EP3000685A1 - Vehicule sur rails dote d'un dispositif de support de tangage - Google Patents

Vehicule sur rails dote d'un dispositif de support de tangage Download PDF

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Publication number
EP3000685A1
EP3000685A1 EP15186597.9A EP15186597A EP3000685A1 EP 3000685 A1 EP3000685 A1 EP 3000685A1 EP 15186597 A EP15186597 A EP 15186597A EP 3000685 A1 EP3000685 A1 EP 3000685A1
Authority
EP
European Patent Office
Prior art keywords
car body
pitch support
hydraulic cylinder
support means
rail 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.)
Withdrawn
Application number
EP15186597.9A
Other languages
German (de)
English (en)
Inventor
Michael Petto
Christoph ORTHNER
Michael Fischer
Christoph LECHLEITNER
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.)
Alstom Transportation Germany GmbH
Original Assignee
Bombardier Transportation 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 Bombardier Transportation GmbH filed Critical Bombardier Transportation GmbH
Publication of EP3000685A1 publication Critical patent/EP3000685A1/fr
Withdrawn legal-status Critical Current

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61G—COUPLINGS; DRAUGHT AND BUFFING APPLIANCES
    • B61G5/00—Couplings for special purposes not otherwise provided for
    • B61G5/02—Couplings for special purposes not otherwise provided for for coupling articulated trains, locomotives and tenders or the bogies of a vehicle; Coupling by means of a single coupling bar; Couplings preventing or limiting relative lateral movement of vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
    • B61D13/00—Tramway vehicles

