EP3259169B1 - Poutre de liaison pour deux longerons d'un véhicule ferroviaire - Google Patents

Poutre de liaison pour deux longerons d'un véhicule ferroviaire Download PDF

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Publication number
EP3259169B1
EP3259169B1 EP16703972.6A EP16703972A EP3259169B1 EP 3259169 B1 EP3259169 B1 EP 3259169B1 EP 16703972 A EP16703972 A EP 16703972A EP 3259169 B1 EP3259169 B1 EP 3259169B1
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EP
European Patent Office
Prior art keywords
fastening
elements
carrier
connecting member
longitudinal
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
EP16703972.6A
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German (de)
English (en)
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EP3259169A1 (fr
Inventor
Jochen Brandstetter
Christian KÜTER
Gerald Schobegger
Martin Teichmann
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 Austria GmbH
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Siemens Mobility Austria GmbH
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Publication date
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Publication of EP3259169A1 publication Critical patent/EP3259169A1/fr
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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
    • B61F5/50—Other details
    • B61F5/52—Bogie frames

Definitions

  • the invention relates to a connecting beam for connecting two longitudinal beams of a running gear frame of a rail vehicle, with at least one fastening point for receiving add-on components.
  • Running gears of rail vehicles usually comprise a running gear frame with two longitudinal members and a cross member connecting them, wheel sets which are connected to the longitudinal members via a primary suspension, and at least one secondary suspension for connecting a car body.
  • a number of other add-on components are necessary for the functioning of the running gear or the rail vehicles, for example elements of the train protection (antennas) or lines or their cable and piping components.
  • connection beams also called head beams, are known which connect the two side members to one another and have fastening points in order to accommodate the add-on components.
  • Cable clamps or consoles are connected to the connection carrier at such fastening points, for example via screw connections.
  • connection beams are usually rigidly connected to the longitudinal beams.
  • the connection beams act as additional stiffening of the Chassis frame, which leads to a reduced twisting ability of the side members against each other in the operating state.
  • Rigidly connected connection beams can therefore adapt much more poorly to twists in the track during operation and compensate for them to a lesser extent, which leads to a deterioration in the running properties of the chassis.
  • connection beams which are attached decoupled from the longitudinal beams or consist of twist-soft profiles. This restores the twisting ability of the side members, but at the same time lowers the natural frequency, so that the components can vibrate during operation. Since this swinging up is to be avoided in any case, such connection carriers are subject to constructive compromises, which are in any case associated with corresponding disadvantages.
  • EP 1 415 882 A1 shows a running gear frame for a rail vehicle, in which a first longitudinal member and a second longitudinal member are connected to one another via a head support.
  • the head carrier has a first end section, a second end section and a center section. The first end section and the second end section are connected to the first longitudinal member and the second longitudinal member by means of fastening elements.
  • the middle section has an antenna support and is connected to the first end section and the second end section via plastic elements in order to dampen torsional moments or torsional vibrations acting on the head support.
  • EP 0 345 709 A1 discloses a chassis frame with a first longitudinal member and a second longitudinal member which are connected to one another via a cross member structure. A connection carrier pointing in the direction of travel and facing outward, which is aligned parallel to a transverse direction of the chassis frame, is connected to the cross member structure.
  • connection beam comprises at least a first carrier element with a first carrier section and a second carrier element with a second carrier section, characterized in that the carrier elements have profiles opening outwards in the opposite direction , are strip-shaped and are non-positively connected to one another by at least two connecting means in such a way that the carrier sections overlap at least in sections, with at least one fastening element each being provided for connecting the connection carrier to a longitudinal member of the chassis frame and the fastening elements having a contact section that connects between fastening sections of the Is arranged carrier elements and is connected to the carrier elements via the connecting means.
  • connection beam is connected to the longitudinal beams in the operating state, the system is excited to vibrate in the event of a load.
  • the connecting means connect the carrier elements to one another, when the system is vibrated, micro-movements occur between the carrier elements and between the carrier elements and the connecting means. These micro-movements lead to a dampening of the oscillatory overall system and thus counteract any upward oscillation of the overall system.
