EP4067193A1 - Véhicule ferroviaire à profil de dilatation, procédé de fabrication d'un véhicule ferroviaire et profil de dilatation - Google Patents

Véhicule ferroviaire à profil de dilatation, procédé de fabrication d'un véhicule ferroviaire et profil de dilatation Download PDF

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Publication number
EP4067193A1
EP4067193A1 EP21166331.5A EP21166331A EP4067193A1 EP 4067193 A1 EP4067193 A1 EP 4067193A1 EP 21166331 A EP21166331 A EP 21166331A EP 4067193 A1 EP4067193 A1 EP 4067193A1
Authority
EP
European Patent Office
Prior art keywords
profile
dilation
intermediate floor
rail vehicle
floor
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
EP21166331.5A
Other languages
German (de)
English (en)
Inventor
Benedetto Castelli
Andreas Gmür
Dominik Kläusler
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.)
Stadler Rail AG
Original Assignee
Stadler Rail AG
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 Stadler Rail AG filed Critical Stadler Rail AG
Priority to EP21166331.5A priority Critical patent/EP4067193A1/fr
Priority to CA3152468A priority patent/CA3152468A1/fr
Priority to US17/708,053 priority patent/US20220315065A1/en
Publication of EP4067193A1 publication Critical patent/EP4067193A1/fr
Pending legal-status Critical Current

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    • 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
    • B61D17/10—Floors
    • 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
    • B61D17/043—Construction details of vehicle bodies with bodies of metal; with composite, e.g. metal and wood body structures connections between superstructure sub-units
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
    • B61D1/00—Carriages for ordinary railway passenger traffic
    • B61D1/06—Carriages for ordinary railway passenger traffic with multiple deck arrangement

