EP2483126A1 - Véhicule sur rails - Google Patents

Véhicule sur rails

Info

Publication number
EP2483126A1
EP2483126A1 EP10757180A EP10757180A EP2483126A1 EP 2483126 A1 EP2483126 A1 EP 2483126A1 EP 10757180 A EP10757180 A EP 10757180A EP 10757180 A EP10757180 A EP 10757180A EP 2483126 A1 EP2483126 A1 EP 2483126A1
Authority
EP
European Patent Office
Prior art keywords
rail vehicle
car body
vehicle according
electrically connected
vehicle
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
EP10757180A
Other languages
German (de)
English (en)
Other versions
EP2483126B1 (fr
Inventor
Guido Wolf
Manfred Detterbeck
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.)
Siemens AG
Original Assignee
Siemens AG
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 Siemens AG filed Critical Siemens AG
Priority to PL10757180T priority Critical patent/PL2483126T3/pl
Publication of EP2483126A1 publication Critical patent/EP2483126A1/fr
Application granted granted Critical
Publication of EP2483126B1 publication Critical patent/EP2483126B1/fr
Active legal-status Critical Current
Anticipated expiration legal-status Critical

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L3/00—Devices along the route for controlling devices on the vehicle or train, e.g. to release brake or to operate a warning signal
    • B61L3/02—Devices along the route for controlling devices on the vehicle or train, e.g. to release brake or to operate a warning signal at selected places along the route, e.g. intermittent control simultaneous mechanical and electrical control
    • B61L3/08—Devices along the route for controlling devices on the vehicle or train, e.g. to release brake or to operate a warning signal at selected places along the route, e.g. intermittent control simultaneous mechanical and electrical control controlling electrically
    • B61L3/12—Devices along the route for controlling devices on the vehicle or train, e.g. to release brake or to operate a warning signal at selected places along the route, e.g. intermittent control simultaneous mechanical and electrical control controlling electrically using magnetic or electrostatic induction; using radio waves
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L27/00—Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
    • B61L27/20—Trackside control of safe travel of vehicle or train, e.g. braking curve calculation
    • B61L2027/202—Trackside control of safe travel of vehicle or train, e.g. braking curve calculation using European Train Control System [ETCS]