  • the overlapping beam sections form a large part of the connecting beam and thus serve to bridge the distance between the longitudinal beams. The overlap results in particularly favorable properties with regard to the twisting ability.
  • the first carrier element and the second carrier element formed in the shape of a strip, so that the carrier elements extend essentially with a constant cross section along a longitudinal direction, which longitudinal direction is preferably perpendicular to the longitudinal supports, and bridge the distance between the longitudinal supports.
  • the carrier elements are basically flat in the area of the carrier sections.
  • the first carrier element and the second carrier element have an open profile in cross section. This reduces the torsional moment of resistance, so that the connecting beam allows greater deformations when the longitudinal beams are twisted.
  • the open profiles are aligned in such a way that they open in the direction facing away from the respective other carrier element, in other words outwards.
  • connection carrier Preferred design variants of a connection carrier according to the invention provide that the open profile is an L-profile or a U-profile.
  • Such profiles are easy to manufacture in terms of production technology and thus represent a cost-effective alternative to conventional cast or welded parts.
  • the carrier sections are usually formed by a vertical part of the profile; either the vertical part of the L-profile or the vertical transverse part of the U-profile.
  • a further embodiment of the invention provides that the carrier elements have several openings in the overlapping carrier sections. It has been found to be particularly advantageous if the carrier sections form between 70% and 90%, preferably between 80% and 90%, of the length of the carrier elements, so that a large number of openings can be provided.
  • the carrier elements have two respectively overlapping fastening sections, the connecting means being arranged in the fastening sections.
  • the carrier elements can be connected both to one another and to the longitudinal members without taking complex structural measures.
  • the carrier elements are preferably connected to one another via at least two connecting means per fastening section in order to keep the relative movement of the carrier elements relative to one another small and to increase the rigidity of the connection carrier.
  • the connecting beam can be connected to fastening plates that are rigidly connected, for example, welded, to the longitudinal beams.
  • connection beam For the simple connection of the connection beam to the longitudinal beam, a further preferred variant of a connection beam according to the invention provides that the fastening sections are arranged at the ends of the beam sections pointing in the direction of the longitudinal beams in the assembled state.
  • fastening sections By arranging the fastening sections in those areas of the connecting beam which are closest to the longitudinal beams, the distance to be bridged between the connecting beam and the longitudinal beams, for example by fastening elements, is as small as possible.
  • the invention provides that at least one fastening element is provided for connecting the connecting beam to a side member of the chassis frame.
  • the provision of fastening elements also allows a flexible connection to different side members and thus a high adaptability of the connection carrier to different bogies.
  • the fastening elements have a contact section, which is arranged between the fastening sections of the carrier elements and is connected to the carrier elements via the connecting means. Due to the inclusion of the, preferably flat, contact section between the two carrier elements, the connecting means provided for connecting the carrier elements also fixing the fastening elements to the carrier elements, only a few separate components are necessary which form the connection carrier. The reduced number of components and connecting means also promotes the vibration damping generated by the connecting means. In particular, micro-movements between the contact section, the fastening sections of the support elements and the connecting means are also possible.
  • fastening elements are console-like or L-shaped.
  • connection beam provides that the fastening elements each have at least one elastomer element, via which elastomer element the fastening elements can be connected to the respective longitudinal beam.
  • the fastening elements When such elastomer elements are used, they absorb deformations from the torsion and also take on a damping function.
  • the first carrier element has at least one receiving section which protrudes at an angle, preferably at right angles, from the first carrier section, the at least one fastening point being arranged on the receiving section.
  • the receiving section can be designed, for example, as a horizontally standing part of the L- or U-profile. Because the receiving section has at least one fastening point for receiving add-on components, the add-on components can be connected to the connection carrier quickly and without great effort, for example via cable clamps screwed to the fastening points.
  • the second carrier element in addition to or instead of the receiving section of the first carrier element, has at least one further receiving section which protrudes at an angle, preferably at right angles, from the second carrier section, with at least one fastening point being arranged on the further receiving section is.
  • the fastening points can also be designed, for example, as console-like projections of the receiving sections on which the add-on components are received. Due to the flexible design and arrangement of the fastening points on the receiving sections, a connection carrier according to the invention can thus be easily adapted to the respective bogie and the add-on components to be received.
