EP3891037A1 - Segment de véhicule pour un véhicule ferroviaire articulé et véhicule ferroviaire - Google Patents

Segment de véhicule pour un véhicule ferroviaire articulé et véhicule ferroviaire

Info

Publication number
EP3891037A1
EP3891037A1 EP19812948.8A EP19812948A EP3891037A1 EP 3891037 A1 EP3891037 A1 EP 3891037A1 EP 19812948 A EP19812948 A EP 19812948A EP 3891037 A1 EP3891037 A1 EP 3891037A1
Authority
EP
European Patent Office
Prior art keywords
segment
car body
rail vehicle
body segment
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.)
Pending
Application number
EP19812948.8A
Other languages
German (de)
English (en)
Inventor
Gero Zechel
Jan Kostka
Simone Meißner
Hans-Ulrich Raith
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 Holdings SA
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
Publication of EP3891037A1 publication Critical patent/EP3891037A1/fr
Pending legal-status Critical Current

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
    • B61D1/00—Carriages for ordinary railway passenger traffic
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
    • B61D13/00—Tramway vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
    • B61D17/00—Construction details of vehicle bodies
    • B61D17/04—Construction details of vehicle bodies with bodies of metal; with composite, e.g. metal and wood body structures
    • B61D17/20—Communication passages between coaches; Adaptation of coach ends therefor
    • 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 vehicle segments for a multi-unit rail vehicle, in particular a vehicle segment for a continuously accessible multi-unit rail vehicle, and a rail vehicle, in particular a continuously accessible rail vehicle for
  • WO 2018095984 A1 describes an articulated vehicle comprising car bodies and at least one transitional car arranged between the car bodies, the transitional car being constructed from three sections, two end sections being arranged at opposite ends of a central section and connected to the central section in each case via a swivel joint which allows the end sections to pivot relative to the central section about a vertical axis of the articulated vehicle, and wherein the end sections are each connected to adjacent car bodies via joints which allow pivoting about a transverse axis of the articulated vehicle or a longitudinal axis of the articulated vehicle, and wherein in the central section at least one passenger compartment door is arranged.
  • WO 2001030628 A1 describes a vehicle segment for a rail-bound articulated vehicle, with a support frame on at least one Pair of wheels and with an outer jacket tubular in cross-section on the support frame, which encases internals of the vehicle segment, the longitudinal axis of the jacket running in the direction of travel.
  • the jacket of the vehicle segment can be rigidly coupled to the jacket of an adjacent vehicle segment and has at least one articulated jacket section which has a predetermined length in the direction of the longitudinal axis.
  • EP 0533028 Al describes a low-floor light rail car, consisting of passenger cells and a drive-receiving chassis parts, which are connected to one another at the end face via joint parts.
  • EP 0915001 A1 describes a device for connecting car bodies, preferably vehicles for rail passenger transport, with a rubber bellows-like device being arranged between ring-frame-like ends of car bodies, which device consists of an elastically deformable, equipped with energy absorption properties and after exceeding predetermined load limits with further energy absorption there is irreversibly plastically deformable material in which there are integrated transmission elements, which are distributed in a ring over the entire car body cross-section and which are provided with shaped spring areas. whereby the relative movements of the car bodies caused by the load and the route are not hindered.
  • An object of the present invention is to simplify and / or accelerate the separation of passable rail vehicle segments, in particular for low-floor railways, and to enable a high level of comfort and good usability of the respective separation area in the connected state.
  • a vehicle segment for a multi-unit rail vehicle comprises a first car body segment and a second car body segment rotatably connected to the first car body segment about a vertical axis of the vehicle segment.
  • a first pedestrian crossing area is formed between the first car body segment and the second car body segment.
  • the second car body segment has at one end facing away from the first car body segment two mechanical coupling elements for coupling a further vehicle segment, an electrical coupling element for electrical connection to the further vehicle segment and a bellows for a second passenger transition area to the further vehicle segment or a connection for the bellows.
