EP0272274B1 - Systeme d'exploitation de voies de transport a grande vitesse dans des tunnels - Google Patents

Systeme d'exploitation de voies de transport a grande vitesse dans des tunnels Download PDF

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Publication number
EP0272274B1
EP0272274B1 EP86906762A EP86906762A EP0272274B1 EP 0272274 B1 EP0272274 B1 EP 0272274B1 EP 86906762 A EP86906762 A EP 86906762A EP 86906762 A EP86906762 A EP 86906762A EP 0272274 B1 EP0272274 B1 EP 0272274B1
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EP
European Patent Office
Prior art keywords
tunnel
directional
switch
operating system
branch
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 - Lifetime
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EP86906762A
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German (de)
English (en)
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EP0272274A1 (fr
Inventor
Helmut Hirtz
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Individual
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Individual
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Publication date
Priority claimed from DE19853539783 external-priority patent/DE3539783C1/de
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Priority to AT86906762T priority Critical patent/ATE51818T1/de
Publication of EP0272274A1 publication Critical patent/EP0272274A1/fr
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Publication of EP0272274B1 publication Critical patent/EP0272274B1/fr
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61B—RAILWAY SYSTEMS; EQUIPMENT THEREFOR NOT OTHERWISE PROVIDED FOR
    • B61B13/00—Other railway systems
    • B61B13/10—Tunnel systems
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
    • E01B25/00—Tracks for special kinds of railways
    • E01B25/08—Tracks for mono-rails with centre of gravity of vehicle above the load-bearing rail
    • E01B25/12—Switches; Crossings

