EP3310636B1 - Ensemble d'entraînement pour véhicule ferroviaire, véhicule ferroviaire comprenant l'ensemble d'entraînement et procédé de fabrication de l'ensemble d'entraînement et du véhicule ferroviaire - Google Patents

Ensemble d'entraînement pour véhicule ferroviaire, véhicule ferroviaire comprenant l'ensemble d'entraînement et procédé de fabrication de l'ensemble d'entraînement et du véhicule ferroviaire Download PDF

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Publication number
EP3310636B1
EP3310636B1 EP16731104.2A EP16731104A EP3310636B1 EP 3310636 B1 EP3310636 B1 EP 3310636B1 EP 16731104 A EP16731104 A EP 16731104A EP 3310636 B1 EP3310636 B1 EP 3310636B1
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EP
European Patent Office
Prior art keywords
traction motor
bogie
rail vehicle
drive system
supporting structure
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.)
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Application number
EP16731104.2A
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German (de)
English (en)
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EP3310636A1 (fr
Inventor
Werner Cepak
Markus Ganster
Daniele DOTTI
Martin Bazant
Gerhard HARASLEBEN
Josef Poisinger
Michael Wusching
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Alstom Transportation Germany GmbH
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Bombardier Transportation GmbH
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Priority to PL16731104T priority Critical patent/PL3310636T3/pl
Publication of EP3310636A1 publication Critical patent/EP3310636A1/fr
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Publication of EP3310636B1 publication Critical patent/EP3310636B1/fr
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61C—LOCOMOTIVES; MOTOR RAILCARS
    • B61C9/00—Locomotives or motor railcars characterised by the type of transmission system used; Transmission systems specially adapted for locomotives or motor railcars
    • B61C9/38—Transmission systems in or for locomotives or motor railcars with electric motor propulsion
    • B61C9/48—Transmission systems in or for locomotives or motor railcars with electric motor propulsion with motors supported on vehicle frames and driving axles, e.g. axle or nose suspension
    • B61C9/50—Transmission systems in or for locomotives or motor railcars with electric motor propulsion with motors supported on vehicle frames and driving axles, e.g. axle or nose suspension in bogies
    • 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
    • B61F3/00—Types of bogies
    • B61F3/02—Types of bogies with more than one axle
    • B61F3/04—Types of bogies with more than one axle with driven axles or wheels

