US20080190318A1 - Railcar for passenger transport - Google Patents

Railcar for passenger transport Download PDF

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Publication number
US20080190318A1
US20080190318A1 US12/027,782 US2778208A US2008190318A1 US 20080190318 A1 US20080190318 A1 US 20080190318A1 US 2778208 A US2778208 A US 2778208A US 2008190318 A1 US2008190318 A1 US 2008190318A1
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United States
Prior art keywords
carriages
motor
railcar
carriage
traction drive
Prior art date
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Abandoned
Application number
US12/027,782
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English (en)
Inventor
Georges PALAIS
Max Lhommet
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 Transport SA
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Alstom Transport SA
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Publication date
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Application filed by Alstom Transport SA filed Critical Alstom Transport SA
Assigned to ALSTOM TRANSPORT SA reassignment ALSTOM TRANSPORT SA ASSIGNMENT OF ASSIGNORS INTEREST (SEE DOCUMENT FOR DETAILS). Assignors: PALAIS, GEORGES, LHOMMET, MAX
Publication of US20080190318A1 publication Critical patent/US20080190318A1/en
Abandoned legal-status Critical Current

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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
    • B61D17/20—Communication passages between coaches; Adaptation of coach ends therefor
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61C—LOCOMOTIVES; MOTOR RAILCARS
    • B61C3/00—Electric locomotives or railcars
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
    • B61D17/00—Construction details of vehicle bodies
    • 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
    • B61D17/12—Roofs
    • B61D17/14—Roofs with gangways
    • 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
    • B61D17/20—Communication passages between coaches; Adaptation of coach ends therefor
    • B61D17/22—Communication passages between coaches; Adaptation of coach ends therefor flexible, e.g. bellows
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
    • B61D3/00—Wagons or vans
    • B61D3/10—Articulated vehicles

