03-25 2016-09-29 Siemens Aktiengesellschaft Fahrzeug mit gelenkiger Anbindung einer Kuppelstange
WO2016174135A1 (fr) * 2015-04-29 2016-11-03 Voith Patent Gmbh Articulation pour la liaison articulée d'une région d'extrémité côté caisse de wagon d'une barre d'attelage avec une caisse de wagon
DE102015221824A1 (de) * 2015-11-06 2017-05-11 Voith Patent Gmbh Verdrehgesicherte Anlenkung zum gelenkigen Verbinden einer Kupplungsstange mit einem Wagenkasten
RU2748829C1 (ru) * 2020-10-05 2021-05-31 Федеральное государственное бюджетное образовательное учреждение высшего образования "Камчатский государственный технический университет" Шахтная монорельсовая дорога
EP4112416A1 (fr) 2021-06-30 2023-01-04 Peter Jonathan Pieringer Dispositif d'accouplement pourvu de blocs-ressorts monobloc
EP4112415A1 (fr) 2021-06-30 2023-01-04 Peter Jonathan Pieringer Dispositif d'accouplement pourvu de collier de serrage

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE4118529A1 (de) 1991-06-06 1992-12-10 Niesky Waggonbau Gmbh Zug- und stosseinrichtung fuer kurzgekuppelte schienenfahrzeuge
EP0836977A1 (fr) * 1996-10-16 1998-04-22 Powell Duffryn Standard Limited Systèmes d'attelages pour véhicules ferroviaires
EP1022206A2 (fr) 1999-01-20 2000-07-26 Deutsche Bahn Aktiengesellschaft Dispositif de tamponnement et de traction pour véhicules ferroviaires attelés courts
WO2000064723A1 (fr) 1999-04-21 2000-11-02 Compagnie Internationale De Maintenance C.I.M. Dispositif d'accouplement pour wagons de chemins de fer
EP1086870A2 (fr) 1999-09-17 2001-03-28 DWA Deutsche Waggonbau GmbH Dispositif du type traction-compression pour une barre d'attelage

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE4118529A1 (de) 1991-06-06 1992-12-10 Niesky Waggonbau Gmbh Zug- und stosseinrichtung fuer kurzgekuppelte schienenfahrzeuge
EP0836977A1 (fr) * 1996-10-16 1998-04-22 Powell Duffryn Standard Limited Systèmes d'attelages pour véhicules ferroviaires
EP1022206A2 (fr) 1999-01-20 2000-07-26 Deutsche Bahn Aktiengesellschaft Dispositif de tamponnement et de traction pour véhicules ferroviaires attelés courts
WO2000064723A1 (fr) 1999-04-21 2000-11-02 Compagnie Internationale De Maintenance C.I.M. Dispositif d'accouplement pour wagons de chemins de fer
EP1086870A2 (fr) 1999-09-17 2001-03-28 DWA Deutsche Waggonbau GmbH Dispositif du type traction-compression pour une barre d'attelage

Non-Patent Citations (5)

* Cited by examiner, † Cited by third party
Title
"Kuppelstange, ausgestellt auf der im Mai 1999 stattgefundenen internationalen Messe 'Transport 99' in M}nchen", ANNOUNCEMENT INTERNATIONALEN MESSE TRANSPORT, XX, XX, 1 January 1999 (1999-01-01), XX, pages 1 - 2, XP002991421
Kuppelstange - Swedische Bauart - Kortkoppel MTG 94-04-13
Kuppelstange mit nachgetragenem wirkprinzip - Kortkoppel MTG 94-04-13
Werkprinzip Kuppelstange Kuppelstange, ausgestellt auf der im Mai 1999 stattgefundenen internationalen Messe 'Transport 99' in München
ZIEGLER, OTTO: "Produktnutzen der Georg Fischer Kurzkupplungen", GEORG FISCHER VERKEHRSTECHNIK AG, 27 August 1998 (1998-08-27), pages 1 - 10, XP002991422

Cited By (17)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE10202241C1 (de) * 2002-01-21 2003-10-09 Manfred Bartel Hochleistungsrichtgelenk
DE10210059C1 (de) * 2002-03-08 2003-10-09 Manfred Bartel Kuppelstange
DE102005031598B4 (de) * 2005-07-06 2015-04-02 Siemens Aktiengesellschaft Hochleistungsrichtgelenk
DE102005033849B4 (de) * 2005-07-20 2008-09-04 Bartel, Manfred, Dipl.-Ing. (FH) Universal-Hochleistungsrichtgelenk
EP1747960A3 (fr) * 2005-07-23 2008-05-14 Manfred Bartel Barre d'attelage pour wagon de chemin de fer
EP1946988A1 (fr) * 2007-01-17 2008-07-23 Siemens Aktiengesellschaft Dispositif de liaison articulée d'une barre d'attelage sur un véhicule
DE102008008214A1 (de) 2007-03-08 2008-09-11 Bartel, Manfred, Dipl.-Ing. (FH) Eisenbahn-Kuppelstange mit Richtgelenken
DE102015205434A1 (de) * 2015-03-25 2016-09-29 Siemens Aktiengesellschaft Fahrzeug mit gelenkiger Anbindung einer Kuppelstange
WO2016174135A1 (fr) * 2015-04-29 2016-11-03 Voith Patent Gmbh Articulation pour la liaison articulée d'une région d'extrémité côté caisse de wagon d'une barre d'attelage avec une caisse de wagon
CN107531258A (zh) * 2015-04-29 2018-01-02 福伊特专利有限公司 用于将耦联器杆的车厢侧的端部区域与车厢铰链式连接的铰接部
US10246108B2 (en) 2015-04-29 2019-04-02 Voith Patent Gmbh Linkage for connecting a railcar body-side end region of a coupling rod in an articulated manner to a railcar body
DE102015221824A1 (de) * 2015-11-06 2017-05-11 Voith Patent Gmbh Verdrehgesicherte Anlenkung zum gelenkigen Verbinden einer Kupplungsstange mit einem Wagenkasten
RU2748829C1 (ru) * 2020-10-05 2021-05-31 Федеральное государственное бюджетное образовательное учреждение высшего образования "Камчатский государственный технический университет" Шахтная монорельсовая дорога
EP4112416A1 (fr) 2021-06-30 2023-01-04 Peter Jonathan Pieringer Dispositif d'accouplement pourvu de blocs-ressorts monobloc
EP4112415A1 (fr) 2021-06-30 2023-01-04 Peter Jonathan Pieringer Dispositif d'accouplement pourvu de collier de serrage
WO2023275147A1 (fr) 2021-06-30 2023-01-05 Wolf Dieter Jussel Dispositif d'accouplement doté d'un ensemble ressort formé d'un seul tenant
WO2023275151A1 (fr) 2021-06-30 2023-01-05 Wolf Dieter Jussel Dispositif d'accouplement comprenant un élément de serrage

Also Published As

Publication number Publication date
SK3922002A3 (en) 2002-11-06
NO20021532L (no) 2002-10-04
DE50115675D1 (de) 2010-12-09
EP1247715B1 (fr) 2010-10-27
CZ2002954A3 (cs) 2002-11-13
NO328742B1 (no) 2010-05-03
CZ298095B6 (cs) 2007-06-20
ATE485988T1 (de) 2010-11-15
PL200650B1 (pl) 2009-01-30
PL353048A1 (en) 2002-10-07
NO20021532D0 (no) 2002-03-26
SK287429B6 (sk) 2010-09-07

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