CA1184437A - Interconnecting passage for articulated vehicle - Google Patents
Interconnecting passage for articulated vehicleInfo
- Publication number
- CA1184437A CA1184437A CA000371834A CA371834A CA1184437A CA 1184437 A CA1184437 A CA 1184437A CA 000371834 A CA000371834 A CA 000371834A CA 371834 A CA371834 A CA 371834A CA 1184437 A CA1184437 A CA 1184437A
- Authority
- CA
- Canada
- Prior art keywords
- chassis
- movement
- articulated vehicle
- vehicle according
- axis
- 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.)
- Expired
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
- B61D17/12—Roofs
- B61D17/14—Roofs with gangways
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
- B61D3/00—Wagons or vans
- B61D3/10—Articulated vehicles
- B61D3/12—Articulated vehicles comprising running gear interconnected by loads
-
- 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
- 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
- B61F5/00—Constructional details of bogies; Connections between bogies and vehicle underframes; Arrangements or devices for adjusting or allowing self-adjustment of wheel axles or bogies when rounding curves
- B61F5/02—Arrangements permitting limited transverse relative movements between vehicle underframe or bolster and bogie; Connections between underframes and bogies
- B61F5/16—Centre bearings or other swivel connections between underframes and bolsters or bogies
Abstract
ABSTRACT
A tunnel structure for interconnecting passenger compartments on an articulated vehicle includes pairs of cylindrical walls which overlap during steering movement of the vehicle. To seal between the cylindrical walls a pair of inner walls is provided which include hinged flaps lying against the cylindrical wall. The flaps are hinged on an inclined axis to reduce clearance between the cylindrical walls and the side walls upon the vehicle negotiating vertical curves.
A tunnel structure for interconnecting passenger compartments on an articulated vehicle includes pairs of cylindrical walls which overlap during steering movement of the vehicle. To seal between the cylindrical walls a pair of inner walls is provided which include hinged flaps lying against the cylindrical wall. The flaps are hinged on an inclined axis to reduce clearance between the cylindrical walls and the side walls upon the vehicle negotiating vertical curves.
Description
~ le present invention relates to ~Irtic~llated vehiclesand more particuldrly to articulated pa~senger carrying vehicles.
It is well known to artic~late a vehicle to enable it to accommodate sharper curves in service. The articulation between the two c~assis portions o~ the vehicle will usually accommodate both movement about a hori ontal axis to accommodate changes in terrain and movement about a ~er-tical axis to accommodate steering motion. With passenger carrying vehicles, it is desirable that the passenger compartments carried by both parts of the vehicle are interconnected to allow movement of passengers from one portion to another. This avoids the need for duplicate crew and ensures that the passengers are evenly distributed throughout the vehicLe.
An enclosed tunnel is usually provided for interconnecting the two portions of the vehicle but such structures have usually created problems in that they must accommodate movements about both the vertical and horizontal axis whilst retaining an uniform cross section to the tunnel.
Further it is important that,the structure forming the tunnel does not present a safety hazard by exposing passengers within the tunnel to moving structure which could cut or crush a passenger thrown against the side of the tunnel.
Various arrangements have been proposed for forming the tunnel structure,- the most com~,on being the use of bellows with
It is well known to artic~late a vehicle to enable it to accommodate sharper curves in service. The articulation between the two c~assis portions o~ the vehicle will usually accommodate both movement about a hori ontal axis to accommodate changes in terrain and movement about a ~er-tical axis to accommodate steering motion. With passenger carrying vehicles, it is desirable that the passenger compartments carried by both parts of the vehicle are interconnected to allow movement of passengers from one portion to another. This avoids the need for duplicate crew and ensures that the passengers are evenly distributed throughout the vehicLe.
An enclosed tunnel is usually provided for interconnecting the two portions of the vehicle but such structures have usually created problems in that they must accommodate movements about both the vertical and horizontal axis whilst retaining an uniform cross section to the tunnel.
Further it is important that,the structure forming the tunnel does not present a safety hazard by exposing passengers within the tunnel to moving structure which could cut or crush a passenger thrown against the side of the tunnel.
Various arrangements have been proposed for forming the tunnel structure,- the most com~,on being the use of bellows with
2 --sliding platforms. This arrangement however is not entirely satisfactory in that it does not provide a ~igid struckure and is not aesthetically pleasing.
A further proposal has been to form the tunnel structure in t~o sets of overlapping parts. Thus a generally cylindrical structure is provided to accommodate the steering articulation with the cylindrical structur2 overlapping as the vehicle negotiates a curve~ Mounted within the cylindrical structure is a pair of generally rectanqular tunnel members which telescope within one another and provide curved roof lines to accommodate the movement about the horizontal axis. Thus one of the set of parts accommodates movement ahout the vertical axis and the other set of parts accommodates movement about a horizontal axis. I'his arrangement however re~uires a plurality of separate housinqs which must smoothly slide within one another. Such an arrangement is costly and does not entirely avoid the possibility of entrapment between relatively sliding parts~
Accordinq to the present invention there is provided an articulated vehicle comprisinq a first chassis and a second chassis, each havina an outboard and an inboard end, coupling means interconnecting said inboard ends and including vertical ~ivot means to accommodate relative movement of said chassis about a generally vertical axis for steering movement of said vehicle and horizontal pivot means to accommodate relative pivotal movement of said chassis about a generally transverse horizontal axis for relative vertical movement between said outboard ends, and a tunnel structure interconnecting said chassis, said tunnel structure including a first pair of laterally spaced upstanding partitions mounted on one of said chassis and defining a first passage, a second pair of laterally spaced upstanding partitions mounted on the other of said chassis and defining a second passaqe, a pair of upstanding side walls located inwardly of said partitions and each extending between said first and second passages to define a continuous passageway from said one chassis to the other, said side walls each including a stationary portion and a moveable portion pivotally connected to said stationary portion for movement about an axis inclined to the axis defined by said vertical pivot means, said moveable portions each having an edqe abutting an adjacent partition whereby upon movement of any partition relative to .its associated side wall upon relative movement between said chassis about said horizontal axis, the associated moveable portion moves about its respective inclined axis to follow the movemen~ of the associated partition.