Definitions

  • the present invention relates to a rail vehicle with a pitch support device.
  • Articulated interconnected vehicle parts of a rail vehicle must be able to follow a variety of movements in their ride.
  • the articulated connection in particular must allow kinking, as they occur when the vehicle drives through a curve.
  • pitching movements must be enabled as they occur when the vehicle is traveling over a dome or through a dip.
  • rolling movements torsional movements
  • the described movements can also occur superimposed on each other.
  • a so-called symmetrical control for pitch joint has the task to provide for an adjusting pitch movement for equal or substantially equal pitch angle on both sides of a car body or module of a rail vehicle.
  • the cart or module is on both sides, i. the front and the rear in the vehicle longitudinal direction, hingedly connected to other cars or modules.
  • a pitching movement takes place when driving through a tub or over a dome.
  • An object of the present invention is to provide a solution to one or more of these problems.
  • a symmetrical control is carried out hydraulically or electrically.
  • the symmetrical control has two pitch support devices, one of which is arranged on a front part of a car body in the vehicle longitudinal direction and the other on the rear part of the car body. Both pitch support devices are hydraulically or electrically coupled to each other so that equal or substantially equal pitch angles are set.
  • the symmetry control can be performed without space-intensive linkage between two joints and it is thus on the one hand improves the use of the roof for rooftops and on the other hand, the use of a symmetry control between joints on longer car body modules, with larger joint distances possible.
  • the adjustment of the pitch angles is effected by means of said pitch support means, which are attached to the front end and rear end of a car or module and couple this car / module to an adjacent car / module respectively.
  • the pitch support means comprises two relatively movable components which are movable relative to each other, preferably translationally.
  • An example is one for this A piston which is movable in a cylinder and may have a piston rod which is also movable relative to the cylinder. Due to the mutually movable components, the pitch support device can be shortened or extended in particular.
  • the pitch support means are coupled together such that in the first pitch support means the amount of movement of the two relatively movable components is equal to or substantially equal to the amount of movement of the two relatively movable parts of the second pitch support means.
  • the coupling can be done to save space in a lateral region of the roof or along a side wall.
  • hydraulic lines, via which both pitch support devices are coupled together may be guided in such a lateral area of the roof or along the side wall of a car body.
  • a symmetrical control according to the invention has the pitch support devices and the coupling device.
  • the rail vehicle may have more car bodies.
  • the car bodies are connected by joints.
  • the rail vehicle has at least three car bodies, which are interconnected by joints. Should it have more than three car bodies, so a symmetry control preferably extends to three consecutive car bodies.
  • a rail vehicle may have a plurality of symmetrical controls, wherein a symmetrical control in each case has two pitch support devices and a coupling device.
  • the rail vehicle is in particular a tram, most preferably a tram constructed of modules.
  • Modular trams are known per se.
  • modules are connected to each other via a joint and a bellows.
  • car body in this invention also includes a car body of a module, for example for a tram.
  • the vehicle longitudinal axis extends straight along the entire rail vehicle or along all car bodies, when all car bodies are arranged on a plane and in a straight line.
  • each car body in turn is a separate longitudinal axis, defined the car body longitudinal axis, which is parallel to the direction of travel when driving straight ahead or is aligned when driving straight ahead in the direction of travel.
  • the car body longitudinal axis is referred to herein as the X-axis, with the addition of the number of the car body concerned.
  • All body longitudinal axles can form a vehicle longitudinal axis, when all car bodies are on one level and stand straight behind each other. In other cases, for example, when turning or nodding the car bodies relative to each other, Wagenboxl Kunststoffsachsen adjacent car bodies are at an angle to each other.
  • transverse axis transverse to the car body longitudinal axis is referred to herein as a transverse axis or Y-axis, optionally with the addition of the number of the relevant car body.
  • the Y axis is transverse to the car body, ie pointing transversely towards the side wall.
  • the transverse axis is perpendicular to the longitudinal axis.
  • the Z-axis is a relative car body longitudinal axis and perpendicular to the transverse axis perpendicular, upstanding axis.
  • the first pitch support means and the second pitch support means are disposed between adjacent car bodies or modules. They can be arranged in the area of the joint. An advantageous arrangement is in the upper region or in the region of the roof between two car bodies.
  • the term "car body” refers to both rail car carriages having front and rear walls, as well as to the car body which lacks the front wall and / or back wall, as in e.g. the car body of a module, where usually no front or rear wall is present or at least one of these walls is missing, for example in a head module.
  • Modules are preferably connected to each other by means of a so-called bellows, which forms a flexible outer wall.
