EP3042099B1 - Sekundärfeder mit integriertem queranschlag - Google Patents

Sekundärfeder mit integriertem queranschlag Download PDF

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Publication number
EP3042099B1
EP3042099B1 EP14802351.8A EP14802351A EP3042099B1 EP 3042099 B1 EP3042099 B1 EP 3042099B1 EP 14802351 A EP14802351 A EP 14802351A EP 3042099 B1 EP3042099 B1 EP 3042099B1
Authority
EP
European Patent Office
Prior art keywords
secondary spring
section
chassis
rail vehicle
spring
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.)
Active
Application number
EP14802351.8A
Other languages
German (de)
English (en)
French (fr)
Other versions
EP3042099A1 (de
Inventor
Helmut DISTLER
Michael Sumnitsch
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 Mobility GmbH
Original Assignee
Siemens Mobility 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 Siemens Mobility GmbH filed Critical Siemens Mobility GmbH
Priority to PL14802351T priority Critical patent/PL3042099T3/pl
Publication of EP3042099A1 publication Critical patent/EP3042099A1/de
Application granted granted Critical
Publication of EP3042099B1 publication Critical patent/EP3042099B1/de
Active legal-status Critical Current
Anticipated expiration legal-status Critical

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Classifications

    • 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
    • B61F5/00—Constructional details of bogies; Connections between bogies and vehicle underframes; Arrangements or devices for adjusting or allowing self-adjustment of wheel axles or bogies when rounding curves
    • B61F5/02—Arrangements permitting limited transverse relative movements between vehicle underframe or bolster and bogie; Connections between underframes and bogies
    • B61F5/04—Bolster supports or mountings
    • B61F5/08—Bolster supports or mountings incorporating rubber springs
    • 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
    • B61F5/00—Constructional details of bogies; Connections between bogies and vehicle underframes; Arrangements or devices for adjusting or allowing self-adjustment of wheel axles or bogies when rounding curves
    • B61F5/02—Arrangements permitting limited transverse relative movements between vehicle underframe or bolster and bogie; Connections between underframes and bogies
    • B61F5/04—Bolster supports or mountings
    • B61F5/10—Bolster supports or mountings incorporating fluid springs
    • 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
    • B61F5/00—Constructional details of bogies; Connections between bogies and vehicle underframes; Arrangements or devices for adjusting or allowing self-adjustment of wheel axles or bogies when rounding curves
    • B61F5/02—Arrangements permitting limited transverse relative movements between vehicle underframe or bolster and bogie; Connections between underframes and bogies
    • B61F5/04—Bolster supports or mountings
    • B61F5/12—Bolster supports or mountings incorporating dampers
    • 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
    • B61F5/00—Constructional details of bogies; Connections between bogies and vehicle underframes; Arrangements or devices for adjusting or allowing self-adjustment of wheel axles or bogies when rounding curves
    • B61F5/02—Arrangements permitting limited transverse relative movements between vehicle underframe or bolster and bogie; Connections between underframes and bogies
    • B61F5/14—Side bearings
    • 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
    • B61F5/00—Constructional details of bogies; Connections between bogies and vehicle underframes; Arrangements or devices for adjusting or allowing self-adjustment of wheel axles or bogies when rounding curves
    • B61F5/02—Arrangements permitting limited transverse relative movements between vehicle underframe or bolster and bogie; Connections between underframes and bogies
    • B61F5/14—Side bearings
    • B61F5/148—Side bearings between bolsterless bogies and underframes
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61C—LOCOMOTIVES; MOTOR RAILCARS
    • B61C3/00—Electric locomotives or railcars
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
    • B61D3/00—Wagons or vans

