CN215752407U - Rail vehicle and rail transit system with same - Google Patents
Rail vehicle and rail transit system with same Download PDFInfo
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- CN215752407U CN215752407U CN202122241643.3U CN202122241643U CN215752407U CN 215752407 U CN215752407 U CN 215752407U CN 202122241643 U CN202122241643 U CN 202122241643U CN 215752407 U CN215752407 U CN 215752407U
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Abstract
The utility model discloses a rail vehicle and a rail transit system with the same, wherein the rail vehicle comprises: a vehicle body; the bogie is arranged on the vehicle body and can be movably matched with a running surface of the track beam; the anti-rollover assembly is mounted on the bogie and extends into the track beam; a first sensor mounted to the anti-rollover assembly for detecting an angle of the anti-rollover assembly relative to the running surface; the control system is arranged on the vehicle body and is communicated with the first sensor, and the control system controls the vehicle speed according to the angle of the anti-rollover assembly relative to the running surface. The rail vehicle provided by the utility model is not easy to separate from a rail, can effectively reduce the probability of side turning, and has the advantages of good active protection performance, high safety and the like.
Description
Technical Field
The utility model relates to the technical field of rail vehicles, in particular to a rail vehicle and a rail transit system with the same.
Background
The rail vehicle in the related art generally comprises a vehicle body, a bogie and a rollover prevention assembly, and the rail vehicle can be prevented from rolling over by the cooperation of the rollover prevention assembly and a rail beam so as to keep the rail vehicle running normally. However, the rollover prevention assembly in the related art can only play a role when the rail vehicle breaks down, cannot timely eliminate the rollover risk of the rail vehicle, and is low in safety.
SUMMERY OF THE UTILITY MODEL
The present invention is directed to solving at least one of the problems of the prior art. Therefore, one object of the present invention is to provide a rail vehicle, which is not easy to disengage from a rail, and can effectively reduce the probability of rollover, and has the advantages of good active protection performance, high safety, etc.
The utility model further provides a rail transit system with the rail vehicle.
In order to achieve the above object, an embodiment according to a first aspect of the present invention proposes a rail vehicle including: a vehicle body; the bogie is arranged on the vehicle body and can be movably matched with a running surface of the track beam; the anti-rollover assembly is mounted on the bogie and extends into the track beam; a first sensor mounted to the anti-rollover assembly for detecting an angle of the anti-rollover assembly relative to the running surface; the control system is arranged on the vehicle body and is communicated with the first sensor, and the control system controls the vehicle speed according to the angle of the anti-rollover assembly relative to the running surface.
The rail vehicle provided by the utility model is not easy to separate from a rail, can effectively reduce the probability of side turning, and has the advantages of good active protection performance, high safety and the like.
According to some embodiments of the utility model, the first sensor is an angle sensor; and/or the first sensor is a distance sensor, and the first sensor detects the angle of the anti-rollover assembly relative to the running surface by detecting the distance between the anti-rollover assembly and the track beam in the direction perpendicular to the running surface.
According to some embodiments of the utility model, the rollover prevention assembly comprises: the first supporting rod and the second supporting rod are mounted on the bogie and extend in a direction perpendicular to the running surface; an anti-rollover bar mounted to the first support bar and the second support bar and extending along a width direction of the track beam, the first sensor being mounted to the anti-rollover bar; the first idler wheel and the second idler wheel are sleeved at two ends of the rollover-prevention rod.
According to some embodiments of the utility model, the anti-rollover bar includes a first end portion protruding from the first roller in a direction away from the second roller and a second end portion protruding from the second roller in a direction away from the first roller, the first sensor being mounted to at least one of the first end portion and the second end portion.
According to some embodiments of the utility model, the first sensor is mounted to the first end portion, the first sensor does not exceed an outer circumferential surface of the first roller in a radial direction of the first roller and does not exceed an end surface of the first end portion in an axial direction of the first end portion; and/or the first sensor is arranged at the second end part, and the first sensor does not exceed the outer peripheral surface of the second roller in the radial direction of the second roller and does not exceed the end surface of the second end part in the axial direction of the second end part.
According to some embodiments of the utility model, the first sensor is mounted to an end face of the anti-rollover bar, and a center of the first sensor is located on a central axis of the anti-rollover bar.
