EP0558295B1 - Fairing constructions and vehicles comprising fairing constructions - Google Patents

Fairing constructions and vehicles comprising fairing constructions Download PDF

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Publication number
EP0558295B1
EP0558295B1 EP93301365A EP93301365A EP0558295B1 EP 0558295 B1 EP0558295 B1 EP 0558295B1 EP 93301365 A EP93301365 A EP 93301365A EP 93301365 A EP93301365 A EP 93301365A EP 0558295 B1 EP0558295 B1 EP 0558295B1
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EP
European Patent Office
Prior art keywords
fairing
construction
longitudinally
cars
fairing construction
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
Application number
EP93301365A
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German (de)
English (en)
French (fr)
Other versions
EP0558295A1 (en
Inventor
Katsuyuki Terada
Michio Sebata
Hiroshi Higaki
Yasushi Takano
Morishige Hattori
Hitoshi Tsuruda
Susumu Hirose
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Hitachi Ltd
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Hitachi Ltd
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Filing date
Publication date
Application filed by Hitachi Ltd filed Critical Hitachi Ltd
Publication of EP0558295A1 publication Critical patent/EP0558295A1/en
Application granted granted Critical
Publication of EP0558295B1 publication Critical patent/EP0558295B1/en
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Expired - Lifetime legal-status Critical Current

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
    • B61D37/00—Other furniture or furnishings
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
    • B61D17/00—Construction details of vehicle bodies
    • B61D17/04—Construction details of vehicle bodies with bodies of metal; with composite, e.g. metal and wood body structures
    • B61D17/20—Communication passages between coaches; Adaptation of coach ends therefor
    • B61D17/22—Communication passages between coaches; Adaptation of coach ends therefor flexible, e.g. bellows

