EP0592387B1 - Système de réglage de la suspension transversale entre le bogie et la caisse de véhicules ferroviaires - Google Patents

Système de réglage de la suspension transversale entre le bogie et la caisse de véhicules ferroviaires Download PDF

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Publication number
EP0592387B1
EP0592387B1 EP93890191A EP93890191A EP0592387B1 EP 0592387 B1 EP0592387 B1 EP 0592387B1 EP 93890191 A EP93890191 A EP 93890191A EP 93890191 A EP93890191 A EP 93890191A EP 0592387 B1 EP0592387 B1 EP 0592387B1
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EP
European Patent Office
Prior art keywords
pressure
control
arrangement according
valves
deflection
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.)
Expired - Lifetime
Application number
EP93890191A
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German (de)
English (en)
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EP0592387A1 (fr
Inventor
Andreas Dr. Dipl.-Ing. Haigermoser
Hans Dipl.-Ing. Hödl
Gerhard Dipl.-Ing. Neurohr
Martin Teichmann
Mahmud Dipl.-Ing. Keschwari-Rasti
Peter Dr.-Ing. Saffe
Helmut Kern
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.)
Siemens AG Oesterreich
Aventics GmbH
Original Assignee
Siemens SGP Verkehrstechnik GmbH
Mannesmann Rexroth Pneumatik GmbH
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Publication of EP0592387A1 publication Critical patent/EP0592387A1/fr
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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
    • B61F5/00—Constructional details of bogies; Connections between bogies and vehicle underframes; Arrangements or devices for adjusting or allowing self-adjustment of wheel axles or bogies when rounding curves
    • B61F5/02—Arrangements permitting limited transverse relative movements between vehicle underframe or bolster and bogie; Connections between underframes and bogies
    • B61F5/04—Bolster supports or mountings
    • B61F5/10—Bolster supports or mountings incorporating fluid springs
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
    • B61F5/00—Constructional details of bogies; Connections between bogies and vehicle underframes; Arrangements or devices for adjusting or allowing self-adjustment of wheel axles or bogies when rounding curves
    • B61F5/02—Arrangements permitting limited transverse relative movements between vehicle underframe or bolster and bogie; Connections between underframes and bogies
    • B61F5/22—Guiding of the vehicle underframes with respect to the bogies
    • B61F5/24—Means for damping or minimising the canting, skewing, pitching, or plunging movements of the underframes
    • B61F5/245—Means for damping or minimising the canting, skewing, pitching, or plunging movements of the underframes by active damping, i.e. with means to vary the damping characteristics in accordance with track or vehicle induced reactions, especially in high speed mode

Definitions

  • the invention relates to an arrangement for controlling a transverse suspension between the bogie and the body of a rail vehicle according to the preamble of claim 1.
  • the transverse suspension of rail vehicles was generally only given by the transverse stiffness of the secondary suspension and a progressive end stop.
  • the lateral stiffness of the secondary suspension offers a very soft spring line. Therefore, the wheel-rail forces due to rail disturbances are very small.
  • cornering however, the car body is deflected by the centrifugal force so that it is finally pressed against the end stop.
  • the spring characteristic rises steeply in this case, which means that higher accelerations (shocks) can be transmitted to the car body. This also increases the wheel-rail forces and the associated mechanical loads on the vehicles and the rails themselves.
  • EP-OS 128 126 describes a construction in which the bogie frame is connected to the car body via two horizontally acting, adjustable spring elements. If the deflection between the car body and the bogie frame exceeds a certain limit, the previously open connection of the compressed air spring to the environment is completed and with further deflection, the compressed air spring is closed with a Compressed air source connected. As a result, the pressure in the spring element is raised until the resulting force has returned the body to the center position. Small deflections due to rail faults remain unregulated and are absorbed by the transverse suspension with a flat spring characteristic, so that the characteristic frequency of the transverse suspension remains constant even when cornering.
