US3194176A - Arrangement for mechanizing the assembling of trains in a train-assembling track of a marshalling yard - Google Patents

Arrangement for mechanizing the assembling of trains in a train-assembling track of a marshalling yard Download PDF

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US3194176A
US3194176A US65683A US6568360A US3194176A US 3194176 A US3194176 A US 3194176A US 65683 A US65683 A US 65683A US 6568360 A US6568360 A US 6568360A US 3194176 A US3194176 A US 3194176A
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track
carrier
rail
sections
strand
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US65683A
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Garbers Ernst
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61B—RAILWAY SYSTEMS; EQUIPMENT THEREFOR NOT OTHERWISE PROVIDED FOR
    • B61B1/00—General arrangement of stations, platforms, or sidings; Railway networks; Rail vehicle marshalling systems
    • B61B1/005—Rail vehicle marshalling systems; Rail freight terminals
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61J—SHIFTING OR SHUNTING OF RAIL VEHICLES
    • B61J3/00—Shunting or short-distance haulage devices; Similar devices for hauling trains on steep gradients or as starting aids; Car propelling devices therefor
    • B61J3/04—Car shunting or haulage devices with cable traction or endless-chain driving means
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61J—SHIFTING OR SHUNTING OF RAIL VEHICLES
    • B61J3/00—Shunting or short-distance haulage devices; Similar devices for hauling trains on steep gradients or as starting aids; Car propelling devices therefor
    • B61J3/08—Devices with reciprocated pushing bars or like driving mechanisms combined with the track for shunting or hauling cars
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61J—SHIFTING OR SHUNTING OF RAIL VEHICLES
    • B61J3/00—Shunting or short-distance haulage devices; Similar devices for hauling trains on steep gradients or as starting aids; Car propelling devices therefor
    • B61J3/10—Car shunting or positioning devices with pinchbar action
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L17/00—Switching systems for classification yards

