EP3837148B1 - Arrangement d'articulation pour relier de manière articulée deux caisses voisines d'un véhicule guidé sur rails - Google Patents

Arrangement d'articulation pour relier de manière articulée deux caisses voisines d'un véhicule guidé sur rails Download PDF

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Publication number
EP3837148B1
EP3837148B1 EP19732605.1A EP19732605A EP3837148B1 EP 3837148 B1 EP3837148 B1 EP 3837148B1 EP 19732605 A EP19732605 A EP 19732605A EP 3837148 B1 EP3837148 B1 EP 3837148B1
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EP
European Patent Office
Prior art keywords
joint
arrangement
arm
bearing
energy
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
EP19732605.1A
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German (de)
English (en)
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EP3837148A1 (fr
Inventor
Arthur Kontetzki
Ulrich BÖHNE
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Voith Patent GmbH
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Voith Patent 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
Priority claimed from DE202018104702.7U external-priority patent/DE202018104702U1/de
Priority claimed from DE102018119909.0A external-priority patent/DE102018119909A1/de
Application filed by Voith Patent GmbH filed Critical Voith Patent GmbH
Publication of EP3837148A1 publication Critical patent/EP3837148A1/fr
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Publication of EP3837148B1 publication Critical patent/EP3837148B1/fr
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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
    • B61D3/00—Wagons or vans
    • B61D3/10—Articulated vehicles
    • B61D3/12—Articulated vehicles comprising running gear interconnected by loads
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61G—COUPLINGS; DRAUGHT AND BUFFING APPLIANCES
    • B61G5/00—Couplings for special purposes not otherwise provided for
    • B61G5/02—Couplings for special purposes not otherwise provided for for coupling articulated trains, locomotives and tenders or the bogies of a vehicle; Coupling by means of a single coupling bar; Couplings preventing or limiting relative lateral movement of vehicles