Definitions

  • the invention relates to a secondary spring for cushioning a car body of a rail vehicle on a chassis of the rail vehicle and a rail vehicle.
  • Secondary springs for example in the form of watch glass springs, are arranged between the undercarriage and the body of a rail vehicle in order to cushion the body on the undercarriage. They are used to transmit traction, vertical and lateral forces between the chassis and the body. For this purpose, they are usually bolted to the body and to the chassis. In order to limit the movements between the car body and the chassis, complementary mechanical end stops in the form of vertical and horizontal stops on the car body and on the chassis are additionally provided. These are also known as cross and vertical stops. Collisions and thus damage to chassis components or components of the body are avoided.
  • the disclosures AT 511 876 A1 and FR 2 896 220 A1 show two-stage secondary springs with different springs arranged in series.
  • the disclosure EP 2 000 383 A2 teaches springs arranged parallel to one another and thus nested with different transverse stiffnesses.
  • the EP 2 251 562 A1 discloses a multi-part air spring assembly for frameless bogies, which is intended to ensure a predetermined spring comfort even when the air spring is empty.
  • the invention has for its object to avoid damage to chassis components or components of the car body in a simple and inexpensive manner.
  • a secondary spring according to the invention for cushioning a car body of a rail vehicle on a chassis of the rail vehicle, in particular on a bogie of the rail vehicle comprises a first and at least one further, second section, the first section being stiff and orthogonal to the predetermined along a predetermined axis Axis is resilient and which second section is orthogonal to the predetermined axis rigid and resilient along the predetermined axis.
  • the secondary spring comprises at least one horizontal stop which is arranged on the secondary spring in such a way that a force which acts on the horizontal stop orthogonally to the predetermined axis is introduced into the secondary spring between the first and the second section.
  • the first section can be described as stiff or hard along the specified axis. Orthogonally to the specified axis, it is designed to be resilient or flexible.
  • the second section is rigid or hard orthogonal to the predetermined axis and resilient or resilient along the predetermined axis. Rigid or hard in this context does not mean that the relevant section of the secondary spring is necessarily free of deflection in the corresponding direction. In this direction too, the section of the secondary spring can have a certain elasticity. However, if a section of the secondary spring is to be described as stiff or hard in one direction, the spring constant in this direction is significantly larger than in a direction in which the section of the secondary spring is designed to be resilient or resilient.
  • the predetermined axis runs, for example, parallel to a longitudinal axis of the secondary spring. In particular, it coincides with the longitudinal axis of the secondary spring.
  • the main spring direction of the secondary spring that is, in the intended operating position of the secondary spring, the direction perpendicular to the earth's surface, is also developed parallel to or along the predetermined axis.
  • the car body of the rail vehicle is then cushioned on a chassis of the rail vehicle in the main spring direction of the secondary spring, which is achieved in particular by the second section of the secondary spring. It is, however, at least due to the first section of the secondary spring that is resilient orthogonal to the main spring direction also sprung radially to the main spring direction relative to the chassis.
  • the secondary spring is arranged between the undercarriage and the body of the rail vehicle in such a way that the predetermined axis of the secondary spring points in the vertical direction and thus runs parallel to a vertical axis of the body and thus the first section of the secondary spring is vertically stiff and horizontally resilient and the second section is horizontally rigid and vertically resilient. A force acting on the horizontal stop in the horizontal direction is introduced into the secondary spring between the first and the second section.
  • the secondary spring is divided in particular along the predetermined axis into a first and at least one further, second section. According to a further development, the first and the second section are separated from one another by a separating plate. The partition plate is thus arranged between the first and the second section of the secondary spring.
  • the partition plate is rigid both axially and radially to the predetermined axis.
  • it consists of a metal or a metal alloy.
  • it is made of steel.
  • the separating plate can also be designed to transmit forces in the direction of the predetermined axis of the secondary spring to the secondary spring. It is thus possible to pretension the second section of the secondary spring against the car body of the rail vehicle by means of a predetermined tensioning tool, by means of which a force can be applied which acts on the partition plate and which is in a direction towards the car body and thus against the spring force of the second section the secondary spring acts.
  • a force which acts on the partition plate orthogonally to the predetermined axis is introduced into the secondary spring between the first and the second section of the secondary spring via the partition plate.
  • the partition plate is thus designed at least as part of the horizontal stop. According to one embodiment, it forms the horizontal stop. Then it can protrude at least the first section in at least one direction orthogonal to the predetermined axis in order to come to a stop against a complementary horizontal stop of the chassis.
  • a fixed horizontal stop designed to complement the horizontal stop of the secondary spring is arranged on the chassis side.