Definitions

  • the present invention relates to a rail vehicle with at least one tracked vehicle antenna of a train protection system.
  • Rail vehicles of the type mentioned are generally known, wherein the vehicle antennas corresponding rail vehicles usually serve for the transmission of data between an arranged in the track trackside device, such as a balise, and the rail vehicle.
  • an arranged in the track trackside device such as a balise
  • vehicle antennas of different types are used.
  • Vehicle antennas directed towards the track can have the problem, in particular depending on the type of the respective rail vehicle, that they can be influenced by electrical disturbances.
  • rail vehicles which receive their energy required for locomotion from a catenary or a busbar, in practice to unavoidable electrical sparking between the vehicle-mounted pantograph and the contact wire or the busbar, whereby transient Störun ⁇ conditions are generated in the traction current.
  • non-periodic disturbances are referred to as transient disturbances, which often have comparatively steep rising edges and comparatively high peak values.
  • Corresponding transient Störun ⁇ gen also be switched on and off the main switch of an electric motor driven rail car evoked.
  • the funk ⁇ education between contact wire and pantograph occurs in particular to discontinuities of the contact wire, such as when crossing over branch points or phase separation points.
  • the described spark-generating phenomena generate, as a disturbance generator, a very broad-band, transient interference spectrum which superimposes itself on the driving and return current, ie flows into the overhead line or the contact wire and into the rails.
  • the circuit of the transient interference currents via parasitic capacitances between the catenary network and rail is closed.
  • the portion of the spark interference spectrum which is superimposed on the return current can now influence, in particular, those train protection systems which work with tracked vehicle antennas.
  • transient disturbances caused by the operation of other rail vehicles in the event that there are several rail vehicles on the same substructure section can also influence or disturb the train protection system or vehicle antennas of other rail vehicles via the transient return currents in the rails. This means that appropriate Stö ⁇ conclusions sen influencing even those rolling in principle, can themselves are not driven by electric motor.
  • the present invention has for its object to provide a rail vehicle with at least one directed to the track vehicle antenna of a train protection system by which the noise immunity of the train control system is increased.
  • This object is achieved by a rail ⁇ vehicle with at least one directed to the track vehicle ⁇ antenna of a train protection system, the car body of the rail vehicle and a arranged in the region of one end of the rail nenevern axis are electrically connected by means of a capacitive Ver ⁇ bond and the at least one vehicle antenna is arranged at a greater distance from the end of the rail vehicle than the axis electrically connected to the car body.
  • the rail vehicle according to the invention is thus characterized as ⁇ through out that his car body and disposed in the region of one end of the rail vehicle axle are electrically connected by means of a capacitive connection.
  • vehicle body of the railway vehicle also includes those rail vehicles which are constructed from a plurality of wagons or vehicle parts, in this case the wagon body of the rail vehicle which is connected to the axle by means of the capacitive Connection is electrically connected, thus to the car body of the car or Wa ⁇ gener the rail vehicle.
  • the invention has the basic idea behind the interference spectrum is not on the active side of the vehicle antenna to the track bed in the return flow, but on the passive side of the vehicle antenna, that is to lead above the vehicle antenna in the car ⁇ box along. It should be noted that vehicle antennas usually pronounced
  • the vehicle antenna is at a greater distance-from the end of the railway vehicle than that with the Wa ⁇ genkasten electrically connected axis. This signified ⁇ tet that is disposed behind the means of the capaci tive ⁇ connection electrically connected to the car body axis, at least seen a vehicle antenna by the end of the rail vehicle. This has the consequence that transient
  • the rail vehicle according to the invention is configured such that the capacitive connection comprises a capacitor electrically connected between the car body and the axle and a ground contact provided on the axle.
  • the rail vehicle according to the invention can also be developed such that the capacitive connection has a capacitance which is tuned to the inductance of the electrical connection between the car body and the axle, that the resulting resonant circuit has a resonant frequency in the range of a transmission frequency of the vehicle antenna.
  • the capacitance of the capacitive connection is chosen such that, in conjunction with the inductance of the supply line to the axis, ie for example to the ground contact, it forms a resonant circuit whose resonant frequency is in the range of a transmission frequency of the vehicle antenna.
  • the capacitive grounding is advantageously expanded to a "Saug Vietnameseer ⁇ extension", which preferably causes a derivative of Strö ⁇ men with frequencies in the range of the transmission frequency of the vehicle antenna.
  • This is advantageous since a redirect transient or generally harnessfre ⁇ more consistently flows through the Car body and thus out of the active area of the vehicle antenna out also for such Switzerlandsiche ⁇ tion systems is made possible whose transmission frequency or their transmission frequencies in the megahertz range. This allows achieved advertising to whose reception channel operates in a frequency range of 4.2 MHz to improve the immunity for example, for the European Switzerlandsiche ⁇ insurance system ETCS (European Train Control System).