  • the mechanical coupling elements are connected to the second car body segment via a respective joint which enables a rotary movement about a transverse axis which is perpendicular to the vertical axis and to a longitudinal axis of the second car body segment perpendicular to the vertical axis.
  • Such a vehicle segment can be mechanically and electrically (comparatively) fast, depending on the design, for example within the other vehicle segment with an analog structure using mechanical coupling elements and electrical coupling elements which are each designed to match one another 15, 10 or even only 5 minutes connected and separated again within a comparable period of time.
  • the vehicle segment is typically a fully-fledged module with the possibility of integrating doors, seats and windows, with an exterior door typically not being provided either in the first pedestrian crossing area or in the second pedestrian crossing area.
  • first passenger transition area between the first car body segment and the second car body segment, which provides a hermetic seal to the outside for the first person transition area.
  • vehicle segment in the first passenger crossing area is typically not, at least not easily or as easily and quickly, separable as in the second passenger crossing area.
  • the first car body segment can be located on an end of a vehicle segment facing away from the second car body segment (even for an end vehicle segment designed as a railcar or an end vehicle segment with a driver's cab).
  • a separable articulated connection with two degrees of freedom can be provided in the third passenger transition area, which has both a rotary movement about a transverse axis of the first car body segment, which is perpendicular to the vertical axis and to a longitudinal axis of the first car body segment perpendicular to the vertical axis, and a rotary movement about a longitudinal axis of the allows first car body segment of the respective vehicle segment.
  • connections for the bellows and the still further bellows are typically designed as a quick-release flange, zipper connection or keder connection connection.
  • both vehicle segments to be connected have a respective bellows, which have mutually matching flange, zipper connection or keder connection connections.
  • the bellows can also be provided only by one of the two vehicle segments to be connected, which can be connected to a corresponding flange, zipper connection or keder connection connection of the other vehicle segment.
  • the respective joint typically has only one degree of freedom.
  • the respective joint typically only allows a rotary movement in an angular range of at least 1 ° and / or at most 90. In this embodiment, it is therefore also referred to below as a tilting joint.
  • the angular range of the tilting joints can also be smaller, for example in a range from 1 ° to 35 ° or only up to 30 ° or even only up to 25 °.
  • the distance of the respective hinge point to the front of the vehicle segment is decisive (larger distances typically require a larger angular range).
  • Vehicle segments connected (coupled) to one another via tilting joints are typically only tiltable with respect to one another with respect to the transverse axis and are translationally movable with respect to the vertical axis.
  • the joints for the articulated connection of the two mechanical coupling elements with the second car body segment can be arranged coaxially to one another, designed as a respective tilt joint with typically (axis) parallel (tilt) axes, and / or on the second car body segment, in particular a lower part of the second car body segment and / or at the same vertical height.
  • the electrical coupling element (in the direction of the transverse axis, in plan view) is arranged between the two mechanical coupling elements. This can further simplify the separation / connection of the vehicle segments, since the mechanical and electrical coupling elements are arranged adjacent to one another in the horizontal direction (transverse direction).
  • the electrical coupling element can also be arranged on the lower part of the second car body segment. This also makes it easier to separate / connect the vehicle segments, since the mechanical and electrical coupling elements are arranged adjacent to one another in the vertical direction.
  • the electrical coupling element can have an electrical contact bridge that can typically be separated very quickly.
  • the respective mechanical coupling element can have a coupling element of a quick-disconnectable coupling, in particular an automatic or semi-automatic coupling, at one end, opposite its joint, or can be designed there as such a coupling element.
  • a coupling element can have a coupling rod connected to its joint and a corresponding coupling element at the opposite end of the joint.
  • the respective mechanical coupling element can have an (integrated) shock absorbing element and / or an (integrated) energy absorbing element.
