EP1401694A1 - Head structure for the body shell of rail vehicles - Google Patents

Head structure for the body shell of rail vehicles

Info

Publication number
EP1401694A1
EP1401694A1 EP02780769A EP02780769A EP1401694A1 EP 1401694 A1 EP1401694 A1 EP 1401694A1 EP 02780769 A EP02780769 A EP 02780769A EP 02780769 A EP02780769 A EP 02780769A EP 1401694 A1 EP1401694 A1 EP 1401694A1
Authority
EP
European Patent Office
Prior art keywords
head structure
base plate
wagon body
body shell
rail vehicles
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
EP02780769A
Other languages
German (de)
French (fr)
Other versions
EP1401694B1 (en
Inventor
Heinz Klamka
Gunter Ziche
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.)
Alstom Transportation Germany GmbH
Original Assignee
Bombardier Transportation GmbH
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 Bombardier Transportation GmbH filed Critical Bombardier Transportation GmbH
Publication of EP1401694A1 publication Critical patent/EP1401694A1/en
Application granted granted Critical
Publication of EP1401694B1 publication Critical patent/EP1401694B1/en
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
    • B61D17/00—Construction details of vehicle bodies
    • B61D17/04—Construction details of vehicle bodies with bodies of metal; with composite, e.g. metal and wood body structures
    • B61D17/06—End walls
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
    • B61F1/00—Underframes
    • B61F1/08—Details
    • B61F1/10—End constructions

Definitions

  • the invention relates to a head structure for the body shell of rail vehicles.
  • head structures for rail vehicles are embodied as a welded part. Structures have also been implemented in which plates or profile structures which are screwed underneath form the main transverse beam - sometimes even one or two central longitudinal beams - or form the coupling plate. They are prefabricated as one large assembly comprising sectional structures and are then connected to the base plate by means of screwed attachment lines.
  • Such welded structures are highly complex welded assemblies because there is a multiplicity of force application points in the region of the head structure and to pass on the forces induced there in an optimized structural fashion requires supporting structures to be formed in a multiplicity of different directions of action and within different planes of action. This requires an extremely high fabrication expenditure as each discrete element of the supporting structure has to be welded on individually.
  • these elements are additionally composed of normal semi-finished products or individually formed extrusion profiles, there is a significant disadvantage that, owing to their prismatic structure, they have the same cross section over their entire length, which cross section has to be configured in accordance with the maximum stress occurring - which is possibly very limited locally.
  • greatly reduced residual strength properties have to be allowed for in the region of the weld seams.
  • the object of the invention is thus to provide a structure which is easy to manufacture, optimized in terms of weight and comparatively easy to mount for the body shell structure of the base group of a rail vehicle. This object is achieved according to the invention if the head structure of the base group is fabricated as a large light alloy cast part.
  • the inventors have surprisingly not only detected that, counter to the previous assumption and practice, such a complex construction of a respective head structure for the body shell of the base group of a rail vehicle can advantageously be manufactured as a light alloy cast part, but according to the invention they also propose doing this using conventional light alloy casting methods.
  • the light alloy cast part which is produced and mechanically finished in an optimum way in terms of propagating technology in the regions of mechanical interfaces in order to connect the draw and buffer equipment and the interfaces with the bogey, including the support points of the wagon body in an optimized way in terms of fabrication technology, is integrated into the rest of the wagon body shell according to the invention optionally by means of welding, screwing, riveting, connection by bolts, bonding or compatible combinations of these methods.
  • the essential advantages of the invention over the prior art are the comparatively low fabrication expenditure, even with complex cast parts.
  • the manufacture and processing can be automated to a much greater extent than the manufacture and processing of welded structures.
  • the head structure which is manufactured according to the invention hardly has any thermal warping and requires only a small amount of post-processing.
  • the wall thicknesses can be adapted to the local variable necessary cross-sectional requirements with relatively little expenditure by simply changing the cast shape. It is particularly advantageous here that the invention provides the possibility of connecting the part to the rest of the wagon body structure by bonding owing to the large surfaces of the interfaces, despite the very high forces which are applied to the large cast part.
  • the head structure according to the invention is designated in its entirety by 1. It has essentially a base plate 2, a head plate 3, a longitudinal support 4 and one or more local reinforcing elements 5.
  • a main transverse beam 6 is provided adjoining the base plate 2, the head structure according to the invention being connected by means of said main transverse beam 6 to the base plate 7 of a wagon body of a rail vehicle. This connection can be made, as mentioned at the beginning, for example by means of welding, screwing, riveting, connection by bolts, bonding or the like.
  • the head structure according to the invention is defined in that it is fabricated in its entirety of a large cast part made of light alloy, for example an aluminium alloy.
  • the base plate 2 of the head structure 1 can be bonded here over a large area, possibly the entire area, to a wagon body-mounted base plate in a thick bed method by means of an adhesive with defined oscillation-damping properties.
  • it acts on the wagon body as a novel tertiary spring stage.
  • each individual screw connection or retaining ring bolt connection being configured such that it also clamps a cushion which is composed of a metal mesh and which has defined oscillation-damping properties and thus acts on the wagon body as a tertiary spring stage.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Wood Science & Technology (AREA)
  • Body Structure For Vehicles (AREA)
  • Forklifts And Lifting Vehicles (AREA)

