EP3265359B1 - Drehgelenk zum drehgelenkigen verbinden von schienenfahrzeugen - Google Patents

Drehgelenk zum drehgelenkigen verbinden von schienenfahrzeugen Download PDF

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Publication number
EP3265359B1
EP3265359B1 EP16707441.8A EP16707441A EP3265359B1 EP 3265359 B1 EP3265359 B1 EP 3265359B1 EP 16707441 A EP16707441 A EP 16707441A EP 3265359 B1 EP3265359 B1 EP 3265359B1
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EP
European Patent Office
Prior art keywords
coupling element
opening
end region
pivot joint
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.)
Active
Application number
EP16707441.8A
Other languages
German (de)
English (en)
French (fr)
Other versions
EP3265359A1 (de
Inventor
André Daniel
Sven Wagner
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
Priority to PL16707441T priority Critical patent/PL3265359T3/pl
Publication of EP3265359A1 publication Critical patent/EP3265359A1/de
Application granted granted Critical
Publication of EP3265359B1 publication Critical patent/EP3265359B1/de
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Anticipated expiration legal-status Critical

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61G—COUPLINGS; DRAUGHT AND BUFFING APPLIANCES
    • B61G11/00—Buffers
    • B61G11/14—Buffers absorbing shocks by mechanical friction action; Combinations of mechanical shock-absorbers and springs
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61G—COUPLINGS; DRAUGHT AND BUFFING APPLIANCES
    • B61G1/00—Couplings comprising interengaging parts of different shape or form and having links, bars, pins, shackles, or hooks as coupling means
    • B61G1/28—Couplings comprising interengaging parts of different shape or form and having links, bars, pins, shackles, or hooks as coupling means with vertical bolt or pin
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61G—COUPLINGS; DRAUGHT AND BUFFING APPLIANCES
    • B61G11/00—Buffers
    • B61G11/16—Buffers absorbing shocks by permanent deformation of buffer element