  • shock absorbing element is intended to describe an element for damping or even picking up tensile and impact forces typically transmitted between vehicle segments during normal ferry operation and during coupling and uncoupling.
  • the shock absorbing element is an (integrated) damper (buffer) for normal ferry operation, in particular an elastomer damper.
  • the energy absorption element is designed for at least substantial energy absorption in the event of a crash.
  • the energy absorption capacity of the energy absorption element is typically significantly larger, for example by a factor of at least five or even at least ten, than the energy absorption capacity of the shock absorbing element.
  • the energy absorption element can be reversible (regenerative), irreversible or partially reversible.
  • the first car body segment is connected to the second car body segment via a swivel joint with only one degree of freedom, the swivel joint having an axis of rotation that is parallel to the vertical axis.
  • the first car body segment can also be connected to the second car body segment via two swivel joints arranged coaxially with respect to their axis of rotation.
  • the vehicle segment can be a statically determined system with only one degree of freedom.
  • first car body segment and the second car body segment in normal operation can only be movable relative to one another about the axis of rotation.
  • both the first car body segment and the second car body segment are at least essentially rigid.
  • previously known separating points within continuously accessible rail vehicles between car body segments are equipped with at least 2 degrees of freedom for their movement to one another. As a result, after the separation, they can only be guided with supporting elements and therefore not easy (not without additional aids) and / or quickly separable / connectable.
  • a rail vehicle e.g. a low-floor railway a first rail vehicle segment and a second
  • the first rail vehicle segment comprises a first car body segment and a second car body segment which is connected to the first car body segment via a swivel joint about a vertical axis of the first rail vehicle segment.
  • the second rail vehicle segment comprises a first car body segment and one with the first
  • Car body segment of the second rail vehicle segment is connected to a second car body segment rotatably connected via a swivel joint about a vertical axis of the second rail vehicle segment.
  • a bellows is detachably arranged in a pedestrian crossing area between the second car body segment of the first rail vehicle segment and the second car body segment of the second rail vehicle segment.
  • a quick-release mechanical connection device (also referred to below as a mechanical coupling device) connects the second car body segment of the first rail vehicle segment to the second car body segment of the second rail vehicle segment in such a way that the vertical axis of the first vehicle segment is arranged in one plane with and in the vertical axis of the second rail vehicle segment Plane can be tilted to the vertical axis of the second rail vehicle segment, and / or the second car body segment of the first rail vehicle segment can be displaced relative to the second car body segment of the second rail vehicle segment in the direction of at least one of the two vertical axes.
  • the mechanical connection device can be the second
  • the second car body segment is the first
  • Rail vehicle segment in directions perpendicular to at least one of the Both vertical axes are not relatively displaceable to the second car body segment of the second rail vehicle segment.
  • the mechanical connecting device can have a mechanical coupling device and two rotary joints, typically designed as tilting joints, connected to the mechanical coupling device and having axes of rotation parallel to one another.
  • the mechanical coupling device can have two coupling elements, each rotatable with one of the two joints, relative to the respective car body segment, and coupling elements that can be (quickly) detachably connected to one another via coupling elements.
  • the mechanical coupling device can have a shock-absorbing element and / or an energy-absorbing element.
  • the mechanical coupling device can be designed as a close coupling. This enables particularly short connections (person transitions) between the car body segments.
  • the mechanical coupling device can be an automatic or semi-automatic coupling.
  • the mechanical connecting device between the first rail vehicle segment and the second rail vehicle segment has two corresponding mechanical coupling devices.
  • a releasable electrical connection device is typically arranged between the first rail vehicle segment and the second rail vehicle segment.
  • the electrical connection device can be designed as an automatic connection device.