Definitions

  • the object of this invention is to provide a fairing construction for use between the end peripheries of coupled cars to reduce such lateral stagger. It would be preferable to meet the requirements of a high-speed train fairing, in which noise and drag could be kept low at high-speed running, on straight or slightly curved track, with a construction which can nevertheless cope with tight curves on low-speed sections of track.
  • Such seating elements may provide convenient fixing locations for the guide means in the series connection.
  • the resilience adjustment may be manually-controlled, or automatically speed-dependent or track-curve-dependent. Low resilience is preferred at low speeds, where tight curves are likely, while higher resilience is preferred at higher speeds so that the fairing face is well extended and supported.
  • the fairing face may simply be a smooth (longitudinally straight) outer face of a compressible member of the compression means. More preferably, however, the fairing face is provided by a longitudinally deformable (and preferably resilient e.g. elastomeric) fairing layer which is divided into two or more longitudinally distributed, independently deformable regions. This can be achieved by attaching the fairing layer (which may be in one or plural sections) to the compression means locally, at multiple longitudinally-spaced fixing locations.
  • a resiliently compressible member of the compression means may have a longitudinally intermediate outward projection, at which the fairing layer is fixed to define independently deformable regions on either longitudinal side of the fixing.
  • This longitudinal sub-division of the fairing face has an advantage in reducing noise, since a longitudinal compression (e.g. on the inside of a fast, long curve) results in plural small lateral bulges rather than one large lateral bulge of the fairing face.
  • the fairing layer may be fixed at its fixing locations by plural longitudinally expansible joints, so that for modest longitudinal extension of the construction (e.g. on the outside of a fast, long curve) no single substantial separation occurs.
  • the guide means should be freely extensible, that is, should offer little resistance to extension and subsequent contraction, preferably with little or no resilience.
  • the weight of the construction When installed on the vehicle, the weight of the construction may be partly supported by one or more suspension members which connect between longitudinally intermediate portions of the construction and the car ends. Elongate sprung members may be used for this. Similarly, lateral stablizing members may be connected between intermediate portions of the fairing construction and the car ends to inhibit bodily lateral movements of those portions. Again, long sprung members may be used.
  • Another aspect of this invention provides a vehicle, and preferably a railway vehicle, in which adjacent cars are faired together by a fairing construction as described above.
  • Fig.4 relates to fast, straight travel. Dynamic changes of alignment and relative vibrations occur continuously between the cars 1. Relative lateral displacements of e.g. about 30mm may occur. There is a concomitant small change in longitudinal spacing: perhaps about 1mm. The fairing construction must accommodate these changes.
  • Figs.1 to 10 The first embodiment of fairing construction is shown in Figs.1 to 10.
  • Fig. 9 shows schematically the opposed ends of two cars 1, with a fairing construction 2 connected between their end peripheries.
  • the fairing construction extends entirely flush with those peripheries, effectively as a continuation of the side walls of the cars 1.
  • Figs. 1 and 8 show the end of a single car with the fairing construction 2, showing the inverted-U shape of the construction extending continuously up the side walls and across the top of the car's end periphery.
  • the fairing construction 2 comprises a number of components connected in longitudinal series.
  • a securing plate 4 forms a fixing location for the construction, being bolted to the end wall 1a of the car 1.
  • two compression elements 3 and a plurality of guide assemblies 8 are connected in series between the end plates 4 and a plurality of guide assemblies 8, details of these appearing in Fig. 2.
  • Each compression element 3 comprises an elongate elastomeric tube 6 extending peripherally, sandwiched longitudinally between the fixing, or inner, end plate 4 and an outer end plate 5.
  • the end plates 4,5 have opposed receiving grooves 40,50 which lock around end projections 64,65 of the compressible tube to form an integrated assembly in which the end plates act as opposed seating elements.
  • the inner seating elements 5 of the two compression elements 3 are parallel, opposed, and butt together in the straight rest condition of the train. They may be of metal, or of suitable high-strength engineering plastics material.
  • the fairing layer portions 7 are desirably of an elastomer such as rubber.
  • Fig. 8 shows how a plurality e.g. four guide assemblies 8 are peripherally distributed around the construction. The details of each assembly are best seen in Figs. 2 and 7.
  • Mounting brackets 81,82 are secured rigidly to the inner edges of the inner receiving elements 5, and an extensible mechanism 83 is connected between these mounting brackets.
  • a control guide 84 ensures that the extension of the extensible mechanism 83 is perpendicular to the brackets 81,82 and seating elements 5.
  • the extensible portion 83 has a lazy-tongs or "pantograph" construction, with a series of inter-pivoted lever elements. Such constructions are well-known. They have the advantage that they may expand substantially linearly, with little flexing.
  • the control guide 84 comprises a rigid lateral arm on which runs a slide 85 fixed to the last free lever of the lazy-tongs.
