EP1019276A1 - Front section of a railway car - Google Patents

Front section of a railway car

Info

Publication number
EP1019276A1
EP1019276A1 EP98950090A EP98950090A EP1019276A1 EP 1019276 A1 EP1019276 A1 EP 1019276A1 EP 98950090 A EP98950090 A EP 98950090A EP 98950090 A EP98950090 A EP 98950090A EP 1019276 A1 EP1019276 A1 EP 1019276A1
Authority
EP
European Patent Office
Prior art keywords
transverse beam
stem
railway car
front section
firmly connected
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.)
Granted
Application number
EP98950090A
Other languages
German (de)
French (fr)
Other versions
EP1019276B1 (en
Inventor
Zdenek Malkovsky
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Mercedes Benz Group AG
Original Assignee
ABB Daimler Benz Transportation Schweiz AG
ABB Daimler Benz Transportation Technology GmbH
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by ABB Daimler Benz Transportation Schweiz AG, ABB Daimler Benz Transportation Technology GmbH filed Critical ABB Daimler Benz Transportation Schweiz AG
Publication of EP1019276A1 publication Critical patent/EP1019276A1/en
Application granted granted Critical
Publication of EP1019276B1 publication Critical patent/EP1019276B1/en
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
    • B61D15/00—Other railway vehicles, e.g. scaffold cars; Adaptations of vehicles for use on railways
    • B61D15/06—Buffer cars; Arrangements or construction of railway vehicles for protecting them in case of collisions
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
    • B61F1/00—Underframes
    • B61F1/08—Details
    • B61F1/10—End constructions

Definitions

  • the invention relates to a railway wagon stem, which ensures the transmission of the longitudinal forces defined by the regulations applicable to the homologation of wagon bodies and at the same time serves as a deformation zone in the event of an uncontrollable impact of the wagon against an obstacle.
  • Car body underframes on which buffers and couplings are held, are provided with different deformation elements, e.g. B. some types of stiffening to prevent damage to the undercarriage under uncontrolled car impact on an obstacle.
  • the rear part of the stem from the engine crossmember towards the center of the car, is formed by the horizontal transition crossmember, which is firmly connected at both ends to the side members and to which one or more floor panels are attached together with the engine crossmember in the upper and / or lower area which stabilizing stiffeners can be firmly connected.
  • the front part of the stem secures the longitudinal force transmission from the coupling or the buffers directly into the side rails without subsequent inclined and longitudinal stiffening as in previous solutions, whereby the stiffening position directly threatens the functionality of the expensive main cross member of the car body in the event of uncontrolled overruns even at low speeds.
  • the floor plates are used, which are protected against loss of stability with special stabilizing stiffeners.
  • the rear or rear part of the stem is formed as a compact welding piece from long girders, sheet metal and the transition cross member.
  • the railway carriage stem has in its front lower part an engine cross member 2, which is provided horizontally and is arranged perpendicular to the longitudinal axis of a car body 1. With its two ends, this motor cross member 2 is firmly connected on the sides of the car body 1 with side members 10, which are firmly connected parallel to the longitudinal axis of the car body 1 with the rear part of the stem. Starting from the connection points, the longitudinal beams 3 extend obliquely towards the middle of the carriage in the area of the stem. A clutch holder 6 is fastened in the middle of the motor mount 2. Carriers 5 extend obliquely forward from the area of the coupling holder 6 to buffer head pieces 4. Since these parts are also firmly connected to one another, this results in a compact front front part.
  • floor panels 7 are fixed, z. B. welded.
  • stabilizing stiffeners 8 These can be welded-on profile parts or indented beads.
  • the rear part of the stem extends from the motor cross member 2 towards the center of the car up to a transition beam 9, which in turn is arranged perpendicular to the longitudinal axis of the car body 1. It is also firmly connected with its two ends on the sides of the body 1 to the side members 10.
  • a bottom plate 7 is in turn attached, ie welded. This is also provided with stabilizing stiffeners 8.
  • the two buffer headers 4 are also firmly connected to one another via a longitudinal component, the latter being designed or having a recess in such a way that the coupling of a further carriage to be coupled can be inserted into the space between the carriers 5 and into the coupling holder 6.
  • the forces acting on the coupling holder 6 from the coupling are transmitted via the stem into the longitudinal members 10 and consequently into the entire carriage body 1. Also when they collide, they are transferred via the stem into the long girders 10 from the head pieces 4 of the buffer, since the kinetic energy of both approaching carriages is dampened by buffers. If there is an accident or uncontrolled car impact with an obstacle with such energy that the impact force deforms the lower part of the car, the car stem is sacrificed as a deformation zone.
  • the energy that it is able to absorb with its own deformation can be determined up to a certain limit by the construction, size and weight, limited by dimensioning and the position of the stabilizing stiffeners 8 on the floor panel 7.
  • the vehicle repair consists only in replacing the damaged front part, and it does not affect the remaining parts of the body frame 1.
  • the supports used in the stem according to the invention are conventional profiles in Z, U and T shape.
  • the railway wagon stem according to the invention is advantageously used in all new wagons in production or under reconstruction, since it increases the passive safety of the wagon and its load, reduces manufacturing and service costs and at the same time improves the driving properties thanks to its lower mass.