An embodiment to the invention will now be described b~
way of example only with reference to the accompanying drawings in which:
FIGURE 1 (located on the sheet of drawings which includes figures 4a, b, c) is a ~eneral side view of an articulated street car, FIGURE 2 is a sectional elevation of the central portion of the street car shown in Fiqure 1, FIGURE 3 is a plan view of Figure 2, FIGURE 4 is a schematic plan view showing the linkaqe L8~3~
of figur~ 3 in different operating positions of the street cars with figure ~a showing the linkage with the car8 in a straight horizontal position, figure 4b showing the street cars negotiating a horizontal curve and figure 4c showing the street cars negotiating a vertical curve.
FIGURE 5 is a section on the Line 5-5 of figure 2 FIGURE 6 is a section on the line 6~6 of figure 5 FIGURE 7 is a series of diagrammatic representationS
showing in plan and elevation the operation of portions of the tunnel structure shown in figure 2 with figure 7a showing the street car in a generally hori7.0ntal disposition, figure 7b showing the street car negotiating a concave vertical curve and figure 7c showing the street car negotiating a convex vertical curve, FIGURE 8 is a section on the line 8-8 of figure 2.
FIGURE 9 is a section on the line 9-9 of figure 8.
FIGURE 10 is view on an enlarged scale on the line 10-10 of figure 9.
Referring now to the drawings and in particular figure 1, an articulated vehicle, in this case a street car, generally designated 10 comprises a leading car 12 and a trailing car 14.
The cars 12 and 14 are supported on leading and trailing bogies 16, 18 respectiv~ely and by an intermediate bogie 20 positio~ed between the two cars. The intermediate bogie 20 also supports a tunnel structure generally designated 22 which interconnects the
A further proposal has been to form the tunnel structure in t~o sets of overlapping parts. Thus a generally cylindrical structure is provided to accommodate the steering articulation with the cylindrical structur2 overlapping as the vehicle negotiates a curve~ Mounted within the cylindrical structure is a pair of generally rectanqular tunnel members which telescope within one another and provide curved roof lines to accommodate the movement about the horizontal axis. Thus one of the set of parts accommodates movement ahout the vertical axis and the other set of parts accommodates movement about a horizontal axis. I'his arrangement however re~uires a plurality of separate housinqs which must smoothly slide within one another. Such an arrangement is costly and does not entirely avoid the possibility of entrapment between relatively sliding parts~
Accordinq to the present invention there is provided an articulated vehicle comprisinq a first chassis and a second chassis, each havina an outboard and an inboard end, coupling means interconnecting said inboard ends and including vertical ~ivot means to accommodate relative movement of said chassis about a generally vertical axis for steering movement of said vehicle and horizontal pivot means to accommodate relative pivotal movement of said chassis about a generally transverse horizontal axis for relative vertical movement between said outboard ends, and a tunnel structure interconnecting said chassis, said tunnel structure including a first pair of laterally spaced upstanding partitions mounted on one of said chassis and defining a first passage, a second pair of laterally spaced upstanding partitions mounted on the other of said chassis and defining a second passaqe, a pair of upstanding side walls located inwardly of said partitions and each extending between said first and second passages to define a continuous passageway from said one chassis to the other, said side walls each including a stationary portion and a moveable portion pivotally connected to said stationary portion for movement about an axis inclined to the axis defined by said vertical pivot means, said moveable portions each having an edqe abutting an adjacent partition whereby upon movement of any partition relative to .its associated side wall upon relative movement between said chassis about said horizontal axis, the associated moveable portion moves about its respective inclined axis to follow the movemen~ of the associated partition.
An embodiment to the invention will now be described b~
way of example only with reference to the accompanying drawings in which:
FIGURE 1 (located on the sheet of drawings which includes figures 4a, b, c) is a ~eneral side view of an articulated street car, FIGURE 2 is a sectional elevation of the central portion of the street car shown in Fiqure 1, FIGURE 3 is a plan view of Figure 2, FIGURE 4 is a schematic plan view showing the linkaqe L8~3~
of figur~ 3 in different operating positions of the street cars with figure ~a showing the linkage with the car8 in a straight horizontal position, figure 4b showing the street cars negotiating a horizontal curve and figure 4c showing the street cars negotiating a vertical curve.
FIGURE 5 is a section on the Line 5-5 of figure 2 FIGURE 6 is a section on the line 6~6 of figure 5 FIGURE 7 is a series of diagrammatic representationS
showing in plan and elevation the operation of portions of the tunnel structure shown in figure 2 with figure 7a showing the street car in a generally hori7.0ntal disposition, figure 7b showing the street car negotiating a concave vertical curve and figure 7c showing the street car negotiating a convex vertical curve, FIGURE 8 is a section on the line 8-8 of figure 2.
FIGURE 9 is a section on the line 9-9 of figure 8.
FIGURE 10 is view on an enlarged scale on the line 10-10 of figure 9.
Referring now to the drawings and in particular figure 1, an articulated vehicle, in this case a street car, generally designated 10 comprises a leading car 12 and a trailing car 14.
The cars 12 and 14 are supported on leading and trailing bogies 16, 18 respectiv~ely and by an intermediate bogie 20 positio~ed between the two cars. The intermediate bogie 20 also supports a tunnel structure generally designated 22 which interconnects the
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interiors of the two cars 12, 14 to allow moveme~t of passengers between the cars~ The cars 12 and 14 are connected to a turntable 24 to accommodate relative movement about a vertical axis desiqnated W in ~igure 2 ~o provide steeriny movement and about a horiæontal axis designated H in Fiqure 6 to accommodate changes in elevation.
The details of the turntable 24 and the connection of the cars 12, 14 thereto can best be seen in Figures 2 and 5.
The turntable 24 comprises a transverse bolster 26 to which is rotatably mounted the wheel sets of the boqie 20. A bearinq assembly 28 is also mounted on the bolster 26 and compxises an outer rin~ 30, intermediate rinq 32 and an inner ring 34. A
pair of races 36, 38 connect the outer and intermediate and the inner and intermediate rings respectively. The rinqs 30, 32 and 34 may therefore rotate relative to one another about a ~enerally vertical axis.