  • the carrier elements preferably also the fastening elements, are designed as bent sheet metal parts.
  • Metallic sheets have particularly favorable mechanical properties that meet the high load requirements and enable attachment of the add-on components with relatively small wall thicknesses, so that a weight reduction is also possible compared to connection beams according to the prior art.
  • the bent sheet metal parts are made of stainless steel, since stainless steel does not require any further painting or coating in order to be protected against corrosion. In this way, places, such as those places where the connecting means are arranged, where conventional coating or painting is not possible or where it is rubbed off or worn away over time, are protected against wear and corrosion.
  • the object set out at the beginning is also achieved by a chassis frame of a rail vehicle with two longitudinal beams and a connecting beam according to the invention that connects the longitudinal beams.
  • the chassis frame is a chassis frame of a bogie of a rail vehicle to which add-on components are connected by means of the connection beam.
  • One embodiment variant of the invention provides that the connecting beam is connected to the longitudinal beams via the fastening elements. If the fastening elements have elastomer elements, these elastomer elements are arranged between the fastening elements and the longitudinal members. The fastening elements can then be connected to the longitudinal members in a particularly simple and stable manner if the fastening elements have a protruding section which extends in the direction of the respective longitudinal member.
  • This protruding section which can be designed as part of an L-shaped or bracket-like profile, enables a particularly flexible connection of the connection beam at different positions of the longitudinal beam, for example directly on the Longitudinal ends or in the clear width spanned between the longitudinal beams.
  • connection beam forms a right angle with both longitudinal beams. Since the longitudinal beams are aligned parallel to one another in a known manner and the connecting beam runs essentially in a straight line, a right angle between the longitudinal beams and connecting beams means that the connecting beam runs parallel to a cross member of the chassis frame and thus to a cross member of the chassis frame when the longitudinal ends of the chassis frame twist against each other uniform deformation of the side members leads.
  • the cross section of the first carrier element is open in a longitudinal direction of the chassis frame and the cross section of the second carrier element is opposite to the longitudinal direction of the chassis frame, i.e. if the carrier elements are oriented in or against the direction of travel, the twisting of the longitudinal ends of the longitudinal members is not hindered.
  • connection beam does not necessarily have to be arranged in the clear width between the longitudinal beams formed by the parallelism of the longitudinal beams, but can also be arranged behind the longitudinal ends of the longitudinal beams as seen from the cross member of the chassis frame in order to close the longitudinal beams in the longitudinal direction of the connecting beam overlap is in an unclaimed one.
  • An embodiment variant of a chassis frame according to the invention provides that the length of the carrier elements is between 80% and 120%, preferably 90% and 110%, of the clear width between the two longitudinal members.
  • connection beam is seen from the cross member of the chassis frame behind a wheel axle of the Rail vehicle is arranged in order to provide the required fastening points for the add-on components to be mounted there.
  • Figure 1 clearly shows the individual components from which the connection carrier is constructed: a first carrier element 1 and a second carrier element 2 are essentially strip-shaped and extend primarily along a longitudinal direction. Both support elements 1, 2 have a U-shaped profile, with the profiles in the opposite direction Open towards the outside so that the flat sections of the carrier elements 1, 2 are opposite one another. In the end portions of the carrier elements 1, 2, seen in the longitudinal direction, which, as in FIG Figure 2 described, when a first 7 and second fastening section 8 are formed, a first 9 and second fastening element 10 are respectively arranged.
  • the first fastening element 9 has a flat contact section 11, which is arranged between the two carrier elements 1, 2 and is connected to the carrier elements 1, 2 with two connecting means 5, which are designed as threaded screws, through-holes and threaded nuts.
  • the carrier elements 1, 2 are spaced apart from one another and connected to one another in a force-locking manner by means of the connecting means 5 via the first fastening element 9.
  • the first fastening element 9 is L-shaped when viewed in the longitudinal direction, so that a protruding section of the first fastening element 9 points in the same direction in which the second carrier element 2 is opened.
  • Contact section 11 and protruding section 15 enclose a right angle.
  • the first fastening element 9 has two elastomer elements 14, by means of which the connecting beam can be fastened to a longitudinal member of a chassis frame.
  • the second fastening element 10 is also designed analogously to this, so that the two carrier elements 1, 2 are frictionally connected to one another via the contact section 11 of the two fastening elements 9, 10 with two connecting means 5 each.