Definitions

  • the invention relates to a drive arrangement for a rail vehicle and a rail vehicle with a drive arrangement.
  • the rail vehicle is a light rail vehicle, such as a tram.
  • the invention further relates to methods of manufacturing the drive assembly and the rail vehicle.
  • the invention particularly relates to low-floor rail vehicles, in particular light low-floor rail vehicles.
  • the bottoms of the passenger compartments of such rail vehicles are not above the height level or even below the height level of the axes of rotation of the wheel disks of the bicycles of the rail vehicle, in particular in the outer door area between the bogies at a height level. There is thus little room for the traction motors of the rail vehicle.
  • an external longitudinal drive can be provided, ie the longitudinal axis of the rotor of the traction motor extends in the direction of travel or substantially in the direction of travel and the traction motor is arranged outside the space between the wheel discs of a wheelset.
  • the drive shaft extends outside approximately parallel to the longitudinal members of the bogie, which extend in the longitudinal direction of the vehicle, ie approximately in the direction of travel in particular between two sets of wheels of the bogie.
  • Such longitudinal drives usually have a bevel gear. The disadvantage of this is the complexity of the transmission and the resulting in particular at higher speeds noise with a high sound level. The traction motor is therefore designed for relatively low maximum speeds. This in turn leads to a relatively large weight and space.
  • traction motors with running in the vertical direction rotor and drive shaft, which can be arranged in the region of the transitions between different car bodies of the rail vehicle.
  • the disadvantage of this is the complexity of the transmission, via which the drive energy is introduced by the traction motor in the wheelset.
  • the traction motor in the area above a wheel disc of a wheelset e.g. be arranged below the seats of vehicle seats.
  • this requires due to the height of the transmission a separate oil pump with a corresponding risk of failure.
  • the moving masses and resting masses of the drives are relatively large. Since at least parts of the drive as the transmission, depending on the version but also the traction motor on the bogie, be attached, suspended or supported, the bogie itself must be carried out accordingly stable and therefore usually heavy and bulky.
  • transverse drive in which the longitudinal axis of the rotor and thus the drive shaft of the motor runs parallel or approximately parallel to the longitudinal axis of the axle.
  • WO 2011/141510 A1 several variants of the attachment or coupling of such a transverse drive to a bogie.
  • EP 3 034 375 A1 (not before published) describes a bogie with a frame having two side members, two cross members, two axle structures, each having two axle bearings and a transverse axle and extending in the transverse direction between two ends and each support a wheel.
  • the wheels define an interior space between them which is defined in the transverse direction between the wheels on the same axle shaft and limited longitudinally between the two axle shafts.
  • At least one motor supported by at least one of the cross members of the frame is disposed in the interior space.
  • the reducing agent is arranged outside the interior.
  • the clutch shaft of the engine extends from the engine to beyond the corresponding carrier to the reducing agent.
  • a further object of the invention is to provide methods for producing a drive arrangement and a rail vehicle with which these goals can be achieved.
  • a traction motor of the rail vehicle drive into a supporting structure of a bogie.
  • At least a part of the supporting structure of the bogie thus fulfills two functions, namely on the one hand to take up at least a part of the weight of the rail vehicle and to transfer at least one wheel set to the rails and on the other hand to contain at least a partial volume of the traction motor.
  • the term of containing the sub-volume or volume refers to the volume of the supporting structure of the bogie, which is defined by the envelope surfaces of the volume. At least a partial volume of Traction motor is located within these envelope surfaces.
  • the supporting structure of the bogie has a recess or a cavity, which thus lies within the envelope surfaces and in which at least part of the traction motor is received.
  • the construction volume required outside of the supporting parts of the bogie for the traction motor is reduced. Furthermore, at least the integrated into the bogie portion of the drive motor is protected by parts of the bogie from external influences, such as shocks. Thereby, e.g. a housing of the traction motor space-saving (eg., With less housing wall thickness) are performed or even at least a part of the housing are omitted. In other words, the supporting structure of the bogie can form at least a part of the motor housing.
  • a transverse drive i. the longitudinal axis of the traction motor
  • the longitudinal axis of the rotor of the traction motor therefore extends in particular in the horizontal direction, e.g. when the rail vehicle is moving on a track that is not inclined to the right or left while driving. This is usually the case when driving straight ahead.
  • the transverse drive allows the use of a transmission that makes do with the transmission of drive energy from the motor drive shaft to the wheel or the wheelset without bevel gears.
  • the drive assembly may therefore have a spur gear, wherein the traction motor during operation couples the drive energy via a drive shaft of the spur gear in this.
  • the drive shaft and an output shaft of the spur gear can run parallel to the wheelset shaft or said virtual wheelset axle.
  • the wheel set shaft is the output shaft of the spur gear or the wheelset shaft and the drive shaft are coaxial with each other.
  • a spur gear has over a bevel gear the advantage of a smaller, construction volume, for this reason a lower mass with similar materials and lower noise at the same speeds.
  • a spur gear also has the advantage that a multi-stage gear can be realized in a simple manner, which in turn are large ratios of the rotational speeds of the drive shaft and output shaft of the transmission with low noise possible.