According to some embodiments of the utility model, an end surface of the anti-rollover bar is provided with a mounting groove, and the first sensor is mounted in the mounting groove.
According to some embodiments of the utility model, the rail vehicle further comprises: the control system is communicated with the second sensor and controls the vehicle speed according to the distance between the anti-rollover assembly and the track beam in the width direction of the track beam.
According to some embodiments of the utility model, the first sensor and the rollover prevention assembly are glued and/or clamped; the second sensor with glue joint and/or joint between the assembly of preventing turning on one's side.
According to a second aspect of the utility model, an embodiment provides a rail transit system, comprising: a track beam; the rail vehicle according to the embodiment of the first aspect of the utility model.
According to the rail transit system provided by the embodiment of the second aspect of the utility model, by utilizing the rail vehicle provided by the embodiment of the first aspect of the utility model, the rail vehicle is not easy to separate from the rail, the rollover probability can be effectively reduced, and the rail transit system has the advantages of good active protection performance, high safety and the like.
Additional aspects and advantages of the utility model will be set forth in part in the description which follows and, in part, will be obvious from the description, or may be learned by practice of the utility model.
Drawings
The above and/or additional aspects and advantages of the present invention will become apparent and readily appreciated from the following description of the embodiments, taken in conjunction with the accompanying drawings of which:
fig. 1 is a schematic structural diagram of a rail transit system according to an embodiment of the present invention.
FIG. 2 is a schematic view of the mating of the anti-rollover assembly and the track beam according to an embodiment of the present invention.
Reference numerals:
a rail vehicle 1, a rail transit system 2,
A vehicle body 100, a bogie 200, running wheels 210,
An anti-rollover assembly 300, a first support bar 310, a second support bar 320, an anti-rollover bar 330, a first end 331, a second end 332, a first roller 340, a second roller 350, a first support bar, a second support bar, a third support bar, a fourth support bar, a fifth support bar, a sixth support bar, a fifth support bar, a seventh support bar, a sixth support bar, a seventh support bar, a sixth support bar, a seventh support bar, a sixth support bar, a seventh support bar, a sixth support bar, a seventh support bar, a sixth support bar, a fourth support bar, a sixth support bar, a fourth support bar, a sixth support bar, a,
The track beam 400, the running surface 410, the first stopping portion 420, the second stopping portion 430 and the groove 440.
Detailed Description
Embodiments of the present invention will be described in detail below, the embodiments described with reference to the drawings being illustrative, and the embodiments of the present invention will be described in detail below.
In the description of the present invention, it is to be understood that the terms "central," "longitudinal," "lateral," "length," "width," "thickness," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," "clockwise," "counterclockwise," "axial," "radial," "circumferential," and the like are used in the orientations and positional relationships indicated in the drawings for convenience in describing the utility model and to simplify the description, and are not intended to indicate or imply that the referenced device or element must have a particular orientation, be constructed and operated in a particular orientation, and are not to be considered limiting of the utility model.
In the description of the present invention, "a plurality" means two or more.
First, a rail transit system 2 according to an embodiment of the present invention will be described with reference to the accompanying drawings, and as shown in fig. 1, the rail transit system 2 includes a rail beam 400 and a rail vehicle 1, and the rail vehicle 1 is movably coupled to the rail beam 400.
A rail vehicle 1 according to an embodiment of the present invention is described below with reference to the drawings.
As shown in fig. 1 and 2, a railway vehicle 1 according to an embodiment of the present invention includes a vehicle body 100, a bogie 200, an anti-rollover assembly 300, a first sensor (not shown), and a control system (not shown).
The bogie 200 is mounted to the car body 100 and movably engaged with the running surface 410 of the track beam 400, the anti-rollover assembly 300 is mounted to the bogie 200 and extends into the track beam 400, the first sensor is mounted to the anti-rollover assembly 300 for detecting an angle of the anti-rollover assembly 300 relative to the running surface 410, the control system is mounted to the car body 100 and communicates with the first sensor, and the control system controls the speed of the car according to the angle of the anti-rollover assembly 300 relative to the running surface 410.
It should be noted that the running surface 410 is generally parallel to the horizontal plane, whereas in special areas, such as where the rail vehicle 1 is required to turn, the side of the rail beam 400 facing into the turn is lower than the side of the rail beam 400 facing out of the turn, when the running surface 410 is at an angle to the horizontal plane.