Definitions

  • Chain roads and drives are also known in which rollers engage behind the axles of the cars to be moved or arms adapted to be raised engage behind a buffer of such a car. All these installations require special pits between the tracks and can act upon the cars to be moved only along limited stretches of the tracks.
  • the arrangement comprises endless driving means having a polling strand and a return strand and circulating adjacent one of the two rails of said track, a plurality of carriers distributed over a corresponding number of limited stretches of said track and successively operable by a travelling car, each of said carriers being arranged to be coupled to said pulling strand of said endless driving means for taking the car along within the respective stretch of track, and a fixed transverse stop arranged at the end of each stretch of track for uncoupling said respective carrier from said pulling strand of said driving means and coupling it to said return strand of said driving means for returning it into its initial position, the carrier following said respective carrier being coupled to the car to be shifted and said pulling strand of said driving means.
  • a spring-loaded transport arm pivotally mounted on the carrier and having a roller thereon is automatically raised and is engaged behind the rim of a wheel of a car being moved. Both strands of the endless driving means pass through the carriers.
  • the carriers are arranged to move between a rail of the track and an additional guide rail in the individual stretches of the track and each carrier can be coupled alternately to the pulling strand or the return strand of the driving means.
  • Each carrier is constructed as a truck and guided with wheels between the rail feet and the rail heads facing each other or" the rail or" the track and the guide rail.
  • a joint comprising a wedge and an eccentric is provided for both the pulling strand and the return strand of the driving means.
  • the eccentrics can be turned by means of a movable control rod of the carrier, this rod being controlled by means of a control lever of the carrier operable by the car being moved and also disengaging and raising the spring-loaded transport arm, and, also by means of the fixed transverse stop provided at the end of each stretch of track.
  • the endless driving means have a driving motor which can be switched in by a contact arranged at a rail of the track in front of the stretches of the track.
  • a circuit-closing rail contact is situated at a rail of the track at the beginning of each stretch of track and effects by means of a magnet the coupling of its associated carrier to the pulling strand. of the driving means.
  • axle-counting rail contact is situated at a rail of the track at the beginning of each stretch of track.
  • Each axle-counting rail contact is arranged within the circuit of the circuit-closing rail contact for the magnet of t e respective rearward stretch of track in such a mannerthat the magnet of the rearward stretch of track is only switched in when two axle-counting rail contacts adjoining each other in the direction of movement of the cars have counted the same number of axles of cars to be moved.
  • the driving may be two endless cables, one strand of each cable being passed through the carriers.
  • the cable effecting the return of the carriers may circulate more rapidly than the advance cable.
  • the arrangement according to the invention is built up on the top of the normal roadbed. It is outside the confines of the railroad vehicles, so that the tracks are free for unobstructed travel by locomotives and cars after the driving means have been switched oil.
  • FIG. 1 is a fragmentary top plan view of a track
  • FIG. 2 is a circuit diagram of the rail contacts
  • FIG. 3 is a cross-sectional view of a rail of the track and the guide rail, showing the position of the carrier;
  • FIG. 4 is a side elevational view of the carrier without cable joints, partly in section;
  • FIG. 5 is a top plan view of the carrier, partly in section, and A PEG. 6 is a top plan view of another embodiment of the driving means.
  • a train assembling tracl with rails 1 and 2 is subdivided e.g. into 20 stretches.
  • a guide rail 3 is located adjacent the rail 2.
  • a carrier 4 is arranged to run within each stretch of track.
  • Each stretch of track has a circuit-closing rail contact 5, an axle-counting rail conale give tact 6 and a magnet '7.
  • an endless cable is arranged to circulate. This cable has a pulling strand 9 and a return strand 9 and can be driven by a driving motor 8.
  • Each carrier 4 is adapted to be coupled to this cable so as to travel within its stretch of track from the magnet '7 to a fixed transverse stop ll) interconnecting the rail 2 and the guide rail 3, and again back to the magnet.
  • a switch 11 When a car runs into the track, one of its wheels closes a switch 11 (see FIG. 2 also) which is located adjacent the rail 1 and switches in the driving motor 3 for the endless cable.
  • the car wheel actuates the switch 11 and the motor 8 is kept running by a timing relay 13.
  • This timing relay is a known time switch which after being energized is released only after a certain readjustable time.
  • the car wheel then closes a first circuit-closing rail switch located adjacent the rail 1, thereby switching in an electromagnet 7 which couples a carrier 4 to the pulling strand 9 of the endless cable in the first stretch of track.
  • the eleotro-rnagnet 7 actuates a control lever 12 (FIG. 3) of the carrier 4- by causing the armature 29 to move downwardly, thereby effecting the coupling of the carrier to the cable by means of clamping as explained in detail hereinafter.
  • the carrier 4 At the end of the first stretch of track the carrier 4 is uncoupled from the pulling strand 9 coupled to the return strand 9 as described hereinafter, by means of the stop It), whereupon it returns into its initial position.