The intermediate ring 32 is connected to the transverse bolster 26. The leading car 12 is provided with a pair of support beams 40 wh:ich project rearwardly from the car below the general level of the passenqer carrying compartment and are bolted to the outer ring 30. The trailing car 14 also includes a pair of support beams 42 which project forwardly from the car in spaced parallel relationship. The ends of the support beams 42 are bored to receive self-aligning bearinq assemblies 44 which comprise an outer race 46 and an inner race 48. Each of . .. p 3~
the races has a spherical bearing ~urface so that the inner race can adopt a wide range of positions reLative to the outer race.
The inner race 48 is bored as indicated at 50 to receive a transverse shaft 52. The ends of the shaft 52 are supported in upstanding ears 54 which are bolte~ to the inner ring 34 of the bearing assembly 28. The two cars 12, 14 may therefore rotate relative to one another about a generally vertical axis which will result in relative movement between the inner and outer rings. At the same time, the self-aligning bearing assemblies 44 permit the trailing car 14 to rotate about a generally hori~ontal axis relative to the leading car and intermediate bogie to accommodate vertical curves.
The cars 12, 14 are also connected at roof level by means of a torque resisting linkage generally designated 60. As can best be seen in figure 3, the leading car 12 includes a longitudinal beam 62 which projects rearwardly from the roof of the car 12 on the center line of the car. The trailing car 14 also includes a pair of longitudinal beams 64, 66 which are spaced to opposite sides of the center line of the car 14. The longitudinal beam 62 is pivotally connected to a cross-over link 68 by a pin 70 positioned midway along the link 68. One end 72 of the link 68 is pivotally connected by a connection 74 to a first transverse link 76. The link 76 is connected by a ConneCtiOn 78 to the bea~ 64. Similarly the other end 80 of the link 68 is connected by connection 84 to a second transverse ;37 link B2 which in turn i8 connected by a connection 86 to the beam 66. The fir~t and second transverse links 76, 82 lie generally parallel to one another and the connections 74, 78, 8 and 86 are all arranged to permit pivoting movement about a generally vertical axis. The pin 70 is coincident with the vertical axis V of the turntable.
Upon the cars 12, 14 negotiating a horizontal curve, the cross over link 78 will rotate about the pin 70 to permit displacement of the cars 12, 14 about the vertical axis V. '~he orientation of the cross over link 68 with the transverse links 76, 82 remains constant so that a simple pivoting movement is achieved about the pin 70. This arrangement can best be seen in figure 4b in which the cars 12, 14 are negotiating a left hand curve. Upon the cars entering a vertical convex curve, the leading car will drop relative to the trailing car. This movement is accommodated about the transverse shaft 52 and causes a displacement in the position of the pin 70 relative to the rear car 14. ~lis displacement is accommodated by pivotal movement of the transverse links relative to the support beams 64, 66 and by rotation of the cross over link 68 about the pin 70. Because the transverse links 76, 82 are substantially parallel and of equal length, the displacem'ent of the connection 74 and 84 to either side of the center line of the vehicle is equal and opposite which is accommcdated by rotation o~ the link 68 about the pin 70. This arrangement is shown in figure 4c in which it will be seen that the cross over link 68 is rotated in a clockwise direction about the pin 70 to allow the car 12 to rotate about the horizontal axis H relative to the trailing car 14. Thus the tor~ue resisting linkage 60 does not inhibit the articulation of the cars about the hori~ontal and vertical axis.
Upon a force to cause late{al displacement between the cars 12, 14, due for example to an even track or to the banking of the track, the torque resistant linkage 60 operates to prevent relative displacement between the cars. The forces causing lateral displacement diagrammatically indicated by arrow F in figure 4a acts to move the longitudinal beam 62 toward one of thebeams 64, 66. This would cause the pin 70 to move toward the beam, for example 66, so that the second transverse link 82 would tend to induce rotation of the cross over link 68 about the pin 70 in an anti clockwise direction. However, such rotation is resisted by the first transverse link 76 acting on the opposite side of the pin 70 so that the forces tending to laterally displace the cars 12, 1~ are resisted by the linkage 60. Such forces are also resisted by transverse shaft 52 operating through the bearing assembly 28 so that the cars remain aligned on the center line of the vehicle. The provision of the roof mounted torque resisting linkage 60 enables the bearing assembly 28 to be designed to accommodate mUc)l smaller forces ~ would otherwise be the case.
The tunnel structure 22 is supported on a transverse _ g _ ~ 1 ~9~e~37 beam 56 which is connected by pins 58 to the outer ends of the bolster 25 as seen in ~i~ure 6. The pins 58 permit the beam to rotate about a generally horizontal axis to permit the tunnel structure to move back and for~h along the lonqitudinal axis of the vehicle. The beam 56 also carries a ~air of semi-circular floor plates 90 which are connected to the beam 56 by hinges 92. The periphery of the floor plate rests on semi circular recesses 94, 95 provided in the ends of the leading and trailing cars 12, 14 respectively. Upon rotation of the cars about the vertical axis, sliding movement between the floor plates 90 and the respective recesses 94, 95 occurs and upon movement about the horizontal axis H, pivotal movement of the plates about the hinges 92 will occur. The periphery of the floor plates ~0 is also covered by four part cylindrical shells or partitions 96, 98, 100, 102 which are connected in respective pairs to the leading and trailing cars 12, 14. The shells 96 to 102 define the entrance to the passageway between the cars and provide a smooth transition from the interior of the vehicle to the tunnel structure 22. It will be observed from Fiqure 5 that the shells 96, ~8 connected to the leading car 12 are of greater diameter than the shells 100, 102 connected to the trailing car 14. The shells are also inclined slightly to the vertical axis to provide a generally conical structure. The differing diameter of the shells permits them to overlap one another as the cars negotiate a horiæontal curve.
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The exterior of the cylindrical shells 96 to 102 i~
protected by a bellows 103 connected at opposite ends to the cars 12, 14 and supported intermediate the car~ by a hoop 104.
The hoop 104 is connected to the ends of the transverse beam 56 and includes a pair of vertical posts 106 and a horirontal beam 108. Depending from the hori~ontal beam is a hanyer ~ssembly 110 comprising a pair of vertical supports 112 and a cross beam 114. A centering mechanism generally designated 116 is pivoted on a shaft 118 to the cross beam for movement about a vertical axis.