Definitions

  • the invention relates to an operating system for high-speed tunnel railways according to the preamble of claim 1.
  • an operating system according to the preamble of claim 1 is known.
  • trains are provided in underground tunnels with a circular cross section that run on supports.
  • a vertically downwardly extending main support is provided, at the lower end of which a roller is arranged which runs on the bottom of the tunnel tube.
  • This support is either mounted on an axle inside the car or on a frame. From this axis or from this frame extend two further supports radially, at the ends of which drive rollers are arranged, which also run on the tunnel wall.
  • electric motors are installed to drive them.
  • a further guide roller is provided diametrically opposite the floor support and runs at the zenith of the tunnel cross section.
  • Current collectors for the drive motors are provided on the right and left of this guide roller.
  • a disadvantage of this arrangement is the support and drive configuration of the train, which means that the free passage at the locations where the supports are mounted is either completely interrupted or only possible to a limited extent.
  • the drive depends on the friction of the drive rollers.
  • the support and guide roller must be guided elastically in a controlled manner. When cornering at high speed, considerable difficulties may arise due to the centrifugal forces that occur.
  • the corresponding tunnel tubes are interrupted for branches or switch sections.
  • An intermediate space is provided, in which a straight tunnel tube section and a curved tunnel tube section lying next to it and separated from it are slidably mounted. Switching the switch requires considerable forces.
  • the invention is based on the object of creating an operating system which can be operated with greater effectiveness.
  • the high-speed trains are advantageously magnetic tracks driven by linear motors.
  • the very advanced technology of such trains is not exposed to the difficulties that arise in surface traffic when operating in underground directional tunnels and that are particularly caused by unpredictable gusts of wind.
  • a simple assembly and adjustment of the travel path is made possible in that posts are attached to the inner wall of the directional tunnel, on which brackets are mounted in an adjustable manner. The guideway rails are then fastened to these brackets in an adjustable manner. This creates two setting options for installation, which allow adjustment in a simple manner.
  • chassis supports e.g. Bank
  • an adjustment of height differences of the chassis supports e.g. Bank
  • transverse cant required for cornering.
  • Fine tolerances can be compensated for by attaching the undercarriage supports to the brackets, these brackets in turn being mounted on the posts in an adjustable manner.
  • tube sections of the directional tunnel which runs in a straight line and a branch tunnel are designed as switches at the branching points, in that wall elements of the directional tunnel and / or branch tunnel are designed to be displaceable and / or rotatable relative to one another and / or relative to one another. Two operating modes are possible at these branch points.
  • the tube of the directional tunnel When driving straight ahead, the tube of the directional tunnel remains hermetically sealed at the junction.
  • the tube of the directional tunnel is opened into the junction tunnel by the special design of the wall elements of the directional tunnel and / or the junction tunnel.
  • the train stations are advantageously located in branch tunnels running parallel to the directional tunnels, which are designed as tubes with a constant profile.
  • a tube slideway for the transportation of people and goods is known, in which the stations are located above the actual so-called driving tube, in which a means of transport like the pneumatic post is conveyed by means of a permanent air flow.
  • Traffic from city center to city center can only take place in the closed tube of the directional tunnel, whereby this can be arranged at a depth that excludes any impairment of the surface use above it.
  • the travel speed can preferably be over 200 km / h.
  • the distance between the stations should generally be greater than 100 km.
  • Driving dynamics disadvantages due to air blasts at the transition from surface to tunnel traffic and vice versa are avoided.
  • a consistent vehicle design can be used for tunnel traffic, ie no windows can be provided, among other things.
  • the vehicles can be insulated to a high degree against noise or vibrations. The same applies to the reduction in aerodynamic drag. Due to the formation of the switches, you can drive past of the train at a station, the access to the station must be hermetically sealed at the junction.
  • the stations and the tunnel sections assigned to them can be at the same level as the directional tunnels. You are preferably at a level different from the level of the directional tunnels. In particular, the train stations and their tunnel sections are above the directional tunnels.
  • two parallel directional tunnels are provided in each case.