  • a fixed stop plate Analogously to the separating plate of the secondary spring, this can comprise similar materials, as can also be made of steel.
  • the horizontal stop of the undercarriage is aligned with the horizontal stop of the secondary spring and, as a stop plate, lies in particular in a vertical plane parallel to a longitudinal direction of the undercarriage. Colloquially, two stops designed and complementary to each other form a stop on both sides.
  • An advantage of a secondary spring according to the invention is based on the fact that the horizontal stop is integrated in the secondary spring, as a result of which no further horizontal stops on the body of the rail vehicle are necessary.
  • the first and the second section are formed coaxially with one another.
  • the first and the second section are each rotationally symmetrical and are arranged relative to one another in such a way that they have a common axis of rotation.
  • a further embodiment provides that the first section comprises a layer spring which is rigid along the predetermined axis and resilient orthogonal to the predetermined axis and / or that the second section comprises a cone spring which is rigid orthogonal to the predetermined axis and resilient along the predetermined axis, in particular a rubber-metal -Feather, includes.
  • the first section is provided and suitable for bearing on the chassis. It is then designed accordingly, in particular it is designed to be complementary to means for supporting the secondary spring on the undercarriage in order to come into contact with the undercarriage of the rail vehicle.
  • the second section of the secondary spring is provided and is suitably designed for supporting the car body.
  • the undercarriage or the first section of the secondary spring comprises at least one pin.
  • the other part then comprises a device for receiving the pin.
  • the pin is in particular arranged centrally in the first section of the secondary spring and projects beyond the first section of the secondary spring on the end face.
  • the pin runs centrally in a rotationally symmetrical layer spring.
  • the pin can be part of the secondary spring or it is part of the chassis.
  • the second section of the secondary spring can also include corresponding means for transmitting forces in the horizontal direction from the car body or to the car body of the rail vehicle.
  • it is conical in shape as a truncated cone, the car body then comprising a cup-shaped indentation for receiving at least one end part of the second section of the secondary spring.
  • the car body and the secondary spring are positively connected to each other, which form-fitting connection acts at least parallel to a vertical axis of the car body towards the car body and perpendicular to the vertical axis of the car body.
  • An undercarriage according to the invention in particular a bogie, comprises at least one horizontal stop designed and arranged to complement the horizontal stop of the secondary spring, in particular in the form of a stop plate.
  • it can have suitable means for supporting at least one secondary spring according to the invention on the chassis and means for absorbing forces in the horizontal direction.
  • the chassis is designed as a bogie after use.
  • the rail vehicle is in particular a low-floor vehicle. It can comprise several car bodies and several undercarriages, for example bogies. Of course, several secondary springs are then provided for cushioning the car bodies on the undercarriages. In a further development, a car body of the rail vehicle is cushioned on exactly one chassis. To cushion a car body on a chassis, several secondary springs can be provided, for example exactly two.
  • a running gear can comprise one, but in particular exactly two, longitudinal driving motors.
  • the undercarriage comprises two traction motors arranged parallel to a longitudinal axis of the undercarriage, two secondary springs for cushioning the car body on the undercarriage being provided, which between the traction motors, in particular on a line perpendicular to a longitudinal axis of the Chassis, are arranged.
  • the connection points of the secondary springs with the chassis are then in line.
  • this line divides the undercarriage into a front and a rear part, which are essentially the same size - it lies in a transverse center plane.
  • the undercarriage comprises at least one traction motor arranged parallel to the longitudinal axis of the undercarriage, on which the at least one horizontal stop complementary to the horizontal stop of the secondary spring is arranged.
  • the horizontal stop can be arranged directly on the traction motor; in particular, it is an integral part of the traction motor.
  • the undercarriage which is designed in particular as a bogie, comprises at least two traction motors arranged parallel to the longitudinal axis of the undercarriage, between which traction motors are arranged at least two secondary springs, in particular on a line perpendicular to the longitudinal axis of the undercarriage so that each secondary spring is adjacent to is in each case a traction motor, each traction motor each having at least one horizontal stop which is complementary to a horizontal stop of the adjacent secondary spring.
  • running gear can also include horizontal stops, which are attached to the running gear via brackets, for example.
  • a rail vehicle according to the invention comprises at least one car body, at least one secondary spring according to the invention and at least one chassis according to the invention, in particular a bogie.
  • the car body comprises suitable means for supporting the at least one secondary spring according to the invention. Furthermore, it can also have means for absorbing forces in the horizontal direction.
  • transverse forces in the horizontal direction can also be referred to as transverse forces, whereby a horizontal stop can also be called a transverse stop.
  • the secondary spring is arranged between the undercarriage and the car body of the rail vehicle in such a way that the predetermined axis of the secondary spring is oriented essentially vertically.