  • the electrical connection device is typically arranged in the direction of the transverse axis between the two corresponding mechanical coupling devices.
  • the electrical connection device and the mechanical coupling device (s) can also be combined Connection device, in particular a combined automatic or semi-automatic connection device.
  • the first rail vehicle segment and the bellows can be formed from the vehicle segment described herein.
  • the second rail vehicle segment and the bellows can also be formed by the vehicle segment described here.
  • first rail vehicle segment and / or the second rail vehicle segment can also be a respective vehicle segment described here (with mechanical and electrical coupling elements which match each other).
  • the rail vehicle segments can be constructed at least substantially identically.
  • Figure 1A shows a schematic side view of a rail vehicle according to an embodiment.
  • FIG. 1B shows a top view of the rail vehicle shown in FIG. 1A according to an exemplary embodiment.
  • FIG. 2A shows a schematic side view of a rail vehicle according to an exemplary embodiment.
  • FIG. 2B shows a top view of the rail vehicle shown in FIG. 2A according to an exemplary embodiment.
  • FIG. 3A shows a schematic side view of a rail vehicle according to an exemplary embodiment.
  • FIG. 3B shows a top view of the rail vehicle shown in FIG. 3A according to an exemplary embodiment.
  • Figure 1A shows a schematic side view of a multi-unit rail vehicle 500 for passenger transport and Figure 1B shows a corresponding schematic plan view from above of the rail vehicle 500.
  • the rail vehicle 500 can be a local or long-distance train, a light rail or a tram . In particular, it can be a low-floor railway.
  • FIG. 1A and FIG. 1B and the following figures, which in the area of the vertically oriented plane 9 (separation point / connection point) can be quickly separated.
  • x and y describe horizontal directions or coordinates and z a vertical direction or coordinates.
  • the x direction of a longitudinal direction (longitudinal axis), for example a direction of travel, and the y direction of a transverse direction (transverse axis) of the respective rail vehicle on a straight rail section oriented in the x direction (not shown) correspond.
  • the z-direction is parallel to the vertical axis of the respective rail vehicle (as well as the vehicle segments or car body segments of the rail vehicle).
  • the longitudinal direction, transverse direction and / or vertical axes of the respective segments can differ from one another (for example, be tilted or inclined to one another).
  • Each of the two vehicle segments 50, 50 ' consists of a first car body segment 7, T, only partially shown, and a second car body segment rotatably connected to the respective first car body segment 7, T about a vertical axis 10, 10' of the respective vehicle segment 50, 50 ' 6, 6 '.
  • the two vertical axes 10, 10 ' are parallel to one another, since the vehicle segments 50, 50' are located on a straight rail section, not shown, via respective running gears 8, 8 '.
  • the first car body segment 7, T is connected to its second car body segment 6, 6' via a respective swivel joint 3, 3 ', typically with only one degree of freedom, for cornering of the rail vehicle 500 on rails deviating horizontally from the straight line to the left or right, more precisely via a swivel joint 3, 3 ', the only axis of rotation of which is parallel to the respective vertical axis 10, 10' (z direction), or even as a vertical axis 10, 10 'of the respective vehicle segment 50, 50' can be viewed.
  • the respective mechanical connection between the car body segments of a vehicle segment 50, 50 ' can be realized via two joints 3, 3' arranged coaxially to one another, namely a lower joint and an upper joint.
  • the lower joint and the upper joint can be a respective joint bearing.
  • the two second car body segments 6, 6 ' are in a second passenger transition area P2 between the two second car body segments 6, 6' via mutually matching mechanical
  • Coupling element 11, 11 'and electrical coupling elements 2, 2' quickly detachably coupled to each other.
  • an elastic bellows 4, 4 ' is provided for a hermetic seal between the vehicle segment 50, 50' in the second passenger transition area P2.
  • No exterior doors are provided in the person transition areas PI, PI ', P2. These can be provided by one or more of the car body segments 6, 6 ', 7, 7'.
  • the mechanical coupling elements 11, 11 'and the electrical coupling elements 2, 2' can be disconnected and / or connected manually, but preferably automatically or semi-automatically.
  • mechanical coupling elements 11, 11 'and the electrical coupling elements 2, 2' can be parts of a combined automatic or semi-automatic connection device (coupling system).