  • at least one operating tunnel can advantageously run between the two directional tunnels.
  • Passenger traffic can be served primarily with the operating system. However, it is also possible to use car trains. There is also the option of transporting container fast goods in trains of the same speed design.
  • the network can be separated from other means of transport, but can be managed together with them.
  • the traffic is carried out exclusively with trains specially designed for this purpose, for example in two directional tunnels, in directional operation. Apart from the entrances and exits above the train stations, as well as the ventilation centers, no land is taken up. Interference with the rights and interests of property owners can be eliminated.
  • the underground stations can be passenger stations or freight stations.
  • the passenger stations are located directly below the existing traffic hubs of the connected centers, such as main railway stations or central airports. From these passenger stations, branch tracks can lead to loading facilities for car trains as well as for container parts. These devices can be connected to the road network via ramps for motor vehicle traffic.
  • a ventilation system can be designed such that a longitudinal flow of the tunnel air is generated in the direction of travel, so that the trains can also be accelerated in the manner of a pneumatic tube system.
  • Axial compressors can also be mounted on or in the train for acceleration. For easier guidance of the trains, these can have such a profile, particularly in the longitudinal direction, that they generate a buoyancy. Buoyancy generation can also be generated by a cross-sectional configuration of the tunnel that causes the flow velocity above the train to be greater than below.
  • the tracking magnets of the magnetic railway carriages are advantageously designed to be adjustable relative to the guideway rails by means of controlled servomotors to compensate for these track changes.
  • switch constructions are provided, whereby one of the tasks to be solved by this construction is the cross-section of the route both in the straight line, which is formed by the directional tunnel, and in the curved line, which is from Junction tunnel is formed to remain essentially unchanged.
  • profile widenings in the form of a switch cavern e.g. lead to strong accelerations and / or decelerations for bending points.
  • the cylindrical directional tunnel forms an intersection with the torus of the branch tunnel at the branching points.
  • the directional tunnel and the torus are subdivided into a number of turnout sections, with shot components being designed to be rotatable and / or displaceable in each turnout section.
  • the subdivision of the tunnels into turnout sections provides the opportunity to ensure the required profile consistency and unity, especially for the straight strand of the turnout, which is important for driving at high speeds.
  • the branch tunnel which has the shape of a torus, the traffic takes place slower speeds instead. In this torus, slight profile expansions for cornering in a curved line can be accepted.
  • the torus of the branch tunnel has sector-shaped cutouts in the wall section facing the directional tunnel.
  • Cylinder walls of rotary cylinder sections extend with a fit into these sector-shaped cutouts, each cylinder wall of the rotary cylinder sections having a convexly drawn-in, cylindrical section whose radius of curvature is equal to the inner radius of the torus, wherein a rail extends outwards from this convex, cylindrical section.
  • a turnout of the directional tunnel is mounted at an angular distance of 180 ° from the convex, drawn-in cylindrical section.
  • the turn of the switch in the rotary cylinder is screwed into the sector-shaped section of the torus of the branch tunnel for travel in the straight strand of the switch.
  • the rotary cylinder section which is mounted, for example, on rollers and is provided with a corresponding drive, is rotated such that the switch section of the directional tunnel is extracted from the sector-shaped section of the torus of the branch tunnel unscrewed and the convex, cylindrical section with its rail turned into this sector-shaped cutout in such a way that it complements the torus of the branch tunnel so that a passable tunnel section is formed.
  • turnout sections of the directional tunnel and the torus are mounted in revolving bulkheads at an angular distance of 180 ° from one another in a cyclically rotatable manner into the respective operating position.
  • the corresponding switch section is turned into the operating position.
  • the other switch section is automatically turned out of it.
  • a simpler embodiment for this section provided that the profile is only carried out smoothly for straight travel, can be formed by driving the side wall of the directional tunnel towards the branch in the manner of a bending rail for travel in the curved strand of the torus of the branch tunnel is withdrawn in sections in such a way that the profile is released for travel in the crooked strand.