  • a first pitch angle between the first car body and the second car body and a second pitch angle between the first car body and the third car body are equal or substantially equal.
  • the pitch angle is preferably defined as the angle between the Z axis of the first car body and the Z axis of the second car body (pitch angle between car body 1 and car body 2) and the angle between the Z axis of the first car body and the Z axis of the third car body (pitch angle between car body 1 and car body 3).
  • a pitch support means may also comprise a cylinder and a piston, which piston may comprise a piston rod or may be coupled to a piston rod.
  • the cylinder can be generally referred to as a working cylinder.
  • piston movements within the cylinders of the two pitch support devices can be electrically synchronized with each other.
  • Displacers may be present which measure a deflection during a pitching motion.
  • the signals from the displacement sensors can be processed and pass corresponding signals to the actuators in order to achieve a synchronization of piston movements.
  • the coupling device may be a hydraulic coupling device, in particular having hydraulic lines.
  • the pitch support means are hydraulic pitch support means. They preferably each have a hydraulic cylinder and a piston movable therein, which is preferably connected to a piston rod.
  • the piston may be coupled to a car body and the cylinder to an adjacent car body.
  • the hydraulic cylinders are coupled to each other in particular via hydraulic lines.
  • a hydraulic line is a connecting line for a working medium, in particular a hydraulic fluid. With a hydraulic line, a hydraulic coupling of working spaces of the hydraulic cylinder can take place.
  • Working spaces of the hydraulic cylinders may be coupled to each other via hydraulic lines such that a displacement of a first piston within a first hydraulic cylinder of the first pitch support causes a magnitude equal or substantially equal displacement of a second piston in a second hydraulic cylinder of the second pitch support.
  • the pistons may each have a piston rod or be coupled to a piston rod, which is moved according to the movement of the piston.
  • Each hydraulic cylinder may have two cylinder chambers, wherein a first cylinder chamber is disposed on a first side of the piston and a second cylinder chamber is disposed on a second side of the piston.
  • the first and second sides of the piston may also be referred to as front and back.
  • the cylinder chambers are preferably variable in size by changing the size by the movement of the piston within the cylinder.
  • the first pitch support means is preferably coupled to the second pitch support means such that the first cylinder chamber of the first pitch support means is connected to the second cylinder chamber of the second pitch support means via a hydraulic line and the second cylinder chamber of the first pitch support means is connected to the first pitch support means Cylinder chamber of the second pitch support device is connected via a hydraulic line.
  • This is also referred to as a crossed arrangement of the hydraulic lines.
  • an advantageous synchronization of the two pitch support devices can be achieved so that identical or substantially identical pitch angles are established in the region of the first pitch support device and in the region of the second pitch support device.
  • a rail vehicle wherein the first pitch support means comprises a first hydraulic cylinder and the second pitch support means comprises a second hydraulic cylinder, the first hydraulic cylinder being pivotally connected to the first or second car body about an axis Y transverse to the carbody longitudinal axis and the second Hydraulic cylinder is rotatably articulated about a transverse to the car body longitudinal axis Y on the first or the third car body.
  • the hydraulic cylinders are articulated to the first car body, whereby the separation of car bodies is significantly facilitated in this embodiment.
  • a coupling device in particular a hydraulic coupling device, can be arranged on the first carriage body.
  • a height offset between the articulation points of two joints, which are arranged on the first car body in front and the first car body behind, are better compensated.
  • the pivot point is the pivot point of a joint.
  • Such a height offset arises in a pitching movement, for example, when a first joint is still in the range of a dome or pan on the route, while the other joint has already left this area.
  • a height offset can also be present on a level track, by a deflection of a lower joint, which is less stiff compared to the car body by a smaller size.
  • the first hydraulic cylinder is articulated to a roof cross member of the first (preferred) or the second car body.
  • the second hydraulic cylinder on a roof cross member of the first (preferred) or the third car body to be articulated.
  • the first hydraulic cylinder protrudes partially or completely into a first recess which is formed in a roof rack of the first or the second car body.
  • the first hydraulic cylinder protrudes into a first recess of the roof cross member of the first car body, when the first hydraulic cylinder is articulated to the roof cross member of the first car body.
  • the first hydraulic cylinder protrudes into a first recess in a roof cross member of the second car body, when the first hydraulic cylinder is articulated to the roof cross member of the second car body.
  • the first and / or second recess in a roof rack is created so that a hydraulic cylinder, which projects completely or partially there, is so freely arranged in the recess, so that it is movable in the recess up and down, in particular pivotally ,
  • a movable, released position is preferably realized when adjacent car bodies are arranged on one level, in other words when the pitch angle between the two car bodies is zero.