Definitions

  • the present invention relates to a rail vehicle with an expansion profile, a method for manufacturing a rail vehicle and an expansion profile.
  • a rail vehicle according to the prior art has an intermediate floor which is connected to the structure of the car body by means of connecting elements.
  • This intermediate floor is optimized in terms of heat conduction, condensation and thermal insulation.
  • the intermediate floor is preferably made of thin, double-walled extruded aluminum profiles with vertical ribbing.
  • the intermediate floor often has underfloor heating to warm up the passenger compartment. Underfloor heating, such as electrical resistance heating, in the intermediate floor elements ensures that the interior of the car is heated up quickly to up to 27°C.
  • ambient temperatures can range from at least -40°C to 35°C. Therefore, a passenger compartment of a rail vehicle has to withstand strong temperature fluctuations and repeated cooling and heating up many times.
  • the rail vehicle cools down and has to be heated up again in order to be able to pick up passengers again.
  • the intermediate floors made of extruded aluminum profiles that are often used in the prior art are therefore heavily stressed. This effect is additionally intensified since the underfloor heating in such rail vehicles is often at least is partially arranged in or on the intermediate floor. This leads to thermal deformations and stresses, which put a lot of strain on the material of the intermediate floor, especially along the longest extent, in the longitudinal direction of the car body.
  • the object is achieved by a rail vehicle, a method for manufacturing a rail vehicle and a dilation profile according to the independent claims.
  • a rail vehicle that includes a car body that has an upper and lower floor and an intermediate floor that separates the upper floor from the lower floor.
  • the intermediate floor comprises at least two intermediate floor elements which are arranged one behind the other in a longitudinal direction of the rail vehicle.
  • a dilation profile is arranged between a first intermediate floor element and a second intermediate floor element.
  • Such a rail vehicle has few stresses in the intermediate floor due to thermal deformation.
  • the dilation profile can elastically compensate for the deformations depending on the direction.
  • the thermal expansion and contraction along the longitudinal direction of the rail vehicle is particularly important due to the large expansion of the false floor in this direction.
  • the surfaces of the dilation profile that adjoin the intermediate floor elements are referred to as floor element contact surfaces.
  • the floor element contact surfaces of the dilation profile are preferably arranged adjacently along the entire length of the adjoining intermediate floor elements.
  • the longitudinal axis of the expansion profile is preferably aligned essentially transversely to the longitudinal axis of the car body. However, other orientations of the dilation profile are also conceivable.
  • the profile surfaces of the dilation profile denote the surfaces of the dilation profile that connect the floor element contact surfaces of the dilation profile.
  • the dilation profile preferably has two profile surfaces. Due to the base element contact surfaces and profile surfaces, the dilation profile preferably has an essentially at least partially rectangular cross-sectional profile.
  • a dilation profile preferably has a width of the profile surfaces in the longitudinal direction of the car body of 3 to 15 cm, particularly preferably 5 to 8 cm.
  • the vertical height of the attached dilation profile is preferably 3 to 15 cm, particularly preferably 4 to 8 cm.
  • the expansion profile preferably extends over almost the entire width of the intermediate floor.
  • the thermal expansion and contraction of the intermediate floor results from the product of the temperature difference ⁇ T and the material-specific thermal expansion coefficient ⁇ .
  • ⁇ T material-specific thermal expansion coefficient
  • the number of required dilation profiles and the distance between the dilation profiles result from the material-specific thermal expansion.
  • the number of dilation profiles of the intermediate floor is preferably chosen such that the thermal deformation of the intermediate floor in the longitudinal direction of the car body is in an elastic range due to the dilation profiles.
  • the dilation profiles are preferably designed in such a way that in this thermal expansion/contraction range of at least 65 K they have a force-displacement relationship that is as linear as possible, ie they are elastically deformable.
  • the dilation profiles also preferably cause reduced thermal conductivity between the intermediate floor elements of the intermediate floor. In this way, additional thermally induced stresses in the false floor can be reduced.
  • the intermediate floor elements can include plastic, steel and/or light metal.
  • a high rigidity of the materials is particularly advantageous, so that the intermediate floor can still fulfill a load-bearing function as a lightweight construction.
  • the expansion profile of the rail vehicle can comprise an elastomeric plastic and/or metal, in particular light metal, and can be produced in particular by extrusion.
  • Elastomeric plastics and/or metal, in particular light metal, are particularly well suited for a dilation profile since they have good elastic properties.
  • the elastic properties of the dilation profile can be well developed by means of a special shape of the dilation profile using these materials.
  • elastic means that almost all of the energy is absorbed by the structure, shape and/or the material of the dilation profile through reversible deformation.
  • the energy loss through irreversible deformation, ie plastic deformation, and/or generation of heat is preferably minimized.
  • these materials of the dilation profile are well suited to be connected to the intermediate floor elements.
  • the dilation profile of the rail vehicle can be designed to be anisotropic with respect to the action of force.
  • anisotropic with respect to the action of force means that there is a different stiffness in the respective directions of the dilation profile.
  • the dilation profile is preferably designed to be more flexible in the transverse direction than in its longitudinal direction by means of an elastic structure and/or shape.
  • the dilation profile can be designed to be anisotropic with respect to the action of force by geometric design and/or by the choice of material.