  • semi-cylindrical sections of the. Tube of the directional tunnel can be displaced in the manner of a bending switch in the geometrical locations corresponding sections of the torus of the branch tunnel.
  • the travel rail of the associated stationary, semi-cylindrical section of the tube of the directional tunnel can be mounted in this section as a bending switch and can be extended. In this way, this entire section is designed as a bending switch.
  • a wall section common to the directional tunnel and torus can also be slidably mounted in the area of the point of the intersection. Overlapping tunnel surfaces are arranged next to each other and can be moved perpendicular to the tunnel axis.
  • the operating system extends between the metropolitan areas I and II. Below the traffic nodes 3, stations 4 connected to them are provided, which are designed as passenger stations. Separate branch tunnels 7 are assigned to these stations 4. These branch tunnels 7 are connected via branching points 6 to the directional tunnels 1, in which the train traffic between the metropolitan areas I and II takes place. The connection can be made via the branching points 6 shown, branch tunnels 5 being provided. In the operating system shown in FIGS. 1 a and 1 b, the train stations 4 with the branch tunnels 7 assigned to them are located above the directional tunnel 1.
  • branch tunnels 7 assigned to the stations 4 can be shut off in an airtight manner in a controllable manner with respect to the directional tunnels 1, these para Perrung is designed such that after opening the directional tunnel 1 5 trains in the branch tunnels enter the stations 4 and can leave them again. The stations are blocked to prevent the shock or shock waves of the tunnel air generated by the trains passing through the directional tunnel 1 from the train stations 4.
  • a ventilation system 9 can be provided which, in addition to ventilation, can also be used to control pressure conditions in the tunnels.
  • an operating tunnel 2 can be provided between the directional tunnels 1, for example, which can be used, for example, to drive new routes or for repair and maintenance purposes.
  • 1 post 10 are mounted on the inner wall 14 of the tube of the directional tunnel. These posts 10 are mounted on this inner wall 14 by means of flanges 13 and anchors, not shown, in a predetermined position, whereby rough tolerances can be compensated for by this assembly and transverse camber can be installed. Brackets 11 are mounted on these posts 10, this mounting also being adjustable in order to compensate for fine tolerances.
  • the brackets 11 carry guideway rails 12 for a magnetic track.
  • the guideway rails 12 are also mounted on the brackets 11 in an adjustable manner.
  • a magnetic railway carriage which is shown schematically at 15, has a base 16 which interacts with the guideway rails 12 and which comprises the guideway rails 12 in a fork-like manner.
  • the posts 10 Since the magnetic track can travel at a very high speed, it is expedient for the posts 10 to have a cladding wall in order to reduce the flow resistance and to prevent unpleasant driving noises from the outset.
  • the posts 10 can also accommodate supply lines.
  • the structure is such that rails 17 are mounted in the sole space of the tube of the directional tunnel 1. Maintenance and supply railways can run along these rails.
  • the free space under the actual magnetic railway car 15 can be used for the purpose of an emergency exit, wherein the emergency exit 18 shown in FIG. 3 can be lowered to the sole section.
  • a magnetic railway carriage 15 is shown, the tracking magnets 19 of which cooperate with the guideway rails 12 in order to guide the magnetic railway carriage 15 securely in its track, in a special manner. It could be that the directional tunnel 1 is deformed to a small extent by earth loads at certain points along the route in such a way that the guideway rails 12 slightly change their mutual distances that determine the track.
  • the tracking magnets 19 are designed to be adjustable towards and away from the guideway rails 12 by means of a controlled servomotor to compensate for tolerances. This setting and control of the tracking magnets 19 can be carried out in a manner known per se.
  • FIG. 5 shows a plan view of a branching point 6.
  • the directional tunnel 1 intersects the torus 21 of the branching tunnel 5.
  • an intersection is formed between these two tubular elements.
  • a switch is formed between points A and C, with A being the start of the switch and C being the end of the switch.
  • this switch is for a run in the crooked strand of the switch, i.e. placed in the torus 21 of the branch tunnel 5.
  • the directional tunnel 1 and the branch tunnel 5 are divided into turnout sections 22 in this area.
  • These turnout sections 22 are identified in FIG. 6 with 221 to 22VI, each turnout section 22 being structurally divided. This constructive subdivision, which is to be explained in more detail, is identified by the subscripts 1-n.
  • shots of the directional tunnel 1 and shots of the branch tunnel are in the switch section A-B. 5 mounted in a revolver bulkhead 30.