Abstract

The invention relates to the front section of a railway car comprising a motor transverse beam (2) which is horizontally arranged and vertical to the railway car axis (1). Both front section ends are firmly connected to the longitudinal supports located on the sides of a railway car (1), said supports being parallel to the railway car axis (1). The longitudinal supports (10) extend along the railway car axis (1) as diagonal longitudinal supports (3) from the motor transverse beam (2) toward the buffer elements (4). The longitudinal support ends which are situated opposite the motor transverse beam (2) are firmly connected to said buffer elements (4). A coupling support (6) is arranged in the middle of the motor transverse beam (2). Supports (5) which diagonally extend forward are firmly connected to said coupling support and the buffer elements (4). This results in forming a more compact nose of the inventive front section. The nose can be strengthened above and below by firmly connecting said nose to floor panels (7). The floor panels can have stabilizing reinforcing elements (8). The rear part of the front section extends from the motor transverse beam (2) to a horizontal crossover transverse beam (9) in a direction toward the middle of the car. Both crossover transverse beam ends are firmly connected to the longitudinal supports (10). In addition, horizontally extending floor panels (7) are provided above or below said rear part and the floor panels can have stabilizing reinforcing elements (8).

Description

Eisenbahnwagen- Vorbau Railway carriage stem
Bereich TechnikTechnology area
Die Erfindung betrifft einen Eisenbahnwagen- Vorbau, der für die Übertragung der von für die Homologation von Wagenkästen gültigen Vorschriften festgelegten Längskräften sorgt und zugleich bei unkontrollierbarem Aufprall des Wagens gegen ein Hindernis als Deformationszone dient.The invention relates to a railway wagon stem, which ensures the transmission of the longitudinal forces defined by the regulations applicable to the homologation of wagon bodies and at the same time serves as a deformation zone in the event of an uncontrollable impact of the wagon against an obstacle.
Stand der TechnikState of the art
Längskräfte in Reisezug- oder Eisenbahnwagen, die von Puffern beim Anstoßen und von Kupplungen beim Schleppen der Wagen übertragen werden, werden bei bisherigen Kontraktionen gesondert zum Drehgestellrahmen geführt. Wagenkastenuntergestelle, an denen Puffer und Kupplungen gehaltert sind, sind mit unterschiedlichen Deformationselementen versehen, z. B. einigen Versteifungsarten, um die Beschädigung des Wagenkastenuntergestells bei unkontrolliertem Wagenaufprall auf ein Hindernis vorzubeugen.Longitudinal forces in passenger trains or railroad cars, which are transmitted by buffers when bumping and by couplings when towing the cars, are guided separately to the bogie frame in previous contractions. Car body underframes, on which buffers and couplings are held, are provided with different deformation elements, e.g. B. some types of stiffening to prevent damage to the undercarriage under uncontrolled car impact on an obstacle.
Nachteil vorhandener Lösungen ist die Kompliziertheit der Konstruktion mit Deformationselementen und die damit zusammenhängende hohe Masse der Untergestellzusammenstellung, ferner dann erhöhter Arbeitsaufwand bei der Fertigung und nicht zuletzt auch erhöhte Herstellungskosten.Disadvantages of existing solutions are the complexity of the construction with deformation elements and the associated high mass of the base assembly, furthermore increased workload in the production and not least also increased production costs.
Wesen der ErfindungEssence of the invention