  • the travelling car successively rolls into the following stretches of the track and is transported in each stretch of track in a similar manner.
  • the car continues to roll until it arrives at a stretch having, for example, an axlecounting rail contact 6 over which an additional pair of axles have already run.
  • the electromagnet 7 cannot be energized, as from the source 50, in this case in spite of the switching-in of a circuit-closing rail contact 5 because a different number of axles have run over the two neighboring axle-counting rail contacts 6 and 6 and the circuit to the magnet is broken.
  • a carrier 4 is not coupled to the cable in this case and the car continues to roll freewheeling over the last few feet until it abuts against the car or cars already stopped.
  • the contacts of two neighboring contact banks are always connected together (brackets with a line in 6' and 6
  • the circuit of the circuit-closing rail switch 5 is connected to ground via the magnet 7', the slider and the contact bank of 6' and the contact bank and the slider of 6 After the switching of 5' the circuit is closed only when the sliders of both contact banks are on the same contacts, i.e., the same number of car axles must have passed over the axle-counting rail switches 6' and 6 If more axles have passed over 6' than over 6 the magnet 7 7 does not switch. All the other axle-counting rail switches 6 -6 are constructed in the same manner.
  • Each magnet 7 couples a carrier 4 to the cable by the fact that the toggle lever 29 (FIG. 3) acting as an armature of the magnet 7 strikes against the lever 12 and moves this lever downwardly by turning it about the pivot 17.
  • the lever 12 then releases the hook 21 of the lever 19 from its lock pawl 20 so that the lever 19 can spring upwardly.
  • the lever 12 has pushed through its cam 26 the rod 39 out of the carrier 4, whereby through the stud 31 the eccentric 32 couples the pulling strand 9 of the endless cable through the wedge 33 to the carrier.
  • the carrier 4 then moves with the cable and since the lever 19 has been turned upwardly in the meantime, the roller 24 engages behind the rim face of the car wheel.
  • axle-counting rail contacts 6 are connected with known stepping mechanisms, selectors or the like.
  • a first axle-counting rail contact 6 and a last axle-counting rail contact 6 have selectors with only one contact bank, whereas all the other selectors have two contact banks.
  • an adjustable timing relay 13 can be provided in the circuit of the driving motor 8.
  • the magnets 7 to 7 can successively be switched in by means of a control relay 14-. This causes the carriers 4 to 4 to move to and fro idling in continuous succession.
  • the control relay 14 has a slider and a contact bank. One magnet 7 is connected with each contact of this contact bank. If current flows through the slider and the contact shown in the drawing, the magnet '7' is energized. If current flows through the slider and the second contact, the magnet 7 is energized and so forth. This is on the supposition that the motor 8 has been switched in to drive the cable.
  • the carriers 4 having wheels 15 are arranged to travel between rail feet 28 and rail heads 27 facing each other of the rail 2 and the guide rail 3.
  • the endless cable with its two strands 9 and 9 passes through bores 16 of the carriers 4.
  • a stretch of track of the arrangement according to the invention operates as follows: The rim of a wheel of the first car axle entering the arrangement switched in presses the circuit-closing rail switch 5 and thereby switches in the magnet 7 which depresses through the intermediary of a lever 22 the control lever 12 of the carrier 4 pivotally mounted at 17 (FIG. 4).
  • This causes, as shown in FIG. 4, a transport arm 19 provided with a hook 21 and swingable about a pivot 18 to be disengaged with its hook from a lock pawl 26 of the control lever 12 and raised by means of a spring 23 secured to the carrier on a pin 22.
  • the transport arm 19 engages with a roller 24 behind a rim 25 of a wheel of the car to be conveyed.
  • the transport arm has also a steering rod 38 provided at its free end with a steering 37.
  • the roller 24 engages behind the rim of the .car wheel which in the drawing runs from the left to the right just as the carrier 4.
  • the lever 19 turns about 18 and slides in a guide by means of the steering rod 38 having a steering 37. It can move into the carrier and engage with its hook 21 into the lock pawl 20.
  • first eccentric 32 is turned with the aid of a stud 31, and, as a result, a wedge 33 is pressed against the pulling strand 9 of the endless cable and tightened between the same and the eccentric.
  • the carrier 4 is thus firmly coupled to the pulling strand 9 and transports the car at the speed of the circulating cable by means of the raised transport arm 19 engaging behind the rim of a wheel of the car.
  • the weight of the transport arm 19 and the tension of the spring 23 required for raising the transport arm are so determined that when the direction of movement of the carrier 4 is reversed, the transport arm 19 returns into its position of rest due to the mass acceleration and is locked with its hook 21 by the lock pawl 20. If required, the transport arm 19 is run over, depressed and locked by the following axle.
  • the control lever 12 abuts against the lever 29 of the magnet to disengage the coupling of the return strand with the carrier. By this abutting against the lever 29, the rod 39 is slightly shifted and turns through the stud 34 the eccentric 35 to disengage the wedge 36.
  • the control lever 12 is then in a mid-position in which the endless cable runs with both strands through the stationary carrier.
  • the control lever 12 is again raised by means of the cam 26.
  • the control lever 12 is pressed into its central position with the result that the control rod 30 is. again pushed out of the carrier 4 to such an extent that the second eccentric 35 is turned by means of the stud 34, thereby disengaging the coupling of the wedge 36 from the return strand of the endless cable.