  • two further connecting means 5 are arranged in the center of the connection carrier, which additionally have a spacer sleeve in order to bridge the distance between the carrier elements 1, 2. These serve to further stiffen the connecting beam. If the two fastening elements 9, 10 are connected to the longitudinal beams of the chassis frame in the assembled state, then, with operationally induced vibration excitation, in the areas of the carrier elements 1, 2, which are non-positively connected via the respective contact sections 11, and at the connecting means 5 to micro-movements in the contact points. These micro-movements have a vibration-damping property and thus prevent the entire vibration system from oscillating, including the chassis frame and the connecting beam.
  • the carrier elements 1, 2 each have first 6a and second 6b openings 6 corresponding to one another in order to reduce the weight of the connection carrier and at the same time to increase the twisting ability, in other words to reduce the twisting rigidity.
  • FIG. 2 shows the connection carrier in an assembled state, the position of the parts with respect to one another not deviating from that described above.
  • the various sections of the carrier elements 1, 2 are shown in more detail in these figures.
  • the first carrier element 1 has, in its central section, normal to the longitudinal direction, a first carrier section 3 in which the first openings 6a are arranged.
  • the first support section 3 sets up that flat part of the U-profile which is delimited by the two angularly protruding parts.
  • the corresponding overlapping section of the second carrier element 2 is designed as a second carrier section 4 in which the second openings 6b are arranged, so that common openings 6 are formed after the carrier elements 1, 2 have been connected.
  • the fastening sections 7, 8 are arranged, which are in contact with the contact sections 11 of the fastening elements 9, 10 and in which the two connecting means 5 each connect the carrier elements 1, 2 via the fastening elements 9, 10 connect.
  • the first carrier element 1 has a first part 7a of the first fastening section 7 at one end and a first part 8a of the second fastening section 8 at the opposite end.
  • the second carrier element 2 has a second part 7b of the first fastening section 7 overlapping the first part 7a of the first fastening section 7 and a similar second part 8b of the second fastening section 8.
  • the carrier sections 3, 4 take up about 75% of the length of the connecting carrier.
  • FIG 3 are, as in Figure 2 indicated, two receiving sections 12 shown. These extend away from the second carrier element 2 at a right angle to the planar part of the first carrier section 3 having the openings 6.
  • a receiving section 12 is thus formed in the present exemplary embodiment as that part of the open U-profile which is formed on the same side into which the fastening elements 9, 10 extend, in other words on the top of the connecting beam.
  • this receiving section 12 there are fastening points 17 for receiving add-on components, such as elements of the tension protection (antennas) or lines or their cable and piping components, which in the present case are designed as through bores. At these fastening points 17, cable clips or other screwable connecting elements can now be fastened in a simple manner.
  • the receiving section 12 has four further openings 13.
  • a second receiving section 12 is designed as the other part of the open U-profile, in other words the underside of the connecting beam. This receiving section 12 also has fastening points 17.
  • the second carrier element 2 has, analogously to the first carrier element 1, two further receiving sections 16 which protrude at right angles on the upper or lower side of the second carrier element 2 from the second carrier section 4 or, in this case, are formed by the U-profile of the second carrier element 2.
  • the fastening points 17 arranged on the further receiving section 16 are designed as projecting sections provided with through bores.
  • a connecting support according to the invention can thus be easily adapted to the respective bogie and the add-on components to be received.
  • the Figures 4 and 5 show a chassis frame with a connecting beam.
  • the connection carrier or the first and second carrier element 1, 2 is connected to a first longitudinal carrier 18 via the first fastening element 9 and to a second longitudinal carrier 19 via the second fastening element 10, the longitudinal carriers 18, 19 being aligned parallel to a longitudinal direction 21 .
  • the longitudinal members 18, 19 are further connected by two cross members 20, via which the force flow between the longitudinal members 18, 19 flows, the cross members 20 being oriented normal to the longitudinal direction 21.
  • the connection carrier is aligned parallel to the cross members 20, that is to say likewise normal to the longitudinal direction 21.
  • those fastening points 17 are shown again which are visible in a view from above of the chassis frame.
  • connection beam is arranged at one end of the longitudinal beams 18, 19 and thus, viewed in the longitudinal direction 21 from the cross beam 20, behind a wheel axle (not shown) of the rail vehicle.
  • Figure 5 on the other hand, the projecting sections 15 of the fastening elements 9, 10 which are connected to the longitudinal members 18, 19 via elastomer elements 14 are clearly shown again.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Vibration Prevention Devices (AREA)
  • Body Structure For Vehicles (AREA)
  • Connection Of Plates (AREA)