  • Figs. 1, 8 and 10 also indicate the disposition of suspension members 9, comprising elongate metal rods connected by coil springs, which are connected between the fixing locations 4 at the tops of the sides and the seating elements 5 at the bottoms of the sides, to help support the weight of the fairing construction across the inter-car gap. Further details are not given, since such suspension members are in themselves known for supporting inter-car constructions.
  • lateral stabilizing members 10 connect between the seating elements 5 and inwardly-spaced parts of the car end walls 1a, to inhibit bodily lateral displacements of the middle of the fairing construction relative to the car end peripheries. Again, these may be spring-connected rods of generally known type.
  • the suspension members 9 also assist the longitudinally intermediate seating elements 5 to take up a vertically intermediate position between the car ends, in the event that one car end becomes higher than the other.
  • Fig. 8 also shows an inner vestibule diaphragm 11 of conventional type, used to surround a passenger communication passage and keep the vehicle interior airtight.
  • the entire fairing construction is pre-compressed in the straight condition of the train. That is, the resilient tubes 6 exert some appreciable longitudinal expansion force in the straight condition, corresponding to pre-compression of e.g. about 25 mm. This is to prevent transient longitudinal clearances from arising when minor longitudinal vibrations occur.
  • Fig. 3 shows the high-speed straight condition, with no lateral stagger of the cars 1.
  • the outer fairing face 7 is held straight and smooth by the slight expansional urge of the pre-compressed tubular member 6, while the contracted guide assembly 8 holds the abutting seat elements 5 of the two compression elements 3 in exact superimposition so that no stagger or step causes aerodynamic noise.
  • the entire assembly is flush with the car sides. Minor longitudinal vibrations are taken up by the pre-compression, as mentioned above.
  • Fig. 4 illustrates the condition halfway up the side walls, when a transient lateral relative displacement of the cars 1 occurs during fast straight running.
  • the seating elements 5 rotate very slightly clockwise, and the distance between the car end peripheries is slightly increased e.g. by about 1 mm.
  • the slight rotation of the seating elements 5, through the tubes 6, slightly expands the outside of the compression elements at diagonally-opposed positions, and slightly contracts the outsides of the compression elements at the other diagonally-opposed positions.
  • the expansion is taken up by forming a tiny clearance x, of about 1 mm, between the flange 71 of a fairing portion 7 and the outward projection 61 of the tube 6.
  • the compression is taken up by a slight outward lateral bulging y of the fairing layer portions 7. The bulging is only a few mm, so little aerodynamic noise is caused.
  • Fig. 5 shows the condition on a large-radius high-speed curve.
  • the increased distance on the outside of the curve is taken up by the pre-compression of the tubular members 6, so that the abutting seating elements 5 do not separate.
  • Easy flexible expansion at the L-flanges 71 of the fairing layers takes up the expansion by forming four very small clearances, but no single large clearance which could cause serious noise.
  • the four fairing layer portions 7 On the inside of the curve, the four fairing layer portions 7 each bulge laterally, but the degree of bulging is small - perhaps about 15 mm - and noise is not serious. Bulging occurs easily and smoothly because of the flexible lip 72 connecting each fairing portion 7 to the adjacent end plate 4,5. The bulging is small because it is shared among plural fairing layer portions, secured at plural longitudinally-spaced fixing locations. A single long fairing element would bulge to a much greater distance.
  • Fig. 6 shows the low-speed, small radius curve condition.
  • the extension on the outside of the curve far exceeds the pre-compression of the compression elements 3.
  • the compression elements 3 first relax and then separate, forming a space between their opposed seating elements 5. This separation occurs without generating large tensile forces, because the guide assembly 8 extends freely and non-resiliently to create and span the space between the compression elements 3 at the outside of the curve. There is no noise problem, since such tight curves are negotiated only at low speeds.
  • both compression elements 3 are substantially longitudinally squashed. As at the outside of the curve, there is some canting of the two seating elements 5, determined by the stiffness of the guide assemblies 8 compared with the mounting of the seating elements 5 through the compressible tubes 6.
  • the fairing face regions 7 bulge outwards substantially, perhaps 40 mm. As mentioned, however, there is no aerodynamic problem at the low speed.
  • the extensible construction has just sufficient flexibility to accommodate the angling of the longitudinal axes of the two cars 1.
  • the guide assemblies deal easily with a large maintained expansion of the fairing construction, and return the compression elements to a smooth conformation after expansion.
  • the tubular compression members 6 can handle a large maintained compression of the structure without suffering any damage, since they are shaped to withstand compression stably, unlike the thin lips suggested in the prior art. That is, the compressible members of the present fairing construction preferably compress linearly with a regular outward expansion of their longitudinally-extending walls.
  • Fig. 11 shows a second embodiment which is the same as the first except for the conformation of the fairing layer elements 107.
  • the L-section fixing flange 171 carries a longitudinally-projecting support element 175 which extends along behind the front layer of the fairing layer 107, spaced at a small distance.