The centering mechanism 116 is best seen in figures 8 to 10 and comprises a base plate 120 rigidly connected to the shaft 118 for pivotal movement therewith. A pair of pivot pins 122 are mounted on the base plate 120 and each rotatably supports a pair Oftthed levers 124, 126 respectively. Each of the levers 124, 126 comprises a circular head 128 having teeth 130 formed over a portion of the periphery of the head. A lever arm 132 is integrally formed with the head 128. The levers 124, 126 are arranged in pairs on each of the pivot pins 122 with the lever arms 132 extending in opposite directions on either side of the longitudinal axis of the vehicle. The spacing between the pins 122 is such that the teeth 130 of adjacent levers 124 126 are meshed so that rotation of one of the levers about the pin 122 will induce equal and opposite rotation of the other lever about its pin 122~ The extremities of each of the lever 3~
arms 132 are connected by vertical pivots 13~l to struts 136.
The struts 136 are connected to a mounting lug 137 on respectiv~
ends of the car~ 12, 14 by mean5 of a vertical pivot pin 138. A
top plate 140 i~ mounted in spaced relationship from the base plate 120 and is secured to the ba~e plate by pins 142.
~ pon the cars 12, 14 rotating relative to one another about the horizontal axis H, the mounting lugs 137 will move either toward or away from each other to vary the distance between them. This movement is transmitted through the struts 136 and causes rotation of the respective two levers 124, 12~ in opposite directions about the pins 122. Because the teeth 130 are in mesh, the equal and opposite rotation of the other pair of levers is induced which is only achieved if the cross beam 114 remains centered between the two lugs 137. Thus upon the cars 12, 14 negotiating a vertical curve, the centering mechanism 116 operates through the hanger assembly 110 to move the hoop 104 and the transverse beam 56 about the pins 58. In this way, the bellows remain centered between the two cars.
Negotiation of a horizontal curve is accomplished by both of the links 124, 126 rotating about their respective pin 122 in the same sense, which is matched by equal and opposite displacement of the other pair of levers 124, 126. The centerin~ mechanism therefore effectively rotates about tHe meshing teeth 130 to accommodate the horizontal curves.
A tunnel liner 144 is supported on the transverse beam - 12 - .
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56 and by the hoop 104 to seal the area between the part cylindrical shells 96 to 102. The tunnel liner 144 includes a pair of side panels 146 which are connected to a pair of outriggers 148 mounted at opposite ends of the transverse ~eam 56. The side panels 146 are also supported by vertical posts 150 which converge to meet a horizontal roof trus 152. The roof truss 152 extends transversely across the tunnel liner 144 and is connected to a hanger 154 depending from the cross beam 114 of the hanger assembly 110. The side panels 146 are connected to a roof panel 156 which is also supported by the roof truss 152. The tunnel liner 144 therefore moves with the hoop 104 under the influence of the centering mechanism 116.
It will be noted that the tunnel structure 144 is dis-placed toward the leading car 12. ThiS is to compensate for the different diameter of the shells 96, 98 and 100, 102 to equalise the spacing between side panels 146 and the adjacent shell.
It will be appreciated that as the street car 10 negotiates vertical curves, the side panels 146 and the cylindrical shells or partitions 96 - 102 will move relative to one another about the horizontal axis H. Under normal circum-stances, such movement would cause the clearance between the panel 146 and the adjacent shell to vary along the height of the panel 146 due to the inclined line of contact of the panel 146 with the cylindrical surface of the shell~ This has created a ......
3~7 problem in that sufficient clearance must be left between thepanels and the shells to allow for the maximum clearance which also results in a gap being left between the panels and the side walls to present a safety haæard. To overcome this problem, the side panels 146 are formed from a stationary portion 160 fixed to the outriggers 148 and to the roof panel 156. The stationary portion 160 is of a generally triangular shape with the base of a triangle supported by the outriqgers 148 and with the apex adjacent the roof truss 152. A pair of triangular fillet panels 162 are hinged along the inclined ed~e 163 of the stationary portion so as to be pivotable about an axis running parallel to the inclined edge 163 of the stationary portion. The outer edges 164 of the fillet panels are jogged so as to lie at an acute angle with respect to the remainder of the side panels 146. The outer edges 164 are biased against the cylindrical shells or partitions 96 to 102 so as to follow the same during relative movement between the cars 12, 14.
Upon the car negotiating a horizontal curve, the c~lindrical shells slide within one another at each side and the line of contact between the shells and the outer edges of the fillet panels 162 remains substantially vertical. However, upon the vehicle negotiating a convex vertical curve, the two cars rotate about the horizontal axis H which causes the upper edges of the cylindrical shells 96 to 102 to move away from each other. The movement of the upper edge of the shells is greater than that of the lower edqe and due to the cylindrical nature of the shells 96 to 102, the distance between the top edqe of each side panel 146 and its respective shell or parti~ion will be greater than the distance between the lower edge o each side panel 146 and its respective liner. However by hinqing the fillet panels 162 along an inclined edqe, for a ~iven angular displacement of the fillet panel relative to the stationary portion 160, the upper edge of the fillet ~anel will move a greater distance laterally than the lower edge. This therefore compensates for the variation in lateral spacing and enables the fillet panels to closely follow the walls of the shells and maintain an effective seal at all times. This in fact is shown in Figure 7c and the converse situation where the vehicle negotiates a concave vertical curve is shown in Fiqure 7b. It has been found that by adopting the inclined hinged panels, the yap between the panels and the cylindrical shells can be effectively sealed at all times and therefore reduce the risk of entrapment of part of one of the passengers during movement of the vehicle.
interiors of the two cars 12, 14 to allow moveme~t of passengers between the cars~ The cars 12 and 14 are connected to a turntable 24 to accommodate relative movement about a vertical axis desiqnated W in ~igure 2 ~o provide steeriny movement and about a horiæontal axis designated H in Fiqure 6 to accommodate changes in elevation.
The details of the turntable 24 and the connection of the cars 12, 14 thereto can best be seen in Figures 2 and 5.
The turntable 24 comprises a transverse bolster 26 to which is rotatably mounted the wheel sets of the boqie 20. A bearinq assembly 28 is also mounted on the bolster 26 and compxises an outer rin~ 30, intermediate rinq 32 and an inner ring 34. A
pair of races 36, 38 connect the outer and intermediate and the inner and intermediate rings respectively. The rinqs 30, 32 and 34 may therefore rotate relative to one another about a ~enerally vertical axis.