  • the main direction of spring thus corresponds to the vertical direction and in particular runs parallel to the longitudinal axis of the secondary spring or coincides with it.
  • the first section of the secondary spring is then vertically stiff and horizontally resilient and the second section of the secondary spring is thus horizontally stiff and vertically resilient.
  • the first section of the secondary spring is supported on the chassis and the car body of the rail vehicle is supported on the second section of the secondary spring.
  • the first section is thus below the second section.
  • two secondary springs for cushioning the car body of the rail vehicle are arranged on the undercarriage between the car body and the undercarriage.
  • the secondary springs in particular their horizontal stops, are arranged in relation to the horizontal stops of the undercarriage in such a way that they can act on one another at least in pairs in order to limit horizontal movements of the car body relative to the undercarriage.
  • Horizontal movements of the chassis relative to the car body and vice versa are limited by the pair of horizontal stops of the secondary spring and chassis.
  • the undercarriage and the car body can each have at least one vertical stop designed to be complementary to one another and aligned. Vertical stops can also be called vertical stops.
  • the at least one car body of the rail vehicle is free of horizontal stops for abutment on complementary horizontal stops of the chassis. There are therefore no direct horizontal stops between the body and the chassis.
  • a bogie of the prior art is partially shown in perspective.
  • two identical secondary springs 1 are mounted on the bogie for cushioning an unillustrated car body.
  • a total of four secondary springs are arranged between the bogie and the body, of which only the secondary springs are sketched on one side of the bogie. They are designed as watch glass springs. In longitudinal section they have the shape of an hourglass, with a part tapering towards two opposite end faces.
  • a separating plate 3 is arranged in the middle of each secondary spring 1.
  • the bogie and the car body have several horizontal and vertical stops.
  • a horizontal stop 2 and a vertical stop 4 of the bogie are shown here.
  • one horizontal stop of the bogie and one complementary horizontal stop of the car body come to rest against one another when the relative movement of the bogie to the car body is limited.
  • Fig. 2 shows a secondary spring 1 according to the invention in the assembled state on a bogie 13 in partial section.
  • the secondary spring 1 here has a first section 8, which comprises a vertically stiff and horizontally resilient layer spring, and it has a further, second section 7, which comprises a horizontally stiff and vertically resilient cone spring, here a rubber-metal spring ,
  • the secondary spring 1 is divided here into a lower and an upper section, wherein in its intended operating position it is arranged between the bogie 13 and the car body 12 of the rail vehicle in such a way that the first section 8 is mounted on the bogie 13, the second section 7 with the car body 12 of the rail vehicle is connected.
  • the first section 8 thus forms the lower section of the secondary spring 1.
  • the second section 7 embodies the upper section.
  • the sections 7, 8 have a common axis of rotation. This is also the longitudinal axis of the secondary spring 1. In its operating position, this axis points in the vertical direction. Here, this axis runs along a pin 9 arranged centrally in the first section 8 of the secondary spring 1.
  • both the bogie 13 and the secondary spring 1 have horizontal stops 2 and 10 which are designed and aligned to be complementary to one another. Both horizontal stops 2 and 10 serve to absorb forces in the horizontal direction of the respective other horizontal stop in the state in which they are placed against one another.
  • the car body 12, however, is free of horizontal stops.
  • the horizontal stop 2 of the secondary spring 1 here comprises a separating plate 3 between the first and second sections 8 and 7 of the secondary spring 1.
  • a fixed horizontal stop 10 in the form of a stop plate for the separating plate 3 of the secondary spring 1 is provided here on a traction motor 5 arranged on the longitudinal side ,
  • the horizontal stop in the form of the separating plate 3 of the secondary spring 1 is arranged on the secondary spring 1 and connected to it in such a way that a force acting in the horizontal direction on the horizontal stop 2 occurs between the first and second sections 8 and 7 in the secondary spring 1 can be initiated.
  • Shear forces that is to say forces in the horizontal direction, are transmitted from the bogie 13 to the secondary spring 1 or from the secondary spring 1 to the bogie 13 via the pin 9 arranged centrally in the layer spring.
  • the bogie 13 has a correspondingly complementarily shaped receptacle for the pin 9.
  • transverse forces are transmitted from the body 12 to the secondary spring 1 or from the secondary spring 1 to the body 12 by means of a suitable interface.
  • the second section 7 of the secondary spring 1 has the shape of a truncated cone, which is received in a cup-shaped indentation 11 of the car body 12.
  • the cup-shaped indentation 11 of the car body 12 coaxial with the secondary spring and the second section 7 of the secondary spring 1 in particular form a fit.
  • the body and the secondary spring are positively connected to one another, which positive connection acts at least parallel to a vertical axis of the body towards the body and perpendicular to the vertical axis of the body.
  • the car body 12 In order to limit vertical movements, the car body 12 has a vertical stop 14. This can come into contact with the bogie 13.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Springs (AREA)
  • Vibration Prevention Devices (AREA)
  • Transportation (AREA)
EP14802351.8A 2013-11-29 2014-11-13 Sekundärfeder mit integriertem queranschlag Active EP3042099B1 (de)