Claims (13)

  1. Poutre de jonction pour relier deux longerons (18, 19) d'un cadre de châssis d'un véhicule ferroviaire, comportant au moins un point de fixation (17) pour loger des accessoires, la poutre de jonction comprenant au moins un premier élément de poutre (1) comportant un premier tronçon de poutre (3) et un deuxième élément de poutre (2) comportant un deuxième tronçon de poutre (4), caractérisée en ce que les éléments de poutre (1, 2) présentent des profils s'ouvrant vers l'extérieur dans un sens respectivement opposé, sont conçus sous forme de barrette et reliés entre eux par force grâce à au moins deux moyens de liaison (5) de sorte que les tronçons de poutre (3, 4) se chevauchent au moins par sections, au moins un élément de fixation (9, 10) étant prévu chacun pour relier la poutre de jonction à un longeron (18, 19) du cadre de châssis et les éléments de fixation (9, 10) présentent un tronçon de contact (11) disposé entre des tronçons de fixation (7, 8) des éléments de poutre (1, 2) et relié aux éléments de poutre (1, 2) grâce aux moyens de liaison (5).
  2. Poutre de jonction selon la revendication 1,
    caractérisée en ce que
    les profils ouverts sont des profils en forme de L.
  3. Poutre de jonction selon la revendication 1,
    caractérisée en ce que
    les profils ouverts sont des profils en forme de U.
  4. Poutre de jonction selon l'une des revendications 1 à 3,
    caractérisée en ce que
    les éléments de poutre (1, 2) comportent plusieurs ouvertures (6) dans les tronçons de poutre qui se chevauchent (3, 4).
  5. Poutre de jonction selon l'une des revendications 1 à 4,
    caractérisée en ce que
    les éléments de poutre (1, 2) comportent chacun deux tronçons de fixation (7, 8) se chevauchant, les moyens de liaison (5) étant disposés dans les tronçons de fixation (7, 8).
  6. Poutre de jonction selon la revendication 5,
    caractérisée en ce que
    les tronçons de fixation (7, 8) sont disposés sur les extrémités des tronçons de poutre (3, 4) orientées, en état monté, vers les longerons (18, 19).
  7. Poutre de jonction selon l'une des revendications 1 à 6,
    caractérisée en ce que
    les éléments de fixation (9, 10) sont conçus sous forme de consoles.
  8. Poutre de jonction selon l'une des revendications 1 à 7,
    caractérisée en ce que
    les éléments de fixation (9, 10) sont conçus sous forme de L.
  9. Poutre de jonction selon l'une des revendications 1 à 8,
    caractérisée en ce que
    les éléments de fixation (9, 10) comportent chacun au moins un élément en élastomère (14), ledit élément en élastomère (14) permettant l'assemblage des éléments de fixation (9, 10) avec le longeron (18, 19) correspondant.
  10. Poutre de jonction selon l'une des revendications 1 à 9,
    caractérisée en ce que
    le premier élément de poutre (1) comporte au moins une portion de logement (12) s'étendant de façon angulaire, de préférence de façon rectangulaire depuis le premier tronçon de poutre (3), au moins un point de fixation (17) étant disposé sur la portion de logement (12).
  11. Poutre de jonction selon l'une des revendications 1 à 10,
    caractérisée en ce que
    les éléments de poutre (1, 2), de préférence également les éléments de fixation (9, 10), sont conçus sous forme de pièces de tôle pliée.
  12. Poutre de jonction selon la revendication 11,
    caractérisée en ce que
    les pièces de tôle pliée sont réalisées en acier inoxydable.
  13. Cadre de châssis d'un véhicule ferroviaire comportant deux longerons (18, 19) et au moins une poutre de jonction reliant les longerons (18, 19) selon l'une des revendications 1 à 12.
EP16703972.6A 2015-02-17 2016-02-10 Poutre de liaison pour deux longerons d'un véhicule ferroviaire Active EP3259169B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
ATA50120/2015A AT516912A3 (de) 2015-02-17 2015-02-17 Verbindungsträger für zwei Längsträger eines Schienenfahrzeugs
PCT/EP2016/052821 WO2016131691A1 (fr) 2015-02-17 2016-02-10 Poutre de liaison pour deux longerons d'un véhicule ferroviaire