  • the rail vehicle according to the invention can also be so pronounced that the car body and a further axis arranged in the region of the other end of the rail vehicle are electrically connected by means of a further capacitive connection.
  • This offers the advantage that a well-defined return current path is provided across the body of the rail vehicle in both directions for the high-frequency transient interference currents.
  • the rail vehicle of the invention is further developed such that at least one further vehicle antenna is disposed at a greater distance from the other En- de of the rail vehicle as the driven elekt ⁇ connected to the car body further axis.
  • This offers the advantage that a symmetrical arrangement with respect to the two ends of the rail vehicle is created, so that the rail vehicle can be used independently of the direction of travel and thus is particularly flexible.
  • vehicle antennas of train control systems are usually arranged in the front-end region of a rail vehicle, as seen in the direction of travel, in order to enable the earliest possible data transmission to the rail vehicle.
  • high-frequency interference currents are advantageously independent of the direction of travel of the vehicle
  • each active vehicle antenna in the car body of the Guided rail vehicle which can be advantageously reduced considerably on the respective driving ⁇ zeugantenne acting interference magnetic fields.
  • the rail vehicle of the invention comprises the further kapa ⁇ zitive connecting an electrically connected between the car body and the further axle further capacitor and a projection provided on the other axis further Erdungskon- clock. Analogous to the relevant embodiments in connection with the capacitive connection is this is a very simple yet robust execution ⁇ form the further capacitive connection.
  • the rail vehicle of the invention can also be further developed such that the further capacitive Ver ⁇ bond has a capacity which is matched to the Indukti ⁇ tivity of the electrical connection between the body and the other axle so that the resulting additional oscillating circuit, a resonance frequency in the range a transmission frequency of the other vehicle antenna has.
  • an effective diversion of the corresponding interference currents can be effected via the car body of the rail vehicle for radio frequencies in the megahertz range.
  • the grounding of the car body via the further capacitive connection and the further axis in the form of an electrical absorption circuit is formed.
  • the rail vehicle according to the invention can be a rail vehicle with any desired drive known per se.
  • vehicles without their own electric motor can also be affected by disturbance currents caused by other vehicles.
  • the rail vehicle according to the invention is driven by an electric motor and has a transformer which can be connected to a contact wire via a current collector.
  • a transformer which can be connected to a contact wire via a current collector.
  • the additional capacitive connection is advantageously to be realized in such a way that a first additional capacitor is low-inductively looped or arranged between the return current branch or the return current line of the transformer and the vehicle body. This can be done at ⁇ play in such a manner that the return conductor directly is guided over the first additional capacitor, while the other terminal of the first additional capaci ⁇ gate area, for example, via a short Stromschie ⁇ ne, is connected to the car body.
  • the rail vehicle according to the invention can also be configured such that the car body and the high ⁇ voltage side of the transformer are electrically connected by means of a second to ⁇ additional capacitive connection.
  • a targeted introduction of transient interference currents which originate in the contact wire or in the respective rail vehicle or its interaction, can be introduced into the vehicle body Rail vehicle done.
  • the rail vehicle of the invention is such glancegebil- det, that the rail vehicle an electric motor to drive ⁇ with a DC-powered traction system on ⁇ has.
  • the traction system comprises, in addition to at least ei ⁇ nem traction converter, if necessary, a power filter upstream of the traction converter.
  • the rail vehicle according to the invention is advantageous since corresponding electric motor is trie ⁇ bene rail vehicles with DC power supply due to the connection to the contact wire, as well as the previously DISKU ⁇ oriented vehicles are subjected to AC power supply transient disturbances and therefore a particularly pronounced for such rail vehicles Improvement of the Stör ⁇ strength of the vehicle antenna or Switzerlandsiche ⁇ tion system can be achieved.
  • the rail vehicle according to the invention is further configured such that the car body and the return leg of the traction system are electrically connected by means of a third to ⁇ additional capacitive connection.
  • the car body and the high-voltage side of the input of the traction system are electrically connected with ⁇ means of a fourth additional capacitive connection.
  • the vehicle antenna can in principle to a vehicle antenna of any train protection han ⁇ spindles. It is essential here only that the vehicle antenna is directed to the track, that is usually mounted under ⁇ half of the car body or on a bogie to allow communication with a track-side device arranged in the track.
  • stre- cken solutionen device may be a beacon, such as the Spanish National Switzerlandsi ⁇ insurance system ASFA, act here in particular.
  • the at least one vehicle antenna is a vehicle antenna of the European train control system ETCS (European Train Control System). This is advantageous since it has been shown that ETCS also has a sensitivity to interference currents in the tracks.
  • ETCS European Train Control System