Definitions

  • the present invention relates to a railcar for passenger transport and more specifically a railcar which can be adjusted in terms of passenger capacity and in terms of maximum speed.
  • trains or railcars are differentiated depending on whether they have concentrated or distributed motorisation, depending on whether the carriages composing them are connected in an articulated or non-articulated manner, depending on the arrangement and the number of motor and carrier bogies, and depending on whether they are single or double deck.
  • a railcar comprises at least one motorised carriage, that is to say, comprising at least one passenger compartment and at least one traction drive.
  • a railcar may thus comprise only motorised carriages or comprise non-motorised carriages and at least one motorised carriage.
  • a train is composed of one or more motor cars and a specific number of passenger carriages.
  • a motor car is not accessible to passengers and comprises, inter alia, a traction drive.
  • the traction drive comprises a plurality of items of equipment which are either electrical components or electronic power and control components which are capable of acquiring the electrical energy from a traction source (for example, a catenary line), transforming it and converting it into electrical signals for supplying electric motors of the motor bogies in order to drive the train or the railcar.
  • a traction source for example, a catenary line
  • the motorisation is said to be concentrated when all the components of the traction drives are grouped in a single location, for example, in the motor car of a train.
  • the motorisation is said to be distributed when the components of the traction drive are distributed over a plurality of carriages, below the chassis of the carriages or in the roof.
  • a bogie conventionally comprises a bogie chassis which rests on two axles.
  • the term axle is generally intended to refer to a pair of coaxial wheels which rest on the rails of a rail track.
  • a motor bogie comprises at least one electrical motor for driving the wheels of at least one of the axles thereof, referred to as a motor axle.
  • a non-motorised bogie is referred to as a carrier bogie.
  • Two adjacent carriages are said to be “articulated” (or in a state of articulated connection) when a first carriage is supported with one of the ends thereof on a bogie and the end facing the second carriage rests on the end of the first one.
  • the bogie therefore straddles below the ends of the two adjacent carriages.
  • a railcar which is composed of two articulated carriages therefore comprises three bogies, since the free ends of the two carriages each rest on a bogie.
  • a railcar composed of two non-articulated carriages therefore comprises four bogies.
  • a carriage is said to be single deck when it has a passenger compartment on a single floor level and it is said to be double deck when it comprises two passenger compartments on two levels, superimposed one above the other.
  • This type of motorisation requires a large mass of cables having the power which is required to connect the energy acquisition device(s) to the motors, extending through each item of traction equipment, which cables therefore extend between all the carriages which are equipped with an acquisition device or an item of equipment of the traction drive, or a motor bogie.
  • This architecture has a reduced passenger capacity compared with a railcar having an identical length since the motor cars are not accessible to passengers.
  • the object of the invention is therefore to provide a railcar which does not have the disadvantages of the architectures of the prior art.
  • the invention proposes a railcar for passenger transport which comprises two driving carriages and intermediate carriages, carrier bogies, motor bogies, which comprise at least one motor axle, wherein the carriages are all mutually articulated in pairs, the railcar comprises three or four traction drives, one traction drive being arranged in each driving carriage and at least one traction drive being arranged in a single intermediate carriage, a motor bogie is arranged below at least one of the two ends of the driving carriages, a motor bogie is arranged below at least one of the two ends of the intermediate carriage which comprises at least one traction drive.
  • the railcar comprises one or more of the following features, taken in accordance with any technically possible combination:
  • the railcar is completely articulated, that is to say that the carriages are all mutually articulated in pairs.
  • a bogie is arranged in a straddling manner below the two adjacent ends of two adjacent carriages, the free ends of the driving carriages resting on a single bogie.
  • the railcar therefore has concentrated motorisation, the concentration being carried out in three carriages, whether there are three or four traction drives.
  • a motor bogie is arranged below at least one of the two ends of the two driving carriages and the motorised intermediate carriage comprising a traction drive.
  • each carriage which comprises a traction drive is supported at the two ends thereof either by a motor bogie and a carrier bogie or by two motor bogies.
  • the railcar comprises, between the motorised intermediate carriage and each of the driving carriages, at least one intermediate carriage which has no traction drive. Since this intermediate carriage does not comprise a traction drive, it is referred to as a trailer.
  • a trailer is supported at least at one of the two ends thereof by means of a carrier bogie.
  • a trailer is therefore supported at the ends thereof either by means of a carrier bogie and a motor bogie, or by two carrier bogies.