  • the object of the present invention was therefore to create an arrangement for regulating a transverse suspension, which modulates transverse forces more gently and thus significantly increases comfort, while at the same time significantly reducing air consumption. Small transverse movements due to rail faults should be intercepted with a flat spring characteristic and the characteristic frequency of straight-ahead travel.
  • the relative movement of the car body to the bogie in the transverse direction is taken as the control input.
  • This value is measured with a displacement transducer and to the Control forwarded.
  • This pressure is now regulated in the spring elements by appropriate control of the valves.
  • the pressure control described only affects transverse movements due to static or quasi-static forces, such as are given, for example, by centrifugal force when cornering.
  • transverse movements due to disturbances to be compensated for are considerably smaller than the maximum transverse movements between the bogie and the body due to the static or quasi-static forces, these small movements are not controlled due to rail disturbances and are intercepted by the transverse suspension with the flat characteristic of the secondary spring stage. A low stiffness of the transverse suspension is thus realized for these deflections, so that a soft vibration and thus high comfort can be achieved.
  • the dependency of the set pressure in the spring elements on the deflection determined by the displacement measuring system causes the car body to remain deflected relative to the bogie and its deflection movement is only braked and finally stopped by the pressure increase.
  • the pressure Since there is no return to the center guide, the pressure only has to be increased to the extent necessary to compensate for the transverse force, so that this alone results in a lower air consumption when entering a curve compared to the conventional arrangements.
  • the arrangement according to the invention thus reacts much more softly to transverse deflections of the car body when passing through curves, which represents an additional increase in comfort.
  • the position measuring system can be based on a mechanical basis, for example using a lever system to proportionally reduce the relatively large transverse movements between the car body and the bogie and to feed it to a compact control unit.
  • This control unit can also be a mechanical system, for example a control disc with a corresponding one control slots or control cams shaped according to the specified function. From this control disc, a further lever arrangement can lead to the control valves for the spring elements and operate them in accordance with the function implemented on the control disc.
  • Another feature of the invention is characterized in claim 2.
  • the measure according to claim 3 prevents pressure equalization in the event of short-term and small pressure differences, so that small and short-term deflections due to rail faults or the like can be absorbed by the spring elements without regulating the pressure. It also dampens unwanted vibrations.
  • the feature according to claim 4 offers a further advantage.
  • the electrical position measuring system is significantly more precise than mechanical arrangements which have play in each joint arrangement.
  • An electronic control unit with a program which effects the pressure regulation in the spring elements described above is much lighter and more compact than a mechanical arrangement and is therefore also ideally suited for retrofitting existing vehicles, for example.
  • the control characteristic can be changed by simple changes to the program or by exchanging the component containing the program and adapted to the respective needs.
  • the repair and maintenance work due to the modular structure of the electronic circuits can be carried out significantly more easily and with less effort than with mechanical variants.
  • the susceptibility to failure is also in use modern components are at least as small as with proven mechanical designs, usually even less.
  • the feature of claim 5 causes that from a predetermined limit value for the deflection, the pressure in the spring elements is slowly readjusted, i. H. that the target pressure is a function of time. This also increases or decreases the level of force in the transverse suspension.
  • the transverse movements due to disturbances to be compensated are not controlled, for example, when driving straight ahead on a level route, but are intercepted, for example, when crossing curves by the transverse suspension with the flat characteristic of the secondary spring stage, but at an increased level of force corresponding to the transverse deflection of the car body compared to the bogie.
  • a low level of rigidity is thus realized for these faults with each deflection, and the comfort is significantly increased.
  • control time is gained again by slowly adjusting the desired pressure, so that the arrangement according to the invention reacts much more softly to transverse deflections of the car body, which represents an additional increase in comfort.
  • a significantly flatter characteristic for the transverse suspension can be achieved, in a manner known per se, by a correspondingly large additional volume for the pressure fluid, according to the feature of claim 6. This only compensates for the centrifugal force, for example when cornering, while the small movements due to the rail disturbances are intercepted with a much flatter spring characteristic than with conventional arrangements, whereby the air consumption is also significantly lower, since only these small movements due to small changes in air pressure must be compensated for and no additional volume must be maintained under high pressure in order to guarantee an acceptably flat characteristic curve despite the pressure increase.