  • the first hydraulic cylinder is articulated to a front portion of the first hydraulic cylinder, said front portion being adjacent to an opening of the first hydraulic cylinder.
  • the second hydraulic cylinder of the second pitch support means may be hinged to a front portion, the front portion being adjacent to an opening of the second hydraulic cylinder.
  • the first pitch support means comprises a first piston rod hinged to the first car body when the first hydraulic cylinder is hinged to the second car body or hinged to the second car body when the first hydraulic cylinder is attached to the first car body is articulated.
  • the second pitch support means may comprise a second piston rod hinged to the first car body when the second hydraulic cylinder is hinged to the third car body or hinged to the third car body when the second hydraulic cylinder engages the second carbody first car body is articulated.
  • said first piston rod is rotatable about a Y-axis transverse to the car body longitudinal axis of the car body and rotatably articulated about a Z-axis of the car body.
  • the second piston rod is preferably rotatable about an axis transverse to the carriage body longitudinal axis and rotatably articulated about a Z-axis.
  • An articulation of the piston rod can advantageously be done by means of a ball joint.
  • the first and / or the second pitch support means comprise an elastic element, wherein deformation of the elastic element enables a twisting of the pitch support device about a longitudinal axis of one of the adjacent car bodies.
  • the elastic element can be arranged between two rigid elements of the pitch support device and connected to these rigid elements. With such an elastic element, the pitch support device can adapt particularly well to a rolling motion between car bodies.
  • the rail vehicle between a wankelastisches joint between the first and the second car body and / or a wankelastisches joint between the first and the third car body is a wankelastic joint.
  • a wankelastic joint allows by its elasticity a rolling motion.
  • the rail vehicle 1 in Fig. 1a here a modular tram, has a first car body 2, a second car body 3 and a third car body 4.
  • the car bodies are car bodies of tram modules.
  • the rail vehicle 1, here a modular tram has even more car bodies, which are denoted by 5 and 6.
  • the terms first car body, second car body and third car body indicate in this representation no order.
  • the second car body 3 is the car body of a head module.
  • the so-called first car body 2 follows only behind it.
  • the pitch support devices 7, 8 are in Real case of the bellows 9 and 10 hidden.
  • the corrugated bellows 9, 10 connect the individual modules of the rail vehicle or their car bodies with each other. In the lower region of the bellows, an unillustrated joint is arranged in each case.
  • Fig. 1a shows the tram 1 in its position on a plane.
  • Fig. 1b is the deliberately exaggerated representation of a ride over a dome shown. Shown are the first car body 2, the second car body 3 and the third car body 4. When driving over the top of the car body 2 are rotated relative to the car body 3 about the hinge point 11 about a perpendicular to the drawing plane Y-axis. Accordingly, the car body 4 is rotated relative to the car body 2 in the hinge point 12 about a perpendicular to the drawing plane Y-axis.
  • the Kuppenfahrt leads to a pitching motion of the car bodies against each other. Between the first car body 2 and the second car body 3, the pitch angle ⁇ is formed. Between the first car body 2 and the third car body 4, the pitch angle ⁇ is formed. Between the roof end of the second car body 3 and the opposite roof end of the first car body 2, a height offset can be seen, since the second car body 3 is bent relative to the first car body 2 down. The car body 2 is at the highest position. A corresponding height offset can be seen between the roof ends of the first car body 2 and the third car body 4.
  • the pitch angle ⁇ is the angle between the vertical axis Z1 of the first car body 2 and the vertical axis Z2 of the second car body 3.
  • the pitch angle ⁇ is the angle between the axis Z1 of the first car body 2 and the axis Z3 of the third car body 4.
  • the pitch support devices 7, 8 When driving through a depression, the direction of articulation between the car bodies would be reversed, ie the angles ⁇ and ⁇ would open to the other side, ie downwards.
  • the symmetrical control having the pitch support devices 7, 8 shown here only schematically, as well as a coupling device not shown here, ensures that the pitch angles ⁇ and ⁇ are the same or substantially the same.
  • the pitch support device 7 is formed by dome driving lengthened, the amount of equal or substantially equal extension of the pitch support device 8 is effected via the coupling device.
  • Fig. 2 the shell of the first car body 2 is shown. Also partially shown is the shell of the second car body 3. To the rear, the third car body 4, not shown here connects (s. Fig. 1 ).
  • Fig. 2 the relevant axes of the adjacent car bodies are drawn.
  • the longitudinal axis X1, the transverse axis Y1 and the vertical axis Z1 in the car body 3 the longitudinal axis X2, the transverse axis Y2 and the vertical axis Z2, in the carbody 4, not shown here, the longitudinal axis X3, the transverse axis Y3 and the Vertical axis Z3.
  • the first pitch support device 7 has a first hydraulic cylinder 15 and a first piston rod 16, which is displaceable in the first hydraulic cylinder 15.
  • the second pitch support device 8 has a second piston rod 18.
  • the first piston rod 16 is articulated via a joint claw 19 on the second car body 3.
  • the first hydraulic cylinder 15 is fixed to a roof cross member 20 of the first car body 2.