Publications (2)

Publication Number Publication Date
EP3259169A1 EP3259169A1 (fr) 2017-12-27
EP3259169B1 true EP3259169B1 (fr) 2020-11-25

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Family Applications (1)

Application Number Title Priority Date Filing Date
EP16703972.6A Active EP3259169B1 (fr) 2015-02-17 2016-02-10 Poutre de liaison pour deux longerons d'un véhicule ferroviaire

Country Status (6)

Country Link
US (1) US10745035B2 (fr)
EP (1) EP3259169B1 (fr)
CN (1) CN107207019B (fr)
AT (1) AT516912A3 (fr)
RU (1) RU2675757C1 (fr)
WO (1) WO2016131691A1 (fr)

Families Citing this family (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
AT516912A3 (de) * 2015-02-17 2017-12-15 Siemens Ag Oesterreich Verbindungsträger für zwei Längsträger eines Schienenfahrzeugs
AT523656B1 (de) * 2020-03-31 2021-11-15 Siemens Mobility Austria Gmbh Trageanordnung für ein Fahrwerk eines Schienenfahrzeugs

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US4173933A (en) * 1974-05-08 1979-11-13 Maschinenfabrik Augsburg-Nurnberg Aktiengesellschaft High speed bogie
ES2034505T5 (es) * 1988-06-08 1997-08-01 Alsthom Gec Chasis para bogie de vehiculo ferroviario.
FR2822780B1 (fr) * 2001-04-02 2003-05-16 Alstom Bogie pour vehicules ferroviaires a roues a ecartement variable
JP2004148948A (ja) * 2002-10-30 2004-05-27 Kawasaki Heavy Ind Ltd 鉄道車両用台車
RU2268181C2 (ru) * 2004-01-05 2006-01-20 Федеральное государственное унитарное предприятие Всероссийский научно-исследовательский и конструкторско-технологический институт подвижного состава Министерства путей сообщения Российской Федерации (ФГУП ВНИКТИ МПС России) Рама для конструктивного ряда тележек железнодорожного подвижного состава
RU2283253C1 (ru) * 2005-04-14 2006-09-10 Закрытое акционерное общество "Управляющая компания ВКМ" Тележка транспортного средства
CN201116124Y (zh) * 2007-11-02 2008-09-17 长春轨道客车股份有限公司 低地板轻轨车用动力转向架构架
DE102008030450A1 (de) * 2008-06-26 2009-12-31 Man Nutzfahrzeuge Ag Frontquerträger eines Nutzfahrzeugs
CN201347090Y (zh) * 2009-01-07 2009-11-18 长春轨道客车股份有限公司 转向架端梁组成
CN201951482U (zh) * 2011-01-21 2011-08-31 南车株洲电力机车有限公司 一种h型转向架端梁总成
CN201951479U (zh) * 2011-02-23 2011-08-31 南车株洲电力机车有限公司 一种轨道工程车转向架
AT516912A3 (de) * 2015-02-17 2017-12-15 Siemens Ag Oesterreich Verbindungsträger für zwei Längsträger eines Schienenfahrzeugs

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Also Published As

Publication number Publication date
AT516912A3 (de) 2017-12-15
US20180043909A1 (en) 2018-02-15
AT516912A2 (de) 2016-09-15
CN107207019A (zh) 2017-09-26
WO2016131691A1 (fr) 2016-08-25
RU2675757C1 (ru) 2018-12-24
CN107207019B (zh) 2019-07-16
EP3259169A1 (fr) 2017-12-27
US10745035B2 (en) 2020-08-18

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