Definitions

  • the present invention relates to a joint arrangement according to the preamble of independent claim 1, as for example from EP 1 884 434 A1 is known.
  • the invention particularly relates to an articulated arrangement for the articulated connection of two adjacent car bodies of a track-guided vehicle, the articulated arrangement having a first articulated arm and a second articulated arm which are articulated by means of a joint bearing in a joint plane.
  • the joint bearing has a joint pin, which forms a pivot axis that is common to the joint arrangement. This pivot pin is preferably supported on both sides via bearing shells of the joint arrangement.
  • the first articulated arm has an end area on the car body side that is connected or can be connected to a base plate of a first car body and an opposite end area on the front side with a first joint head
  • the second articulated arm has an end area on the car body side that is connected with a base plate of a second car body and an end area on the opposite front side with a has a second joint head which is at least partially designed to be complementary to the first joint head.
  • the (integrated) energy absorption element usually provided in the joint bearing is a regenerative energy absorption element, in particular an elastomer element, which only serves to dampen the tensile and impact forces transmitted via the joint connection during normal driving operation. It is known that this regeneratively designed energy absorbing element absorbs forces up to a defined magnitude and transmits the forces in excess of this undamped via the bearing block into the vehicle underframe or into the car body.
  • shock absorbers particularly in the form of destructively designed energy absorbing elements, must be integrated into the energy absorbing concept of the entire vehicle so that the impact energy can be absorbed directly in the joint arrangement or in the vehicle underframe. Otherwise the vehicle body would be exposed to extreme loads and possibly damaged or even destroyed. In such a case, the car body of rail vehicles runs the risk of derailing.
  • a destructively designed energy absorption element is often used, which is designed in such a way, for example, that it only responds after exhausting the work consumption of the regeneratively designed energy-absorbing element provided, for example in the pivot bearing, and at least partially absorbs and thus reduces the energy transmitted by the power flow via the energy-absorbing element.
  • Possible destructive energy absorbing elements are, for example, deformation tubes in which the impact energy is converted into deformation work and heat in a destructive manner by a defined deformation (plastic deformation) of at least one section of the deformation tube.
  • An energy absorbing element based on the principle of a deformation tube is characterized in that it has a defined response force without force peaks.
  • solutions are also known from the prior art in which regeneratively designed energy absorbing elements are also used to protect the vehicle underframe from damage in the event of severe impacts.
  • An example of this are gas-hydraulic buffers with a regenerative or self-restoring mode of operation.
  • energy absorbing elements that are based on a gas-hydraulic mode of operation usually have a lower response force and prestress and react in particular as a function of speed.
  • energy absorbing elements which are based on a gas-hydraulic mode of operation
  • energy absorbing elements are also known which function according to a hydrostatic mode of operation and which also have a regenerative (self-restoring) effect.
  • hydrostatically operating energy absorbing elements have a high response force and preload.
  • Articulated arrangements are known from the prior art, for example, in which a deformation tube is integrated in at least one of the articulated arms, which tube assumes the function of a destructive energy absorption element.
  • An articulated arm with a deformation tube integrated therein is thus to be understood as a functional force transmission unit, the articulated arm consisting of a first force transmission element in the form of the deformation tube and a second force transmission element in the form of a frontal End of the articulated arm provided joint head is formed. Both components are connected to one another in a non-positive manner in such a way that tensile and impact forces can be transmitted in the longitudinal direction of the joint arrangement.
  • the destructively designed energy dissipation element forms the end section of the articulated arm on the car body side, while the front end section of the articulated arm corresponds to the articulated head.
  • the end section of the articulated arm on the car body side is connected to the so-called base plate of the car body, into which the forces transmitted by the articulated arms of the articulated arrangement are introduced or from which the forces to be transmitted by the articulated arms of the articulated arrangement are introduced from the car body into the associated articulated arm.
  • the joint head on the front end section of the first joint arm of a joint arrangement can generally be brought into engagement with a correspondingly complementary joint head of an adjacent car body formed on the front end section of the second joint arm of the joint arrangement.
  • the power flow runs from the base plate of the first car body via the energy absorbing element that may be integrated in the first articulated arm and is preferably designed to be destructive, the first articulated head to the second articulated arm, which is assigned to the adjacent second car body.
  • the second articulated arm can either also be equipped with a destructive energy absorption element, but it would also be conceivable for the second articulated arm to have a joint head only on its front end section, while the end section on the car body side is essentially rigidly connected directly to the base plate of the second car body.
  • FIG. 1 shows an example of a generic articulated arrangement known from the prior art with a first and a second articulated arm 10, 20.