BESIÄΠGUNGSKOPIE Genannte Nachteile werden vom erfindungsgemäßen Eisenbahnwagenvorbau beseitigt, dessen Wesen darin besteht, daß im Vorderteil des Wagenuntergestells lotrecht zur Wagenkastenlängsachse ein waagrechter Motorquerträger angeordnet ist, der mit seinen beiden Enden an den Seitenwänden mit Langträgern fest verbunden ist, die mit der Wagenkastenlängsachse zum hinteren Vörbauteil parallel verlaufen. An gleicher Stelle sind am Motorquerträger nach vorn schräge Längsträger fest angeschlossen, in seiner Mitte der Kupplungshalter. Dies alles bildet in fester Verbindung mit schrägen Trägern und dem Pufferkopfstück den kompakten Vorbauvorderteil. Dazu sind im oberen und/oder unteren Bereich Bodenbleche befestigt, an denen Stabilisierungsversteifungen befestigt sein können. Der Vorbauhinterteil, vom Motorquerträger in Richtung Wagenmitte, ist vom waagerechten Übergangsquerträger gebildet, der mit seinen beiden Enden an den Seitenwänden mit den Langträgern fest verbunden und zu dem zusammen mit dem Motorquerträger im oberen und/oder unteren Bereich ein oder mehrere Bodenbleche befestigt sind, an denen Stabilisierungsversteifungen fest angeschlossen sein können.CRYSTAL COPY The disadvantages mentioned are eliminated by the railway carriage stem according to the invention, the essence of which is that a horizontal motor cross member is arranged in the front part of the carriage undercarriage perpendicular to the longitudinal axis of the body, which is firmly connected with its two ends to the side walls with longitudinal members which run parallel to the longitudinal axis of the body to the rear front part . At the same place, oblique longitudinal members are firmly attached to the engine cross member, with the coupling holder in the middle. All of this forms the compact front part of the stem in fixed connection with inclined supports and the buffer head piece. For this purpose, floor plates are attached in the upper and / or lower area, to which stabilizing stiffeners can be attached. The rear part of the stem, from the engine crossmember towards the center of the car, is formed by the horizontal transition crossmember, which is firmly connected at both ends to the side members and to which one or more floor panels are attached together with the engine crossmember in the upper and / or lower area which stabilizing stiffeners can be firmly connected.
Der Vorderteil des Vorbaus sichert die Längskraftübertragung von der Kupplung oder den Puffern direkt in die Seitenlängsträger ohne nachträgliche Schräg- und Längsversteifungen wie bei bisherigen Lösungen, wobei durch die Versteifungslage die Funktionstüchtigkeit des teueren Hauptquerträgers des Wagenkastens bei unkontrollierten Aufläufen auch bei niedrigen Geschwindigkeiten direkt bedroht wird. Bei dem Vorbau gemäß der Erfindung werden die Fußbodenbleche ausgenutzt, die gegen Stabilitätsverlust mit speziellen Stabilisierungsversteifungen geschützt werden. Der hintere oder Rückteil des Vörbaus wird als kompaktes Schweißstück aus Langträgern, Blechen und dem Übergangsquerträger gebildet. Durch Änderung der Anordnung der Stabilisierungsversteifungen und Blechstärkenänderung des Schweißstücks ist es möglich, die Vorbaukonstruktion außer gegebener Längskraftübertragung auch den Forderungen für die Vorbauverformungsart und Grenzverformungskräften anzupassen, womit im gewissen Maße der Hauptquerträger des Wagenkastens und Fahrgastraum vor Beschädigung beim nicht kontrollierten Auflaufen oder Aufprall des Wagens geschützt wird. Hiermit wird die passive Sicherheit im Betrieb des Eisenbahnwagens wesentlich erhöht. Gleichzeitig werden auch die Arbeits- und Materialkosten während der Fertigung sowie Gewichtsreduzierungen des ganzen Wagens erzielt.The front part of the stem secures the longitudinal force transmission from the coupling or the buffers directly into the side rails without subsequent inclined and longitudinal stiffening as in previous solutions, whereby the stiffening position directly threatens the functionality of the expensive main cross member of the car body in the event of uncontrolled overruns even at low speeds. In the stem according to the invention, the floor plates are used, which are protected against loss of stability with special stabilizing stiffeners. The rear or rear part of the stem is formed