Abstract

A head structure for wagon bodies of rail vehicles is described. It is manufactured as a large cast part from a light alloy by conventional casting.

Description

Head structure for the body shell of rail vehicles
The invention relates to a head structure for the body shell of rail vehicles.
Usually, according to the prior art head structures for rail vehicles are embodied as a welded part. Structures have also been implemented in which plates or profile structures which are screwed underneath form the main transverse beam - sometimes even one or two central longitudinal beams - or form the coupling plate. They are prefabricated as one large assembly comprising sectional structures and are then connected to the base plate by means of screwed attachment lines.
Such welded structures are highly complex welded assemblies because there is a multiplicity of force application points in the region of the head structure and to pass on the forces induced there in an optimized structural fashion requires supporting structures to be formed in a multiplicity of different directions of action and within different planes of action. This requires an extremely high fabrication expenditure as each discrete element of the supporting structure has to be welded on individually. As these elements are additionally composed of normal semi-finished products or individually formed extrusion profiles, there is a significant disadvantage that, owing to their prismatic structure, they have the same cross section over their entire length, which cross section has to be configured in accordance with the maximum stress occurring - which is possibly very limited locally. In addition, with light alloy elements, greatly reduced residual strength properties have to be allowed for in the region of the weld seams. The result of all of this is that such welded structures have a cross section which is much too large over wide areas with respect to the forces which actually have to be conducted, resulting in a relatively large weight and ultimately in less economical operation of such vehicles. In addition, such designs require a high degree of post-processing work as the multiplicity of necessary welding steps results in thermal warping of the component. At the same time, there are hardly any possible ways of economically automating these processing steps. A quite different further disadvantage of the previously customary structures is that they are integrated into the underbody by means of relatively tight interfaces. For this reason, these interfaces must be realized by means of correspondingly thick welded seams or screw lines or the like connected by very high clamping force. In the case of welded structures, warping therefore occurs again as a result of the thick welded seams when the mechanically finished assembly is connected, with the result that the interfaces have to be post-processed again to compensate the traction and the load-bearing connection to the bogey. Because of the bulkiness of a wagon body shell, this renewed post- processing is particularly costly. It is carried out in practice by what is referred to as shim application, a method in which these interfaces are adjusted to the predetermined dimensions after precision measurement of the wagon body shell by means of mobile devices by applying specific high-strength hardening two-component plastic sealing compounds. When conventional structures are screwed on, the same disadvantages occur because the interfaces were also previously very narrow there so that the head structure is also warped by the high local clamping forces. The welded seams are partially over-dimensioned as, specifically with light alloy elements in the region of the weld seams, greatly reduced residual strength properties have to be allowed for.
The object of the invention is thus to provide a structure which is easy to manufacture, optimized in terms of weight and comparatively easy to mount for the body shell structure of the base group of a rail vehicle. This object is achieved according to the invention if the head structure of the base group is fabricated as a large light alloy cast part.
The inventors have surprisingly not only detected that, counter to the previous assumption and practice, such a complex construction of a respective head structure for the body shell of the base group of a rail vehicle can advantageously be manufactured as a light alloy cast part, but according to the invention they also propose doing this using conventional light alloy casting methods. The light alloy cast part which is produced and mechanically finished in an optimum way in terms of propagating technology in the regions of mechanical interfaces in order to connect the draw and buffer equipment and the interfaces with the bogey, including the support points of the wagon body in an optimized way in terms of fabrication technology, is integrated into the rest of the wagon body shell according to the invention optionally by means of welding, screwing, riveting, connection by bolts, bonding or compatible combinations of these methods.