  • the structure, in particular geometric structure, of the dilation profile can thus selectively increase the elasticity of the intermediate floor in addition to the material.
  • the elastic structure and/or the shape of the dilation profile preferably result from a reduction in cross section in a region of the dilation profile along the transverse direction of the dilation profile.
  • This cross-sectional reduction can extend over the entire longitudinal direction of the dilation profile, or it can only be arranged in a region of the dilation profile.
  • the reduction in cross section of the dilation profile is preferably arranged in such a way that deformation of the dilation profile in the transverse direction can be elastically absorbed.
  • the dilation profile must comprise an at least partially elastic material so that the dilation profile can form an elastic structure and/or shape.
  • the material, the structure and/or the shape of the dilation profile should prevent plastic deformation due to thermal expansion in deflection-compliant operation, so that the dilation profile can resume its original shape.
  • the dilation profile can also be configured anisotropically with respect to the action of force by the choice of material and/or the combination of materials with a specific orientation, for example layering along one direction.
  • the use of multi-component elastomeric plastics as the material for the dilation profile would be conceivable.
  • the intermediate floor in the direction of the transverse axis of the car body is exposed to significantly less thermally induced stresses due to thermal expansion/contraction, since the intermediate floor has less expansion in this direction.
  • dilation profiles to increase the elasticity in the transverse direction of the car body.
  • the expansion profile of the rail vehicle can be connected to the first intermediate floor element and the second intermediate floor element by gluing and/or welding, in particular friction stir welding.
  • the intermediate floor with the dilation profile preferably has a high degree of rigidity in the vertical direction when properly attached, since the intermediate floor, as a supporting element, has to absorb the weight of the train interior equipment and passengers.
  • each mezzanine element would have to bear the vertical load alone.
  • a glued and/or welded dilation profile of the intermediate floor allows the vertical load to be distributed horizontally.
  • the high vertical rigidity achieved by the structure thus allows a thin intermediate floor and/or less material consumption with the same load capacity in comparison to separate intermediate floor elements.
  • additional stiffening measures can preferably be dispensed with.
  • Gluing and/or welding the dilation profile is also particularly advantageous, since this creates an insulating intermediate floor.
  • the gluing and/or welding of the expansion profile to the intermediate floor elements is also preferably designed to be essentially water-impermeable. This minimizes water inclusions, material corrosion and condensation.
  • Such an intermediate floor is also advantageous in terms of acoustics and fire protection.
  • the acoustic damping is increased by a preferably completely connected intermediate floor and the volume caused by voices and driving noise is thus reduced.
  • the intermediate floor elements are preferably made exclusively by gluing and/or welding the expansion profile connected with each other. Such an arrangement makes it possible to produce the false floor without additional fasteners.
  • the dilation profile and the first and second intermediate floor element preferably have essentially the same vertical height extent.
  • the intermediate base preferably forms an essentially horizontal surface in the area of the adhesive bond and/or weld, so that this area has essentially no vertical differences in height. This design enables passengers to easily pass through the intermediate floor.
  • the gluing of the dilation profile to the intermediate floor elements preferably extends over the entire floor element contact area of the dilation profile.
  • the welding of the dilation profile to the intermediate floor elements preferably extends along the longitudinal edges of the profile. In this way, the area where the bond and/or weld is present is maximized and thus reinforced.
  • Friction stir welding is a particularly advantageous method for welding the expansion profile to the intermediate floor elements.
  • a friction stir welding process ensures good mechanical properties and low distortion of the material.
  • an almost smooth weld seam is created with low heat input.
  • the cross section of the dilation profile of the rail vehicle can have two floor element contact surfaces.
  • the floor element contact surfaces have a greater extent in cross section than the extent of an area essentially in the middle between the floor element contact surfaces parallel to the floor element contact surfaces.
  • the expansion profiles can be arranged alternately with intermediate floor elements in the longitudinal direction.
  • intermediate floor elements of the intermediate floor are also connected to one another without dilation profiles.
  • the expansion profiles are preferably arranged at regular intervals along the longitudinal direction of the car body between intermediate floor elements. With such an arrangement, the thermally induced stresses and deformations can be evenly and elastically compensated.
  • the smaller vertical extent of an area essentially centrally between the floor element contact surfaces preferably forms the elastic structure and/or shape of the dilation profile along the longitudinal direction of the car body.
  • such an arrangement prevents the intermediate floor from bulging when the intermediate floor is deformed. Such a bulge could pose a safety hazard to passengers.
  • an elastic property of this area of the dilation profile ensures that the false floor elements can deform more freely through thermal expansion/contraction due to temperature changes.
  • the intermediate floor elements are not so heavily loaded because the intermediate floor elements have a higher rigidity in the longitudinal direction of the car body than the dilation profile.
  • These dilation profiles are preferably made from an aluminum alloy by extrusion.
  • the press seams are preferably arranged in the area of the smaller expansion in the dilation profile.
  • the press seams should preferably be located in an area of low thermal stress, as this represents a weak point in the dilation profile.