Moreover, the track beam 400 is provided with the groove 440, when the track vehicle 1 fails, the track vehicle 1 can be conveniently maintained in the groove 440 from below the track vehicle 1, a part of the rollover prevention assembly 300 extends into the groove 440, and when the track vehicle 1 rolls over, the rollover prevention assembly 300 can be stopped against the groove wall of the groove 440 to prevent the track vehicle 1 from separating from the track beam 400.
According to the railway vehicle 1 of the embodiment of the present invention, by installing the bogie 200 to the vehicle body 100 and movably fitting to the running surface 410 of the track beam 400, the rollover prevention assembly 300 is installed to the bogie 200 and extends into the track beam 400, wherein the running surface 410 is formed on the side of the track beam 400 facing the railway vehicle 1, the bogie 200 is provided with two rows of running wheels 210, the two rows of running wheels 210 are respectively fitted to the running surfaces 410 on the left and right sides of the track beam 400, and the running surfaces 410 on the left and right sides of the track beam 400 are spaced apart, the longitudinal section of the track beam 400 is substantially "U" -shaped, the rollover prevention assembly 300 is positioned in the track beam 400 between the running surfaces 410 on both sides, the track beam 400 is provided with the first stopper 420 and the second stopper 430, the first stopper 420 and the second stopper 430 are respectively positioned on the opposite side walls of the groove in the width direction of the track beam 440, and thus, the rollover prevention assembly 300 can stop the first stop portion 420 or the second stop portion 430 when the rail vehicle 1 has a rollover tendency, so as to prevent the rail vehicle 1 from rolling over.
In addition, a first sensor is mounted to the anti-rollover assembly 300 for detecting the angle of the anti-rollover assembly 300 relative to the running surface 410, and a control system is provided to the body 100 and in communication with the first sensor for controlling the vehicle speed based on the angle of the anti-rollover assembly 300 relative to the running surface 410.
Specifically, a safety angle may be preset in the control system, and when the angle between the rollover prevention assembly 300 and the running surface 410 is greater than the safety angle, it indicates that the rollover possibility of the rail vehicle 1 is very high, the first sensor may transmit the signal to the control system, and the control system controls the rail vehicle 1 to reduce the running speed, for example, the first sensor may continuously transmit the angle between the rollover prevention assembly 300 and the running surface 410 to the control system, and the control system may define different vehicle speeds of the rail vehicle 1 according to different angles, so that when the rail vehicle 1 has a rollover tendency, the vehicle speed of the rail vehicle 1 may be reduced in advance to avoid the rail vehicle 1 from rolling over, and thus, the rail vehicle 1 may have an active rollover prevention effect, and the running safety of the rail vehicle 1 is higher.
Moreover, the anti-rollover assembly 300 is located below the rail vehicle 1 and has a small distance from the rail beam 400, so that the anti-rollover assembly 300 can more timely and reliably indicate whether the rail vehicle 1 has a rollover risk, and if the first sensor is installed on the vehicle body 100 or the bogie 200, because the suspension of the rail vehicle 1 exists, the angle between the vehicle body 100 or the bogie 200 and the running surface 410 cannot accurately reflect whether the rail vehicle 1 is likely to rollover, so that the first sensor needs to be installed on the anti-rollover assembly 300 to improve the timely accuracy of the judgment of whether the rail vehicle 1 is rollover, and further, the anti-rollover assembly 300 is safer and more reliable.
Therefore, the rail vehicle 1 is not easy to separate from a rail, can effectively reduce the probability of side turning, and has the advantages of good active protection performance, high safety and the like.
According to the rail transit system 2 provided by the embodiment of the utility model, by using the rail vehicle 1 provided by the embodiment of the utility model, the rail vehicle 1 is not easy to separate from a rail, and the rollover probability can be effectively reduced, so that the rail transit system has the advantages of good active protection performance, high safety and the like.
According to some embodiments of the present invention, the first sensor is an angle sensor, and/or the first sensor is a distance sensor, which detects the angle of the anti-rollover assembly 300 with respect to the running surface 410 by detecting the distance of the anti-rollover assembly 300 from the rail beam 400 in a direction perpendicular to the running surface 410.