Definitions

  • the invention relates to a rotary joint for pivotally connecting rail vehicles or rail vehicle parts.
  • the European standard EN 15227 must be met. It is necessary to provide a rail vehicle with energy absorbing elements.
  • the energy dissipation elements are formed, the z. B. at an impact of the rail vehicle on an obstacle resulting impact energy at least partially defined by defined deformation or destruction to absorb or reduce.
  • the introduction of excessive impact energy in the rest, less easily exchanged structure of the vehicle and thus the damage to this remaining vehicle structure and the risk of injury to passengers can be at least reduced, but preferably completely avoided.
  • Rail vehicles are in particular high-speed, long-distance, local transport, transport trains or trams.
  • Rail vehicle parts are in particular wagons, car bodies, modules or car parts of a rail vehicle or a rail vehicle network to understand.
  • DE 102007044745 A1 relates to a rail vehicle with impact energy dissipating wall structure, comprising a car body comprising a plurality of structural components, each of which substantially determines the structural strength of the car body, wherein the plurality of structural components comprises at least one wall member which forms at least part of a wall of the car body.
  • the wall component is formed by a metal sandwich structure, wherein the sandwich structure comprises two outer metallic cover layers and at least one core of a metallic foam material arranged between the cover layers.
  • the disadvantage here is that is deformed when exposed to impact energy of the car body.
  • EP 1 312 527 A1 discloses a hinge assembly for articulating car bodies of a multi-unit vehicle, characterized by at least one energy dissipation member which dissipates energy due to a shock transmitted from a car body to an adjacent connected car body.
  • the energy absorbing member includes, for example, a deformation element, which in the Joint assembly is integrated backlash.
  • EP 2 554 452 A1 shows a connecting device, which is suitable for connecting a first chassis and a second chassis of a rail vehicle, having a first connecting element with a first end, which is adapted to be attached to a chassis of a rail vehicle and a second end, the first end in Direction opposite to a longitudinal axis.
  • the first connecting element has a through hole or a recess which is suitable for a pivot pin to be held in the through hole or the recess.
  • the first connection part has a frame substructure forming the second end and extending from the second end to the first end.
  • the frame substructure has an inwardly directed surface at the second end.
  • a second connecting member has a first end adapted to be fixed to a chassis of a rail-bound vehicle and a second end opposite the first end in the direction of a longitudinal axis.
  • the second member has a through hole or a recess, wherein a second portion of the connecting pin is held in the through hole or the recess of the second connecting member.
  • There is also an energy absorbing element having a first end and a second end.
  • the first end of the energy absorbing member has a contact surface in contact with the portion of the outer surface of the pivot pin facing the first end of the first hinge member, the contact surface facing the second end of the first hinge member and forming another portion of the surface defining the through hole or the recess is limited.
  • the second end of the energy absorbing member is in contact with a support member located closer to the first end of the first connection member than the connection pin or at the first end of the first connection member.
  • the frame substructure has guide surfaces which are arranged to guide the pivot pin along the longitudinal axis when the pivot pin is moved from its position of being held in the through hole or recess to the first end of the first connection member in a manner , which is the first end of the energy absorption part in the direction of the first End of the first connecting element moves, wherein the energy absorbing element absorbs energy.
  • the object of the present invention is to provide an energy absorbing element for a rail vehicle, which does not have this disadvantage.
  • the energy absorbing element should be able to absorb impact energy in such a way that the rest of the vehicle structure is as little as possible or at least minimally damaged.
  • the hinge is designed such that it z. B. by the action of a certain force, such as an impact force acting against the rail vehicle can be upset.
  • a certain force such as an impact force acting against the rail vehicle can be upset.
  • the first and second parts are translationally movable relative to one another.
  • the energy can be dissipated by deformation of the first and / or the second part.
  • the deformation of the first and / or the second part takes place in the region of the elongated opening.
  • the deformation of the first and / or the second part is preferably irreversible.
  • the swivel can be easily removed after deformation and replaced with a mint swivel.
  • the first and the second part are pivotally coupled together.
  • the pivotal coupling of the first and the second part is made possible by the coupling element.
  • the coupling element may be an integral part of the first or the second part.
  • the coupling element may be formed on the first or second part of the coupling element, in particular formed, be.
  • the coupling element may not be detachably connected to the first or second part.
  • the coupling element may be positively and / or materially connected to one of the parts.
  • the rotary joint With the rotary joint rail vehicles or rail vehicle parts can be coupled to each other pivotally. At the same time, the rotary joint has an energy dissipation function.
  • the rotary joint can be arranged in the area above a Jakobs bogie, as described below.
  • the coupling element can penetrate the elongate opening with the engaging portion.
  • the coupling element may be rotatable in the elongated opening or may not be rotatable, as described below in various embodiments.
  • one of the parts has a recess into which the coupling element can be introduced.
  • the part with the recess does not have the elongated opening, and the other part has the elongated opening.