  • the combined elastic properties of the dilation profile through this elastic structure and/or shape and the material properties determine how many dilation profiles are needed in the false floor. Therefore, the dimensions of the dilation profile should be optimized in relation to the resulting lengths and number of intermediate floor elements and manufacturing costs.
  • the rigidity in the vertical direction of an intermediate floor with such a dilation profile is approximately as great as a continuous intermediate floor without dilation profiles, which consists exclusively of connected rectangular chamber profiles.
  • the intermediate floor elements of the rail vehicle can be connected to the side walls of the car body, preferably by welding and/or a fastener, particularly preferably by rivets.
  • the load on the weld and/or the fasteners must be taken into account.
  • the number of welds and/or fasteners is preferably increased.
  • Thermal insulation elements can be arranged between the side wall of the car body and the intermediate floor elements.
  • the thermal insulation elements of the intermediate floor are advantageous because the outside temperature can cause the car body to have a high temperature difference to the intermediate floor.
  • the thermal insulation elements serve to reduce the thermal conductivity between the intermediate floor elements and the car body and to reduce induced thermal stresses in the intermediate floor.
  • the energy required for heating is reduced by reducing the heat transfer from the interior to the outside.
  • the side wall of the car body preferably has integrated beams, so that between the beams and the intermediate floor elements the thermal insulation elements can be arranged.
  • the intermediate floor has at least one longitudinal profile.
  • This longitudinal profile can be arranged on both sides of the intermediate floor along the longitudinal direction to the car body.
  • the longitudinal profile preferably serves to fasten the intermediate floor with fastening means on the sides of the car body.
  • These longitudinal profiles can be arranged with gaps, particularly in the area of the dilation profiles, in order to allow for thermal deformation of the intermediate floor.
  • several intermediate floor elements are preferably connected to one another by a longitudinal profile.
  • the longitudinal profile is preferably welded to the intermediate floor elements and can be attached to the thermal insulation elements of the supports of the side wall.
  • a dilation profile for connecting two intermediate floor elements which comprises a dilation profile body with a cross section which has two floor element contact surfaces and two profile surfaces essentially perpendicular thereto.
  • the dilation profile can be designed to be anisotropic with respect to the action of force.
  • the base element contact surfaces preferably have a greater extent than the extent of a region of the dilation profile body centrally between the floor element contact surfaces parallel to the floor element contact surfaces in cross section.
  • Such a dilation profile shape enables an intermediate floor made of intermediate floor elements and dilation profiles with high rigidity in the vertical direction.
  • the rigidity of the intermediate floor in the longitudinal direction of the car body can thus be significantly lower than the rigidity of the intermediate floor in the transverse direction of the car body.
  • the profile surfaces of the dilation profile can have a longer extension in the cross section of the dilation profile than the base element contact surfaces in the cross section of the dilation profile.
  • the profile surface thus has enough space for an elastic structure and/or shape in the central area of the dilation profile. This area preferably reinforces the elastic properties of the dilation profile for the thermal expansion and contraction of the intermediate floor elements in addition to the elastic material properties.
  • the intermediate floor does not have to have a large vertical extent in order to be able to function as a load-bearing structure.
  • the profile surfaces of the dilation profile can each have a groove in their middle area.
  • This groove is preferably formed along the longitudinal axis of the dilation profile, essentially in the middle of the profile surface.
  • the groove preferably represents an elastic structure and/or shape.
  • the groove preferably has at least partially essentially vertical surface areas in relation to the horizontal alignment of the intermediate floor.
  • These surface areas of the expansion profile are preferably aligned in such a way that the expansion profile can be deformed more easily than the intermediate floor elements in the longitudinal direction of the car body. This avoids deformation of the intermediate floor elements.
  • the dilation profile is more elastic than the intermediate floor elements and thus leads to the avoidance of plastic deformation of the intermediate floor.
  • the groove of the dilation profile can have a groove outer area in the cross section of the dilation profile, which has a smaller minimum extent in the transverse direction of the dilation profile than the maximum extent of the groove inner area in the transverse direction of the dilation profile.
  • the outer area of the groove designates an opening area of the groove in the longitudinal direction of the dilation profile.
  • the inner area of the groove designates an area that is formed inside the dilation profile after the opening area through the groove.
  • Good elastic properties of the dilation profile result from a groove outer area with a smaller minimum extension in the cross section than a maximum extension of the groove inner area.
  • the material thickness of the dilation profile in the area of the groove is preferably reduced, so that an elastic structure is formed in the transverse direction of the dilation profile. The lower material thickness ensures reduced rigidity, so that the dilation profile can be deformed more easily and can thus better compensate for thermal expansion/contraction.
  • a groove of the dilation profile is preferably arranged on both profile surfaces. So that an elastic structure can be formed, there is no connection between the profile surfaces except via the lateral floor element contact surfaces. Thus, the springback property of the dilation profile is secured.
  • the inner groove areas are therefore preferably not connected to one another, but instead have two separate bottom areas in cross-section.
  • the dilation profile preferably has a material thickness in the horizontal area of the profile surface of 1 to 10 mm, particularly preferably 2 to 3 mm.