  • a railcar according to the invention therefore complies with a regulation for alternating carriages which comprise a traction drive and which comprise no traction drive, and a regulation for alternating motor bogies and carrier bogies in order to comply with the maximum axle load.
  • axle load of the railcar according to the invention is kept below the maximum admissible load since:
  • the balance of the masses on each carrier bogie and motor bogie is also obtained by means of optimisation of the distribution of the various items of traction equipment or auxiliary equipment of the railcar and the internal fitting of the carriages which differs depending on the comfort desired (different type and number of seats depending on the class of the carriage).
  • the internal fitting of the motorised intermediate carriage depends in particular on the mass of the traction drive(s) which are themselves dependent on the desired performance levels of the railcar (multi-voltage traction, maximum speed, etc.). For example, if the mass of the items of traction equipment installed is high, the internal fitting of the motorised intermediate carriage will be reduced in weight and be configured as a buffet car, a carriage which provides services, or which has a reduced passenger capacity compared with the capacity of the trailers.
  • Each traction drive drives at least one motor axle of the motor bogie(s) which is/are arranged below one end or the two ends of the carriages in which one or more traction drives are arranged.
  • the railcar may thus comprise from three to twelve motor axles, depending on whether each driving carriage and the motorised intermediate carriage are supported by one or two motor bogies which themselves comprise one or two motor axles.
  • One advantage of an architecture which is completely articulated is that the railcar is more stable in the event of derailment. Owing to the articulated architecture, the resistance to forward movement and therefore the energy consumption required to drive the vehicle remains limited compared with a non-articulated railcar of the same length, since there are fewer bogies. The maintenance operations are also reduced. Owing to the railcar composition, the vehicle provides a large capacity since the entire length of the vehicle is used to receive passengers.
  • One advantage of the concentration of traction drives in the driving carriages and in a single motorised intermediate carriage allows better protection from and control of fires by physically separating the traction drives from each other and by physically separating the traction drives from the passenger compartments.
  • FIGS. 1 , 3 and 4 are schematic side views of railcars according to the invention, according to a plurality of embodiments,
  • FIG. 2 is a table which schematically illustrates the position of the motor axles in accordance with the number of carriages composing the railcar.
  • a railcar A comprises seven trailers 3 and a motorised intermediate carriage 4 which are arranged between two driving carriages 2 .
  • a first driving carriage 2 is located at a first end of the railcar A (from the left-hand side in FIG. 1 ). It has a free end, where a driver's cabin 9 is located, and rests on a motor bogie 6 which is composed of two motor axles 5 .
  • a first traction drive 8 is arranged below the passenger compartment 10 of this first driving carriage 2 .
  • the driving carriage 2 is articulated to a first trailer 3 .
  • the two ends facing the carriages 2 and 3 rest on a single motor bogie 6 which is composed of two motor axles 5 .
  • the first trailer 3 therefore shares, at the first end thereof, a motor bogie 6 with the driving carriage 2 and shares, at the other end thereof, a carrier bogie 7 with the second adjacent trailer 3 .
  • the second trailer 3 is articulated to the first trailer 3 and to the third trailer 3 .
  • the second trailer 3 shares, with each of the first and third trailer 3 , a carrier bogie 7 .
  • the third trailer 3 is articulated to a motorised intermediate carriage 4 which is located in the railcar of this embodiment in fifth position from the left-hand side.
  • None of the first three trailers 3 receives a traction drive 8 .
  • the motorised intermediate carriage 4 shares, at each of the ends thereof, a motor bogie 6 with the adjacent trailers.
  • Two traction drives 8 are arranged below the passenger compartment 10 and supply the motors of the motor bogies, which each comprise two motor axles, located at each end of the motorised intermediate carriage 4 .
  • the four subsequent trailers 3 are also articulated and rest on carrier bogies 7 , with the exception of the ends of the trailers 3 which are articulated to the motorised intermediate carriage 4 or to the driving carriage 2 which rest on motor bogies 6 .
  • the second driving carriage 2 is identical to the first.
  • All the carriages 2 , 3 , 4 of the railcar A have a passenger compartment 10 .
  • Each of the carriages 2 , 3 , 4 communicates with the or each adjacent carriage by means of a passage 11 .
  • the railcar A of FIG. 1 has eleven bogies, six motorised bogies 6 and five carrier bogies 7 , for a length of approximately 200 m.
  • all the axles of the motor bogies are motorised.
  • a railcar of this type may transport at least 550 passengers at a commercial speed of at least 330 km/h.
  • FIG. 1 schematically illustrates the location of the traction drives 8 below the entire length of the passenger compartments 10 of the carriages 2 and 4 , but depending on the actual spatial requirement of the various components of the traction drive 8 , it may extend completely or partially below the floor of the passenger compartments 10 .
  • the traction drives 8 of the driving carriages 2 may be arranged in intermediate compartments between the driver's cabin 9 and the passenger compartment 10 .