Priority Applications (1)

Application Number Priority Date Filing Date Title
PL14802351T PL3042099T3 (pl) 2013-11-29 2014-11-13 Sprężyna II stopnia ze zintegrowanym ogranicznikiem poprzecznym

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102013224601.3A DE102013224601B4 (de) 2013-11-29 2013-11-29 Sekundärfeder mit integriertem Queranschlag
PCT/EP2014/074439 WO2015078695A1 (de) 2013-11-29 2014-11-13 Sekundärfeder mit integriertem queranschlag

Publications (2)

Publication Number Publication Date
EP3042099A1 EP3042099A1 (de) 2016-07-13
EP3042099B1 true EP3042099B1 (de) 2019-12-25

Family

ID=51947312

Family Applications (1)

Application Number Title Priority Date Filing Date
EP14802351.8A Active EP3042099B1 (de) 2013-11-29 2014-11-13 Sekundärfeder mit integriertem queranschlag

Country Status (9)

Country Link
US (1) US10322731B2 (zh)
EP (1) EP3042099B1 (zh)
CN (1) CN206017526U (zh)
DE (1) DE102013224601B4 (zh)
DK (1) DK3042099T3 (zh)
ES (1) ES2776160T3 (zh)
PL (1) PL3042099T3 (zh)
PT (1) PT3042099T (zh)
WO (1) WO2015078695A1 (zh)

Families Citing this family (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN109532912B (zh) * 2019-01-02 2020-11-27 中车株洲电力机车有限公司 一种列车悬挂装置及悬挂式单轨列车
CN110126869A (zh) * 2019-04-19 2019-08-16 北京承乾润华机电设备有限公司 一种免调节二系高度控制结构及方法
CN112298241B (zh) * 2019-08-02 2022-04-15 中车唐山机车车辆有限公司 转向架及轨道车辆

Family Cites Families (12)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2220581A (en) * 1938-08-16 1940-11-05 Transit Res Corp Spring shield
US2955547A (en) * 1958-02-07 1960-10-11 Budd Co Light weight motor driven railway car truck
US3830166A (en) * 1973-06-08 1974-08-20 Wegmann & Co Motorized swivel truck for rail vehicles, especially streetcars
DE2548350A1 (de) * 1975-10-29 1977-05-12 Clouth Gummiwerke Ag Federvorrichtung
DE19608179A1 (de) * 1996-03-04 1997-09-11 Deutsche Waggonbau Ag Abstützung von Schienenfahrzeugen mittels Luftfedersysteme
US20060170140A1 (en) * 2003-06-04 2006-08-03 Thorsten Menk Spring device, especially for the rail vehicle sector
FR2896220A1 (fr) * 2006-01-13 2007-07-20 Hutchinson Sa Suspension secondaire a air pour vehicule feroviaire, et vehicule ainsi equipe.
DE102007026472A1 (de) 2007-06-05 2008-12-11 Bombardier Transportation Gmbh Federanordnung für ein Fahrzeug
EP2251562B1 (en) * 2008-02-25 2014-06-04 Bridgestone Corporation Air spring device
FR2958906B1 (fr) * 2010-04-14 2012-05-25 Alstom Transp Bogie moteur
AT511876B1 (de) 2011-08-30 2020-02-15 Siemens Mobility GmbH Federsperre für sekundärfeder
CN102963388B (zh) 2012-07-10 2015-06-24 南车南京浦镇车辆有限公司 柔性直驱式转向架

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
None *

Also Published As

Publication number Publication date
WO2015078695A1 (de) 2015-06-04
CN206017526U (zh) 2017-03-15
DE102013224601B4 (de) 2015-08-27
EP3042099A1 (de) 2016-07-13
DE102013224601A1 (de) 2015-06-03
ES2776160T3 (es) 2020-07-29
US20170001651A1 (en) 2017-01-05
PL3042099T3 (pl) 2020-09-07
US10322731B2 (en) 2019-06-18
PT3042099T (pt) 2020-02-28
DK3042099T3 (da) 2020-03-30

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