The intermediate ring 32 is connected to the transverse bolster 26. The leading car 12 is provided with a pair of support beams 40 wh:ich project rearwardly from the car below the general level of the passenqer carrying compartment and are bolted to the outer ring 30. The trailing car 14 also includes a pair of support beams 42 which project forwardly from the car in spaced parallel relationship. The ends of the support beams 42 are bored to receive self-aligning bearinq assemblies 44 which comprise an outer race 46 and an inner race 48. Each of . .. p 3~
the races has a spherical bearing ~urface so that the inner race can adopt a wide range of positions reLative to the outer race.
The inner race 48 is bored as indicated at 50 to receive a transverse shaft 52. The ends of the shaft 52 are supported in upstanding ears 54 which are bolte~ to the inner ring 34 of the bearing assembly 28. The two cars 12, 14 may therefore rotate relative to one another about a generally vertical axis which will result in relative movement between the inner and outer rings. At the same time, the self-aligning bearing assemblies 44 permit the trailing car 14 to rotate about a generally hori~ontal axis relative to the leading car and intermediate bogie to accommodate vertical curves.
The cars 12, 14 are also connected at roof level by means of a torque resisting linkage generally designated 60. As can best be seen in figure 3, the leading car 12 includes a longitudinal beam 62 which projects rearwardly from the roof of the car 12 on the center line of the car. The trailing car 14 also includes a pair of longitudinal beams 64, 66 which are spaced to opposite sides of the center line of the car 14. The longitudinal beam 62 is pivotally connected to a cross-over link 68 by a pin 70 positioned midway along the link 68. One end 72 of the link 68 is pivotally connected by a connection 74 to a first transverse link 76. The link 76 is connected by a ConneCtiOn 78 to the bea~ 64. Similarly the other end 80 of the link 68 is connected by connection 84 to a second transverse ;37 link B2 which in turn i8 connected by a connection 86 to the beam 66. The fir~t and second transverse links 76, 82 lie generally parallel to one another and the connections 74, 78, 8 and 86 are all arranged to permit pivoting movement about a generally vertical axis. The pin 70 is coincident with the vertical axis V of the turntable.
Upon the cars 12, 14 negotiating a horizontal curve, the cross over link 78 will rotate about the pin 70 to permit displacement of the cars 12, 14 about the vertical axis V. '~he orientation of the cross over link 68 with the transverse links 76, 82 remains constant so that a simple pivoting movement is achieved about the pin 70. This arrangement can best be seen in figure 4b in which the cars 12, 14 are negotiating a left hand curve. Upon the cars entering a vertical convex curve, the leading car will drop relative to the trailing car. This movement is accommodated about the transverse shaft 52 and causes a displacement in the position of the pin 70 relative to the rear car 14. ~lis displacement is accommodated by pivotal movement of the transverse links relative to the support beams 64, 66 and by rotation of the cross over link 68 about the pin 70. Because the transverse links 76, 82 are substantially parallel and of equal length, the displacem'ent of the connection 74 and 84 to either side of the center line of the vehicle is equal and opposite which is accommcdated by rotation o~ the link 68 about the pin 70. This arrangement is shown in figure 4c in which it will be seen that the cross over link 68 is rotated in a clockwise direction about the pin 70 to allow the car 12 to rotate about the horizontal axis H relative to the trailing car 14. Thus the tor~ue resisting linkage 60 does not inhibit the articulation of the cars about the hori~ontal and vertical axis.
Upon a force to cause late{al displacement between the cars 12, 14, due for example to an even track or to the banking of the track, the torque resistant linkage 60 operates to prevent relative displacement between the cars. The forces causing lateral displacement diagrammatically indicated by arrow F in figure 4a acts to move the longitudinal beam 62 toward one of thebeams 64, 66. This would cause the pin 70 to move toward the beam, for example 66, so that the second transverse link 82 would tend to induce rotation of the cross over link 68 about the pin 70 in an anti clockwise direction. However, such rotation is resisted by the first transverse link 76 acting on the opposite side of the pin 70 so that the forces tending to laterally displace the cars 12, 1~ are resisted by the linkage 60. Such forces are also resisted by transverse shaft 52 operating through the bearing assembly 28 so that the cars remain aligned on the center line of the vehicle. The provision of the roof mounted torque resisting linkage 60 enables the bearing assembly 28 to be designed to accommodate mUc)l smaller forces ~ would otherwise be the case.
The tunnel structure 22 is supported on a transverse _ g _ ~ 1 ~9~e~37 beam 56 which is connected by pins 58 to the outer ends of the bolster 25 as seen in ~i~ure 6. The pins 58 permit the beam to rotate about a generally horizontal axis to permit the tunnel structure to move back and for~h along the lonqitudinal axis of the vehicle. The beam 56 also carries a ~air of semi-circular floor plates 90 which are connected to the beam 56 by hinges 92. The periphery of the floor plate rests on semi circular recesses 94, 95 provided in the ends of the leading and trailing cars 12, 14 respectively. Upon rotation of the cars about the vertical axis, sliding movement between the floor plates 90 and the respective recesses 94, 95 occurs and upon movement about the horizontal axis H, pivotal movement of the plates about the hinges 92 will occur. The periphery of the floor plates ~0 is also covered by four part cylindrical shells or partitions 96, 98, 100, 102 which are connected in respective pairs to the leading and trailing cars 12, 14. The shells 96 to 102 define the entrance to the passageway between the cars and provide a smooth transition from the interior of the vehicle to the tunnel structure 22. It will be observed from Fiqure 5 that the shells 96, ~8 connected to the leading car 12 are of greater diameter than the shells 100, 102 connected to the trailing car 14. The shells are also inclined slightly to the vertical axis to provide a generally conical structure. The differing diameter of the shells permits them to overlap one another as the cars negotiate a horiæontal curve.
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The exterior of the cylindrical shells 96 to 102 i~
protected by a bellows 103 connected at opposite ends to the cars 12, 14 and supported intermediate the car~ by a hoop 104.
The hoop 104 is connected to the ends of the transverse beam 56 and includes a pair of vertical posts 106 and a horirontal beam 108. Depending from the hori~ontal beam is a hanyer ~ssembly 110 comprising a pair of vertical supports 112 and a cross beam 114. A centering mechanism generally designated 116 is pivoted on a shaft 118 to the cross beam for movement about a vertical axis.