  • a joint fork is provided as the first articulated head 15 on the front end region 12 of the first articulated arm 10 .
  • this joint fork goes into the first articulated arm 10, which extends through the at the End face of the (not shown) first car body firmly attached (flanged) base plate 2 extends.
  • the structure of the second articulated arm 20 is mirror-symmetrical to the structure of the first articulated arm 10 with respect to the joint plane.
  • the joint plane is the vertical plane that runs through the pivot axis Z, which is defined by the joint pin 31 and is common to the joint arrangement.
  • the power flow then continues from the joint bearing or joint pin 31 to the second joint head 25 designed as a joint eye on the front end region 22 of the second joint arm 20 and finally to the base plate 4 of the second car body (not explicitly shown).
  • the present invention is based on the object of further developing this joint arrangement in such a way that the long-term strength of the joint arrangement can be improved.
  • the invention relates in particular to an articulated arrangement with a first and a second articulated arm, the first articulated arm having a front end region with a first articulated head and the second articulated arm having a front end region with a second articulated head that is at least partially complementary to the first articulated head.
  • the joint arrangement also has a joint bearing with a joint pin in order to connect the first and second joint heads in an articulated plane, with a pivot axis common to the joint arrangement is formed with the pivot pin, and wherein the pivot bearing has bearing shells, in particular bearing shells arranged on both sides, for supporting the pivot pin on both sides.
  • the first articulated arm is assigned at least one force transmission element, which is fixedly connected to the front end area of the first articulated arm and fixedly connected to one of the bearing shells on both sides.
  • the solution described above provides for the bearing shells to be offset inwards into the joint bearing, in order to provide a larger cross section during the transmission of force from the first articulated arm to the joint bearing or to the second articulated arm (and vice versa), over which the power flow can flow .
  • This takes place via the at least one force transmission element, which on the one hand is firmly connected to the front end area of the first articulated arm and on the other hand is firmly connected to one of the bearing shells on both sides.
  • the at least one force transmission element is formed in or parallel to a force flow running from the first articulated arm to the second articulated arm.
  • This solution is preferred insofar as the power transmission member no further force diversion and thus no further force peaks are caused.
  • other solutions are also conceivable.
  • the first joint head is designed to at least partially accommodate the second joint head, with the bearing shells being arranged at least partially between the first joint head and the at least one force transmission element.
  • the latter has a driver element which has a first end region which can be brought into operative connection with a chassis, in particular a bogie, to be arranged below the joint arrangement.
  • the driver element also has an opposite second end area in the first end area, via which the driver element is firmly connected to the first articulated arm. It is conceivable in this context, for example, if the driver element is formed integrally with the first articulated arm. Of course, however, the driver element can also be detachably rigidly connected to the first articulated arm.
  • the joint arrangement also has a driver element
  • the at least one force transmission element is firmly connected to the driver element. In this way it is ensured that the power flow over the largest possible cross-section of the first articulated arm on the driver element and thus in a possibly. with the driver element operatively connected bogie can be directed.
  • the bearing shells are preferably each constructed in several parts and have an upper bearing shell area which is preferably detachably connected to a lower bearing shell area.
  • This multi-part construction of the bearing shells makes it possible to connect the articulated arms of the articulated arrangement to one another in a vertical direction, which simplifies the assembly of the articulated arrangement according to the invention.
  • the joint arrangement has an energy absorption device which is integrated in the joint connection formed with the two joint arms and the joint bearing and for damping the train transmitted via the joint connection during normal driving operation - and impact forces preferably provided in the joint bearing, regeneratively designed energy absorbing element, in particular an elastomeric element.
  • the energy dissipation device of the articulated arrangement also has a destructively designed energy dissipation element, in particular a deformation tube or the like, which is integrated in the second articulated arm in such a way that the flow of forces occurring during normal driving operation and from the articulated arrangement to tensile and impact forces that are transmitted from the base plate of the first car body via the first articulated arm, the joint bearing with the pivot pin, the second articulated arm and the preferably destructive energy absorption element integrated in the second articulated arm to the base plate of the second car body and vice versa.
  • a destructively designed energy dissipation element in particular a deformation tube or the like
  • the energy-absorbing device of the joint arrangement has a destructively designed energy-absorbing element, in particular a deformation tube or the like.
  • the first joint head has a joint yoke and the second joint head has a joint eye designed to complement the joint yoke, the joint yoke and the joint eye being rotatably connected to one another using the joint pin.
  • the joint yoke and the joint eye being rotatably connected to one another using the joint pin.
  • FIG. 1 shows a joint arrangement known from the prior art with a first joint arm 10 and a second joint arm 20.