as a compact welding piece from long girders, sheet metal and the transition cross member. By changing the arrangement of the stabilizing stiffeners and changing the thickness of the sheet metal of the welded piece, it is possible to meet the requirements for the type of stem deformation in addition to the given longitudinal force transmission and limit deformation forces, which to a certain extent protect the main cross member of the car body and the passenger compartment against damage during uncontrolled impact or impact of the car. This significantly increases the passive safety in the operation of the railroad car. At the same time, labor and material costs during production as well as weight reductions of the entire car are achieved.
Weitere Einzelheiten, Merkmale und Vorteile der Erfindung ergeben sich aus der folgenden Beschreibung eines bevorzugten Ausführungsbeispiels sowie anhand der schematischen Zeichnung und der Patentansprüche. Die Zeichnung zeigt die Konstruktion des erfindungsgemäßen Eisenbahnwagen- Vorbaus in der Draufsicht.Further details, features and advantages of the invention will become apparent from the following description of a preferred exemplary embodiment and from the schematic drawing and the claims. The drawing shows the construction of the railway carriage stem according to the invention in plan view.
Der Eisenbahnwagen- Vorbau gemäß der Erfindung weist in seinem vorderen Unterteil einen Motorquerträger 2 auf, der horizontal vorgesehen und lotrecht zur Längsachse eines Wagenkastens 1 angeordnet ist. Mit seinen beiden Enden ist dieser Motorquerträger 2 an den Seiten des Wagenkastens 1 mit Längsträgern 10 fest verbunden, die parallel zur Längsachse des Wagenkastens 1 mit dem hinteren Teil des Vorbaus fest verbunden sind. Ausgehend von den Verbindungsstellen erstrecken sich die Längsträger 3 im Bereich des Vorbaus schräg zur Wagenmitte hin. In der Mitte des Motorträgers 2 ist ein Kupplungshalter 6 befestigt. Vom Bereich des Kupplungshalters 6 erstrecken sich Träger 5 schräg nach vorne zu Pufferkopfstucken 4. Da auch diese Teile fest miteinander verbunden sind, ergibt sich somit ein kompakter vorderer Vorbauteil. An seiner Ober- und/oder Unterseite sind Fußbodenbleche 7 fest angeordnet, z. B. angeschweißt. Sie können ihrerseits mit Stabilisierungsversteifungen 8 versehen werden. Dies können aufgeschweißte Profilteile oder eingedrückte Sicken sein. Der hintere Teil des Vörbaus erstreckt sich vom Motorquerträger 2 in Richtung zur Wagenmitte hin bis zu einem Übergangsträger 9, der wiederum senkrecht zur Längsachse des Wagenkastens 1 angeordnet ist. Auch er ist mit seinen beiden Enden an den Seiten des Wagenkastens 1 mit den Längsträgern 10 fest verbunden. An der Ober- und/oder Unterseite dieses hinteren Teils ist wiederum ein Bodenblech 7 befestigt, d.h. angeschweißt. Auch dieses ist mit Stabilisierungsversteifungen 8 versehen. Die beiden Pufferkopfstücke 4 sind ebenfalls über ein Längsbauteil fest miteinander verbunden, wobei letzteres so ausgebildet ist oder eine Ausnehmung aufweist, daß die Kupplung eines anzukuppelnden weiteren Wagens in den Raum zwischen den Trägern 5 und in die Kupplungshalter 6 eingeführt werden kann.The railway carriage stem according to the invention has in its front lower part an engine cross member 2, which is provided horizontally and is arranged perpendicular to the longitudinal axis of a car body 1. With its two ends, this motor cross member 2 is firmly connected on the sides of the car body 1 with side members 10, which are firmly connected parallel to the longitudinal axis of the car body 1 with the rear part of the stem. Starting from the connection points, the longitudinal beams 3 extend obliquely towards the middle of the carriage in the area of the stem. A clutch holder 6 is fastened in the middle of the motor mount 2. Carriers 5 extend obliquely forward from the area of the coupling holder 6 to buffer head pieces 4. Since these parts are also firmly connected to one another, this results in a compact