  • each of the driving carriages 2 is provided with a pantograph 12 in order to acquire the electrical energy on a catenary line (not illustrated).
  • a high-voltage cable 13 distributes the electrical energy acquired by each pantograph 12 to the traction drive 8 which is located in the motorised intermediate carriage 4 .
  • the cables 13 are illustrated at the outer side of the carriages with dot-dash lines. In practice, these cables extend, for example, in the roof.
  • the concentration of the traction drives 8 and the motor bogies 6 over a very limited number of carriages allows the mass of the necessary cables to be limited, since only high-voltage cables 13 extend between the driving carriages 2 and the traction drive 8 of the motorised intermediate carriage 4 .
  • These cables have a lower mass than the mass of the power cables of the architectures of the railcars of the prior art.
  • the complexity of the cabling is also significantly reduced.
  • FIG. 2 illustrates, in the form of a table, two possible configurations of the railcar according to the first embodiment given by way of example. Only the driving carriages 2 , the motorised carriages 4 , the traction drives 8 , the motor bogies 6 , the motor axles 5 , the carrier bogies 7 , the passenger capacity and the possible operating speeds are numbered.
  • a railcar which is composed of seven carriages, comprising two driving carriages 2 , four trailers 3 , a motorised intermediate carriage 4 and four motorised axles 5 requires only three traction drives 8 .
  • a single traction drive 8 is therefore arranged in the motorised intermediate carriage 4 , in contrast to the first embodiment.
  • two motor bogies 6 support the two ends of the motorised carriage 4 , but each has only a single motor axle 5 .
  • the space released by the second traction drive can be used to install auxiliary equipment or the mass released can be used to install more seats in the compartment 10 of the motorised intermediate carriage 4 .
  • only the bogies below the free ends of the driving carriages 2 are motorised and they each comprise two motor axles 5 .
  • This variant having seven carriages therefore comprises four motor bogies 6 but six motor axles 5 .
  • This railcar may transport between 350 and 400 passengers (depending on the internal fitting) and travel at least at 300 km/h.
  • the second variant of the railcar according to the invention having ten carriages is identical to the variant comprising seven carriages, with the exception that it comprises three additional trailers. It may have the same performance levels as the railcar A of the first embodiment by increasing the power at the axle.
  • the railcar produced according to the invention is completely adjustable in terms of passenger capacity and speed since it may comprise from seven to eleven carriages, three or four traction drives 8 , from three to twelve motor axles 5 which are distributed over from three to six motor bogies 6 and can reach a maximum speed of between 140 and 350 km/h.
  • This adjustability is achieved by means of the simplification of the types of carriages (driving 2 , trailer 3 and motorised 4 ) whilst applying the regulation for alternating the trailers and the carriages which receive a traction drive 8 and the regulation for alternating the motor bogies 6 and carrier bogies 7 in order to comply with the maximum axle load.
  • the railcar A comprises only single deck carriages.
  • the driving carriages 2 and the intermediate carriages 3 , 4 are double deck, as illustrated in FIG. 3 .
  • the lower level of a driving carriage 2 and the motorised intermediate carriage 4 which receives a traction drive 8 is used to accommodate the traction drive(s) 8 , the other level being reserved for passengers.
  • the passages 11 are placed at the upper level in order to move from one trailer 3 to another.
  • the passages between the driving carriages 2 and the adjacent trailers 3 are formed at the lower level.
  • a stairway (not illustrated) which is arranged in the driving carriage 2 and in the trailers 3 allows the upper level to be reached from the access doors (not illustrated) of the carriages 2 , 3 , 4 .
  • a railcar C is distinguished from that of the preceding embodiments in that it comprises only trailers 3 which have no traction drives 8 .
  • the railcar C therefore has no motorised intermediate carriage 4 which receives a traction drive 8 .
  • the railcar C comprises four motorised bogies 6 which are arranged below the free ends of the driving carriages 2 , and in a straddling manner below the end of a driving carriage 2 and the end of the adjacent trailer 3 .
  • motorised bogies 6 which are arranged below the free ends of the driving carriages 2 , and in a straddling manner below the end of a driving carriage 2 and the end of the adjacent trailer 3 .
  • from four to eight axles could be motorised, each motor bogie 6 having at least one motor axle 5 .
  • the power/mass ratio of a short railcar remains sufficiently high for the railcar to travel at high speed whilst having optimised traction power taking into consideration the use thereof.
  • This possibility for adapting the traction power is not possible on a train, since the motor cars have a traction power which is sized for the maximum number of carriages to be pulled; if intermediate carriages are removed, the power is needlessly excessive.
  • the adaptation of the traction power cannot be readily carried out on a railcar having distributed motorisation since removing a carriage is equivalent to removing an element of the traction drive.
US12/027,782 2007-02-09 2008-02-07 Railcar for passenger transport Abandoned US20080190318A1 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
FR0700935A FR2912364B1 (fr) 2007-02-09 2007-02-09 Automotrice de transport de passagers
FR0700935 2007-02-09