  • the dilation profile preferably has a material thickness of 0.5 to 4 mm, particularly preferably 1 to 2 mm, in the area of the groove or only in the bottom area of the inner area of the groove.
  • the elasticity of the profile in the transverse direction can be adjusted by the shape of the groove, the material and the needs by means of a smaller extension of the outer area of the groove compared to the extension of the inner area of the groove.
  • the cross section of the groove of the dilation profile can be concave-convex, in particular arcuate.
  • a concavo-convex structure of the cross section of the groove is particularly advantageous.
  • a concavo-convex structure has a good elastic structure. This ensures good elastic deformability of the groove of the dilation profile in the transverse direction of the dilation profile.
  • the horizontal areas of the profile surface are deformed to a lesser extent when force is applied in the transverse direction of the dilation profile.
  • a concave-convex shape means that the force is better distributed and the material is evenly loaded.
  • a punctiform material loading of the groove of the dilation profile is preferably minimized and a longer durability of the dilation profile is achieved.
  • the profile surfaces of the dilation profile are connected during manufacture via a horizontal area in the area of the groove. This area can preferably be removed after pressing by milling in order to obtain a recessed elastic structure in the form of a groove.
  • the dilation profile and the intermediate floor elements and/or the intermediate floor could be in one piece to manufacture. This would have the advantage that no separate attachment would have to be made, but is more demanding in terms of production technology.
  • figure 1 shows an embodiment of an intermediate floor 3 of a rail vehicle for mounting in a car body.
  • This intermediate floor is used to separate an upper floor from a lower floor.
  • the dilation profiles 6 are each arranged between two intermediate floor elements 4 , 5 .
  • the expansion profiles 6 are arranged in the transverse direction over the entire length of the intermediate floor 3 and space some intermediate floor elements 4, 5 in the longitudinal direction of the intermediate floor 3.
  • the intermediate floor elements 4, 5 are made of double-walled and vertically ribbed extruded aluminum profiles.
  • the dilation profiles 6 are made of double-walled extruded aluminum profiles.
  • the intermediate floor elements 4, 5 are welded to the expansion profiles 6 by a friction stir welding process.
  • the number of dilation profiles 6 is adapted to the thermal deformation of the material and the length of the intermediate floor 3 .
  • the elastic range of the dilation profiles 6 should never be exceeded for all temperature ranges required in use.
  • six expansion profiles 6 are arranged in the intermediate floor 3.
  • the dilation profiles 6 can elastically compensate for thermal expansion and contraction depending on the direction.
  • the rigidity in the longitudinal direction of the intermediate floor 3 is reduced by the dilation profiles 6.
  • the vertical rigidity of the intermediate floor 3, on the other hand, is reduced to a lesser extent.
  • the dilation profiles 6 are fitted at regular intervals from one another as far as possible.
  • Longitudinal profiles 20 are attached to the sides of the intermediate floor 3 and connect several intermediate floor elements 4, 5 to one another.
  • the longitudinal profiles 20 can be connected to supports 18 of the side wall 7 (not in 1 shown) are connected. In the high-load area, the distances between the fastening means 19 are reduced, so that the fastening means 19 are not overloaded.
  • the fasteners 19 are rivets in this embodiment.
  • figure 2 shows two intermediate floor elements 4, 5, which are connected to one another by the expansion profile 6 by welding 17.
  • the intermediate floor elements 4, 5 and the dilation profile 6 essentially have the same vertical height H.
  • the ribs 14 of the intermediate floor elements 4, 5 increase the rigidity of the double-walled intermediate floor elements 4, 5.
  • One groove 8 each is arranged on the upper and lower profile surface 15 and extends over the entire longitudinal axis of the Dilation profile 6.
  • the floor element contact surface 9 extends on both sides along the connection areas of the dilation profile 6 with the intermediate floor elements 4, 5.
  • figure 3 shows an embodiment of the dilation profile 6 in cross section.
  • the floor element contact surfaces 9 are arranged laterally and are intended for connection to the intermediate floor elements 4, 5.
  • the profile surfaces 15 are arranged at the top and bottom and have a groove 8 .
  • the outer area 13 of the groove has a smaller minimum extent N1 than the maximum extent N2 of the inner area 16 of the groove.
  • the extent B1 of the dilation profile 6 along the floor element contact surfaces 9 is smaller than the extent B3 along the profile surface 15 of the dilation profile.
  • the cross section of the dilation profile 6 is essentially rectangular.
  • the bottom portions of the upper and lower grooves 8 have no connection and are spaced by a distance B2.
  • the groove 8 can thus function as a recessed elastic structure and thermal deformation in the transverse direction x of the dilation profile 6 can be elastically compensated.
  • This resilient property of the dilation profile is supported by the fact that the material thickness in the area of the groove 8, the concave-convex structure and the bottom area of the groove is 1.6 mm.
  • the remaining area of the profile surface 15, on the other hand, has a greater material thickness of 2.2 mm.
  • the groove 8 is designed in cross section as a concave-convex curved structure.
  • the force is distributed as evenly as possible by deformation over a larger area of the groove 8 .
  • FIG 4 shows an embodiment of a car body 2 with an intermediate floor 3 in cross section.
  • the intermediate floor 3 separates an upper floor 11 and a lower floor 10.
  • the intermediate floor 3 is attached on both sides by rivets as fastening means 19 on a respective carrier 18 of the side walls 7.
  • a thermal insulation element 12 is also arranged between the carrier 18 of the side wall 7 . The thermal conductivity between the side wall 7 of the car body 2 and the intermediate floor 3 is minimized by the thermal insulation element 12 .
EP21166331.5A 2021-03-31 2021-03-31 Véhicule ferroviaire à profil de dilatation, procédé de fabrication d'un véhicule ferroviaire et profil de dilatation Pending EP4067193A1 (fr)