front front part. On its top and / or bottom, floor panels 7 are fixed, z. B. welded. For their part, they can be provided with stabilizing stiffeners 8. These can be welded-on profile parts or indented beads. The rear part of the stem extends from the motor cross member 2 towards the center of the car up to a transition beam 9, which in turn is arranged perpendicular to the longitudinal axis of the car body 1. It is also firmly connected with its two ends on the sides of the body 1 to the side members 10. On the top and / or bottom of this rear part, a bottom plate 7 is in turn attached, ie welded. This is also provided with stabilizing stiffeners 8. The two buffer headers 4 are also firmly connected to one another via a longitudinal component, the latter being designed or having a recess in such a way that the coupling of a further carriage to be coupled can be inserted into the space between the carriers 5 and into the coupling holder 6.
Bei den Wagenbewegungen im Zugverband werden die von der Kupplung auf den Kupplungshalter 6 wirkenden Kräfte über den Vorbau in die Längsträger 10 und demzufolge in den ganzen Wagenkasten 1 übertragen. Ebenfalls beim Aufeinanderstoßen werden sie über den Vorbau in die Langträger 10 von den Kopfstücken 4 des Puffers übertragen, da die Bewegungsenergie beider nahenden Wagen durch Puffer gedämpft wird. Wenn es zu einem Unfall oder unkontrollierten Wagenaufprall auf ein Hindernis mit einer derartigen Energie kommt, daß die Aufstoßkraft den unteren Wagenteil verformt, wird der Wagenvorbau als Deformationszone geopfert. Die Energie, die er mit eigener Deformation aufzunehmen fähig ist, kann bis zu einer gewissen Grenze durch die Konstruktion, Größe und das Gewichts, beschränkt durch Dimensionierung und die Lage der Stabilisierungsversteifungen 8 auf dem Fußbodenblech 7, festgelegt werden. Nach einem leichteren Unfall, bei der im Wagenkastenuntergestell 1 nur der Vorbau beschädigt wird, besteht die Wagenausbesserung lediglich im Austausch des beschädigten vorderen Vörbauteils, und die restlichen Teile des Wagenkastenuntergestells 1 betrifft sie nicht. Bei den beim erfindungsgemäßen Vorbau verwendeten Trägern handelt es sich um herkömmliche Profile in Z-, U- und T-Form.During the carriage movements in the train set, the forces acting on the coupling holder 6 from the coupling are transmitted via the stem into the longitudinal members 10 and consequently into the entire carriage body 1. Also when they collide, they are transferred via the stem into the long girders 10 from the head pieces 4 of the buffer, since the kinetic energy of both approaching carriages is dampened by buffers. If there is an accident or uncontrolled car impact with an obstacle with such energy that the impact force deforms the lower part of the car, the car stem is sacrificed as a deformation zone. The energy that it is able to absorb with its own deformation can be determined up to a certain limit by the construction, size and weight, limited by dimensioning and the position of the stabilizing stiffeners 8 on the floor panel 7. After a minor accident, in which only the stem in the body frame 1 is damaged, the vehicle repair consists only in replacing the damaged front part, and it does not affect the remaining parts of the body frame 1. The supports used in the stem according to the invention are conventional profiles in Z, U and T shape.
Der erfindungsgemäße Eisenbahnwagon- Vorbau wird bei allen neuen in Fertigung oder in Rekonstruktion befindlichen Wagen vorteilhaft ausgenutzt, da er die passive Sicherheit des Wagens und dessen Ladung erhöht, Herstellungs- und Servicekosten senkt und gleichzeitig dank niedrigerer Masse die Fahreigenschaften verbessert. The railway wagon stem according to the invention is advantageously used in all new wagons in production or under reconstruction, since it increases the passive safety of the wagon and its load, reduces manufacturing and service costs and at the same time improves the driving properties thanks to its lower mass.