  • the bellows 4, 4 ' like the mechanical coupling elements 11, 11' and the electrical coupling elements 2, 2 '(at least approximately) is centered between the two second car body segments 6, 6' in the area of the plane T ( Separation point, parting plane) separable, in particular as a (there) divisible bellows (bellows and / or corrugated bellows).
  • the bellows As indicated in FIG. 1A by the reference number 4 in the area of the vehicle segment 50 ', it is also possible for the bellows to be formed by a continuous bellows 4, which is (quickly) detachable with the second car body segment 6' of the vehicle segment 50 'is connected.
  • the continuous bellows 4 can alternatively or additionally be detachably connected to the second car body segment 6 of the vehicle segment 50.
  • the four mechanical coupling elements 11, 11 'with the respective second car body segment 6, 6' are over a respective tilt joint 1, connected with only one degree of freedom, which allows only a limited rotational movement about the transverse axis oriented in the y direction.
  • the second car body segments 6, 6 ' are only in the direction of their two axes parallel to the respective axes of rotation 10, 10' or defined by the axes of rotation 10, 10 'of the rotary joints 3, 3' (definable) vertical axes (z- Direction) limited, relatively displaceable to each other and their vertical axes (10, 10 ') limited tiltable relative to each other about the transverse axis y in order to enable the rail vehicle 500 to travel on vertically rising and falling rails.
  • FIG. 1A the possible tilting movement is shown by the respective dash-dot arrow above the planes 9, 9 'of the vehicle segments 50, 50', which are perpendicular to the longitudinal axes of the interconnected coupling elements 11, 11 oriented in the x direction 'and are typically only tiltable about the transverse axis oriented in the y direction.
  • the levels 9, 9 'can therefore also be referred to as tilting levels of the vehicle segments 50, 50' or of the rail vehicle 500.
  • the two, via the coupling elements 11, 11 'and the tilting joints 1, 1' formed quick and / or easily detachable mechanical connecting devices 1, 1 ', 11, 11' interconnected vehicle segments 50, 50th ', in particular their stiff second car body segments 6', 6, in the (central) xz plane shown in FIG. 1A, tiltable relative to one another and displaceable relative to one another in the vertical direction z.
  • their axes of rotation 10, 10 'or vertical axes can also be tilted in relation to one another in the xz plane and displaceable relative to one another in the z direction (direction of the rotary axes 10, 10' or vertical axes).
  • the second car body segments 6, 6 'of the rail vehicle 500 can also be separated from one another without additional supporting or guiding elements being required.
  • the vehicle segments 50, 50 ' are, at least in the case of sufficiently rigid car body segments 6, 6', 7, 7 ', statically determined systems, each with only one degree of freedom. Since the swivel joints 3, 3 'have only one degree of freedom, the second car body segments 6, 6' do not tilt when they are separated.
  • the coupling elements 11, 11 'of a second car body segment 6, 6' can be made identical.
  • first car body segments 7, 7 are only partially shown. Their ends, not shown, facing away from the respective second car body segment 6, 6 'can, however, be set up to form a respective third transmission transition to a first car body segment of a further vehicle segment, the typically releasable connection to the further vehicle segment being designed in this way that both rotational movements (around the z-axis) and pitching movements (around the x-axis) are possible (articulated coupling with two degrees of freedom).
  • the third person transitions can also be made using a link bridge.
  • first and second car body segments 6, 6 ', 7, 7' and their interior can be different.
  • FIG. 2A shows a schematic side view of a multi-unit rail vehicle 600 for passenger transport and FIG. 2B shows a corresponding schematic top view of the rail vehicle 600.
  • the rail vehicle 600 is similar to the rail vehicle 500 explained above with reference to FIGS. 1A, 1B.
  • the rail vehicle 600 also has two interconnected vehicle segments 60, 60 '. However, the second two
  • Car body segments 6, 6 'of the rail vehicle 600 are not directly supported by a chassis.
  • FIG. 3A shows a schematic side view of a multi-unit rail vehicle 700 for passenger transport and FIG. 3B shows a corresponding schematic top view of the rail vehicle 700.
  • the rail vehicle 700 is similar to the rail vehicle 500 explained above with reference to FIGS. 1A, 1B.
  • the rail vehicle 700 also has two interconnected vehicle segments 70, 70 '. However, the first two car body segments 7, 7 of the rail vehicle 700 are not supported directly on a chassis.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Wood Science & Technology (AREA)
  • Platform Screen Doors And Railroad Systems (AREA)