Priority Applications (3)

Application Number Priority Date Filing Date Title
EP21166331.5A EP4067193A1 (fr) 2021-03-31 2021-03-31 Véhicule ferroviaire à profil de dilatation, procédé de fabrication d'un véhicule ferroviaire et profil de dilatation
CA3152468A CA3152468A1 (fr) 2021-03-31 2022-03-15 Vehicule ferroviaire avec profil de dilatation et methode de fabrication de ceux-ci
US17/708,053 US20220315065A1 (en) 2021-03-31 2022-03-30 Rail vehicle with dilation profile, method of manufacturing a rail vehicle with dilation profile

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
EP21166331.5A EP4067193A1 (fr) 2021-03-31 2021-03-31 Véhicule ferroviaire à profil de dilatation, procédé de fabrication d'un véhicule ferroviaire et profil de dilatation

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EP4067193A1 true EP4067193A1 (fr) 2022-10-05

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EP21166331.5A Pending EP4067193A1 (fr) 2021-03-31 2021-03-31 Véhicule ferroviaire à profil de dilatation, procédé de fabrication d'un véhicule ferroviaire et profil de dilatation

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US (1) US20220315065A1 (fr)
EP (1) EP4067193A1 (fr)
CA (1) CA3152468A1 (fr)

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0905000A1 (fr) * 1997-09-27 1999-03-31 Talbot GmbH & Co. KG Plancher intermédiaire pour une voiture à deux niveaux
DE202013006759U1 (de) * 2013-07-26 2013-08-21 Siemens Aktiengesellschaft Fußbodenaufbau für ein Schienenfahrzeug
DE102014201109A1 (de) * 2014-01-22 2015-07-23 Siemens Aktiengesellschaft Fahrzeug, insbesondere Schienenfahrzeug, mit Wagenkasten und Fußboden
EP2907719A1 (fr) * 2014-02-04 2015-08-19 Bombardier Transportation GmbH Dispositif de roulement, ensemble d'enroulement et système de plancher
FR3037858A1 (fr) * 2015-06-29 2016-12-30 Airbus Defence & Space Sas Panneau composite et liaison mecanique pour un tel panneau

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0905000A1 (fr) * 1997-09-27 1999-03-31 Talbot GmbH & Co. KG Plancher intermédiaire pour une voiture à deux niveaux
DE202013006759U1 (de) * 2013-07-26 2013-08-21 Siemens Aktiengesellschaft Fußbodenaufbau für ein Schienenfahrzeug
DE102014201109A1 (de) * 2014-01-22 2015-07-23 Siemens Aktiengesellschaft Fahrzeug, insbesondere Schienenfahrzeug, mit Wagenkasten und Fußboden
EP2907719A1 (fr) * 2014-02-04 2015-08-19 Bombardier Transportation GmbH Dispositif de roulement, ensemble d'enroulement et système de plancher
FR3037858A1 (fr) * 2015-06-29 2016-12-30 Airbus Defence & Space Sas Panneau composite et liaison mecanique pour un tel panneau

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CA3152468A1 (fr) 2022-09-30
US20220315065A1 (en) 2022-10-06

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