Claims

Patentansprüche claims
1. Vorbau für Eisenbahnwagen mit einem Wagenkasten, parallel zur Wagenkastenlängsachse (1) angeordneten Längsträgern (10), einem Kupplungshalter (6) und Pufferkopfstucken (4), dadurch gekennzeichnet, daß zur Bildung eines Vorderteils des Vorbaus horizontal und lotrecht zur Wagenkastenlängsachse (1) ein Motorquerträger (2) vorgesehen und mit den an den Seiten des Wagenkastens angeordneten Längsträgern (1) fest verbunden ist, daß die Längsträger (1) von den Verbindungenstellen ausgehend in Richtung zu den Puffer kopfstücken (4) zur Wagenkastenlängsachse (1) schräg angeordnet sind, und daß der Kupplungshalter (6) mittig am Motorquerträger (2) befestigt und über schräge Träger (5) fest mit den Pufferkopfstucken (4) verbunden ist, und daß zur Bildung eines Rückteils des Vörbaus parallel und mit Abstand zum Motorquerträger (2) in Richtung zur Wagenmitte hin ein Übergangsträger (9) vorgesehen ist, der wiederum mit seinen beiden Enden mit den Längsträgern (10) fest verbunden ist, wobei ein Bereich des Vorder- sowie des Rückteils .an der Ober- und/oder Unterseite des Vörbaus Aussteifungsbleche (7) befestigt sind.1. stem for railroad cars with a body, parallel to the body longitudinal axis (1) arranged side members (10), a coupling holder (6) and buffer head pieces (4), characterized in that to form a front part of the stem horizontally and perpendicular to the body longitudinal axis (1) A motor cross member (2) is provided and with the arranged on the sides of the car body side members (1) that the side members (1) head pieces starting from the joints towards the buffer (4) to the body longitudinal axis (1) are arranged obliquely , and that the clutch holder (6) is attached centrally to the engine cross member (2) and is connected via inclined supports (5) to the buffer head pieces (4), and that to form a rear part of the stem parallel and at a distance from the engine cross member (2) A transition beam (9) is provided in the direction towards the center of the car, which in turn is fixed at both ends to the longitudinal beams (10) is connected, a region of the front and the rear part being attached to the top and / or bottom of the stem stiffening plates (7).
2. Vorbau nach Anspruch 1, dadurch gekennzeichnet, daß die Aussteifungsbleche mit Versteifungen (8) versehen sind. 2. Stem according to claim 1, characterized in that the stiffening plates are provided with stiffeners (8).
EP98950090A 1997-09-30 1998-09-29 Front section of a railway car Expired - Lifetime EP1019276B1 (en)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
CZ973085A CZ308597A3 (en) 1997-09-30 1997-09-30 Wagon front structure
CZ308597 1997-09-30
PCT/EP1998/006175 WO1999016652A1 (en) 1997-09-30 1998-09-29 Front section of a railway car

Publications (2)

Publication Number Publication Date
EP1019276A1 true EP1019276A1 (en) 2000-07-19
EP1019276B1 EP1019276B1 (en) 2002-03-13

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EP98950090A Expired - Lifetime EP1019276B1 (en) 1997-09-30 1998-09-29 Front section of a railway car

Country Status (13)

Country Link
US (1) US6435102B1 (en)
EP (1) EP1019276B1 (en)
AT (1) ATE214347T1 (en)
AU (1) AU736155B2 (en)
CA (1) CA2306043A1 (en)
CZ (1) CZ308597A3 (en)
DE (1) DE59803362D1 (en)
ES (1) ES2173630T3 (en)
HU (1) HU221287B1 (en)
PL (1) PL190686B1 (en)
PT (1) PT1019276E (en)
RU (1) RU2218286C2 (en)
WO (1) WO1999016652A1 (en)

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WO2013050620A2 (en) 2011-10-07 2013-04-11 Fraunhofer-Gesellschaft zur Förderung der angewandten Forschung e.V. Rectifier circuit with ac side short-circuiting function and synchronized switch harvesting on inductor converter

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PT1019276E (en) 2002-07-31
AU736155B2 (en) 2001-07-26
HU221287B1 (en) 2002-09-28
ES2173630T3 (en) 2002-10-16
US6435102B1 (en) 2002-08-20
RU2218286C2 (en) 2003-12-10
HUP0003752A2 (en) 2001-02-28
EP1019276B1 (en) 2002-03-13
AU9628798A (en) 1999-04-23
ATE214347T1 (en) 2002-03-15
CZ284735B6 (en) 1999-02-17
WO1999016652A1 (en) 1999-04-08
CA2306043A1 (en) 1999-04-08
DE59803362D1 (en) 2002-04-18
CZ308597A3 (en) 1999-02-17
HUP0003752A3 (en) 2001-10-29
PL339549A1 (en) 2000-12-18
PL190686B1 (en) 2005-12-30

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