Publications (1)

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US20080190318A1 true US20080190318A1 (en) 2008-08-14

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US (1) US20080190318A1 (es)
EP (1) EP1955917B2 (es)
JP (1) JP2008195383A (es)
KR (1) KR20080074775A (es)
CN (1) CN101327799B (es)
AR (1) AR065259A1 (es)
AT (1) ATE529316T1 (es)
CA (1) CA2619198C (es)
ES (1) ES2373177T5 (es)
FR (1) FR2912364B1 (es)
PT (1) PT1955917E (es)
RU (1) RU2466891C2 (es)
TW (1) TW200911591A (es)

Cited By (11)

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CN101898562A (zh) * 2008-10-24 2010-12-01 阿尔斯通运输股份有限公司 客运轨道车
WO2013120640A1 (de) * 2012-02-13 2013-08-22 Siemens Aktiengesellschaft Schienenfahrzeug mit wenigstens zwei wagenteilen
RU2494897C2 (ru) * 2011-05-31 2013-10-10 Дахир Курманбиевич Семенов Высокоскоростная транспортная система, полая ходовая балка (варианты), ходовая тележка (варианты), подвижной состав (варианты)
DE102012206864A1 (de) * 2012-04-25 2013-10-31 Siemens Aktiengesellschaft Elektrisches Schienenfahrzeug und Verfahren zu seinem Betreiben
EP2927086A1 (en) * 2014-04-02 2015-10-07 ALSTOM Transport Technologies An assembly set and method for equipping a railway traction vehicle with brake energy recovery using standardised traction modules
US9566864B2 (en) 2011-11-30 2017-02-14 Siemens Aktiengesellschaft Rail vehicle
EP2729341B1 (de) 2011-09-12 2017-09-27 Siemens Aktiengesellschaft Schienenfahrzeugsverband
US10882539B2 (en) 2017-03-29 2021-01-05 Alstom Transport Technologies Railway vehicle having partially standardized carriages
US11084506B2 (en) 2016-10-07 2021-08-10 Alstom Transport Technologies Articulated railway vehicle, with an improved modularity
US11180167B2 (en) 2016-08-28 2021-11-23 Crrc Qingdao Sifang Co., Ltd. Double-decker rail vehicle
US11332168B2 (en) * 2016-05-06 2022-05-17 Bulk Ore Shuttle System Pty Ltd Rail transport system

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FR2937940B1 (fr) * 2008-10-30 2014-06-06 Alstom Transport Sa Automotrice de transport de voyageurs
FR2940227B1 (fr) * 2008-12-24 2011-02-11 Alstom Transport Sa Automotrice de transport de voyageur comprenant des agencements standardises sous le plancher des voitures
FR2951682B1 (fr) * 2009-10-23 2011-12-23 Alstom Transport Sa Rame ferroviaire bi-mode
CN102501859B (zh) * 2011-11-15 2014-06-25 长春广垠集团有限公司 一种窄轨电动机车的动车
CN102501858B (zh) * 2011-11-15 2014-06-25 长春广垠集团有限公司 一种窄轨电动机车
CN102795230B (zh) * 2012-09-11 2015-02-25 南车株洲电力机车有限公司 一种以动力单元为基础的电力机车组
CN103129572A (zh) * 2013-03-04 2013-06-05 唐山轨道客车有限责任公司 动车组车体和动车组
EP2810845B1 (en) * 2013-06-07 2018-04-11 Dellner Couplers AB Structure suitable to form part of a floor, a sidewall or a ceiling of a gangway
CN104512431A (zh) * 2013-09-29 2015-04-15 斯柯达运输股份公司 特别是有轨电车的低地板铰接式轨道车辆
CN105620548B (zh) * 2014-10-31 2022-01-28 中车株洲电力机车研究所有限公司 用于无轨导向电车的胶轮动力架及无轨导向电车
FR3035056B1 (fr) * 2015-04-16 2018-08-31 Metrolab Rame constituee d'une pluralite de vehicules ferroviaires a deux niveaux pour passagers et fret
US10857896B2 (en) 2017-06-14 2020-12-08 Samuel Rutt Bridges Roadway transportation system
DE102019203477A1 (de) * 2019-03-14 2020-09-17 Siemens Mobility GmbH Höchstgeschwindigkeitszug, Doppeltraktionszug und Verwendung des Höchstgeschwindigkeitszugs
CN110576872A (zh) * 2019-10-24 2019-12-17 中车资阳机车有限公司 一种具有动力切换功能及悬浮铰接结构的齿轨列车
CN110789546B (zh) * 2019-11-26 2022-01-21 中车大连机车车辆有限公司 一种动力集中动车组及不设置高压电气设备的司控车厢
CN110789547A (zh) * 2019-11-26 2020-02-14 中车大连机车车辆有限公司 一种动力集中动车组及其可分离司机室
CN114701531A (zh) * 2022-04-14 2022-07-05 中车长江车辆有限公司 一种关节车组