The essential advantages of the invention over the prior art are the comparatively low fabrication expenditure, even with complex cast parts. The manufacture and processing can be automated to a much greater extent than the manufacture and processing of welded structures. The head structure which is manufactured according to the invention hardly has any thermal warping and requires only a small amount of post-processing. The wall thicknesses can be adapted to the local variable necessary cross-sectional requirements with relatively little expenditure by simply changing the cast shape. It is particularly advantageous here that the invention provides the possibility of connecting the part to the rest of the wagon body structure by bonding owing to the large surfaces of the interfaces, despite the very high forces which are applied to the large cast part.
Further details, features and advantages of the invention emerge from the following description of a preferred embodiment of the invention and with reference to the schematic drawing which shows the head structure according to the invention in a perspective view.
The head structure according to the invention is designated in its entirety by 1. It has essentially a base plate 2, a head plate 3, a longitudinal support 4 and one or more local reinforcing elements 5. A main transverse beam 6 is provided adjoining the base plate 2, the head structure according to the invention being connected by means of said main transverse beam 6 to the base plate 7 of a wagon body of a rail vehicle. This connection can be made, as mentioned at the beginning, for example by means of welding, screwing, riveting, connection by bolts, bonding or the like. The head structure according to the invention is defined in that it is fabricated in its entirety of a large cast part made of light alloy, for example an aluminium alloy.
In addition to the longitudinal support 4 provided in the region of the base plate 2, further supports 8, which, for example, run obliquely and which can support the actual head plate 3 essentially over its entire height, are possible.
The base plate 2 of the head structure 1 can be bonded here over a large area, possibly the entire area, to a wagon body-mounted base plate in a thick bed method by means of an adhesive with defined oscillation-damping properties. Here, it acts on the wagon body as a novel tertiary spring stage.
It is also possible to connect the base plate 2 to the wagon body-mounted base plate by means of a plurality, possibly a large number, of attachment points, each individual screw connection or retaining ring bolt connection being configured such that it also clamps a cushion which is composed of a metal mesh and which has defined oscillation-damping properties and thus acts on the wagon body as a tertiary spring stage.

Claims

Patent Claims
1. Head structure (1) for the body shell of rail vehicles, characterized in that it is fabricated as a large light alloy cast part.
2. Head structure (1) according to Claim 1 characterized in that it is manufactured with virtually completely finished interfaces.
3. Head structure (1) according to Claim 1 or 2, characterized in that it comprises a head plate (3) , transverse beam (6) , reinforcing elements (5) , longitudinal supports (4) and/or a base plate (2) .
4. Head structure (1) according to Claims 1 to 3, characterized in that the base plate (2) is bonded over a large area, possibly the entire area, onto a wagon body-mounted base plate, in a thick bed method by means of an adhesive with defined oscillation-damping properties and thus acts on the wagon body as a tertiary spring stage.
5. Head structure (1) according to Claims 1 to 4 , characterized in that the base plate (2) is connected to the wagon body-mounted base plate by means of a plurality of attachment points, each individual screw connection or retaining ring bolt connection being configured such that it also clamps a cushion which is composed of a metal mesh and which has defined oscillation-damping properties, and thus acts on the wagon body as a tertiary spring stage.
EP02780769A 2001-06-19 2002-06-19 Head structure for the body shell of rail vehicles Expired - Lifetime EP1401694B1 (en)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE10129420A DE10129420A1 (en) 2001-06-19 2001-06-19 Head structure for the shell of rail vehicles
DE10129420 2001-06-19
PCT/EP2002/006811 WO2002102638A1 (en) 2001-06-19 2002-06-19 Head structure for the body shell of rail vehicles