  • These supports 175 helped prevent any significant inward deformation of the layers e.g. by a strong side wind, improving the flatness and hence the fairing effect.
  • Fig. 12 shows a third embodiment which again is the same as before excepting the structure of the fairing layers 207.
  • the rear surface of the main portion of each layer 207 is ribbed in the peripheral direction. Longitudinal bending is therefore facilitated, because the minimum thickness in the peripheral direction is reduced. Other, undesirable bending modes are not encouraged because the thickness as seen in non-longitudinal directions is maintained. The easier longitudinal bending improves the performance on the inside of tight curves.
  • Fig. 13(a) shows a fourth embodiment which again is different as regards the fairing layers 307.
  • the aim is to reduce the minimum bent thickness for longitudinal deformations. In this embodiment this is achieved by an outwardly opening, peripherally extending slit 375, positioned half-way along each fairing piece 307, to facilitate bending.
  • Fig. 13(b) shows the slit 375 in detail.
  • Fig. 14(a) shows a fifth embodiment with a still further varied construction of the fairing layer 407, again with a view to achieving easier extreme deformation on the inside of a tight curve.
  • Fig. 14(b) shows detail of the fairing layer 407.
  • a single elastomeric piece 407 extends from one end plate 4 to the other 5.
  • the fairing piece has a rear recess 471 which receives the edge of the outward projection 61, but is attached to it only at a thin front web 472 of the recess. This allows easy flexion about the edges of the web.
  • each fairing layer region 470 has a peripherally-extending slit 475, as in the previous embodiment.
  • the fairing piece 407 is secured to the respective end plates 4,5 by L-section flanges 473 connected to the region 470 by a further peripherally-extending slit 476, inwardly directed, and to the end plate 4,5 only at a fixing terminal 477 of the flange 473.
  • the small clearances corresponding to clearances x of Fig. 4 occur adjacent the end plates 4,5.
  • Fig. 15 shows a sixth embodiment which corresponds to the first embodiment except for the cross-sectional shape of the tubular compressible members 106.
  • the inner portion of each member 106 has a longer, more elliptical extension than the outer portion. It also has a layer thickness smaller than that of the outer portion. We find that this facilitates the very large compression which can be needed on the inside of a small-radius curve.
  • Fig. 16 shows a seventh embodiment with another construction of the compressible members 206, designed to reduce still further the lateral bulging of the fairing faces on high speed curves. This is done by forming the compressible member 206 into two longitudinal sections 206', each having a respective outward rib projection 261. Each section of the compressible member 206 is a convex tube, and they are connected together through communication apertures 262. By having two projections 261, the fairing layer of each compression element is divided into three independent longitudinal regions 507 instead of two as previously. For a given compression, therefore, the lateral bulging distance is less.
  • Fig. 17 shows an eighth embodiment which differs radically from the previous embodiments in the construction of the compressible members 306 and fairing faces 607.
  • Each compression element 103 comprises end plates 104,105 with laterally intermediate attachment recesses 141,151.
  • the compressible member 306 is a rectangular-section elastomeric tube having elongate end ribs which seat in the securing recesses 141,151 of the end plates and are secured therein by e.g. bolts 160.
  • the laterally outer surface of each compressible element 306 is longitudinally flat and flush with the other outer edges, forming the fairing layer 607 of this fairing construction.
  • This embodiment does not cope with large expansions and contractions as well as the other embodiments, but it has a reduced number of parts and hence good reliability.
  • Fig. 18 shows a ninth embodiment which is the same as the first embodiment except for the resiliently compressible members 406.
  • the members 406 are not tubular, but form an open hemicylinder with the outward projecting rib 461 provided as before. These compressible members 406 are easier and cheaper to make than the tubular ones, although their maximum compressive force is less and cannot be adjusted easily.
  • Fig. 19 shows, in the condition encountered on a small-radius curve, a tenth embodiment of the invention in which the general disposition of elements in series is different.
  • the fairing construction comprises a single peripherally-extending compression element 203.
  • the guide means is divided longitudinally into two sections, each having plural peripherally-spaced guide assemblies 108 connecting between a respective bracket 181 on each separable end plate 205 of the compression element 203, and a respective fixing plate 12 screwed to the end wall 1a of the car 1.
  • Each guide assembly 108 comprises a lazy-tongs construction as before, but of lesser maximum length.
  • the compression element 203 comprises a resiliently compressible section between the two longitudinally spaced end plates 205.
  • the compressible section is formed from two elastomeric tubes 6 as in the first embodiment, but linked by a common central seating element 212 which also forms the median fixing location for the outer fairing layers 7.
  • two longitudinal clearances are created, instead of one, on tight curves. This can give a safety improvement, in that flying objects are less likely to penetrate the construction. However, it is more difficult to stabilise and suspend the floating compression element 203.
  • Figs. 20-24 show an eleventh embodiment in which the guide assemblies 208 differ from the first embodiment.
  • a lazy-tongs construction is used for the extensible portion, as above, but is connected to a simple bracket 281 on both the seating element plates 5.