  • the revolver bulkhead 30 is surrounded by a roller ring 29 which is guided in rollers 33.
  • the roller ring 29 and with this the revolver partition 30 can be rotated.
  • a magnetic railway carriage 15 is indicated schematically, which means that the switch is set to travel in the curved strand of the torus 21. For this position, the switch shot 27, 22111 of the directional tunnel 1 was turned out of its operating position.
  • the two switch shots 27, 22111 and 28, 22111 have an angular distance of 180 ° from one another and are mounted in such a way that they can get into the respective operating position by a cyclical rotation.
  • the set turnout is correctly oriented.
  • the turned-out switch is in a position that can be described as upside down. 6, when the revolver partition 30 is rotated through 180 °, the switch is set to operate for driving in the straight strand of the directional tunnel 1.
  • a switch construction is used, in particular at points which are further away from the start of the switch A, for example at point B in FIG. 6, as is shown on average in FIGS. 8 and 9 is shown.
  • the directional tunnel 1 and the branch tunnel 5 are designed like a plug of a two-way valve.
  • 8 and 9 are sectional representations of points lying at different distances from turnout start A, again showing that the torus 21 of the branch tunnel 5 continuously moves away from sections of the directional tunnel 1.
  • the cuts shown are parts of the switch shot section 22V.
  • the torus 21 of the branch tunnel 5 has a sector-shaped cutout 23.
  • the cylinder wall 24 of a rotary cylinder section 25 extends into this sector-shaped cutout 23 with a snug fit.
  • This rotary cylinder section 25 is rotatably mounted in rollers 33 and can be rotated by means of a drive, not shown.
  • This rotary cylinder section 25 has in its cylinder wall 24 a convex cylindrical section 26.
  • the radius of curvature of this convex, cylindrical section 26 corresponds to the inner radius of the torus 21, so that in the position shown in FIGS. 8 and 9, this convex, cylindrical section 26 can form the addition of the torus 21 within the sector-shaped cutout 23.
  • a bracket 11 with a guideway rail 12 extends outward from part of the convexly drawn-in cylindrical section 26.
  • a switch section 22 of the directional tunnel 1 is mounted at an angular distance of 180 from the convexly drawn-in cylindrical section 26 in such a way that a cyclical rotation of 180 enables the switch section 22 of the directional tunnel 1 to reach the operating position.
  • the train symbolized by the magnetic railway carriage 15 travels in the crooked strand of the branch tunnel 5.
  • the switch is set to a straight exit.
  • the divergence of the torus 21 and the turnout shots of the directional tunnel 1 shown in FIG. 9 compared to the representation in FIG. 8 increasingly requires larger diameters of the rotary cylinder shots 25. An excessively large increase in these diameters is prevented by a construction such as that still associated with FIG , 12 to be explained.
  • FIG. 10 shows an embodiment of the junction 6, in which the sections A-B and the section before the switch end C are simplified.
  • the sections 3-3 and 4-4 identified in FIG. 6 are also shown in FIGS. 8 and 9.
  • the running rail is designed in the manner of a bending switch.
  • a semi-cylindrical section 31 together with its guideway rail 12 is designed to be laterally displaceable.
  • the semi-cylindrical sections 31 are also divided into wefts.
  • a displacement mechanism is indicated schematically for carrying out the lateral displacement of the semi-cylindrical sections 31. This displacement mechanism can be designed in any manner known per se.
  • the semi-cylindrical sections 31 shown on the right in FIG. 11 can be displaced in the manner of a bending switch in such a way that they form part of the torus 21 for travel in the curved strand of the branch tunnel 5 .
  • the guideway rails 12 lying in the stationary semi-cylindrical section 32 of the directional tunnel 1 are, as indicated schematically, designed to be retractable and extendable, so that they can be extended in the manner of a bending switch to the guideway rails 12 of the displaceable semi-cylindrical sections 31.
  • the switch in the area in front of the switch end C, can be designed in such a way that a displaceable wall 34 is formed between the directional tunnel 1 and the torus 21 of the branch tunnel 5 and carries corresponding guideway rails 12 on brackets 11 on both sides .
  • a sliding mechanism is schematically indicated for displacing this displaceable wall 34.
  • this displaceable wall 34 is pushed into the directional tunnel 1 in such a way that the other side of this displaceable wall 34 supplements the torus 21 for driving operation therein.
  • this displaceable wall 34 is displaced into another end position, in which the left side of the displaceable wall 34 shown supplements the directional tunnel 1 for driving operation therein.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Architecture (AREA)
  • Civil Engineering (AREA)
  • Structural Engineering (AREA)
  • Train Traffic Observation, Control, And Security (AREA)
  • Railway Tracks (AREA)