  • Multi-stage helical gearboxes, but also one-stage helical gearboxes are therefore suitable for building drives with low weight and high gear ratios. This in turn makes it possible to operate the traction motor at higher speeds and therefore, run at the same drive power, with a smaller volume. This, in turn, facilitates integration of the traction motor into the supporting structure of the bogie, i. a major portion or all of the traction motor may be within the envelope of the bearing portions of the bogie.
  • An advantage of the space savings both by the at least partial integration of the traction motor in the supporting structure of the bogie as well as by using a spur gear is that the lateral projection of components of the drive assembly can be reduced to the outside compared to other drive assemblies with external parts.
  • This advantage is in particular over known arrangements in which the drive motor is completely outside of the longitudinal beams of the supporting structure of the bogie. In particular, when cornering this reduces the width of the clearance gauge of the vehicle at the height of the bogie. Also for the provision of sufficient space in which can move over the bogie sprung parts of the rail vehicle, this clearance is beneficial.
  • the at least partial integration into the bogie clearance for the construction of a low-floor rail vehicle exists. This applies in particular to transitions between different car bodies of the rail vehicle, which are usually arranged in the bogies.
  • the side rail may have a recess extending from the outside of the bogie into the side rail, and e.g. has a closed circumferential edge.
  • the shape and size of the closed peripheral edge is matched to the shape and size of the outer circumference of the traction motor such that the stator of the traction motor is at least partially received in the recess and thereby on different sides of the outer periphery in contact with the edge of the recess is.
  • the edge of the recess holds the stand and thus the traction motor therefore in the stop position.
  • the recess may extend into the interior of the longitudinal member but not through it. In this way there is a stop for the insertion of the traction motor into the recess, which is e.g. is formed by the rear wall of the recess. However, it is preferred that the recess extends through the longitudinal member. This increases the space for the inclusion of the traction motor and a part of the traction motor can also be located on the inside of the longitudinal member.
  • At least a partial volume of the traction motor can be integrated into a cross member of the bogie.
  • the cross member extends (in straight travel of the rail vehicle) in the horizontal direction.
  • the use of a cross member has the advantage that in the direction of the greatest length of the cross member, i. in the transverse direction, sufficient space for the arrangement of the traction motor, in particular the entire length of the traction motor is available.
  • a portion of a cooling device for cooling the traction motor may be integrated during its operation into the supporting structure of the bogie.
  • a fan of the cooling device for cooling an air flow may at least partially be integrated into the supporting structure of the bogie.
  • a portion of a coolant line of the cooling device for guiding a flow of cooling fluid can be integrated into the supporting structure of the bogie.
  • a coolant pump the cooling device for driving a cooling liquid flow at least partially integrated in the supporting structure of the bogie / be.
  • a heat exchanger for transferring heat of a cooling liquid to the supporting structure and / or to the environment of the supporting structure may at least partially be integrated into the supporting structure of the bogie.
  • cooling fluid conduits may run within the supporting structure, e.g. from the traction motor via conduits within a longitudinal beam and / or cross member of the supporting structure optionally via a cooling liquid pump integrated in the supporting structure and optionally via an additional heat exchanger for recooling the cooling fluid back to the traction motor.
  • the at least partial integration of the cooling device results in a free space available for other structural elements and other devices of the rail vehicle.
  • both at least a partial volume of the traction motor and at least a partial volume of the cooling device for cooling the traction motor during its operation is integrated into the supporting structure of the bogie, components of the cooling device can be saved.
  • the integration of at least one part of the cooling device makes it possible to dissipate the heat generated during operation of the traction motor via the supporting structure of the bogie.
  • the supporting structure can therefore be used in particular as a heat exchanger for transmitting heat of an engine coolant to the ambient air.
  • a part of the cooling device for example the additional heat exchanger, the coolant pump and / or the fan, can be introduced into a recess of a longitudinal member of the supporting structure of the bogie.
  • the additional heat exchanger, the coolant pump and / or the fan can be introduced into a recess of a longitudinal member of the supporting structure of the bogie.
  • both a recess for the traction motor and at least one recess for the part of the cooling device can be provided.
  • the traction motor and / or at least part of the cooling device can be introduced into a side member of the supporting structure.
  • the drive assembly may be part of a rail vehicle.
  • a drive assembly may be made in any of the configurations described in this specification.
  • an axis of rotation of the rotor about which the rotor rotates during operation of the traction motor, and the drive shaft of the spur gear in the horizontal direction refers to the case that the rail vehicle at a Operation of the drive assembly moves straight in the rail vehicle.
  • an output shaft of the spur gear also run with its axis of rotation in the horizontal direction.
  • the drive energy transmission from the traction motor to a wheel or a wheelset therefore takes place in particular exclusively by rotational movements about horizontally extending axes of rotation. A reversal of rotational movements (as in bevel gearboxes) is therefore not required.