  • the first hydraulic cylinder 15 is inserted into a fastening element 21 which is screwed to the carrier 20.
  • the analogous principle is applied as in the first pitch support device. 7
  • the first pitch support 7 and the second pitch support 8 in FIG Fig. 2 are coupled to each other via the coupling device 23, wherein the coupling device has the hydraulic lines 24 and 25, which are guided along and above the rear side wall of the car body 2 in this illustration. It can be seen that almost the entire roof area remains free for superstructures.
  • Fig. 3 is the operating principle of the coupling between the two pitch support devices 7 and 8 shown. If the vehicle is moved with the module 3 ahead on a dome, as in Fig. 1 b shown, then the pitch support 7 is extended. On the piston rod 16, a tensile force F is exerted, wherein the piston rod is pulled out of the first hydraulic cylinder 15. The connected to the piston rod 16 piston 26 is in the Cylinder 15 moved to the left. As a result, a hydraulic fluid in the second cylinder chamber 27 is compressed and pressed into the coupling line 25. From there, the liquid passes into the first cylinder chamber 28 of the cylinder 17 of the second pitch support 8 on the opposite side of the car body 2.
  • the piston 29 By introducing the fluid into the first chamber 28, the piston 29 is displaced to the right and as a result the piston rod 18 of the second Nick support 8 out of the cylinder 17, moved to the right.
  • the second chamber 30 In the cylinder 17, the second chamber 30 is reduced in size and fluid therein is pressed by the hydraulic line 24 into the first chamber 31 of the hydraulic cylinder 15 of the first pitch support device 7.
  • a first chamber 31 of a first cylinder 15 is connected to the second chamber 30 of a second cylinder 17, and the first chamber 28 of a second cylinder 17 is connected to the second chamber 27 of the first cylinder 15, this arrangement will also be described crossed arrangement called.
  • the respective first chamber is located on a first side of the respective cylinder, each second chamber on the opposite side to the first side of the cylinder, the opposite side.
  • the surge tanks 32, 33 are each connected to one of the hydraulic lines and provide constant pressure.
  • Fig. 4 and Fig. 5 show an embodiment of a pitch support 7 ', in comparison with the embodiment of Fig. 2 and Fig. 3 modified.
  • the first hydraulic cylinder 15 ' is rotatably articulated to the first car body 2 about an axis Y1 which is transverse to the car body longitudinal axis X1 and which is drawn in the form of an arrow.
  • the axis Y1 is thus the axis of rotation of the rotary joint 34.
  • Two bearing journals 35, 36 are in bushings 37, 38, which are attached to the cylinder 15 'laterally attached, rotatably relative to the cylinder 15' attached.
  • the pins 35, 36 are rotatably mounted in two bearing bushes 39, 40 and 41, 42.
  • the bushings 39, 40, 41, 42 are joined to a joint carrier 43, which is attached to a roof cross member 20 'of the first car body 2.
  • a first recess 44 is provided, in which the first hydraulic cylinder 15' protrudes.
  • the first hydraulic cylinder 15' protrudes.
  • the force applied to the cylinder or the piston rod 16 ' can be introduced directly into the roof cross member 20' since no constructional bending moments are introduced.
  • the recess 44 is preferably such that the hydraulic cylinder 15 'floats freely in the recess 44 when the first body 2 and the second body 3 are in a straight line, i. without hinge, arranged on one level.
  • a clearance or clearance for a movement of the cylinder 15 'both when moving relative to the roof cross member 20' down, when driving through a sink / tub and a movement relatively upward, when driving over a dome allows.
  • the articulation is designed as a ball joint 46, wherein the joint claw 19 'surrounds the ball, not shown.
  • the articulated part of the joint 46 encompassed by the articulated claw 19 ' is connected to a roof cross member 48 via a joint carrier 47, which is made in two parts (see FIG Fig. 4 ) of the second car body 3.
  • the piston rod 16 ' is rotatable relative to the second carbody 3 about the Y2 and Z2 axes.
  • the rotation about the Z2 axis ensures the setting of the pitch support 7 'when cornering.
  • the rotation about the Y2-axis allows an even better adjustment of the pitch support 7 'in a pitching motion.
  • Fig. 5 It is in Fig. 5 the situation between the car bodies 2 and 3 shown.
  • the piston rod 18 at the other end of the car body 2 (s. Fig. 1a ) is the piston rod 18 (see Fig. 2
  • the second piston rod 18 is rotatably articulated about the transverse to the car body longitudinal axis X3 of the car body 4 standing axis Y3 and rotatable about an upstanding axis Z3 on the car body 4 hinged.
  • the second piston rod 18 and the said axes are in Fig. 2 shown.
  • the second piston rod may also be designated 18 'instead of 18'.
  • a rotatability of the first car body 2 and the second car body 3 relative to each other about the X2 axis and X1 axis (in the straight ahead position of the car bodies in the plane) is made possible inter alia by elastic connecting parts 49, 50, which are arranged within the multi-part support 47, as well by further elastic elements 51, 52, which are stops for limiting the rolling motion.
  • the multi-part carrier 47 is considered as a component of the pitch support device 7 '.
  • a rotation about X2 may be provided on the hinge 46.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Body Structure For Vehicles (AREA)
EP15186597.9A 2014-09-25 2015-09-24 Vehicule sur rails dote d'un dispositif de support de tangage Withdrawn EP3000685A1 (fr)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
DE102014219485.7A DE102014219485A1 (de) 2014-09-25 2014-09-25 Schienenfahrzeug mit Nickstützeinrichtung