  • the recess is for example a continuous recess, also referred to as a through hole into which the coupling element can be inserted.
  • the coupling element can be rotatable in the recess.
  • the recess is preferably formed circularly symmetrical.
  • the first part and / or the second part has at least one spring element.
  • the spring element is arranged in particular between the coupling element and the first part or between the coupling element and the second part. If one of the parts has a recess described above or in particular a continuous recess, then the spring element is preferably disposed within the recess of the relevant part, preferably between the coupling element and the part. The spring element can engage around the coupling element.
  • the spring element is designed to absorb smaller forces, in particular impact forces, which are insufficient to cause an irreversible deformation of the first and / or the second part.
  • the spring element is designed in particular as a reversible energy dissipation element. After the travel of the spring element is used up, can according to the above-described mechanism of action expansion the elongated opening and a preferably irreversible deformation of the rotary joint in the region of the elongated opening take place.
  • a pitching movement and / or a rolling movement between the first and the second part of the rotary joint can be made possible by the spring element, or a pitching motion and / or a rolling motion between car parts or wagons of a rail vehicle, which are coupled via the rotary joint.
  • a pitching motion is a relative rotation of the first part and the second part, or coupled parts of the wagon, about the transverse axis (Y-axis).
  • a roll motion is a relative rotation of the first part and the second part, or coupled parts of the wagon, about the longitudinal axis (X-axis).
  • the spring element is designed as an elastically deformable element, for. B. formed as elastomeric plastic.
  • the rotary joint is designed such that the first part is fork-shaped in cross-section and the second part in cross-section tongue-shaped, in other words tab-shaped, is formed.
  • the fork-shaped first part may comprise the tongue-shaped second part.
  • the rotary joint is designed such that the coupling element has a rotationally symmetrical section, so that the first part and the second part are rotatable relative to one another about the axis of rotation of the rotationally symmetrical section.
  • the first and / or the second part may be rotatable about the rotationally symmetric portion.
  • This rotationally symmetric portion is to be distinguished from a portion which engages in an elongated opening. It may be a portion which engages in an elongated opening, rotationally symmetrical or not, as explained below.
  • a portion which engages in an elongated opening of a part of the rotary joint is not rotationally symmetrical, there may be a rotationally symmetrical (not engaging in an elongated opening) portion which is preferably inserted into an opening in the second part, wherein the rotationally symmetrical portion is preferably made to fit the opening, the opening in the second part is therefore preferably also rotationally symmetrical.
  • the opening in the second part may be formed within a still described spring element.
  • the rotary joint is designed such that the engaging portion of the coupling element is rotationally symmetrical.
  • the coupling element can in this case be rotatable in the elongated opening.
  • the coupling element is continuously rotationally symmetrical in cross section.
  • the coupling element can, for. B. be designed as a bolt. This embodiment proves to be particularly advantageous in the production of the coupling element, since circular-symmetrical shapes are easier to produce than others.
  • the engaging portion of the coupling member may include a first side surface and a second side surface tapering from the first end portion of the at least one elongated opening toward the second end portion of the elongated opening.
  • the engaging portion of the coupling element has in particular a trapezoidal cross-section. This embodiment offers particular advantages in the calculation of the design of the parts of the swivel joint with regard to an impact energy to be absorbed.
  • the first side surface of the engaging portion may abut a first inner surface of the elongate opening and the second side surface of the engaging portion may abut a second inner surface of the elongated opening.
  • the first inner surface of the elongate opening and the second inner surface of the elongate opening taper toward each other towards the second end portion of the elongate opening.
  • the surfaces of the engaging portion of the coupling element and the inner surfaces of the elongated opening are preferably planar surfaces.
  • the first part and the second part may each have at least one fastening element with which the first and the second part can be fastened to a rail vehicle or to a rail vehicle part.
  • the fastening element in plan view is square or rectangular.
  • the invention includes all conceivable forms of the fastener.
  • the fastener may, for. B. be formed plate-shaped. It is also conceivable fastener with fasteners such. B. screws, cooperates.
  • the fastening element may be formed on the first or on the second part, in particular as an integral part of this part, in particular formed, be.
  • rail vehicle which has at least one previously described rotary joint.
  • the hinge can z. B. between bases, structural components, in particular cross members, or end walls of adjacent rail vehicle parts preferably car bodies or modules, be arranged.
  • the rotary joint can be fastened to subframes, structural components, in particular cross members, or end walls of adjacent rail vehicle parts, preferably car bodies or modules. It is also conceivable that two or more swivel joints are present between two rail vehicle parts.
  • the rail vehicle may have a Jakobs bogie.
  • two adjacent rail vehicle parts such as car bodies or modules, can be supported on a common, so-called Jakob bogie.
  • Jakobs bogie the two consecutive rail vehicle parts are supported simultaneously on one and the same bogie, so that the bogie is located directly under the transition between two fixed rail vehicle parts.