  • the supporting structure of the bogie may have a longitudinal beam extending in one direction of travel during operation of the rail vehicle, the volume or sub-volume of the traction motor being integrated in the side rail.
  • a favorable, at least partially balanced weight distribution can be achieved, in particular in the following manner:
  • the load-bearing construction of the bogie has a right-hand side, which is located on a right side in the direction of travel when operating the rail vehicle, and a left-side region , which is located on the left in the direction of travel during operation of the rail vehicle.
  • the drive arrangement has a first and a second traction motor, wherein at least a partial volume of the first traction motor is integrated into the right-side area and at least a partial volume of the second traction motor is integrated in the left-side area.
  • the first traction motor and the second traction motor may each be coupled via a spur gear with at least one wheel of the bogie / be.
  • the overall arrangement of the two traction motors and the two spur gear can, viewed from above, be punctiform symmetrical to a center on the central longitudinal axis of the rail vehicle. This longitudinal axis runs in the direction of travel of the rail vehicle.
  • the arrangement of the first traction motor with the coupled thereto first spur gear is arranged point-symmetrical to the arrangement of the second traction motor with the second spur gear coupled thereto.
  • bogie 1 has two sets of wheels 2a, 2b and 2c, 2d, wherein the wheels 2a and 2b and 2c and 2d each rotatably connected to each other via a wheelset 3a, 3b, ie rotate with the exception of elasticity-related torsions about the axis of rotation of the wheelset the wheels and the wheelset synchronously about the axis of rotation.
  • the wheel set shafts 3a, 3b are each coupled via two pivot bearings not shown with the supporting structure of the bogie 1.
  • the supporting structure has in the illustrated embodiment, two side members 5a, 5b and a cross member 4.
  • the longitudinal members 5a, 5b extend with their longitudinal axis, in Fig. 1 from left to right, in the direction of travel of the rail vehicle.
  • the cross member 4 connects the longitudinal members 5a, 5b in their central longitudinal section with each other.
  • an H-shaped supporting structure of the bogie 1 is achieved.
  • the invention is not limited to such a supporting structure of a bogie. Rather, other, already known bogie constructions for the integration of the traction motor and / or the cooling device can be used.
  • the pivot bearing for supporting the wheelset shafts 3a, 3b in the opposite end longitudinal sections of the side members 5a, 5b.
  • a traction motor 7a, 7b is partially integrated in each case. Further, in each of the side rails 5a, 5b, a cooling device 9a, 9b for cooling one of the traction motors 7a, 7b partially integrated.
  • the recess for the second traction motor 7b is in Fig. 2 denoted by the reference numeral 6b.
  • the recess for the second cooling device 9b is in Fig. 2 denoted by the reference numeral 8b.
  • At least the recesses 8 for the cooling devices 9a, 9b extend through the side members 5a, 5b through to the inside. They thus form a two-sided open housing for receiving the cooling device 9.
  • this is also the case for the recesses 6 for the traction motors 7.
  • the traction motor 7 or the cooling device 9 protrude out of the recess on the outside.
  • the view of the first longitudinal member 5a from the outside, ie from above in Fig. 1 is similar to the view of the second longitudinal member 5b, the in Fig. 2 is shown. Therefore, the overall arrangement of the motors 7a, 7b (and also the transmission, which will be discussed in more detail) point-symmetrical to the center P of the cross member ( Fig. 1 ). In this way, the weight distribution is balanced. There are on the right and the left side of the vehicle about the same size masses.
  • Each of the traction motors 7a, 7b has a drive shaft which is part of the rotor.
  • the rotor 12b of the second traction motor 7b is in Fig. 1 shown schematically with broken lines. It is coupled to the drive shaft 13b (also shown schematically with dashed lines) of the associated spur gear 11b, which is located on the outside of the longitudinal member 5b.
  • the second spur gear 11b has (as shown schematically lower right in FIG Fig. 1 also shown with dashed lines) to an output shaft 14b, which is coupled to the second Radsatzwelle 3b. Therefore, during operation of the second traction motor 7b, drive energy is transmitted to the second wheel set shaft 3b via the second spur gear 11b, and thus the wheel set is driven by the wheels 2c and 2d.
  • the first traction motor 7a to the associated spur gear 11a on the outside of the first longitudinal member 5a applies accordingly.
  • cooling device 9a, 9b which is partially integrated in the side members 5a, 5b, is in the illustrated embodiment, a heat exchanger for recooling the cooling liquid.
  • a coolant pump that circulates coolant in a coolant circuit can also in the Bogie be integrated. Coolant conduits therefore run, for example, respectively from the traction motor 7a, 7b within the longitudinal member 5a, 5b via the coolant pump and via the heat exchanger back to the traction motor 7a, 7b.
  • the cooling liquid circuits in the various side members 5a, 5b are separated from each other in the embodiment.
  • the longitudinal beams 5a, 5b acts as a heat exchanger to the surrounding air.
  • air usually flows turbulently over surfaces of the longitudinal member 5a, 5b, so that it is effectively cooled by the air.
  • a fan may additionally be provided, which causes an additional air flow along surfaces of the longitudinal member and along the surface of protruding from the side member 5a, 5b partial volume of the traction motor 7a, 7b, especially at low speeds of the rail vehicle.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Arrangement Or Mounting Of Propulsion Units For Vehicles (AREA)
  • Connection Of Motors, Electrical Generators, Mechanical Devices, And The Like (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Motor Power Transmission Devices (AREA)