Publications (2)

Publication Number Publication Date
EP1401694A1 true EP1401694A1 (en) 2004-03-31
EP1401694B1 EP1401694B1 (en) 2008-08-06

Family

ID=7688614

Family Applications (1)

Application Number Title Priority Date Filing Date
EP02780769A Expired - Lifetime EP1401694B1 (en) 2001-06-19 2002-06-19 Head structure for the body shell of rail vehicles

Country Status (4)

Country Link
EP (1) EP1401694B1 (en)
AT (1) ATE403584T1 (en)
DE (2) DE10129420A1 (en)
WO (1) WO2002102638A1 (en)

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN103221290B (en) * 2010-09-20 2016-04-06 庞巴迪运输有限公司 For guideway vehicle there is compartment and the manufacture method thereof of unitor anchor fitting

Family Cites Families (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US1659361A (en) * 1927-01-12 1928-02-14 Ohio Steel Foundry Co Cast-steel tender frame
US1765465A (en) * 1928-07-25 1930-06-24 American Steel Foundries Combined body-bolster and draft-sill casting
US1762375A (en) * 1929-05-03 1930-06-10 Albert W Albrecht Cast-metal car body
BE462064A (en) * 1944-05-24
DE4343800A1 (en) * 1993-12-22 1995-06-29 Transtec Gmbh Head module for locomotive
DE19512629A1 (en) * 1995-04-05 1996-10-10 Abb Henschell Ag Rail vehicle
DE19642833C2 (en) * 1996-10-17 2002-04-11 Daimler Chrysler Ag Front wall frame for a self-supporting body of a passenger car and method for its production
FR2765543B1 (en) * 1997-07-02 2005-01-07 Alstom Ddf RAILWAY VEHICLE COMPRISING AT LEAST ONE INTERCHANGEABLE END MODULE
DE10019097A1 (en) * 2000-04-18 2001-10-25 Dwa Deutsche Waggonbau Gmbh Body construction for vehicles, in particular rail vehicles, in aluminum integral construction

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
See references of WO02102638A1 *

Also Published As

Publication number Publication date
WO2002102638A1 (en) 2002-12-27
DE10129420A1 (en) 2003-01-02
EP1401694B1 (en) 2008-08-06
DE60228086D1 (en) 2008-09-18
ATE403584T1 (en) 2008-08-15