  • the swivel joint can be arranged above the Jakobs bogie between rail vehicle parts, so that adjacent rail vehicle parts can be coupled to one another via the Jakobs rotary position and via the swivel joint.
  • the rail vehicle may have multiple pivots and Jakobs bogies.
  • the combination of the rotary joint according to the invention with a Jakobs bogie is advantageous because an energy dissipation element is provided in the region of the Jacob bogie.
  • the rotary joint according to the invention may be designed so that it does not allow sideward displacements of adjacent car bodies relative to one another. Rotational movements about the vertical axis (Z-axis), optionally rotational movements about the transverse axis (Y-axis, pitch), optionally rotational movements about the longitudinal axis (X-axis, rolling) and in the case of a sufficiently large impact, a translational movement along the longitudinal axis, wherein an energy consumption takes place.
  • a translation movement of adjacent car bodies relative to one another along the transverse axis is preferably not provided, as is also not provided in the case of Jakobs bogies such a translational movement. Therefore, the rotary joint according to the invention can be advantageously combined with a Jakobs bogie.
  • Fig. 1 schematically shows a side view of a hinge 10.
  • the hinge 10 comprises a first part 1 and a second part 2.
  • the first part 1 and the second part 2 have fastening elements 6a and 6b, which are angled T-shaped.
  • the first part 1 and the second part 2 are coupled to each other via the coupling element 3, designed as a bolt.
  • the first part 1 and the second part 2 are formed in the form of tabs in this embodiment.
  • the coupling element 3 has engaging portions 4a and 4b and two end portions 5 which are formed as widened heads of the coupling element 3.
  • the first 1 and second parts have elongated openings 11, 12 (in particular in FIG Fig. 3 shown).
  • the coupling element 3 is located with its first engaging portion 4a in the elongated opening 11 of the first part 1 and with its second engaging portion 4b in the elongated opening 12 of the second part 2.
  • the elongated openings 11, 12 formed continuously,
  • the coupling element 3 makes it possible for the first part 1 and the second part 2 to be rotatable relative to each other about the longitudinal axis 21 of the coupling element 3.
  • FIG. 2 shows the Fig. 2 in the Fig. 1 illustrated embodiment of the rotary joint and in plan view, wherein the first part 1, the elongated opening 11 and the second part having the elongated opening 12.
  • the width of the elongated opening 11 of the first part 1 decreases from the first end portion 11a of the elongated opening 11 of the first part 1 toward the second end portion 11b of the elongated opening 11 of the first part 1.
  • the width of the elongated opening 12 of the second part 2 decreases from the first end portion 12a of the elongate opening 12 of the second part 2 towards the second end portion 12b of the elongate opening 12 of the second part 2.
  • the coupling element 3 in the first end portion 11 a of the elongated opening 11 of the first part 1 and in the first end portion 12 a of the elongated opening 12 of the second part 2 inserted, as in the plan view of Fig. 2 to see in which the end portion 5 is not shown.
  • the coupling element 3 is shown hatched here to show its presence in cross section.
  • the coupling element including its in the elongated openings 11, 12 engaging portions 4a, 4b formed in plan view rotationally symmetrical.
  • the coupling element 3 can perform a preferably linear movement from the first end region 12a of the elongated opening 12 in the direction of the second end region 12b of the elongate opening 12 of the second part 2.
  • the elongated opening 12 of the second part in particular in the second end portion 12 b of the elongated opening 12, widened.
  • the crash energy is absorbed.
  • the coupling element 3 can perform a preferably linear movement from the first end portion 11 a of the elongated opening 11 in the direction of the second end portion 11 b of the elongated opening 11 of the first part 1, so that the elongated opening 11 of the first part 1 expands and the first part 1 is deformed.
  • the first 1 and / or second part 2 deform in a crash, preferably irreversibly.
  • the first part 1 is designed substantially as a tab, except for the fastener, and the second part 2 as a fork.
  • the first part 1 has a shaded spring element 13, which is formed as an annular element and in a recess 110 of the first part 1, which is formed continuously in this embodiment, is introduced.
  • the hatching of part 13 in Fig. 3a / 3b should represent the location and demarcation of the part, not the structural design.
  • the spring element is a rubber ring.
  • the second part 2 has two superimposed and along the axis x in Fig. 2 (Which is preferably the longitudinal axis of a vehicle, extending legs 14, 15. Each leg 14, 15 each has an elongated opening 120 and 121. The two elongated openings 120 and 121 are formed continuously .
  • the vertical distance between the two legs 14th , 15, ie the distance in y-direction in Fig. 2 is chosen so that between the legs of the second part 14, 15 a space for receiving the first part 1 remains.
  • the first part 1 engages with the tab-shaped portion in the space between the legs 14, 15 of the second part 2 a.
  • the coupling element 3 in the form of a bolt, penetrates the recess 110 with a central engaging portion 4 c, which is delimited by dotted lines, and is surrounded by the spring element 13. Alternatively it can be provided that the spring element is provided elsewhere and the middle engaging portion 4c is inserted for positive connection in a correspondingly narrower dimensioned recess 110.
  • a lower engaging portion 4a of the coupling element 3 penetrates the elongated opening 12c of the leg 14 of the second part 2. Further penetrates an upper engaging portion 4b of the coupling element 3, the elongated opening 121 of the other leg 15 of the second part 2.
  • the bolt 13, at Position of the sections 4a and 4b in the end portions 120a and 121a, within the recesses 120, 121 rotatable.
  • the end regions 120a and 121a of the openings 120, 121 are in the narrower sense the regions in which the sections 4a and 4b of the bolt 13 are located, which is only inadequately represented by the reference line in this view due to the congruence.