Claims (12)

  1. Ensemble d'entraînement pour un véhicule ferroviaire, présentant :
    - une structure porteuse d'un bogie (1),
    - un moteur de traction (7a, 7b) avec un stator (15a, 15b) et un rotor (12b) et
    - un engrenage pour la transmission d'énergie d'entraînement du moteur de traction (7a, 7b) sur au moins un essieu (2a, 2b, 2c, 2d) du bogie (1),
    dans lequel l'ensemble d'entraînement est configuré en tant qu'entraînement transversal, l'engrenage est un engrenage droit (11a, 11b), dans lequel un arbre d'entraînement (13b) de l'engrenage droit (11a, 11b) est couplé avec le rotor (12b) du moteur de traction (7a, 7b) et un arbre de sortie (14b) de l'engrenage droit (11a, 11b) peut être accouplé ou est accouplé à au moins une roue (2d) de l'essieu (2a, 2b, 2c, 2d),
    caractérisé en ce que
    au moins un volume partiel du moteur de traction (7a, 7b) est intégré dans la structure porteuse du bogie (1).
  2. Ensemble d'entraînement selon la revendication 1, dans lequel un axe de rotation du rotor (12b), autour duquel le rotor (12b) tourne lors du fonctionnement du moteur de traction (7a, 7b), et l'arbre d'entraînement (13b) de l'engrenage droit (11a, 11b) s'étendent dans la direction horizontale, lorsque le véhicule ferroviaire roule tout droit lors d'un fonctionnement de l'ensemble d'entraînement dans le véhicule ferroviaire.
  3. Ensemble d'entraînement selon la revendication 1 ou 2, dans lequel un dispositif de refroidissement (9a, 9b) pour le refroidissement du moteur de traction (7a, 7b) est intégré au moins en partie dans la structure porteuse du bogie (1).
  4. Ensemble d'entraînement selon la revendication 3, dans lequel un ventilateur du dispositif de refroidissement pour la génération d'un flux d'air est intégré au moins en partie dans la structure porteuse du bogie (1).
  5. Ensemble d'entraînement selon la revendication 3 ou 4, dans lequel au moins une section d'une conduite de liquide de refroidissement du dispositif de refroidissement pour le guidage d'un flux de liquide de refroidissement est intégrée dans la structure porteuse du bogie (1).
  6. Ensemble d'entraînement selon l'une quelconque des revendications 3-5, dans lequel une pompe de liquide de refroidissement du dispositif de refroidissement (9a, 9b) pour l'entraînement d'un flux de liquide de refroidissement est intégrée au moins en partie dans la structure porteuse du bogie (1).
  7. Ensemble d'entraînement selon l'une quelconque des revendications 1-6, dans lequel la structure porteuse du bogie (1) présente un longeron (5a, 5b) s'étendant pendant le fonctionnement du véhicule ferroviaire dans un sens de circulation et dans lequel le volume ou volume partiel du moteur de traction (7a, 7b) est intégré dans le longeron (5a, 5b).
  8. Ensemble d'entraînement selon l'une quelconque des revendications 1-7, dans lequel la structure porteuse du bogie (1) présente une zone côté droit, qui se trouve lors du fonctionnement du véhicule ferroviaire sur un côté situé à droite dans le sens de circulation, et une zone côté gauche, qui se trouve lors du fonctionnement du véhicule ferroviaire sur un côté situé à gauche dans le sens de circulation, dans lequel l'ensemble d'entraînement présente un premier (7a) et un deuxième (7b) moteur de traction, dans lequel au moins un volume partiel du premier moteur de traction (7a) est intégré dans la zone côté droit et au moins un volume partiel du deuxième moteur de traction (7b) est intégré dans la zone côté gauche et dans lequel le premier moteur de traction (7a) et le deuxième moteur de traction (7b) sont couplés avec au moins une roue (2a, 2b, 2c, 2d) du bogie (1) respectivement par le biais d'un engrenage droit (11a, 11b).
  9. Véhicule ferroviaire présentant un ensemble d'entraînement selon l'une quelconque des revendications 1-8, dans lequel l'arbre de sortie de l'engrenage droit (11a, 11b) est accouplé à au moins une roue (2b, 2d) de l'essieu.
  10. Procédé de fabrication d'un ensemble d'entraînement pour un véhicule ferroviaire, en particulier de l'ensemble d'entraînement selon l'une quelconque des revendications 1-9, dans lequel :
    - un engrenage pour la transmission d'énergie d'entraînement sur une roue (2b, 2d) ou un essieu (2a, 2b, 2c, 2d) d'un bogie (1) est soutenu directement et/ou par le biais d'un moteur de traction (7a, 7b) au niveau d'une structure porteuse du bogie (1) et
    - un rotor (12b) du moteur de traction (7a, 7b) est couplé avec un arbre d'entraînement de l'engrenage,
    dans lequel l'ensemble d'entraînement est configuré en tant qu'entraînement transversal et un engrenage droit (11a, 11b) est utilisé en tant qu'engrenage, caractérisé en ce que
    au moins un volume partiel du moteur de traction (7a, 7b) est intégré dans la structure porteuse du bogie (1).
  11. Procédé selon la revendication 10, dans lequel un dispositif de refroidissement (9a, 9b) pour le refroidissement du moteur de traction (7a, 7b) est intégré au moins en partie dans la structure porteuse du bogie (1).
  12. Procédé de fabrication d'un véhicule ferroviaire, dans lequel un ensemble d'entraînement du véhicule ferroviaire selon la revendication 10 ou 11 est fabriqué.
EP16731104.2A 2015-06-16 2016-06-16 Ensemble d'entraînement pour véhicule ferroviaire, véhicule ferroviaire comprenant l'ensemble d'entraînement et procédé de fabrication de l'ensemble d'entraînement et du véhicule ferroviaire Active EP3310636B1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
PL16731104T PL3310636T3 (pl) 2015-06-16 2016-06-16 Układ napędowy dla pojazdu szynowego, pojazd szynowy z układem napędowym oraz sposób wytwarzania układu napędowego i pojazdu szynowego