When the rail vehicle 1 normally runs, the anti-rollover assembly 300 is spaced from the first stop portion 420 and the second stop portion 430, if the rail vehicle 1 fails or has a rollover trend, one side of the anti-rollover assembly 300 is gradually close to the running surface 410 in the vertical direction, the other side of the anti-rollover assembly 300 is gradually far away from the running surface 410 in the vertical direction, and at the moment, the anti-rollover assembly 300 is inclined relative to the running surface 410 in the up-down direction.
According to some embodiments of the present invention, as shown in fig. 1 and 2, the rollover prevention assembly 300 includes a first support bar 310, a second support bar 320, an rollover prevention bar 330, a first roller 340, and a second roller 350.
The first support bar 310 and the second support bar 320 are mounted on the bogie 200 and extend in a direction perpendicular to the running surface 410, the anti-rollover bar 330 is mounted on the first support bar 310 and the second support bar 320 and extends in a width direction of the track beam 400, the first support bar 310 and the second support bar 320 are spaced apart in a length direction of the anti-rollover bar 330, and relative positions of the anti-rollover bar 330, the first support bar 310 and the second support bar 320 are fixed, that is, the anti-rollover bar 330 cannot rotate relative to the first support bar 310 and the second support bar 320. By providing the first and second support bars 310 and 320 with a supporting force in the width direction of the rail beam 400 to the rollover prevention bar 330, the rail vehicle 1 can be effectively prevented from rolling over to the left or right.
In addition, the first sensor is installed on the anti-rollover bar 330, so that the first sensor detects the angle or distance between the anti-rollover bar 330 and the running surface 410 more accurately, and the anti-rollover bar 330 completely extends into the groove 440 of the track beam 400, so that the first sensor can judge the relative angle between the anti-rollover bar 330 and the running surface 410 by detecting the distance between the first stopping portion 420 or the second stopping portion 430.
The first roller 340 and the second roller 350 are sleeved at two ends of the anti-rollover bar 330, wherein the anti-rollover bar 330, the first roller 340 and the second roller 350 may be coaxially disposed, the first roller 340 and the second roller 350 may rotate relative to the anti-rollover bar 330, and both the first roller 340 and the second roller 350 may be bearings, when the rail vehicle 1 rolls over to one side, a radial outer side of the first roller 340 or a radial outer side of the second roller 350 may directly contact with the first stopper 420 or the second stopper 430 and may rotate relative to the rail beam 400 and the anti-rollover bar 330, so that the anti-rollover bar 330 may be prevented from directly contacting the rail beam 400, and further a friction force between the anti-rollover assembly 300 and the rail beam 400 is reduced, so as to reduce a possibility of damage to the anti-rollover bar 330 or the rail beam 400.
Further, as shown in fig. 1 and 2, the rollover bar 330 includes a first end 331 and a second end 332.
The first end 331 extends from the first roller 340 in a direction away from the second roller 350, and the second end 332 extends from the second roller 350 in a direction away from the first roller 340, so that a side of the first roller 340 facing away from the second roller 350 is prevented from contacting the track beam 400, and a side of the second roller 350 facing away from the first roller 340 is prevented from contacting the track beam 400, and further the first roller 340 and the second roller 350 are prevented from being damaged, and the structure is reasonable.
In addition, the first sensor is installed on at least one of the first end portion 331 and the second end portion 332, when the rail vehicle 1 rolls over, the moving distance of the first end portion 331 and the moving distance of the second end portion 332 are greater than the moving distance of the rest portions of the anti-rollover bar 330, so that the first sensor can more accurately detect the distance or the angle between the anti-rollover bar 330 and the running surface 410, thereby more accurately detecting whether the rail vehicle 1 has a rollover tendency, and the active protection effect is better.
Further, a first sensor is mounted on the first end portion 331, the first sensor does not exceed the outer circumferential surface of the first roller 340 in the radial direction of the first roller 340 and does not exceed the end surface of the first end portion 331 in the axial direction of the first end portion 331;
and/or, the first sensor is mounted on the second end portion 332, and the first sensor does not exceed the outer circumferential surface of the second roller 350 in the radial direction of the second roller 350 and does not exceed the end surface of the second end portion 332 in the axial direction of the second end portion 332.