  • the joint arrangement has a driver element 50, with a first end region of the driver element 50 in operative connection with a (in FIG. 1 not shown) below the joint arrangement to be arranged undercarriage, in particular bogie, can be brought.
  • the second end region opposite the first end region of the driver element 50 is connected to the joint arrangement via the bearing shells on both sides.
  • the load path L is drawn in schematically, over which the tensile and impact forces to be transmitted by the joint arrangement during normal driving run.
  • the load path L runs from the first articulated arm 10 via the lower bearing shell element 61 into the driver element 50.
  • the joint arrangement 100 has - as well as in FIG. 1 shown, known from the prior art articulation arrangement - a first articulated arm 10 and a second articulated arm 20 on.
  • An end area of the first articulated arm 10 on the car body side is connected or can be connected to a base plate 2 of a first car body, while a front end area of the first articulated arm 10 opposite the end area of the articulated arm 10 on the car body side is provided with a first joint head 15.
  • the second articulated arm 20 has an end region on the car body side that is connected or can be connected to a base plate 4 of a second car body, and an opposite front end region with a second articulated head 25 that is at least partially complementary to the first articulated head 15.
  • first joint head 15 of the first joint arm 10 can be designed as a joint fork and the second joint head 25 of the second joint arm 20 can be designed as a joint eye.
  • first joint head 15 of the first joint arm 10 can be designed as a joint fork and the second joint head 25 of the second joint arm 20 can be designed as a joint eye.
  • other embodiments are also possible here.
  • the first joint head 15 of the first joint arm 10 and the second joint head 25 of the second joint arm 20 are connected to one another in an articulated manner via a joint bearing 60 .
  • the joint bearing 60 has a joint pin 31 which defines the pivot axis Z common to the joint arrangement 100 .
  • the joint bearing 60 also has bearing shells 62 on both sides of the joint heads 15, 25 in order to support the joint pin 31 of the joint bearing 60 on both sides.
  • the joint arrangement 100 of the present invention is characterized in that an additional force path L' is formed, via which the tensile and impact forces transmitted by the joint arrangement 100 during normal driving run.
  • FIG. 1 known solution - the joint arrangement 100 according to the invention provides that the first articulated arm 10 is assigned at least one force transmission element 65, which is fixedly connected to the end region of the first articulated arm 10 on the one hand and fixedly to one of the bearing shells 62 of the joint bearing 60 on both sides on the other hand.
  • the at least one force transmission element 65 assigned to the first joint arm 10 is configured in or parallel to a force flow running from the first joint arm 10 to the second joint arm 20 .
  • FIG. 5 It is indicated how a further load path L' is formed with the aid of the at least one force transmission element 65, as a result of which the tensile and impact forces to be transmitted during normal driving operation of the joint arrangement 100 are distributed over a larger cross section.
  • the strength of the joint arrangement 100 according to the invention can be optimized as a result of this increased load distribution.
  • the first joint head 15 is the first Articulated arm 10 designed to accommodate at least partially the second joint head 25 of the second articulated arm 20.
  • the bearing shells 62 of the joint bearing 60 on both sides are arranged at least in regions between the first joint head 15 and the at least one force transmission element 65, as can also be seen in particular in the plan view in FIG FIG. 4 or the sectional view in FIG. 7 can be removed.
  • the joint arrangement 100 also has a driver element 50 with a first end region, which can be brought into operative connection with a chassis to be arranged below the joint arrangement 100, in particular a bogie.
  • a second end region opposite the first end region of the driver element 50 is firmly (rigidly) connected to the first articulated arm 10 of the articulated arrangement 100 .
  • the at least one force transmission element 65 is firmly (ie rigidly) connected to the driver element 50, as is shown in the side view in accordance with FIG. FIG. 5 or the isometric view acc. FIG. 2 can be easily removed.
  • the bearing shells 62 on both sides are provided between the at least one force transmission element 65 and the second articulated arm 20 .
  • the bearing shells 62 are each constructed in several parts and have an upper bearing shell area 63 which is preferably detachably connected to a lower bearing shell area 61 . In this way, the first link arm 10 can be assembled with the second link arm 20 in a vertical direction.
  • the pivot pin 31 of the pivot bearing 60 is designed as a bolt 31 running horizontally and perpendicular to the longitudinal direction of the joint arrangement 100 .
  • an energy dissipation device 66 is integrated, which absorbs the energy transmitted via the articulated connection during normal driving operation tensile and impact forces.
  • a regenerative energy dissipation element 66 preferably provided in the pivot bearing 60 , is integrated in the pivot bearing 60 .
  • This energy dissipation element 66 is preferably an elastomer element.
  • the joint arrangement 100 has further energy dissipation devices in the form of destructively designed energy dissipation elements 13a, 23a, which are integrated in the first and second articulated arm 10, 20 in such a way that the flow of forces occurring during normal driving and from the joint arrangement 100 to transmitted tensile and impact forces run via the articulated arms 10, 20, the pivot bearing 60, the pivot pin 31 and the integrated in the corresponding articulated arms 10, 20 energy dissipation elements 13a, 23a.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Vehicle Body Suspensions (AREA)
  • Platform Screen Doors And Railroad Systems (AREA)
  • Vibration Dampers (AREA)