  • the carrier runs against a brake spring (not shown) located at the rail foot 28 and comes to rest under the lever 29, where it is ready for the next action while the endless cable continues to circulate.
  • FIG. 6 shows two endless cables 39 and 40 arranged to be driven by motors 41 and 42, respectively, the numbers of revolutions of which are regulatable independently of each other, one strand of each cable passing through the carriers 4.
  • the cable serving for returning the carriers can be driven more rapidly than the advance cable.
  • An arrangement for automatically assembling railroad trains in a train-assembling track of a railroad marshalling yard comprising railroad car driving means for moving individual cars over a prescribed length of track; said driving means comprising an endless power transmission means extending over several of said sections of track and having a pulling strand and a return strand; said endless transmission means lying adjacent one of the two rails of said sections of track; each of said sections of track being of the length of one of said cars being assembled; power source means for driving said endless power transmission means; a plurality of carriers distributedsubstantially uniformly over said sections of track; a guide rail adjacent said one rail of said sections of track; said carriers being supported for movement between said one rail and said guide rail; each of said carriers including a spring-loaded transport arm pivotally mounted thereon; trip means mounted on each section of said .trackway for releasing said pivoted arm upon the passage of a railroad car wheel; means causing said released arm to rise and to engage the recently passed wheel;
  • reversibly operable means mounted on each of said carriers to selectively lock said carrier to said pulling strand and to said return strand; said trip means also operating said reversibly operable means to lock said carrier to said pulling strand when said means is actuated; spaced means situated at each of said track sections for causing said reversibly operable means to reverse, releasing said pulling strand and locking said carrier to said return strand; and means for rendering said power source means operable for a preselected period of time after the passage of a railroad car into the first of said sections of track, said sections of track being so arranged that a carrier and the trip and spaced means are each located in each section of track so that the carrier of the first section of track moves a railroad car until it is released from its pulling strand by said spaced means and the carrier at the next adjacent section of track moves the same railroad car over its section of track, a single railroad car being moved into its final position by several of said carriers in succession.
  • the carriers are constructed as trucks having wheels, said guide rail being situated adjacent said one rail of the track and having a rail foot and a rail head, said trucks being guided with said wheels between said rail foot and said rail head of said guide railand the rail foot and the rail head of said one rail of the track facing them, said reversibly operable means including a coupling comprising a Wedge and an eccentric for each strand of the driving means to couple the carriers to and uncouple the carriers from the driving means, a shiftable control rod of each carrier arranged to turn said eccentrics alternately, latch means for latching said transport arm into a position ineffective to engage the wheel of railroad car to be moved, said transport arm of each carrier being operable by the car being moved to be moved into said ineifective position, said control rod being controllable by said latch means and by :a fixed stop arranged at the remote end of each railroad car position on said stretch of track.
  • said power source means comprises a motor, a switch contact situated at a rail of the track, said contact being arranged to switch in said driving motor, a circuit-closing rail contact arranged at a rail of the track at the beginning of each of said sections of track and a magnet provided for each circuit-closing rail contact, said circuit-closing rail contact being arranged to couple its associated carrier to the pulling strand by said magnet, said magnet operating said reversibly operable means.
  • axlecounting rail contact is situated at a rail of the track at the beginning of each section of track, each axle-counting rail contact being arranged within the circuit of the circuit-closing rail contact for the magnet of the respective preceding section of track in such a manner that the ma net of the preceding section of track is only switched in when two axle-counting rail contacts adjoining each other in the direction of movement of the cars have counted the same number of axles of cars to be moved so that the presence of a car on one section of track prevents the moving of another car onto that section of track.
  • Arrangement as claimed in claim 4 further including a control relay arranged to switch in the magnets of the individual sections of the track successively in continuous order to cause the carriers to move idling to and fro between said one rail of the track and a guide rail situated adjacent thereto, for the removal of snow.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Train Traffic Observation, Control, And Security (AREA)
  • Railway Tracks (AREA)
  • Machines For Laying And Maintaining Railways (AREA)
  • Platform Screen Doors And Railroad Systems (AREA)
US65683A 1960-04-27 1960-10-28 Arrangement for mechanizing the assembling of trains in a train-assembling track of a marshalling yard Expired - Lifetime US3194176A (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DEG29550A DE1114215B (de) 1960-04-27 1960-04-27 Einrichtung zum Mechanisieren der Zugbildungsarbeit in den Zugbildungsgleisen von Verschiebebahnhoefen
DEG29658A DE1112746B (de) 1960-04-27 1960-05-11 Einrichtung zum Mechanisieren der Zugbildungsarbeit in den Zugbildungsgleisen von Verschiebebahnhoefen