Abstract

Dans un système d'exploitation de voies souterraines de transport à haute vitesse, les gares ne se trouvent par sur les tronçons eux-mêmes mais sur des embranchements parallèles de ceux-ci. Les gares sont isolées à la hauteur des embranchements avec les tunnels de transport de manière hermétique lors du passage des trains en ligne directe, de sorte que l'exploitation des gares ne puisse pas être dérangée par l'impact de l'air comprimé généré dans les tunnels de transport.

Claims (10)

1. Système d'exploitation pour moyens de transport à grande distance guidés sur voies souterraines, à vitesse de déplacement élevée entre des noeuds de communication de zones de concentration urbaine ou autres centres, dans lequel des rames à vitesse élevée à autopropulsion sont guidées dans des tunnels directionnels à voie unique (1), lesquels tunnels sont conçus sur la totalité du trajet sous forme de tubes à profil constant, moyennant quoi aux points d'embranchement ou de dérivation (6) de ces tubes, des éléments de parois des tunnels directionnels sont réalisés de façon mobile entre eux, caractérisé en ce que les rames à grande vitesse sont constituées par des voies magnétiques entraînées par moteurs linéaires, des montants (10) laissant le sol des tunnels directionnels libre étant fixés sur la paroi intérieure des tunnels directionnels (1), poteaux sur lesquels sont montées des consoles (11) de façon ajustable, et en ce que sur les consoles (11) sont fixés des rails de roulement (12), et aux points d'embranchement (6) le tunnel directionnel cylindrique (1) forme une intersection avec le tore (21) d'un tunnel d'embranchement (5), en ce que dans la zone (A-C) de cette intersection le tunnel directionnel (1) et le tore (21) sont divisés en un nombre de sections d'aiguillages (221-22V-1), et en ce que dans chaque élément d'aiguillage sont formés des tronçons (22-30) mobiles en torsion et/ou en translation.
2. Système d'exploitation selon la revendication 1, caractérisé en ce qu'aux noeuds de communication (3) se situent les stations (4) dans les tunnels d'embranchement (5-7) menés parallèlement aux tunnels directionnels (1), lesquels sont conçus sous forme de tubes à profil constant.
3. Système d'exploitation selon la revendication 2, caractérisé en ce que les stations (4) sont situées à une hauteur différente de celle des tunnels directionnels (1), notamment à une hauteur au-dessus de ceux-ci.
4. Système d'exploitation selon l'une des revendications 1-3, caractérisé en ce qu'entre les tunnels directionnels (1) s'étend au moins un tunnel d'exploitation (2).
5. Système d'exploitation selon l'une des revendications 1-4, caractérisé en ce que la fixation des montants (10) s'effectue d'une façon ajustable au moyen de brides (13) et de moyens d'ancrage.
6. Système d'exploitation selon l'une des revendications 1-5, caractérisé en ce que les aimants de guidage de voie (19) du véhicule de voie magnétique (15) sont ajustables pour compenser les différences d'écartement de la voie formée par les rails de roulement (12) au moyen d'un servomoteur commandé.
7. Système d'exploitation selon l'une des revendications 1-6, caractérisé en ce que dans la zone (A-C) de l'intersection du tore (21) du tunnel d'embranchement (5) la section de paroi dirigée vers le tunnel directionnel (1) présente des découpes en forme de secteurs (23), en ce que des parois cylindriques (24) d'éléments cylindriques de rotation (25 IVI-n; 25V 1-n; 25VII-n) s'étendent en ajustement dans ces découpes en forme de secteurs (23), en ce que chaque paroi cylindrique (24) présente une section cylindrique (26) convexe rentrée, dont le rayon de courbure est égal au rayon intérieur du tore (21), en ce que à partir de cette section cylindrique rentrée convexe (26) s'étend un rail de roulement (12) vers l'extérieur, et en ce que dans chaque élément cylindrique de rotation (25Vn) est monté un élément d'aiguillage (22) du tunnel directionnel (1) à un espacement angulaire de 180° par rapport à la section cylindrique rentrée convexe (26).
8. Système d'exploitation selon l'une des revendications 1-7, caractérisé en ce que dans la zone (A-B) de l'intersection sont montés des éléments d'aiguillage (27, 28) du tunnel directionnel (1) et du tore (21) dans une cloison étanche revolver (30) à un espacement angulaire de 180° entre eux, de façon rotative cycliquement dans la position d'exploitation respective.
9. Système d'exploitation selon l'une des revendications 1-8, caractérisé en ce que dans la zone (A-B) partant du début d'aiguillage (A), de l'intersection, des sections semi-cylindriques (31) des tubes du tunnel directionnel (1) sont déplaçables à la manière d'un aiguillage flexible dans les lieux géométriques des sections correspondantes du tore (21) du tunnel d'embranchement (5), et en ce que les rails de roulement (12) des sections semi-cylindriques fixes correspondantes (32) des tubes du tunnel directionnel (1) en tant qu'aiguillage flexible permettant l'entrée et la sortie dans cette section.
10. Système d'exploitation selon l'une des revendications 1-9, caractérisé en ce que dans la zone de l'extrémité d'aiguillage (B) de l'intersection est montée une paroi (34) commune au tunnel directionnel (1) et au tore (21) déplaçable entre ceux-ci.
EP86906762A 1985-11-07 1986-11-07 Systeme d'exploitation de voies de transport a grande vitesse dans des tunnels Expired - Lifetime EP0272274B1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
AT86906762T ATE51818T1 (de) 1985-11-07 1986-11-07 Betriebssystem fuer hochgeschwindigkeitstunnelbahnen.

Applications Claiming Priority (4)

Application Number Priority Date Filing Date Title
DE19853539783 DE3539783C1 (en) 1985-11-07 1985-11-07 Track for magnetic-railway vehicles
DE3539783 1985-11-07
DE3540829 1985-11-14
DE3540829 1985-11-14

Publications (2)

Publication Number Publication Date
EP0272274A1 EP0272274A1 (fr) 1988-06-29
EP0272274B1 true EP0272274B1 (fr) 1990-04-11

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EP86906762A Expired - Lifetime EP0272274B1 (fr) 1985-11-07 1986-11-07 Systeme d'exploitation de voies de transport a grande vitesse dans des tunnels

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US (1) US4881469A (fr)
EP (1) EP0272274B1 (fr)
DE (1) DE3670254D1 (fr)
WO (1) WO1987002949A1 (fr)

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EP0272274A1 (fr) 1988-06-29
WO1987002949A1 (fr) 1987-05-21
US4881469A (en) 1989-11-21
DE3670254D1 (de) 1990-05-17

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