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Cited By (12)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN101898562A (zh) * 2008-10-24 2010-12-01 阿尔斯通运输股份有限公司 客运轨道车
RU2494897C2 (ru) * 2011-05-31 2013-10-10 Дахир Курманбиевич Семенов Высокоскоростная транспортная система, полая ходовая балка (варианты), ходовая тележка (варианты), подвижной состав (варианты)
EP2729341B1 (de) 2011-09-12 2017-09-27 Siemens Aktiengesellschaft Schienenfahrzeugsverband
US9566864B2 (en) 2011-11-30 2017-02-14 Siemens Aktiengesellschaft Rail vehicle
WO2013120640A1 (de) * 2012-02-13 2013-08-22 Siemens Aktiengesellschaft Schienenfahrzeug mit wenigstens zwei wagenteilen
DE102012206864A1 (de) * 2012-04-25 2013-10-31 Siemens Aktiengesellschaft Elektrisches Schienenfahrzeug und Verfahren zu seinem Betreiben
EP2812208B1 (de) 2012-04-25 2016-01-06 Siemens Aktiengesellschaft Elektrisches schienenfahrzeug und verfahren zu seinem betreiben
EP2927086A1 (en) * 2014-04-02 2015-10-07 ALSTOM Transport Technologies An assembly set and method for equipping a railway traction vehicle with brake energy recovery using standardised traction modules
US11332168B2 (en) * 2016-05-06 2022-05-17 Bulk Ore Shuttle System Pty Ltd Rail transport system
US11180167B2 (en) 2016-08-28 2021-11-23 Crrc Qingdao Sifang Co., Ltd. Double-decker rail vehicle
US11084506B2 (en) 2016-10-07 2021-08-10 Alstom Transport Technologies Articulated railway vehicle, with an improved modularity
US10882539B2 (en) 2017-03-29 2021-01-05 Alstom Transport Technologies Railway vehicle having partially standardized carriages

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RU2008104911A (ru) 2009-08-20
ES2373177T5 (es) 2020-01-30
CN101327799B (zh) 2011-07-06
EP1955917B2 (fr) 2019-05-01
RU2466891C2 (ru) 2012-11-20
JP2008195383A (ja) 2008-08-28
KR20080074775A (ko) 2008-08-13
PT1955917E (pt) 2011-12-21
FR2912364B1 (fr) 2014-07-04
AR065259A1 (es) 2009-05-27
EP1955917A1 (fr) 2008-08-13
CN101327799A (zh) 2008-12-24
CA2619198C (fr) 2016-01-12
ATE529316T1 (de) 2011-11-15
CA2619198A1 (fr) 2008-08-09
FR2912364A1 (fr) 2008-08-15
EP1955917B1 (fr) 2011-10-19
ES2373177T3 (es) 2012-02-01
TW200911591A (en) 2009-03-16

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