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US3194176A true US3194176A (en) 1965-07-13

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US (1) US3194176A (he)
BE (1) BE596353A (he)
CH (1) CH387687A (he)
DE (3) DE1105448B (he)
FR (1) FR1272778A (he)
GB (1) GB897834A (he)
NL (2) NL124704C (he)
SE (1) SE303779B (he)

Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3348498A (en) * 1965-07-06 1967-10-24 Whiting Corp Railway car positioning mechanism
US3402677A (en) * 1966-02-07 1968-09-24 Whiting Corp Signal producing means for use with a railway car handling mechanism
US3427991A (en) * 1965-12-27 1969-02-18 Asea Ab Trackless marshalling trolley
CN111766809A (zh) * 2020-06-30 2020-10-13 通号城市轨道交通技术有限公司 一种连挂列车车辆控制方法及车载控制器
CN112406955A (zh) * 2020-10-29 2021-02-26 北京全路通信信号研究设计院集团有限公司 一种可以高效调车的车载设备及其方法

Families Citing this family (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE1190490B (de) * 1962-01-05 1965-04-08 Ernst Garbers Dr Ing Verfahren und Vorrichtung zum Automatisieren des Ablaufvorganges in Rangierbahnhoefen
NL128448C (he) * 1964-08-22
DE2509693C3 (de) * 1975-03-06 1981-09-03 Hauhinco Maschinenfabrik G. Hausherr, Jochums Gmbh & Co Kg, 4300 Essen Richtungsgleistransporteinrichtung
DE2715662C2 (de) * 1977-04-07 1986-05-28 Hauhinco Maschinenfabrik G. Hausherr, Jochums Gmbh & Co Kg, 4300 Essen Anlage zum Fördern von Eisenbahnwagen in einem Richtungsgleis von Rangierbahnhöfen

Citations (15)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US797905A (en) * 1905-01-05 1905-08-22 Horatio S Moore Cable-grip.
US972685A (en) * 1910-07-22 1910-10-11 Clemens J Clemensson Automatic clutch and releasing mechanism for cables.
US1324113A (en) * 1918-02-09 1919-12-09 Edward P Haines Apparatus for distributing cars.
US1484086A (en) * 1922-06-24 1924-02-19 Frank H Rutherford Switching apparatus for railway-switch yards
FR663039A (fr) * 1928-02-16 1929-08-23 Procédé de freinage automatique des wagons dans un triage
US1769713A (en) * 1925-07-16 1930-07-01 Gen Railway Signal Co Railway-car classification system
DE644717C (de) * 1934-07-22 1937-05-12 Karl Ruhl Vorrichtung zur selbsttaetigen Regelung der Laufgeschwindigkeit der auf geneigter Strecke abwaerts laufenden Foerderwagen
US2189879A (en) * 1935-09-11 1940-02-13 Int Standard Electric Corp Railway signal control system
GB550529A (en) * 1941-07-07 1943-01-13 Frederick Gilbert Mitchell Improvements in or relating to marshalling yards for railway vehicles
US2582316A (en) * 1950-02-11 1952-01-15 Doehler Emil John Railroad car handling system and apparatus
US2715369A (en) * 1953-08-25 1955-08-16 Emil J Doehler Railroad car handling apparatus
US2729172A (en) * 1951-09-18 1956-01-03 Strachan & Henshaw Ltd Devices for moving rail wagons and the like
US2767662A (en) * 1950-10-16 1956-10-23 Nortons Tividale Ltd Apparatus for propelling trucks
US2847562A (en) * 1953-06-22 1958-08-12 Streeter Amet Co Car actuated circuit controller
US3028819A (en) * 1958-01-29 1962-04-10 Brosnan Dennis William Railway car repair system and apparatus