  • the reference numerals to 120a and 121a are set slightly adjacent to the sections 4a and 4b, these points of the openings 120, 121 are also attributed to the end region here.
  • An analogous representation was made in Fig. 2 selected. In Fig.
  • 3c is the elongated opening 121 of the second part 2 (alternatively it could be the opening 120, 11 or 12) with no coupling element inserted and with the location of the end regions 121a and 121b (alternatively, the end regions 11a / 11b, 12a / 12b or 120a / 120b).
  • Fig. 3b is the first part 1 according to the in Fig. 3a illustrated embodiment of the invention shown in plan view.
  • the spring element 13 In the middle of the spring element 13 is the engaging portion 4c of the coupling element 3, which is surrounded by the spring element 13.
  • the representation is not to scale Fig. 3a and 3c , as well as the Fig. 3a, 3b and 3c are not equal to each other to scale. For example, this is evident from the fact that the bolt 3 in Fig. 3b has a smaller diameter than in Fig. 3a and, for example, not accurately in the first end portion 121 a of Fig. 3c would fit, like this in Fig. 3a and 4 is shown.
  • Fig. 4 shows a perspective view of the in Fig. 3a illustrated embodiment of the invention. Visible in this embodiment, the shape of the elongated openings 120, 121, which has the same shape as the elongated openings 11, 12 in the embodiment of the Fig. 1 and 2 ,
  • the coupling element 3 is now moved in both elongated openings 120, 121 of the second part 2 and moved in from the first end portions 120a, 121a toward the second end portions 102b, 121b of the elongated openings 120, 121, whereby the elongated openings 120, 121 are widened and the tabs 14, 15 of the second part 2 are deformed. This absorbs the crash energy.
  • FIG. 12 shows a perspective view of another embodiment of the pivot joint 101 according to the invention.
  • This embodiment differs in the shape of the sections of the modified coupling element 30 engaging in the elongated openings 122, 123 and in the shape of the elongate openings 122, 123 , 123 engaging portions of the coupling element 30 are formed as trapezoidal heads, of which in Fig. 5 only an upper engaging portion 40b can be seen.
  • this is also on the Fig. 3a referred to, where the shape of the engaging in elongated openings 121, 122 sections 4a and 4b in cross-section is round.
  • the shape of the engaging in elongated openings 121, 122 sections 4a and 4b in cross-section is round.
  • the analogous engaging portions are trapezoidal in cross section and the ends of the elongated openings 121, 122 are square, with the wider end of the elongate opening fittingly enclosing the trapezoidal portion from three sides.
  • the engaging portion 40b occupies the same position in the hinge 101 as the engaging portion 4b in FIG Fig. 3 ,
  • the connection of the coupling element 30 with the first part 1 is identical to the connection of the coupling element 3 with the first part 1 Fig. 3a and 3b ,
  • the coupling element 30 with the not shown, too Fig.
  • the coupling element 30 can rotate together with the rubber ring 13 within the recess 110, or rotate within the rubber ring 13.
  • the coupling element 30 is not rotatable due to the trapezoidally shaped engaging portion 40b.
  • the engaging portions 4a, 4b are round and rotatable in the elongated openings 120, 121, so that the coupling element 3 is rotatable against the part 2.
  • the engaging portion 4c of the bolt 3 may be rotatable in the recess 110, for example inside the rubber ring 13 or together with the rubber ring 13, or it may not be rotatable there, because the rotatability of the bolt within the elongated openings for the articulated connection is sufficient.
  • each wider heads 5 may be provided at the ends of the bolt 3, as in Fig. 1 shown to prevent slipping of the bolt 3.
  • such common heads can be provided.
  • Fig. 6 shows a view of the embodiment Fig. 5 from above.
  • the trapezoidal engaging portion 40 b is disposed at the first end portion 122 a of the elongated opening 12.
  • the engaging portion has a first side surface 16 and an opposite second side surface 17 tapering from the first end portion 122a of the elongated opening 122 toward the second end portion 122b of the elongated opening 122.
  • the side surfaces 16, 17 of the trapezoidal engaging portion 4 abut against side surfaces 25, 26 of the elongate opening 122.
  • a trapezoidal section of the coupling element 30 engaging in the oblong opening 123 has two side faces (not shown) running at an angle to one another.
  • the mechanism of action and energy consumption in the event of a crash is similar to the embodiment of FIG Fig. 3 and 4 ,
  • the cross-sectionally trapezoidal engaging portion 40b of the coupling element is displaced in the elongated opening 12 from the first end portion 122a toward the second end portion 122b with the side surfaces 16, 17 of the engaging portion 40b sliding along the side surfaces 25, 26 of the elongated opening 12 and the opening 122 is widened.
  • the crash energy is absorbed.
  • This embodiment differs from that previously described in Fig. 3 and 4 embodiment shown by embodiment of the engaging portions 4a, 4b and 4c of the coupling element 3 and the shape of the elongated openings 12c, 12d of the second part second
  • the engaging in the elongated openings 12 c, d portions 4 a, 4 b of the coupling element 3 are formed as trapezoidal heads, of which in Fig. 5 only an upper engaging portion 4b can be seen.
  • a rail vehicle 500 is shown in a section.
  • a first wagon 200 is connected to another wagon 300 via a Jacob bogie 400 and via a rotary joint 10 according to the invention.
  • the pivot 10 (or 100 or 101) is disposed above the Jacob bogie 400.
  • the rotary joint 10 according to the invention is arranged, for example, on carriers of a vehicle body structure of the wagons 300, 400, in particular on crossbeams.
  • the wagons 200 and 300 are coupled to each other via a Jacob bogie and the pivot 10 such that no lateral displacement of the wagons 200, 300 relative to each other is possible.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Vibration Dampers (AREA)
  • Bridges Or Land Bridges (AREA)
  • Pivots And Pivotal Connections (AREA)
EP16707441.8A 2015-03-05 2016-03-02 Drehgelenk zum drehgelenkigen verbinden von schienenfahrzeugen Active EP3265359B1 (de)