Claims (12)

  1. Arrangement d'articulation (100) pour relier de manière articulée deux caisses voisines d'un véhicule guidé sur rails, l'arrangement d'articulation (100) présentant les éléments suivants :
    - un premier bras d'articulation (10), lequel présente une région d'extrémité côté caisse, reliée ou pouvant être reliée à une plaque de base (2) d'une première caisse et une région d'extrémité opposée côté frontal dotée d'une première tête d'articulation (15) ;
    - un deuxième bras d'articulation (20), lequel présente une région d'extrémité côté caisse, reliée ou pouvant être reliée à une plaque de base (4) d'une deuxième caisse et une région d'extrémité opposée côté frontal dotée d'une deuxième tête d'articulation (25) réalisée au moins dans certaines régions de manière complémentaire à la première tête d'articulation (15) ; et
    - un palier d'articulation (60) doté d'un tourillon d'articulation (31) pour relier de manière articulée la première et la deuxième tête d'articulation (15, 25) dans un plan d'articulation, un axe de pivotement (Z) commun pour l'arrangement d'articulation (100) étant formé avec le tourillon d'articulation (31), et le palier d'articulation (60) présentant des coussinets de palier (62) pour le support bilatéral du tourillon d'articulation (31),
    caractérisé en ce
    qu'au moins un organe de transmission de force (65) est associé au deuxième bras d'articulation (20), lequel organe est relié solidement à la région d'extrémité côté frontal du deuxième bras d'articulation (20) et solidement à respectivement l'un des coussinets de palier (62) bilatéraux.
  2. Arrangement d'articulation (100) selon la revendication 1,
    l'au moins un organe de transmission de force (65) étant réalisé dans ou parallèlement à un flux de force s'étendant à partir du premier bras d'articulation (10) vers le deuxième bras d'articulation (20).
  3. Arrangement d'articulation (100) selon la revendication 1 ou 2,
    la première tête d'articulation (15) étant réalisée pour recevoir la deuxième tête d'articulation (25) au moins dans certaines régions, et les coussinets de palier (62) étant disposés entre la première tête d'articulation (15) et l'au moins un organe de transmission de force (65) au moins dans certaines régions.
  4. Arrangement d'articulation (100) selon l'une des revendications 1 à 3,
    l'arrangement d'articulation (100) présentant en outre un élément d'entraînement (50) doté d'une première région d'extrémité, laquelle peut être amenée en liaison fonctionnelle avec un châssis, en particulier un boggie, devant être disposé en dessous de l'arrangement d'articulation (100), et une deuxième région d'extrémité opposée, par le biais de laquelle l'élément d'entraînement (50) est relié solidement au premier bras d'articulation (10).
  5. Arrangement d'articulation (100) selon la revendication 4,
    l'au moins un organe de transmission de force (65) étant relié solidement à l'élément d'entraînement (50).
  6. Arrangement d'articulation (100) selon l'une des revendications 1 à 5,
    les coussinets de palier (62) étant prévus respectivement entre l'au moins un organe de transmission de force (65) et le deuxième bras d'articulation (20).
  7. Arrangement d'articulation (100) selon l'une des revendications 1 à 6,
    les coussinets de palier (62) étant constitués respectivement de plusieurs parties et présentant une région de coussinet de palier (63) supérieure, qui est reliée de préférence de manière libérable à une région de coussinet de palier (61) inférieure.
  8. Arrangement d'articulation (100) selon l'une des revendications 1 à 7,
    le tourillon d'articulation (31) étant réalisé sous la forme d'un axe s'étendant horizontalement et s'étendant perpendiculairement à la direction longitudinale de l'arrangement d'articulation (100).
  9. Arrangement d'articulation (100) selon l'une des revendications 1 à 8,
    un dispositif d'absorption d'énergie (66) étant en outre prévu, lequel est intégré dans la liaison d'articulation formée avec les deux bras d'articulation et le palier d'articulation (60), et lequel présente, pour l'amortissement des forces de traction et de choc transmises par le biais de la liaison d'articulation lors du fonctionnement de conduite normal, un élément d'absorption d'énergie, en particulier un élément élastomère, prévu de préférence dans le palier d'articulation (60) et réalisé de manière régénérative.
  10. Arrangement d'articulation (100) selon la revendication 9,
    le dispositif d'absorption d'énergie présentant en outre au moins un élément d'absorption d'énergie (23a) réalisé de préférence de manière destructive, en particulier un tube de déformation ou similaire, lequel est intégré dans le deuxième bras d'articulation (20) de telle sorte que le flux de force des forces de traction et de choc se produisant lors du fonctionnement de conduite normal et devant être transmises par l'arrangement d'articulation (100) s'étende à partir de la plaque de base (2) de la première caisse via le premier bras d'articulation (10), le palier d'articulation (60), le tourillon d'articulation (31), le deuxième bras d'articulation (20) et via l'au moins un élément d'absorption d'énergie intégré dans le deuxième bras d'articulation (20) jusqu'à la plaque de base (4) de la deuxième caisse et inversement.
  11. Arrangement d'articulation (100) selon la revendication 9 ou 10,
    le dispositif d'absorption d'énergie présentant en outre au moins un élément d'absorption d'énergie (13a) réalisé de préférence de manière destructive, en particulier un tube de déformation ou similaire, lequel est intégré dans le premier bras d'articulation (10) de telle sorte que le flux de force des forces de traction et de choc se produisant lors du fonctionnement de conduite normal et devant être transmises par l'arrangement d'articulation (100) s'étende à partir de la plaque de base (2) de la première caisse via le premier bras d'articulation (10) et l'au moins un élément d'absorption d'énergie intégré dans le premier bras d'articulation (10), le palier d'articulation (60), le tourillon d'articulation (31) et le deuxième bras d'articulation (20) jusqu'à la plaque de base (4) du deuxième bras d'articulation (20) et inversement.
  12. Arrangement d'articulation (100) selon l'une des revendications 1 à 11,
    la première tête d'articulation (15) présentant une fourche d'articulation et la deuxième tête d'articulation (25) présentant un œillet d'articulation.
EP19732605.1A 2018-08-16 2019-06-19 Arrangement d'articulation pour relier de manière articulée deux caisses voisines d'un véhicule guidé sur rails Active EP3837148B1 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE202018104702.7U DE202018104702U1 (de) 2018-08-16 2018-08-16 Gelenkanordnung zum gelenkigen Verbinden von zwei benachbarten Wagenkästen eines spurgeführten Fahrzeugs
DE102018119909.0A DE102018119909A1 (de) 2018-08-16 2018-08-16 Gelenkanordnung zum gelenkigen Verbinden von zwei benachbarten Wagenkästen eines spurgeführten Fahrzeuges
PCT/EP2019/066171 WO2020035196A1 (fr) 2018-08-16 2019-06-19 Arrangement d'articulation pour relier de manière articulée deux caisses voisines d'un véhicule guidé sur rails