The centering mechanism 116 is best seen in figures 8 to 10 and comprises a base plate 120 rigidly connected to the shaft 118 for pivotal movement therewith. A pair of pivot pins 122 are mounted on the base plate 120 and each rotatably supports a pair Oftthed levers 124, 126 respectively. Each of the levers 124, 126 comprises a circular head 128 having teeth 130 formed over a portion of the periphery of the head. A lever arm 132 is integrally formed with the head 128. The levers 124, 126 are arranged in pairs on each of the pivot pins 122 with the lever arms 132 extending in opposite directions on either side of the longitudinal axis of the vehicle. The spacing between the pins 122 is such that the teeth 130 of adjacent levers 124 126 are meshed so that rotation of one of the levers about the pin 122 will induce equal and opposite rotation of the other lever about its pin 122~ The extremities of each of the lever 3~
arms 132 are connected by vertical pivots 13~l to struts 136.
The struts 136 are connected to a mounting lug 137 on respectiv~
ends of the car~ 12, 14 by mean5 of a vertical pivot pin 138. A
top plate 140 i~ mounted in spaced relationship from the base plate 120 and is secured to the ba~e plate by pins 142.
~ pon the cars 12, 14 rotating relative to one another about the horizontal axis H, the mounting lugs 137 will move either toward or away from each other to vary the distance between them. This movement is transmitted through the struts 136 and causes rotation of the respective two levers 124, 12~ in opposite directions about the pins 122. Because the teeth 130 are in mesh, the equal and opposite rotation of the other pair of levers is induced which is only achieved if the cross beam 114 remains centered between the two lugs 137. Thus upon the cars 12, 14 negotiating a vertical curve, the centering mechanism 116 operates through the hanger assembly 110 to move the hoop 104 and the transverse beam 56 about the pins 58. In this way, the bellows remain centered between the two cars.
Negotiation of a horizontal curve is accomplished by both of the links 124, 126 rotating about their respective pin 122 in the same sense, which is matched by equal and opposite displacement of the other pair of levers 124, 126. The centerin~ mechanism therefore effectively rotates about tHe meshing teeth 130 to accommodate the horizontal curves.
A tunnel liner 144 is supported on the transverse beam - 12 - .
3~
56 and by the hoop 104 to seal the area between the part cylindrical shells 96 to 102. The tunnel liner 144 includes a pair of side panels 146 which are connected to a pair of outriggers 148 mounted at opposite ends of the transverse ~eam 56. The side panels 146 are also supported by vertical posts 150 which converge to meet a horizontal roof trus 152. The roof truss 152 extends transversely across the tunnel liner 144 and is connected to a hanger 154 depending from the cross beam 114 of the hanger assembly 110. The side panels 146 are connected to a roof panel 156 which is also supported by the roof truss 152. The tunnel liner 144 therefore moves with the hoop 104 under the influence of the centering mechanism 116.
It will be noted that the tunnel structure 144 is dis-placed toward the leading car 12. ThiS is to compensate for the different diameter of the shells 96, 98 and 100, 102 to equalise the spacing between side panels 146 and the adjacent shell.
It will be appreciated that as the street car 10 negotiates vertical curves, the side panels 146 and the cylindrical shells or partitions 96 - 102 will move relative to one another about the horizontal axis H. Under normal circum-stances, such movement would cause the clearance between the panel 146 and the adjacent shell to vary along the height of the panel 146 due to the inclined line of contact of the panel 146 with the cylindrical surface of the shell~ This has created a ......
3~7 problem in that sufficient clearance must be left between thepanels and the shells to allow for the maximum clearance which also results in a gap being left between the panels and the side walls to present a safety haæard. To overcome this problem, the side panels 146 are formed from a stationary portion 160 fixed to the outriggers 148 and to the roof panel 156. The stationary portion 160 is of a generally triangular shape with the base of a triangle supported by the outriqgers 148 and with the apex adjacent the roof truss 152. A pair of triangular fillet panels 162 are hinged along the inclined ed~e 163 of the stationary portion so as to be pivotable about an axis running parallel to the inclined edge 163 of the stationary portion. The outer edges 164 of the fillet panels are jogged so as to lie at an acute angle with respect to the remainder of the side panels 146. The outer edges 164 are biased against the cylindrical shells or partitions 96 to 102 so as to follow the same during relative movement between the cars 12, 14.
Upon the car negotiating a horizontal curve, the c~lindrical shells slide within one another at each side and the line of contact between the shells and the outer edges of the fillet panels 162 remains substantially vertical. However, upon the vehicle negotiating a convex vertical curve, the two cars rotate about the horizontal axis H which causes the upper edges of the cylindrical shells 96 to 102 to move away from each other. The movement of the upper edge of the shells is greater than that of the lower edqe and due to the cylindrical nature of the shells 96 to 102, the distance between the top edqe of each side panel 146 and its respective shell or parti~ion will be greater than the distance between the lower edge o each side panel 146 and its respective liner. However by hinqing the fillet panels 162 along an inclined edqe, for a ~iven angular displacement of the fillet panel relative to the stationary portion 160, the upper edge of the fillet ~anel will move a greater distance laterally than the lower edge. This therefore compensates for the variation in lateral spacing and enables the fillet panels to closely follow the walls of the shells and maintain an effective seal at all times. This in fact is shown in Figure 7c and the converse situation where the vehicle negotiates a concave vertical curve is shown in Fiqure 7b. It has been found that by adopting the inclined hinged panels, the yap between the panels and the cylindrical shells can be effectively sealed at all times and therefore reduce the risk of entrapment of part of one of the passengers during movement of the vehicle.
Claims (11)
1. An articulated vehicle comprising a first chassis and a second chassis, each having an outboard and an inboard end, coupling means interconnecting said inboard ends and including vertical pivot means to accommodate relative movement of said chassis about a generally vertical axis for steering movement of said vehicle and horizontal pivot means to accommodate relative pivotal movement of said chassis about a generally transverse horizontal axis for relative vertical movement between said outboard ends, and a tunnel structure interconnecting said chassis, said tunnel structure including a first pair of laterally spaced upstanding partitions mounted on one of said chassis and defining a first passage, a second pair of laterally spaced upstanding partitions mounted on the other of said chassis and defining a second passage, a pair of upstanding side walls located inwardly of said partitions and each extending between said first and second passages to define a continuous passageway from said one chassis to the other, said side walls each including a stationary portion and a moveable portion pivotally connected to said stationary portion for movement about an axis inclined to the axis defined by said vertical pivot means, said moveable portions each having an edge abutting an adjacent partition whereby upon movement of any partition relative to its associated side wall upon relative movement between said chassis about said horizontal axis, the associated moveable portion moves about its respective inclined axis to follow the movement of the associated partition.