  • the rail vehicle of the invention thus offers the Mög ⁇ friendliness, onboard the immunity of this ver ⁇ tively new arrangements established for all of Europe Switzerland Switzerlandgite ⁇ insurance system to improve.
  • the rail vehicle according to the invention is an electric drive ⁇ train.
  • This is advantageous as convincing antenna in particular also in electrical ⁇ rule unit trains with distributed traction disorders of the vehicle or the relevant Switzerlandtechnischssys ⁇ tems by high-frequency interference currents in the rails to beo ⁇ Bachten are.
  • FIG. 1 Figure in a simplified schematic representation of an embodiment of erfindungsge ⁇ MAESSEN rail vehicle.
  • a rail vehicle 1 is shown in the form of a elekt ⁇ cal train. In this case, only one half of the train is shown for reasons of clarity.
  • the rail vehicle 1 has a final carriage 2, a transformer box gen 3 and a middle car 4 only partially shown.
  • the carriages 2, 3, 4 each have a car body 5a, 5b, 5c and bogies 6a, 6b, 6c, 6d, 6e 7a axes be ⁇ relationship as wheels, 7b, 7c, 7d, 7e, 7f, 7g, 7h, 7i , 7y up.
  • car bodies 5 a, 5 b, 5 c of the car 2, 3, 4 in the embodiment of the figure via Potentialaus ⁇ same ladder 12 a, 12 b electrically connected to each other, so that they can also be considered in this regard from an electrical point of view as a unit.
  • the transformer carriage 3 is electrically connected to a contact wire 35 via a current collector 15.
  • the removed from the contact wire 35 electrical energy is supplied via a main switch 14 of the high voltage side of a transformer 13 of the rail vehicle 1.
  • This is therefore a conventional connection of the electric motors of an electric motor-driven, AC-fed rail vehicle to the driving wire 35 or the corresponding high-voltage network.
  • the following explanations are essentially analogous to the case of an electric motor-driven rail vehicle with DC power supply, For example, by means of a DC voltage of 600 V, 750 V, 1.5 kV or 3 kV apply.
  • a DC voltage of 600 V, 750 V, 1.5 kV or 3 kV apply.
  • the transformer 14 is replaced by a traction chain, which optionally includes an upstream of the traction converter line filter in addition to at least one traction converter, where the other compo ⁇ components are not affected largely unaffected.
  • the rail vehicle may also be a multi-system vehicle, which is provided for both the DC voltage supply and the AC voltage supply, the following embodiments being applicable to both systems.
  • the transformer car 3 and more precisely the axes 7f and 7g of the transformer carriage 3 have grounding contacts 10a, 10b for loading ⁇ operating grounding on.
  • a grounding contact 11 is provided for the protective ground.
  • transient disturbances that arise between the current collector 15 and the contact wire 35, via parasitic Kapazitä ⁇ th C P and C D on the car body 5b of the transformer carriage 3 gelan ⁇ gen. From there would of such capacitively coupled high-frequency noise current flow through the equipotential bonding conductor 12b to the central car and get over the ground contact of the protective ground 11 on the rails 30.
  • interference currents would also directly via the main switch 14 or - in particular if the main switch 14 is open - on the parasitic capacitance C H s of the main switch 14 and the parasitic winding capacitance C TR of the transformer 13 and the grounding contacts for the operating grounding 10a, 10b the rails 30 arrive. If a corresponding interference current now passes through the rails or the track 30 Height of a vehicle antenna 25 of a train protection system, couples the magnetic field surrounding the interference current to the driving ⁇ antenna 25 a.
  • the frequency range and the amplitude of the signal transmission of the train protection system which includes the vehicle antenna 25, it may come to Störun ⁇ gen in the receiving channel of the train control system by superimposing this transient magnetic field with the Nutzmagnetfeld the vehicle antenna 25.
  • Interference currents of the type described above are particularly affected electric multiple units in AC and / or DC operation with distributed traction.
  • such types of train protection systems are susceptible to corresponding faults which do not work with two vehicle antennas at a given time, but only with one vehicle antenna. The reason for this is that when using only one vehicle antenna eliminates the possibility of common mode rejection of the interference fields.
  • Corresponding train protection systems each having only one active vehicle antenna, usually use balises in the track bed.
  • boxes 5a, 5b, 5c electrically connected of the rail vehicle 1 and is arranged in the region of one end of the rail vehicle 1 axis 7a with ⁇ means of a capacitive connection.
  • the capacitive connection includes an electrically connected between the wagon body 5a, 5b, 5c and the axis 7a capacitor 16, and a projection provided on the shaft 7a ground contact 17, this means that the first axis 7a of the slide ⁇ nenhuss 1 via the capacitor 16 is connected to the car body 5 a, 5 b, 5 c of the rail vehicle 1.
  • Vorzugswei ⁇ se also has a further axis in the area the not shown in the figure, other end of the rail vehicle 1 a further ground contact, and is connected with ⁇ means of this further ground contact as well as a wide ⁇ ren capacitor also connected to the car body 5a, 5b, 5c of the rail vehicle. 1
  • the vehicle antenna 25 is arranged with respect to a direction of travel to the left behind the electrically connected to the car body 5a of the rail vehicle 1 axis, ie, the vehicle ⁇ antenna 25 has a greater distance from the end of the rail vehicle 1, in the area of which it is arranged as the axis 7a electrically connected to the car body 5a.
  • the vehicle antenna 25 is placed for reasons of space, preferably after the first bogie of the rail vehicle 6a ⁇ zeugs. 1
  • the car body 5b of the transformer car 3 and the return current branch of the transformer 13 are electrically connected by means of a first additional capacitive connection.