Publications (2)

Publication Number Publication Date
EP3837148A1 EP3837148A1 (fr) 2021-06-23
EP3837148B1 true EP3837148B1 (fr) 2022-08-10

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EP19732605.1A Active EP3837148B1 (fr) 2018-08-16 2019-06-19 Arrangement d'articulation pour relier de manière articulée deux caisses voisines d'un véhicule guidé sur rails

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EP (1) EP3837148B1 (fr)
CN (1) CN217198121U (fr)
PL (1) PL3837148T3 (fr)
WO (1) WO2020035196A1 (fr)

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2023156673A1 (fr) 2022-02-21 2023-08-24 Voith Patent Gmbh Ensemble d'articulation pour liaison articulée de deux carrosseries de véhicule adjacentes d'un véhicule ferroviaire
DE102022110742A1 (de) 2022-05-02 2023-11-02 Voith Patent Gmbh Gelenkanordnung zum gelenkigen Verbinden von zwei benachbarten Wagenkästen eines spurgeführten Fahrzeuges

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1312527B1 (fr) * 2001-09-17 2003-06-04 Voith Turbo Scharfenberg GmbH & Co. KG Articulation d'accouplement
ATE410351T1 (de) * 2006-07-31 2008-10-15 Voith Turbo Scharfenberg Gmbh Gelenkanordnung zum gelenkigen verbinden von zwei benachbarten wagenkästen

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EP3837148A1 (fr) 2021-06-23
CN217198121U (zh) 2022-08-16
PL3837148T3 (pl) 2022-11-28
WO2020035196A1 (fr) 2020-02-20

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