Priority Applications (1)

Application Number Priority Date Filing Date Title
PL16707441T PL3265359T3 (pl) 2015-03-05 2016-03-02 Przegub obrotowy do przegubowego łączenia pojazdów szynowych

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102015204008.9A DE102015204008A1 (de) 2015-03-05 2015-03-05 Drehgelenk zum drehgelenkigen Verbinden von Schienenfahrzeugen
PCT/EP2016/054404 WO2016139236A1 (de) 2015-03-05 2016-03-02 Drehgelenk zum drehgelenkigen verbinden von schienenfahrzeugen

Publications (2)

Publication Number Publication Date
EP3265359A1 EP3265359A1 (de) 2018-01-10
EP3265359B1 true EP3265359B1 (de) 2018-09-05

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EP16707441.8A Active EP3265359B1 (de) 2015-03-05 2016-03-02 Drehgelenk zum drehgelenkigen verbinden von schienenfahrzeugen

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EP (1) EP3265359B1 (es)
CN (1) CN107428348B (es)
CA (1) CA2986416C (es)
DE (1) DE102015204008A1 (es)
ES (1) ES2700128T3 (es)
PL (1) PL3265359T3 (es)
WO (1) WO2016139236A1 (es)

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Publication number Priority date Publication date Assignee Title
DE102018113349A1 (de) * 2018-06-05 2019-12-05 Bombardier Transportation Gmbh Drehgelenk für ein Drehgestell eines Schienenfahrzeugs

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Publication number Publication date
CN107428348A (zh) 2017-12-01
CA2986416C (en) 2022-12-13
CA2986416A1 (en) 2016-09-09
ES2700128T3 (es) 2019-02-14
DE102015204008A1 (de) 2016-09-08
EP3265359A1 (de) 2018-01-10
PL3265359T3 (pl) 2019-02-28
CN107428348B (zh) 2019-03-19
WO2016139236A1 (de) 2016-09-09

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