  • the longitudinal linear guide control is done by a separate unified assembly comprises a guide assembly frame 285 (Fig. 22) common to all the guide assemblies 208, carrying laterally-extending control slides 284 on which central joints of the extensible lazy-tongs are mounted to slide.
  • the guide slides 284 can move bodily in the lateral/vertical direction while governing the sliding direction of the lazy-tongs.
  • the lazy-tongs 283 can therefore pivot freely at its end brackets 281 and need not flex at all.
  • 25 and 26 show a twelfth embodiment in which an accumulator 13 is connected to the hollow members 6, to provide a pressurised gas supply thereto.
  • the accumulator 13 has an outer cylinder 131, an inner cylinder 132, and a diaphragm 133 urged by a spring 134.
  • a minimum gas pressure of e.g. about 0.1kgf/cm2 is desirably maintained.
  • the spring 134 urges the diaphragm 133 to the left, to maintain the members 6 in their fully extended condition.
  • Figs. 27 and 28 show a thirteenth embodiment, also with a self-governing adjustment but this time performed by mechanical action on the compressible members 506.
  • the inward side of each compressible member 506 has a large area, so as potentially to project greatly inwardly.
  • This inward portion is indented by a pressure adjusting mechanism 114 having a peripherally-extending compressing member 142, e.g. of hard rubber, urged outwardly by peripherally distributed springs 143 acting against a reaction seat 144 secured by support springs 145 to the end plates 4,5.
  • the pressure member 142 is guided by a lazy-tongs linearly extensible guide 146.
  • This embodiment is convenient to install, because the pressure regulator is integral with the fairing construction itself.
  • Fig. 29 shows a fourteenth embodiment in which the gas pressurised hollow members 6 are connected to a regulator 15 having a branched tube with one branch 151 leading to a discharge valve 152 which opens at a predetermined excess pressure e.g. 1.5 times a predetermined standard pressure Po , and a second branch 153 leading to a feed valve 154 connected to an air source 155 and set to open when the pressure in this tube branch 153 falls below P o .
  • the operation of the device to maintain a pressure approximately P o irrespective of the degree of compression of the members 6, is self-explanatory.
  • Fig. 30 shows a fifteenth embodiment in which the compressible tube 6 is connected to a pressure regulating device 16, having a bifurcated tube and air source similar to the fourteenth embodiment, but with the feed valve 162 and discharge valve 163 solenoid-operable.
  • a reducing valve 164 moderates the source air pressure to the predetermined pressure P o .
  • the hollow members 6 are monitored by a displacement sensor 165 whose output is fed to a comparator 166.
  • the valves 162,163 are operated in dependence on the measured longitudinal dimension of the members 6. When the members 6 are greatly compressed, and their length falls below a preset minimum, the discharge valve 163 opens to eliminate excess pressure. The feed valve is closed.
  • the feed valve 162 opens, the discharge valve 163 closes and air is supplied at the standard pressure P o .
  • This operation may be programmed to occur when travel speed does not exceed a certain limit. Thus, deformation of the member 6 is detected directly, and its inner pressure is then regulated accordingly.
  • Fig. 31 shows a sixteenth embodiment which is different in that the operation of the feed valve 162,163 is dependent on the vehicle travel speed, as determined by a tachometer generator 167 and compared with a preset value in a comparator 168.
  • the discharge valve opens when the travel speed falls below the preset value and the possibility of great compression arises. Above that preset speed value, the feed valve 162 opens and the supply at P o is maintained.
  • This embodiment is more reliable than Fig. 30.
  • Figs. 32 to 34 show a seventeenth embodiment.
  • High voltage is collected from an overhead line 18 by a current collector 19, and conducted along the train as shown by the arrows.
  • the high voltage (e.g. 25kV) cable 20 runs on the car roof to a cable head 202 and crosses the gap between the cars to a cable head 202 on the next car.
  • a branch cable 201 extends from the cable head 202 to a transformer 22 and then to a convertor 24 and motor 25 for driving the train wheels 26.
  • Streamlined covers 27 enclose the cable heads above the main roof 21 of each car, and these streamlined covers 27 define the upper end peripheries of the cars along which the top part of the fairing construction 2 is secured.
  • the crossover portion of the high voltage cable 20 passes in the shrouded space between the top of the vestibule 11 and the underside of the upper fairing construction 2.
  • Figs. 35 to 37 show an eighteenth embodiment in which the cable heads 302 are provided not on the roof of each car but recessed in the end wall 1a.
  • the high voltage cable 20 passes through each car roof 21 just behind the end wall 1a of the car and descends to the cable head 302 which is positioned in a recess 303 of the end wall 1a outside the vestibule 11 but inside the fairing construction 2, adjacent the bottom of the car.
  • a short section 220 of the high-voltage cable crosses over from one cable head 302 to the other at a low level. Noise potentially caused by the cable heads and protruding cable portions is thus kept to a small level.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Wood Science & Technology (AREA)
  • Laminated Bodies (AREA)
  • Current-Collector Devices For Electrically Propelled Vehicles (AREA)
  • Orthopedics, Nursing, And Contraception (AREA)
EP93301365A 1992-02-28 1993-02-24 Fairing constructions and vehicles comprising fairing constructions Expired - Lifetime EP0558295B1 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP42762/92 1992-02-28
JP4042762A JP2576736B2 (ja) 1992-02-28 1992-02-28 車両連結部構造