  • the feature according to claim 8, however, makes it possible to further minimize air consumption or to ensure an emergency function in the event of a lack of air, so that the setpoint pressure is not completely regulated.
  • This reduction in the control gain of the pressure regulator means that less or almost no air is consumed during cornering.
  • the cylinders work like an air spring with closed air volume. This does not offer full comfort since the stiffness of the air cylinders is now added to the flat secondary spring, but the body of the car is still not in contact with the stop buffer to limit the lateral deflection relative to the bogie.
  • a device-like simple construction of the arrangement results from the measure according to claim 9.
  • the two control loops are completely separated from one another and better adapted to the conditions that occur in them. Even if one pump fails, the control function of the other circuit is not impaired, so that the desired function can be maintained at least on one side.
  • the measure according to claim 14 results in proven and cheap components which are simple and safe to operate and maintain.
  • the measure according to claim 16 has the advantage over the two first-mentioned valve types that the valves are faster and react more sensitively to the control influences.
  • Fig. 1 denotes the lower part of the body frame.
  • the car body is usually on two, often several bogies, and the bogie frame is designated by 2.
  • the term bogie means both powered bogies and barrel bogies.
  • a stop pin 3 is provided in the middle of the bogie, for example, which is firmly connected to the bogie.
  • the bogie frame 2 is connected to the car body 1 via two horizontally acting pneumatic elements 4.
  • said pneumatic elements 4 are air bellows. These bellows 4 give the desired flat spring characteristic for the transverse movements due to rail faults, so that these faults are softly cushioned.
  • a progressive end stop (not shown), preferably a rubber buffer, is advantageously provided on both sides of the suspension. This dampens excessively large lateral movements of the car body 1 with respect to the bogie 2, as could occur, for example, in the event of a defect in the air suspension or in the case of excessive lateral accelerations. In such a case, the end stop comes into contact with the centrally located stop pin 3 of the bogie 2 and thus the progressive spring characteristic of the stop begins to take effect.
  • the end stop is advantageously arranged inside the pneumatic elements 4, which saves space and is protected against external influences.
  • the supply of compressed air from the compressed air source 7 into the respectively loaded air bellows 4 begins via the control valve 6.
  • the control valves 6 are activated by at least one each Lever 61, the deflection in one direction of the connection to the compressed air source 7 and the deflection in the opposite direction releases a connection of the air bellows 4 to the outside air. In a certain area in between, the control valve 6 closes both connecting lines. Since only one-sided loading of the construction takes place when cornering, only the corresponding air bellows is regulated. The increase in pressure in the respective air bellows 4 compensates for the centrifugal acceleration, so that even when cornering, minor disturbances in the flat characteristic curve area of the air suspension are absorbed.
  • FIG. 1 A particularly simple and robust system for pressure level control is now shown in FIG. 1.
  • a pneumatic cylinder 8 is inserted between said lever 61.
  • the lever for actuating the control valve itself is designed as a pneumatic cylinder.
  • different lever arrangements are also possible, but always with the inclusion of a pneumatic cylinder.
  • a lever 61 extends from the control valve 6 and is connected at right angles to said pneumatic cylinder 8.
  • other lever connections can also be provided, or even the pneumatic cylinder 8 can directly, i. H. Actuate the control valve 6 without the interposition of another lever, for example 61.
  • the other end of this cylinder 8 is attached to the bogie frame 2, preferably on the stop pin 3.
  • the function is only described if the suspension is extended to one side. However, both sides work analogously.
  • the bogie frame 2 and the stop pin 3 connected to it are deflected to the left in the direction of the arrow s, the left spring element 4 is compressed.
  • the right pneumatic cylinder is also moved in the direction of the arrow s, and this deflection opens the right control valve 6 for supplying compressed air to the left spring element 4.