Abstract

Segment de véhicule (50, 50', 60, 60', 70, 70') pour un véhicule ferroviaire (500, 600, 700) articulé, comprenant, selon un mode de réalisation, un premier segment de châssis de wagon (7, 7') et un deuxième segment de châssis de wagon (6, 6') raccordé au premier segment de châssis de wagon (7, 7') de manière rotative autour d'un axe vertical (10, 10', z) du segment de véhicule (50, 50', 60, 60', 70, 70'). Une première zone d'intercirculation de personnes (P1, P1') est formée entre le premier segment de châssis de wagon (7, 7') et le deuxième segment de châssis de wagon (6, 6'). Le deuxième segment de châssis de wagon (6, 6') présente à l'extrémité opposée au premier segment de châssis de wagon (7, 7') deux éléments de couplage mécaniques (11, 11') pour le couplage d'un autre segment de véhicule (50', 50, 60', 60, 70', 70), un élément de couplage électrique (2, 2') pour la connexion électrique avec l'autre segment de véhicule (50', 50, 60', 60, 70', 70) et un soufflet (4, 4') pour une deuxième zone d'intercirculation de personnes (P2) vers l'autre segment de véhicule (50', 50, 60', 60, 70', 70) ou un raccord pour le soufflet (4, 4'). Les éléments de couplage mécaniques (11, 11') sont connectés au deuxième segment de châssis de wagon (6, 6') à travers une articulation (1, 1') respective, qui permet un mouvement de rotation autour d'un axe transversal (y), qui est perpendiculaire à l'axe vertical (z) et à un axe longitudinal (x) du deuxième segment de châssis de wagon (6, 6') perpendiculaire à l'axe vertical (z).
EP19812948.8A 2018-12-04 2019-11-26 Segment de véhicule pour un véhicule ferroviaire articulé et véhicule ferroviaire Pending EP3891037A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102018130813.2A DE102018130813A1 (de) 2018-12-04 2018-12-04 Fahrzeugsegment für ein mehrgliedriges schienenfahrzeug und schienenfahrzeug
PCT/EP2019/082575 WO2020114835A1 (fr) 2018-12-04 2019-11-26 Segment de véhicule pour un véhicule ferroviaire articulé et véhicule ferroviaire

Publications (1)

Publication Number Publication Date
EP3891037A1 true EP3891037A1 (fr) 2021-10-13

Family

ID=68733035

Family Applications (1)

Application Number Title Priority Date Filing Date
EP19812948.8A Pending EP3891037A1 (fr) 2018-12-04 2019-11-26 Segment de véhicule pour un véhicule ferroviaire articulé et véhicule ferroviaire

Country Status (4)

Country Link
EP (1) EP3891037A1 (fr)
CN (1) CN113165675A (fr)
DE (1) DE102018130813A1 (fr)
WO (1) WO2020114835A1 (fr)

Family Cites Families (13)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE506969C (de) * 1927-10-15 1930-09-10 Carl Buderus Wagen, insbesondere Schienenwagen
CH359733A (de) 1957-12-06 1962-01-31 Schweiz Wagons Aufzuegefab Schienengliederzug
US4580686A (en) * 1984-09-21 1986-04-08 Mcconway & Torley Corporation Slackless self-adjusting rotary drawbar for railroad cars
DE4130609A1 (de) 1991-09-14 1993-03-18 Abb Henschel Waggon Union Niederflur-stadtbahnwagen
DE4213948A1 (de) * 1992-04-28 1993-11-04 Man Ghh Schienenverkehr Schienenfahrzeug
DE19749507B4 (de) 1997-11-08 2005-07-28 Db Reise & Touristik Ag Wagenkastenverbindung
DE19952733A1 (de) 1999-10-27 2001-05-10 Deutsche Bahn Ag Fahrzeugsegment für ein schienengebundenes Gliederfahrzeug
DE20312575U1 (de) * 2003-08-13 2004-12-16 Hemscheidt Fahrwerktechnik Gmbh & Co. Kg Bodenanordnung für den Gelenkbereich bei Gelenkfahrzeugen
JP4249659B2 (ja) * 2004-05-25 2009-04-02 近畿車輌株式会社 車体の連接装置
DE102008063260A1 (de) * 2008-12-31 2010-09-16 Bombardier Transportation Gmbh Fahrzeug mit mehreren gelenkig verbundenen Wagenkästen
EP2497701A1 (fr) * 2011-03-11 2012-09-12 HEMSCHEIDT FAHRWERKTECHNIK GmbH & Co. KG Plateforme pivotante pour un véhicule articulé
AT518631B1 (de) 2016-11-25 2017-12-15 Siemens Ag Oesterreich Gelenkfahrzeug
EP3345804A1 (fr) * 2017-01-05 2018-07-11 ATG Autotechnik GmbH Articulation de toit pour un véhicule articulé

Also Published As

Publication number Publication date
DE102018130813A1 (de) 2020-06-04
WO2020114835A1 (fr) 2020-06-11
CN113165675A (zh) 2021-07-23

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