Similar Documents

Publication Publication Date Title
JP6824235B2 (en) How to assemble the vehicle body and vehicle
DE69612409T2 (en) Composite profile for chassis
EP3177788A1 (en) Supporting elements of a supporting structure, corresponding connection elements, and devices and methods for producing same
JP2018534190A (en) Car body shell
US20190047138A1 (en) Support rail for a robot platform that is displaceable in a translatory manner, and displacement system and robot system having such a support rail
DE102012213469B3 (en) Roof panel assembly for route-guided vehicle e.g. bus, has recesses in which end portion of spacer layer is bonded, and additional recess that is arranged on edge side of flat boundary walls and arched inwardly concave
CA2292772A1 (en) Rail vehicle with a fiber composite material head module
CN107107960A (en) The body structure and the B post reinforcements of relative configurations of B post reinforcements that are including one and being configured to curved pipe
JP6343435B2 (en) Lightweight body structure of railway vehicles
US20190009627A1 (en) Method for producing a component and component produced according to said method
CN110312653B (en) Cross member with load distribution element for receiving pivot pin
US20230339548A1 (en) Vehicle body structure formed from a system of interconnected unitized body structure components and method of forming a vehicle body structure
US6216763B1 (en) Cast node and method for casting nodes
JP4450747B2 (en) Automobile cross member, auto frame structure and roof structure
US20160039462A1 (en) Cross-member for the base region of a motor vehicle body shell structure, a method for producing a cross-member and a motor vehicle body shell structure
CN1234002A (en) The body of a railway rolling stock
US20200353525A1 (en) Metal plate member manufacturing method and vehicle body manufacturing method
CN105324261B (en) For the reinforcing element of motor vehicle door, motor vehicle door and method for manufacturing reinforcing element
EP1401694B1 (en) Head structure for the body shell of rail vehicles
US20230339549A1 (en) Vehicle body structure formed from a system of interconnected unitized body structure components
EP2878845A1 (en) Lightweight backing plate
EP1296867B1 (en) Planar element and method for producing a planar element
WO1997046351A1 (en) Method for construction of a monocoque locomotive
HUP0300346A2 (en) Flat element and method for producing a flat element
EP1686033B1 (en) Underframe of a running gear module for low-floor rail vehicles

Legal Events

Date Code Title Description
PUAI Public reference made under article 153(3) epc to a published international application that has entered the european phase

Free format text: ORIGINAL CODE: 0009012

17P Request for examination filed

Effective date: 20040116

AK Designated contracting states

Kind code of ref document: A1

Designated state(s): AT BE CH CY DE DK ES FI FR GB GR IE IT LI LU MC NL PT SE TR

AX Request for extension of the european patent

Extension state: AL LT LV MK RO SI

GRAP Despatch of communication of intention to grant a patent

Free format text: ORIGINAL CODE: EPIDOSNIGR1

GRAS Grant fee paid

Free format text: ORIGINAL CODE: EPIDOSNIGR3

RAP1 Party data changed (applicant data changed or rights of an application transferred)

Owner name: BOMBARDIER TRANSPORTATION GMBH

GRAA (expected) grant

Free format text: ORIGINAL CODE: 0009210

AK Designated contracting states

Kind code of ref document: B1

Designated state(s): AT BE CH CY DE DK ES FI FR GB GR IE IT LI LU MC NL PT SE TR

REG Reference to a national code

Ref country code: GB

Ref legal event code: FG4D

REG Reference to a national code

Ref country code: CH

Ref legal event code: EP

REG Reference to a national code

Ref country code: IE

Ref legal event code: FG4D

REF Corresponds to:

Ref document number: 60228086

Country of ref document: DE

Date of ref document: 20080918

Kind code of ref document: P

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: ES

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20081117

Ref country code: NL

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20080806

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: AT

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20080806

Ref country code: FI

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20080806

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: BE

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20080806

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: DK

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20080806

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: PT

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20090106

PLBE No opposition filed within time limit

Free format text: ORIGINAL CODE: 0009261

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: NO OPPOSITION FILED WITHIN TIME LIMIT

26N No opposition filed

Effective date: 20090507

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: IT

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20080806

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: SE

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20081106

Ref country code: MC

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20090630

REG Reference to a national code

Ref country code: CH

Ref legal event code: PL

GBPC Gb: european patent ceased through non-payment of renewal fee

Effective date: 20090619

REG Reference to a national code

Ref country code: FR

Ref legal event code: ST

Effective date: 20100226

REG Reference to a national code

Ref country code: IE

Ref legal event code: MM4A

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: FR

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20090630

Ref country code: CH

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20090630

Ref country code: LI

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20090630

Ref country code: IE

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20090619

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: GB

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20090619

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: GR

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20081107

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: LU

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20090619

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: TR

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20080806

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: CY

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20080806

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: DE

Payment date: 20150619

Year of fee payment: 14

REG Reference to a national code

Ref country code: DE

Ref legal event code: R119

Ref document number: 60228086

Country of ref document: DE

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: DE

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20170103