2. An articulated vehicle according to claim 1 wherein each of said side walls includes a pair of moveable portions pivotally connected on opposite sides of said stationary portion on upwardly converging axes.
3. An articulated vehicle according to claim 2 wherein each partition is curved to present a concave surface to the interior of said passages.
4. An articulated vehicle according to claim 3 wherein the radius of curvature of the concave surface of the partition of one of said passages is greater than the radius of curvature of the concave surface of the other of said passages to permit overlap of said passages during steering of said vehicle.
5. An articulated vehicle according to claim 4 wherein said concave surfaces are inclined toward the axis defined by said vertical pivot means.
6. An articulated vehicle according to claim 3 wherein each of said moveable portions includes a jog parallel to said one edge to present each of said one edges normal to their respective concave surfaces.
7. An articulated vehicle according to claim 3 wherein said side walls are mounted on said vehicle for movement about a horizontal axis independent of said partitions to maintain said stationary portions in a position to bisect the angle between said first and second chassis.
8. An articulated vehicle according to claim 7 wherein a bellows structure extends between said chassis externally of said tunnel structure.
9. An articulated vehicle according to claim 8 wherein said bellows structure includes a hoop to support flexible bellows and attached to said stationary portion for movement therewith.
10. An articulated portion according to claim 3 wherein each of said stationary portions is generally planar and said stationary portions are disposed parallel to one another and to the longitudinal axis of said vehicle.
11. An articulated vehicle according to claim 10 wherein said movable portions each include a jog generally parallel to said one edge to present said one edge normal to said concave surface.
Priority Applications (19)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CA000371834A CA1184437A (en) | 1981-02-26 | 1981-02-26 | Interconnecting passage for articulated vehicle |
| GB8205194A GB2093781B (en) | 1981-02-26 | 1982-02-22 | Articulated passenger vehicle |
| AU80661/82A AU547564B2 (en) | 1981-02-26 | 1982-02-22 | Passage for articulated vehicle |
| BR8200981A BR8200981A (en) | 1981-02-26 | 1982-02-25 | ARTICULATED VEHICLE UNDERSTANDING CENTRALIZING MECHANISM TO KEEP A TUNEL STRUCTURE BETWEEN TWO CHASSIS EQUIDISTANT |
| US06/352,232 US4503779A (en) | 1981-02-26 | 1982-02-25 | Interconnecting passage for articulated vehicle |
| DE19823206761 DE3206761A1 (en) | 1981-02-26 | 1982-02-25 | ARTICULATED VEHICLE |
| SE8201192A SE453274B (en) | 1981-02-26 | 1982-02-25 | LEADABLE VEHICLE |
| BE0/207408A BE892276A (en) | 1981-02-26 | 1982-02-25 | COMMUNICATION CROSSING FOR ARTICULATED VEHICLE |
| JP57031628A JPS57209459A (en) | 1981-02-26 | 1982-02-26 | Articulated car |
| KR8200851A KR880001907B1 (en) | 1981-02-26 | 1982-02-26 | Interconnecting passage for an articulated vehicle |
| FR8203187A FR2500377B1 (en) | 1981-02-26 | 1982-02-26 | COMMUNICATION CROSSING FOR ARTICULATED VEHICLE |
| GB08412282A GB2139583B (en) | 1981-02-26 | 1984-05-14 | Articulated vehicles |
| SG83585A SG83585G (en) | 1981-02-26 | 1985-11-04 | Articulated vehicles |
| HK3386A HK3386A (en) | 1981-02-26 | 1986-01-16 | Articulated vehicles |
| HK35/86A HK3586A (en) | 1981-02-26 | 1986-01-16 | Articulated vehicles |
| SE8605563A SE8605563D0 (en) | 1981-02-26 | 1986-12-23 | LEADABLE VEHICLE II |
| MY8600418A MY8600418A (en) | 1981-02-26 | 1986-12-30 | Articulated vehicles |
| MY406/86A MY8600406A (en) | 1981-02-26 | 1986-12-30 | Articulated vehicles |
| US07/589,917 US5052707A (en) | 1981-02-26 | 1990-09-26 | Torque linkage bisector centring mechanism |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CA000371834A CA1184437A (en) | 1981-02-26 | 1981-02-26 | Interconnecting passage for articulated vehicle |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CA1184437A true CA1184437A (en) | 1985-03-26 |
Family
ID=4119315
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA000371834A Expired CA1184437A (en) | 1981-02-26 | 1981-02-26 | Interconnecting passage for articulated vehicle |
Country Status (11)
| Country | Link |
|---|---|
| US (1) | US4503779A (en) |
| JP (1) | JPS57209459A (en) |
| KR (1) | KR880001907B1 (en) |
| AU (1) | AU547564B2 (en) |
| BE (1) | BE892276A (en) |
| BR (1) | BR8200981A (en) |
| CA (1) | CA1184437A (en) |
| FR (1) | FR2500377B1 (en) |
| HK (1) | HK3586A (en) |
| MY (1) | MY8600406A (en) |
| SE (1) | SE8605563D0 (en) |
Families Citing this family (18)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| GB2139583B (en) * | 1981-02-26 | 1985-08-07 | Urban Transportation Dev | Articulated vehicles |
| IT8361950V0 (en) * | 1983-06-28 | 1983-06-28 | Oms Off Mec Stanga Spa | ARTICULATION FOR TRANSPORT AND SUBURBAN VEHICLES ON RAIL, IN PARTICULAR FOR TRANVIAR AND / OR UNDERGROUND VEHICLES. |