Therefore, the outer peripheral surface of the first roller 340 and the outer peripheral surface of the second roller 350 can prevent the upper side of the first sensor from contacting the track beam 400, the first end portion 331 and the second end portion 332 can prevent one side of the first sensor, which faces away from the rollover bar 330, from contacting the track beam 400, and further prevent the first sensor from being damaged due to direct contact with the track beam 400, and the probability of damage to the first sensor when the railway vehicle 1 rolls over is reduced.
Specifically, the first sensor is mounted to an end surface of the rollover bar 330, and the center of the first sensor is located on the central axis of the rollover bar 330.
Thus, when the anti-rollover bar 330 is inclined relative to the running surface 410, the error of the angle or distance between the first sensor and the running surface 410 for detecting the anti-rollover bar 330 is smaller, that is, the first sensor can more accurately detect the angle or distance between the anti-rollover bar 330 and the running surface 410, and further more accurately judge whether the rail vehicle 1 is about to rollover, so that the effect of preventing the rail vehicle 1 from rollover is better, and the safety is higher.
Optionally, the end surface of the anti-rollover bar 330 is provided with a mounting groove (not shown), the mounting groove is recessed from the first end 331, and the first sensor is mounted in the mounting groove.
Install first sensor through setting up the mounting groove, not only conveniently fix a position fixedly to first sensor, the installation of being convenient for can also install first sensor in preventing the side turning pole 330, and then makes the terminal surface of first end 331 surpass in first sensor to avoid first sensor and track roof beam 400 direct contact, can protect first sensor not damaged, prolong the life of first sensor.
It should be noted that, the installation of the first sensor by providing the installation groove is only one of the methods for installing the first sensor, and the installation manner of the first sensor is not limited to the installation by providing the installation groove.
According to some embodiments of the utility model, the rail vehicle 1 further comprises a second sensor (not shown in the figures).
The second sensor is installed at the rollover prevention assembly 300 and is used for detecting the distance between the rollover prevention assembly 300 and the track beam 400 in the width direction of the track beam 400, and the control system is in communication with the second sensor and controls the vehicle speed according to the distance between the rollover prevention assembly 300 and the track beam 400 in the width direction of the track beam 400.
It can be understood that the rail vehicle 1 is not only turned over due to cornering, but also may be caused by other faults, for example, when the rail vehicle 1 translates along a direction parallel to the running surface 410 due to sideslip or the like, the anti-rollover assembly 300 may rub against groove walls on both sides of the width of the groove 440, at this time, one end of the anti-rollover assembly 300 is subjected to a braking force and the other end is not subjected to a force, and the rail vehicle 1 may be turned over due to uneven force applied to both sides of the anti-rollover assembly 300.
The distance between the anti-rollover assembly 300 and the track beam 400 in the width direction of the track beam 400 is detected by arranging the second sensor, when the distance between the anti-rollover assembly 300 and the track beam 400 in the width direction is smaller than the safety distance, the trend that the anti-rollover assembly 300 rubs the groove walls on two sides of the width of the groove 440 is shown, the signal is transmitted to the control system through the second sensor, the control system controls the track vehicle 1 to reduce the vehicle speed, the distance between the anti-rollover assembly 300 and the track beam 400 which rubs can be reduced, the rollover probability of the track vehicle 1 is reduced, and the running safety of the track vehicle 1 is further improved.
According to some embodiments of the present invention, the first sensor is glued and/or snapped to the rollover prevention assembly 300, and the second sensor is glued and/or snapped to the rollover prevention assembly 300.
The connection mode of the first sensor and the rollover prevention assembly 300 may be the same as or different from the connection mode of the second sensor and the rollover prevention assembly 300, for example, the first sensor is connected with the rollover prevention assembly 300 in a clamping manner, the second sensor is connected with the rollover prevention assembly 300 in a gluing manner, or the first sensor is connected with the rollover prevention assembly 300 in a gluing manner, and the second sensor is connected with the rollover prevention assembly 300 in a clamping manner.
For example, the first sensor can be mounted on the first end 331, the second sensor can be mounted on the second end 332, the connection manner of clamping and gluing is simple, the first sensor and the second sensor can be conveniently mounted on the rollover prevention assembly 300, and the first sensor and the second sensor are lighter in weight, so that additional fixing structures are not required, and the disassembly and assembly efficiency is higher.