  • the first additional capacitors 19a, 19b thus cause high-frequency currents from the reverse-current branch of the transformer 13 are also introduced into the car body 5a, 5b, 5c of the rail vehicle 1.
  • the figure also shows the possibility that the car body 5a, 5b, 5c of the rail vehicle 1 and the high-voltage side of the transformer 13 are electrically connected by means of a second additional capacitive connection.
  • the second additional capacitive Connection to a second additional capacitor 20 in the form of a Hochwooddenstors.
  • the resulting in consideration of the measures described above ways of transient noise current are indicated in the figure by corresponding small arrows.
  • the transient interference currents capacitively coupled from the roof garden in the car body 5b of the transformer car 3, because of the inductive coupling between the car body 5b of the transformer vehicle 3 and the contact wire 35 preferably in the car box 5b of the transformer car 3.
  • the interference currents subsequently reach the end carriage 2 and flow there via the capacitor 16 and the ground contact 17 into the rails or the track 30.
  • the proportion of transient interference currents flowing across the winding capacitance C TR of the transformer 13 passes over the first additional ones Capacitors 19a, 19b between the return path of the transformer 13 and the car body 5b of the transformer carriage 3 on the car body 5b and flows from there again via the potential equalization conductor 12a and the capacitor 16 and the ground contact 17 in the rails 30.
  • the transient interference current thus prefers the car body 5a, 5b, 5c, so that only one, due to the inductive coupling to the overhead line, ie to the contact wire 25, and the very low-impedance, well-conductive car body 5a, 5a, 5c as remindstrompfad small part of the noise current under the rail vehicle 1 in the rails 30 flows.
  • the vehicle antenna 25 is arranged behind the kapa ⁇ zitiven grounding of the car body 5a, 5b, 5c, ie behind the capacitive connection between the car body 5a and the axis 7a, coupled to the vehicle antenna 25 a significantly smaller interference magnetic field, since the interference current in the range of the rails or the track 30 under ⁇ half of the rail vehicle 1 by diverting the transient noise currents in particular ⁇ sondere over the car body 5a, 5b, 5c has become correspondingly smaller. In this way, advantageous ⁇ way is enough, the noise immunity of the vehicle antenna 25 relate hung instance of the associated train protection system significantly improves ⁇ ver.
  • the capacitive connection advantageously has a capacitance, the so on the inductance 18 of the electrical connection between the car body 5a of the end car 2 and the Axis 7a is tuned that the resulting resonant circuit a resonant fre- in the range of a transmission frequency of the vehicle antenna 25 has. If a corresponding vote would not take place, the inductance of the connecting line between the capacitor 16 and the Raderd- or ground contact 17 at high frequencies would form a too high komple ⁇ xen resistance, so that the derivative of the fault on the capacitor 16 may no longer would work satisfactorily.
  • the described principle of the tuned absorption circuit can in principle also be used with respect to the first additional capacitors 19a, 19b or with respect to the second additional capacitor 20. This is particularly true for the case that there is a low-inductance connection between high-voltage or return flow line and the Wa ⁇ genkasten 5a, 5b, 5c is not possible, as for example, stitch lines to the first additional capacitors 19a, 19b or to the second additional capacitor 20 is required are.
  • the following is an example of how to tune the capacitance of the capacitive connection, ie of the capacitance capacitor 16, can be done on the inductance 18 of the electrical Ver ⁇ bond between the car body 5 a and the axis 7 a. This can be done for example in such a way that a ⁇ Malig for a vehicle series - preferably on the first overall built vehicle - the capacitance 16, ie the Saugnikkapazi ⁇ ty, is determined.
  • the capacitance 16 at estimated line inductance of, for example, about 1 ⁇ / m of the connecting line to the grounding contact 17 and given receiving frequency of the train protection system can be determined by calculation according to the following formula: C, where C
  • the resonance frequency of the resonant circuit thus formed can then be determined.
  • This can so ge ⁇ Schehen for example, that the supply line is wrapped to the ground contact 17 with a conduit which short-circuits an output of a scholargene ⁇ rators with an internal resistance of, for example 50 ⁇ .
  • the voltage across the capacitor 16 is tapped and measured, which can be done for example by means of an oscilloscope and an upstream 10: 1 probe with 10 ⁇ internal resistance.
  • the maximum voltage in the capacitor 16 is determined and the corresponding frequency read.
  • the line input can now be precisely determined.
  • the frequency at which the maximum voltage occurs should match the transmission frequency of the train protection system substantially.
  • the con ⁇ capacitor 16 should also have the lowest possible tolerance and temperature and long-term drift.
  • the quality of the absorption circuit is comparatively low, i. If there is no excessive elevation of the resonance curve, this has the effect or advantage that in this case the absorption circuit has a broadband effect and component tolerances or drifts have a comparatively small influence on the effectiveness of the circuit.
  • the rail vehicle according to the invention makes it possible by ver ⁇ comparatively simple and with a comparatively low cost associated vehicle-side measures to improve the Stör ⁇ strength of directed to the track vehicle antennas or the associated train control systems significantly.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Train Traffic Observation, Control, And Security (AREA)