| DE3430112A1 (en) * | 1984-08-16 | 1986-02-27 | Sig Schweizerische Industrie-Gesellschaft, Neuhausen Am Rheinfall | Communication passage part which can be attached to an end of a vehicle, and communication passage installation with two communication passage parts |
| US4644871A (en) * | 1985-12-11 | 1987-02-24 | Canadian National Railway Company | Articulated hopper railcar |
| DE3807167A1 (en) * | 1988-03-04 | 1989-09-14 | Huebner Gummi & Kunststoff | TRANSITION DEVICE FOR RAIL VEHICLES |
| US5392717A (en) * | 1992-09-11 | 1995-02-28 | Trinity Industries, Inc. | Railway car |
| US5765486A (en) * | 1995-11-16 | 1998-06-16 | Thrall Car Manufacturing Company | Auto rack railway car |
| US5657698A (en) * | 1995-11-16 | 1997-08-19 | Thrall Car Manufacturing Company | Pivot plate assembly for articulated railway cars |
| AU1867599A (en) * | 1998-11-05 | 2000-05-29 | Hubner Gummi-Und Kunststoff Gmbh | Connecting device between two vehicle parts of an articulated vehicle that are interconnected in an articulated manner |
| KR20000043162A (en) * | 1998-12-28 | 2000-07-15 | 추호석 | Joint part supporting structure of railroad car truck |
| US7047889B2 (en) | 2000-07-12 | 2006-05-23 | National Steel Car Limited | Rail car with cantilevered articulation |
| US6551039B1 (en) | 2000-09-11 | 2003-04-22 | National Steel Car Limited | Auto rack rail road car with reduced slack |
| US6679181B2 (en) | 2001-05-24 | 2004-01-20 | Richard B. Fox | Dual mode transportation system and method |
| JP3677248B2 (en) * | 2002-03-14 | 2005-07-27 | 近畿車輌株式会社 | Articulated vehicle with low floor |
| US6840529B2 (en) | 2002-10-17 | 2005-01-11 | David B. Call | Articulated pickup truck camper/trailer |
| CA2433974C (en) * | 2003-06-27 | 2013-08-20 | National Steel Car Limited | Symmetrical multi-unit railroad car |
| CN104245470B (en) * | 2011-12-13 | 2016-12-07 | 德尔纳库普勒斯股份公司 | The vehicle in many compartments |
| KR101220119B1 (en) * | 2012-08-24 | 2013-01-11 | 옥인호 | Wheel block apparatus for conveying transformer |
Family Cites Families (16)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US441178A (en) * | 1890-11-25 | Hosea w | ||
| US1499510A (en) * | 1923-02-08 | 1924-07-01 | Cincinnati Car Company | Railway car |
| US1754111A (en) * | 1929-09-12 | 1930-04-08 | J G Brill Co | Articulated car |
| US2109275A (en) * | 1933-12-23 | 1938-02-22 | Gen Steel Castings Corp | Railway car structure |
| US2184298A (en) * | 1935-01-11 | 1939-12-26 | Emory L Groff | Articulated train |
| US2225951A (en) * | 1937-12-27 | 1940-12-24 | Pullman Standard Car Mfg Co | Vehicle passageway arrangement |
| BE436237A (en) * | 1938-09-07 | |||
| US3030897A (en) * | 1954-05-12 | 1962-04-24 | Leonard D Barry | Railway car end passages |
| BE552998A (en) * | 1955-01-22 | |||
| US2954746A (en) * | 1956-01-10 | 1960-10-04 | Chesapeake & Ohio Railway | Radially guided, single axle, above center of gravity suspension for articulated trains |
| US2931317A (en) * | 1957-04-05 | 1960-04-05 | Pullman Standard Car Mfg Co | Railway car diaphragm alignment and roll-control apparatus |
| US3610166A (en) * | 1970-01-05 | 1971-10-05 | Floyd P Ellzey | Fluid-stabilized car vestibule |
| US3922971A (en) * | 1974-05-09 | 1975-12-02 | Boeing Co | Articulated railway vehicle connecting passage |
| US3884155A (en) * | 1974-06-17 | 1975-05-20 | Boeing Co | Articulate railway vehicle stabilizing linkage apparatus |
| FR2357409A1 (en) * | 1976-07-08 | 1978-02-03 | Alsthom Cgee | Joining assembly between two railway vehicles - has passage way allowing relative vertical and horizontal movement in articulated bodies |
| DE2826779A1 (en) * | 1978-06-19 | 1980-01-03 | Linke Hofmann Busch | Wagon coupling for railway train - has pivot pin below bar on rotating plate through bellows onto bogie |
-
1981
- 1981-02-26 CA CA000371834A patent/CA1184437A/en not_active Expired
-
1982
- 1982-02-22 AU AU80661/82A patent/AU547564B2/en not_active Ceased
- 1982-02-25 BE BE0/207408A patent/BE892276A/en not_active IP Right Cessation
- 1982-02-25 BR BR8200981A patent/BR8200981A/en unknown
- 1982-02-25 US US06/352,232 patent/US4503779A/en not_active Expired - Fee Related
- 1982-02-26 JP JP57031628A patent/JPS57209459A/en active Granted
- 1982-02-26 FR FR8203187A patent/FR2500377B1/en not_active Expired
- 1982-02-26 KR KR8200851A patent/KR880001907B1/en active
-
1986
- 1986-01-16 HK HK35/86A patent/HK3586A/en unknown
- 1986-12-23 SE SE8605563A patent/SE8605563D0/en not_active Application Discontinuation
- 1986-12-30 MY MY406/86A patent/MY8600406A/en unknown
Also Published As
| Publication number | Publication date |
|---|---|
| FR2500377B1 (en) | 1988-07-01 |
| KR880001907B1 (en) | 1988-09-30 |
| SE8605563L (en) | 1986-12-23 |
| AU8066182A (en) | 1982-09-02 |
| FR2500377A1 (en) | 1982-08-27 |
| AU547564B2 (en) | 1985-10-24 |
| HK3586A (en) | 1986-01-24 |
| BR8200981A (en) | 1983-01-04 |
| KR830008873A (en) | 1983-12-16 |
| BE892276A (en) | 1982-08-25 |
| JPS57209459A (en) | 1982-12-22 |
| US4503779A (en) | 1985-03-12 |
| JPH0358940B2 (en) | 1991-09-09 |
| MY8600406A (en) | 1986-12-31 |
| SE8605563D0 (en) | 1986-12-23 |
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| MKEX | Expiry |