Publications (2)

Publication Number Publication Date
EP0558295A1 EP0558295A1 (en) 1993-09-01
EP0558295B1 true EP0558295B1 (en) 1995-04-26

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EP93301365A Expired - Lifetime EP0558295B1 (en) 1992-02-28 1993-02-24 Fairing constructions and vehicles comprising fairing constructions

Country Status (5)

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EP (1) EP0558295B1 (zh)
JP (1) JP2576736B2 (zh)
KR (1) KR930017764A (zh)
DE (1) DE69300124T2 (zh)
TW (1) TW229184B (zh)

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JP3574678B2 (ja) * 1994-05-01 2004-10-06 株式会社ブリヂストン 車体騒音と走行抵抗を低減した車両の外幌構造
JPH09221026A (ja) * 1996-02-19 1997-08-26 Kawasaki Heavy Ind Ltd 車両連結用幌
DE19700068C2 (de) * 1997-01-03 1999-10-14 Deutsche Bahn Ag Stirnwandabdichtung für Personenübergänge an schienengebundenen Reisezugwagen
AT2201U1 (de) * 1997-01-22 1998-06-25 Jenbacher Energiesysteme Ag Elastische balgverbindung
AU4261299A (en) * 1998-05-13 1999-11-29 Deutsche Bank Ag Rail vehicle
GB2350091B (en) * 1999-05-21 2001-10-10 Huebner Gummi & Kunststoff Bellows of a connecting corridor with an intercommunicating gangway
JP3908149B2 (ja) * 2002-11-06 2007-04-25 川崎重工業株式会社 高速走行用の鉄道先頭車両
JP2007112171A (ja) * 2005-10-18 2007-05-10 Hitachi Ltd 通路内壁構造及びそれを備えた軌条車両
JP4997296B2 (ja) * 2010-01-22 2012-08-08 日本車輌製造株式会社 整流カバー
EP2353894B1 (de) * 2010-02-05 2015-05-13 Hübner GmbH & Co. KG Wellenbalg eines Übergangs zwischen zwei gelenkig miteinander verbundenen Fahrzeugen
US8733777B2 (en) 2010-02-05 2014-05-27 HÜBNER GmbH & Co. KG Corrugation bellows of a transfer between two pivotably interconnected vehicles
CN102582382B (zh) * 2011-01-14 2014-09-24 许布奈有限公司 两个彼此铰接的车辆间过渡部的折棚或者飞机乘客舷梯或飞机乘客登机桥的折棚
JP6927755B2 (ja) * 2017-06-07 2021-09-01 株式会社日立製作所 鉄道車両
EP3895952A4 (en) * 2018-12-10 2022-07-20 CRRC Changchun Railway Vehicles Co., Ltd. RAIL CAR AND WIND PROTECTION MECHANISM FOR VEHICLE END THEREFORE
CN114537456A (zh) * 2022-04-06 2022-05-27 张建华 一种整体式高速列车内风挡

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DE1455082A1 (de) * 1964-12-28 1969-02-06 Ammendorf Waggonbau Stroemungsguenstige Abdeckung des Zwischenraumes zwischen den Stirnwaenden zweier gehuppelter Fahrzeuge
DE2817739A1 (de) * 1978-04-22 1979-10-31 Vetter Walter Gmbh & Co Balg zur verbindung von zwei aneinander angelenkten fahrzeugen
JPS5633799U (zh) * 1979-08-25 1981-04-02
DE3032759A1 (de) * 1980-08-30 1982-04-08 Dieter Dipl.-Ing. Dr.-Ing. 5414 Vallendar Haffer Vorrichtung zum stuetzen und/oder fuehren von elastischen verbindungsbaelgen zwischen zwei aneinander angelenkten fahrzeugen oder fahrzeugteilen
JPS6143648U (ja) * 1984-08-17 1986-03-22 パロマ工業株式会社 湯沸器の燃焼室の構造
FR2573714B1 (fr) * 1984-11-23 1989-05-19 Faiveley Ets Couloir d'intercirculation entre deux voitures de transport en commun
JPH0326048U (zh) * 1989-07-20 1991-03-18

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Publication number Publication date
EP0558295A1 (en) 1993-09-01
TW229184B (zh) 1994-09-01
DE69300124T2 (de) 1995-11-09
KR930017764A (ko) 1993-09-20
DE69300124D1 (de) 1995-06-01
JPH06199233A (ja) 1994-07-19
JP2576736B2 (ja) 1997-01-29

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