Publications (1)

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EP3000685A1 true EP3000685A1 (fr) 2016-03-30

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Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2021013416A1 (fr) * 2019-07-25 2021-01-28 Siemens Mobility GmbH Véhicule ferroviaire pourvu d'un agencement d'introduction de force

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102017214308A1 (de) * 2017-08-17 2019-02-21 Bombardier Transportation Gmbh Fahrzeug zur Personenbeförderung, insbesondere ein Multigelenk-Schienenfahrzeug und Einrichtung zur Anpassung der Einstiegshöhe

Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE1142894B (de) 1957-05-14 1963-01-31 Goerlitz Waggonbau Veb Schienengliederzug
US6167814B1 (en) * 1998-05-27 2001-01-02 Kinki Sharyo Co., Ltd. Running stabilizing linkage system for the joint of coaches
DE102004014903A1 (de) * 2004-03-26 2005-10-13 Siemens Ag Fahrzeug, insbesondere spurgeführtes Fahrzeug, mit gelenkig verbundenen Wagenkästen
DE202011004040U1 (de) * 2011-03-17 2011-05-19 Hübner GmbH, 34123 Im Dachbereich zweier gelenkig miteinander verbundener Fahrzeuge angeordnete Vorrichtung zur Begrenzung der Wankbewegung der Fahrzeuge relativ zueinander
DE102010040840A1 (de) * 2010-09-15 2012-03-15 Siemens Aktiengesellschaft Mehrteiliges Schienenfahrzeug mit wenigstens zwei, über ein Doppelgelenk verbundenen Wagenkästen
WO2015158515A1 (fr) * 2014-04-17 2015-10-22 Siemens Aktiengesellschaft Liaison articulée pour véhicule ferroviaire

Family Cites Families (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE19819927C2 (de) * 1998-05-05 2003-04-17 Siemens Ag Einrichtung zum gelenkigen Verbinden von benachbarten Wagenkästen eines Schienenfahrzeuges, insbesondere für den Nahverkehr

Patent Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE1142894B (de) 1957-05-14 1963-01-31 Goerlitz Waggonbau Veb Schienengliederzug
US6167814B1 (en) * 1998-05-27 2001-01-02 Kinki Sharyo Co., Ltd. Running stabilizing linkage system for the joint of coaches
DE102004014903A1 (de) * 2004-03-26 2005-10-13 Siemens Ag Fahrzeug, insbesondere spurgeführtes Fahrzeug, mit gelenkig verbundenen Wagenkästen
DE102010040840A1 (de) * 2010-09-15 2012-03-15 Siemens Aktiengesellschaft Mehrteiliges Schienenfahrzeug mit wenigstens zwei, über ein Doppelgelenk verbundenen Wagenkästen
DE202011004040U1 (de) * 2011-03-17 2011-05-19 Hübner GmbH, 34123 Im Dachbereich zweier gelenkig miteinander verbundener Fahrzeuge angeordnete Vorrichtung zur Begrenzung der Wankbewegung der Fahrzeuge relativ zueinander
WO2015158515A1 (fr) * 2014-04-17 2015-10-22 Siemens Aktiengesellschaft Liaison articulée pour véhicule ferroviaire

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2021013416A1 (fr) * 2019-07-25 2021-01-28 Siemens Mobility GmbH Véhicule ferroviaire pourvu d'un agencement d'introduction de force

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