Family Cites Families (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE372413C (de) * 1921-10-21 1923-08-23 Oskar Thoma Haspelfoerderung
DE400494C (de) * 1922-10-28 1924-08-12 Franz Kuehns Rangieranlage fuer Ablaufberge
DE383140C (de) * 1923-02-25 1923-10-10 Adolf Bleichert & Co Streckenblockierung fuer zwei selbsttaetig auf ein und demselben Strange in beiden Richtungen verkehrende Wagen
DE457315C (de) * 1923-08-25 1928-03-13 M B H Fuer Oberbauforschung Ge Beschleunigungsantrieb fuer Eisenbahnwagen
DE813041C (de) * 1949-12-28 1951-09-06 Schuechtermann & Kremer Baum A Kettenbahn fuer Foerderwagen

Patent Citations (15)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US797905A (en) * 1905-01-05 1905-08-22 Horatio S Moore Cable-grip.
US972685A (en) * 1910-07-22 1910-10-11 Clemens J Clemensson Automatic clutch and releasing mechanism for cables.
US1324113A (en) * 1918-02-09 1919-12-09 Edward P Haines Apparatus for distributing cars.
US1484086A (en) * 1922-06-24 1924-02-19 Frank H Rutherford Switching apparatus for railway-switch yards
US1769713A (en) * 1925-07-16 1930-07-01 Gen Railway Signal Co Railway-car classification system
FR663039A (fr) * 1928-02-16 1929-08-23 Procédé de freinage automatique des wagons dans un triage
DE644717C (de) * 1934-07-22 1937-05-12 Karl Ruhl Vorrichtung zur selbsttaetigen Regelung der Laufgeschwindigkeit der auf geneigter Strecke abwaerts laufenden Foerderwagen
US2189879A (en) * 1935-09-11 1940-02-13 Int Standard Electric Corp Railway signal control system
GB550529A (en) * 1941-07-07 1943-01-13 Frederick Gilbert Mitchell Improvements in or relating to marshalling yards for railway vehicles
US2582316A (en) * 1950-02-11 1952-01-15 Doehler Emil John Railroad car handling system and apparatus
US2767662A (en) * 1950-10-16 1956-10-23 Nortons Tividale Ltd Apparatus for propelling trucks
US2729172A (en) * 1951-09-18 1956-01-03 Strachan & Henshaw Ltd Devices for moving rail wagons and the like
US2847562A (en) * 1953-06-22 1958-08-12 Streeter Amet Co Car actuated circuit controller
US2715369A (en) * 1953-08-25 1955-08-16 Emil J Doehler Railroad car handling apparatus
US3028819A (en) * 1958-01-29 1962-04-10 Brosnan Dennis William Railway car repair system and apparatus

Cited By (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3348498A (en) * 1965-07-06 1967-10-24 Whiting Corp Railway car positioning mechanism
US3427991A (en) * 1965-12-27 1969-02-18 Asea Ab Trackless marshalling trolley
US3402677A (en) * 1966-02-07 1968-09-24 Whiting Corp Signal producing means for use with a railway car handling mechanism
CN111766809A (zh) * 2020-06-30 2020-10-13 通号城市轨道交通技术有限公司 一种连挂列车车辆控制方法及车载控制器
CN111766809B (zh) * 2020-06-30 2022-04-19 通号城市轨道交通技术有限公司 一种连挂列车车辆控制方法及车载控制器
CN112406955A (zh) * 2020-10-29 2021-02-26 北京全路通信信号研究设计院集团有限公司 一种可以高效调车的车载设备及其方法

Also Published As

Publication number Publication date
CH387687A (de) 1965-02-15
DE1105448B (de) 1961-04-27
GB897834A (en) 1962-05-30
DE1114215B (de) 1961-09-28
NL257026A (he)
BE596353A (fr) 1961-02-15
DE1112746B (de) 1961-08-17
SE303779B (he) 1968-09-09
FR1272778A (fr) 1961-09-29
NL124704C (he)

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