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102015211064.8A DE102015211064A1 (de) 2015-06-16 2015-06-16 Antriebsanordnung für Schienenfahrzeug, Schienenfahrzeug mit Antriebsanordnung sowie Verfahren zum Herstellen der Antriebsanordnung und des Schienenfahrzeugs
PCT/EP2016/063932 WO2016202942A1 (fr) 2015-06-16 2016-06-16 Ensemble d'entraînement pour véhicule ferroviaire, véhicule ferroviaire comprenant l'ensemble d'entraînement et procédé de fabrication de l'ensemble d'entraînement et du véhicule ferroviaire

Publications (2)

Publication Number Publication Date
EP3310636A1 EP3310636A1 (fr) 2018-04-25
EP3310636B1 true EP3310636B1 (fr) 2019-04-10

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Country Link
EP (1) EP3310636B1 (fr)
CN (1) CN107810134B (fr)
AU (1) AU2016280771B2 (fr)
CA (1) CA2989732A1 (fr)
DE (1) DE102015211064A1 (fr)
ES (1) ES2727175T3 (fr)
PL (1) PL3310636T3 (fr)
RU (1) RU2709634C2 (fr)
WO (1) WO2016202942A1 (fr)

Cited By (1)

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Publication number Priority date Publication date Assignee Title
WO2024088896A1 (fr) 2022-10-24 2024-05-02 Siemens Mobility Austria Gmbh Organe de roulement pour véhicule ferroviaire et véhicule ferroviaire associé

Families Citing this family (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102017111190A1 (de) 2017-05-23 2018-11-29 Voith Patent Gmbh Drehgestell für Schienenfahrzeug
RU2713756C1 (ru) * 2018-10-22 2020-02-07 Федеральное государственное казенное учреждение "12 Центральный научно-исследовательский институт" Министерства обороны Российской Федерации Система охраны с подвижным модулем видеонаблюдения и силового реагирования
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RU2018101313A3 (fr) 2019-10-31
EP3310636A1 (fr) 2018-04-25
AU2016280771A1 (en) 2018-01-18
CN107810134A (zh) 2018-03-16
RU2709634C2 (ru) 2019-12-19
CA2989732A1 (fr) 2016-12-22
PL3310636T3 (pl) 2019-09-30
AU2016280771B2 (en) 2020-03-19
RU2018101313A (ru) 2019-07-16
CN107810134B (zh) 2020-03-03
DE102015211064A1 (de) 2016-12-22
ES2727175T3 (es) 2019-10-14
WO2016202942A1 (fr) 2016-12-22

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