Other constructions and operations of the rail vehicle 1 and the rail transit system 2 having the same according to embodiments of the present invention are known to those of ordinary skill in the art and will not be described in detail herein.
In the description herein, references to the description of the term "one embodiment," "some embodiments," "an illustrative embodiment," "an example," "a specific example," or "some examples" or the like mean that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the utility model. In this specification, the schematic representations of the terms used above do not necessarily refer to the same embodiment or example.
While embodiments of the utility model have been shown and described, it will be understood by those of ordinary skill in the art that: various changes, modifications, substitutions and alterations can be made to the embodiments without departing from the principles and spirit of the utility model, the scope of which is defined by the claims and their equivalents.
Claims (10)
1. A rail vehicle, comprising:
a vehicle body;
the bogie is arranged on the vehicle body and can be movably matched with a running surface of the track beam;
the anti-rollover assembly is mounted on the bogie and extends into the track beam;
a first sensor mounted to the anti-rollover assembly for detecting an angle of the anti-rollover assembly relative to the running surface;
the control system is arranged on the vehicle body and is communicated with the first sensor, and the control system controls the vehicle speed according to the angle of the anti-rollover assembly relative to the running surface.
2. The rail vehicle of claim 1, wherein the first sensor is an angle sensor; and/or
The first sensor is a distance sensor, and the first sensor detects the angle of the anti-rollover assembly relative to the running surface by detecting the distance between the anti-rollover assembly and the track beam in the direction perpendicular to the running surface.
3. The rail vehicle of claim 1, wherein the rollover prevention assembly comprises:
the first supporting rod and the second supporting rod are mounted on the bogie and extend in a direction perpendicular to the running surface;
an anti-rollover bar mounted to the first support bar and the second support bar and extending along a width direction of the track beam, the first sensor being mounted to the anti-rollover bar;
the first idler wheel and the second idler wheel are sleeved at two ends of the rollover-prevention rod.
4. The rail vehicle of claim 3, wherein the anti-rollover bar includes a first end portion and a second end portion, the first end portion projecting from the first roller in a direction away from the second roller, the second end portion projecting from the second roller in a direction away from the first roller, the first sensor being mounted to at least one of the first end portion and the second end portion.
5. The rail vehicle according to claim 4, wherein the first sensor is mounted to the first end portion, the first sensor not exceeding an outer peripheral surface of the first roller in a radial direction of the first roller and not exceeding an end surface of the first end portion in an axial direction of the first end portion; and/or
The first sensor is mounted on the second end portion, and the first sensor does not exceed the outer peripheral surface of the second roller in the radial direction of the second roller and does not exceed the end surface of the second end portion in the axial direction of the second end portion.
6. The rail vehicle of claim 3, wherein the first sensor is mounted to an end face of the anti-rollover bar with a center of the first sensor located on a central axis of the anti-rollover bar.
7. The rail vehicle of claim 3, wherein an end surface of the anti-rollover bar is provided with a mounting slot, the first sensor being mounted within the mounting slot.
8. The rail vehicle of claim 1, further comprising:
the control system is communicated with the second sensor and controls the vehicle speed according to the distance between the anti-rollover assembly and the track beam in the width direction of the track beam.
9. The rail vehicle of claim 8, wherein the first sensor is glued and/or snapped to the rollover prevention assembly;
the second sensor with glue joint and/or joint between the assembly of preventing turning on one's side.
10. A rail transit system, comprising:
a track beam;
the rail vehicle according to any one of claims 1 to 9.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202122241643.3U CN215752407U (en) | 2021-09-15 | 2021-09-15 | Rail vehicle and rail transit system with same |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202122241643.3U CN215752407U (en) | 2021-09-15 | 2021-09-15 | Rail vehicle and rail transit system with same |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN215752407U true CN215752407U (en) | 2022-02-08 |
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ID=80088029
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| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202122241643.3U Active CN215752407U (en) | 2021-09-15 | 2021-09-15 | Rail vehicle and rail transit system with same |
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| Country | Link |
|---|---|
| CN (1) | CN215752407U (en) |
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2021
- 2021-09-15 CN CN202122241643.3U patent/CN215752407U/en active Active
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