Abstract

L'invention concerne un véhicule sur rails (1) doté d'au moins une antenne de véhicule (25) orientée vers le quai (30) d'un système de protection de train. Pour améliorer la résistance aux interférences, le véhicule sur rails est réalisé selon l'invention de telle sorte que la caisse de wagon (5a, 5b, 5c) du véhicule sur rails (1) et un essieu (7a) disposé dans la zone d'une extrémité du véhicule sur rails (1) sont reliés électriquement au moyen d'une liaison capacitive et la au moins une antenne de véhicule (25) est disposée à une distance de l'extrémité du véhicule sur rails (1) qui est plus grande que l'essieu (7a) relié électriquement au caisson de wagon (5a, 5b, 5c).
EP10757180.4A 2009-09-29 2010-08-25 Véhicule sur rails Active EP2483126B1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
PL10757180T PL2483126T3 (pl) 2009-09-29 2010-08-25 Pojazd szynowy

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102009048666.6A DE102009048666B4 (de) 2009-09-29 2009-09-29 Schienenfahrzeug
PCT/EP2010/062395 WO2011039002A1 (fr) 2009-09-29 2010-08-25 Véhicule sur rails

Publications (2)

Publication Number Publication Date
EP2483126A1 true EP2483126A1 (fr) 2012-08-08
EP2483126B1 EP2483126B1 (fr) 2015-04-01

Family

ID=43128909

Family Applications (1)

Application Number Title Priority Date Filing Date
EP10757180.4A Active EP2483126B1 (fr) 2009-09-29 2010-08-25 Véhicule sur rails

Country Status (11)

Country Link
US (1) US8690108B2 (fr)
EP (1) EP2483126B1 (fr)
CN (1) CN102574535B (fr)
BR (1) BR112012007126A2 (fr)
DE (1) DE102009048666B4 (fr)
DK (1) DK2483126T3 (fr)
ES (1) ES2537119T3 (fr)
PL (1) PL2483126T3 (fr)
PT (1) PT2483126E (fr)
RU (1) RU2506185C2 (fr)
WO (1) WO2011039002A1 (fr)

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CN110304080A (zh) * 2019-06-25 2019-10-08 同济大学 一种中低速磁悬浮列车牵引驱动系统
DE102019211454A1 (de) * 2019-07-31 2021-02-04 Siemens Mobility GmbH Anordnung für einen hochfrequenten Potenzialausgleich
DE102019213202A1 (de) * 2019-09-02 2021-03-04 Siemens Mobility GmbH Mehrgliedriges Schienenfahrzeug
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See references of WO2011039002A1 *

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Publication number Publication date
RU2012117136A (ru) 2013-11-10
RU2506185C2 (ru) 2014-02-10
BR112012007126A2 (pt) 2016-07-12
CN102574535B (zh) 2015-02-25
DK2483126T3 (da) 2015-06-22
WO2011039002A1 (fr) 2011-04-07
CN102574535A (zh) 2012-07-11
PT2483126E (pt) 2015-06-25
PL2483126T3 (pl) 2015-08-31
DE102009048666B4 (de) 2015-08-20
US20120181391A1 (en) 2012-07-19
DE102009048666A1 (de) 2011-03-31
EP2483126B1 (fr) 2015-04-01
US8690108B2 (en) 2014-04-08
ES2537119T3 (es) 2015-06-02

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