  • the piston 81 of the pneumatic cylinder 8 is displaceable against the action of a spring 82, and the active volume 83 of the cylinder 8 is pneumatically connected to said left spring element 4. Therefore, a balance can be established between the air pressure in the spring element 4 and the action of the spring 82, whereby the piston 81 is displaced against the action of the spring 82 while increasing the volume 83.
  • the corresponding control valve 6 is also closed again by this displacement of the piston 81.
  • the spring characteristic diagram according to FIG. 5 can be implemented in a simple and functionally reliable manner.
  • the car body 1 After the end of the acceleration causing the deflection, the car body 1 is again pressed towards the center of the bogie frame 2 by the effect of the air pressure in the left air bellows 4.
  • the pneumatic cylinder 8 moves back into its starting position. But since his piston 81 is still in the shifted position remains because the air pressure in the bellows 4 and in the active volume 83 of the cylinder 8 is still at a higher level, the right control valve 6 is brought into a position in which the air can escape from the left, previously loaded bellows 4. As soon as this happens, the piston 81 is also brought into its starting position by reducing the volume 83 by the spring 82. As a result, the control valve 6 is finally closed again.
  • the car body 1 is again centrally above the bogie frame 2, the air pressure in the air suspension bellows 4 is the same on both sides and both control valves 6 are closed.
  • the spring characteristic has now been reduced to the initial level.
  • a throttle 9 is installed in the connecting line 41 between the spring element 4 and the pneumatic piston 8.
  • This throttle 9 allows the air pressure to be equalized in the case of a longer-lasting pressure difference, but prevents the pressure equalization in the case of short-term and lower pressure differences, so that small and short-term deflections, such as those caused by the rail faults to be compensated or the like, are controlled without adjustment via the air pressure from the air spring elements can be included.
  • two double-acting pneumatic cylinders 4, 4 ' are used as spring elements. They act between the body 1 and bogie 2 in the transverse direction. Furthermore, a preferably electrical position measuring system 8 'is arranged between the car body and the bogie. The cylinder bottom side of one cylinder is connected to the cylinder rod side of the other cylinder via a pneumatic line. The cylinders are vented from the compressed air source 7 via electrically operated directional valves 6, 6 ', which are controlled by a preferably electronic control unit 12.
  • FIG. 6 Only the target cylinder pressure is specified in the controller 12, a separate control circuit being implemented in the pressure control unit 13 for constant control of the pressure.
  • the associated scheme for controlling the pneumatic variant is shown in FIG. 6.
  • the cylinder pressure is measured by means of pressure sensors 9 and converted into an electrical signal which is processed in the pressure control unit 13 separately from the control unit 12.
  • Fig. 4 shows the force level to be controlled as a function of the transverse path.
  • the target force level and thus the target pressure of the cylinders are kept constant. If the transverse path increases and you leave area I, the pressure setpoint is increased at a defined speed. When leaving the area towards the center, the pressure setpoint is reduced at a defined speed.
  • Fig. 5 shows a transverse spring diagram in which with A the characteristic of the secondary springs, with B the characteristic of the secondary springs plus a stop buffer, with B 'the characteristic as B, but with the maximum additional transverse force initiated by the active transverse spring system, and with C the area, in which, according to the control, the characteristic curve B is shifted in parallel depending on the static transverse load.
  • the hydraulic variant shown in Fig. 3 solves the problem underlying the invention so that a supply unit 10, with an oil pump 11, 11 'for each cylinder, two hydraulic cylinders 3, 3' installed horizontally between the body 1 and bogie 2 'with pressurized oil .
  • Single-acting plunger cylinders are preferably used.
  • the electrical signals for the proportional pressure relief valves 5, 5 ' are calculated by the preferably electronic control.
  • the cross travel is used as the input signal.
  • the target pressure of the cylinders is calculated according to the same logic as described for the pneumatic variant.
  • the setpoint pressure of the cylinders is already regulated hydraulically in the valves, so that the control circuit shown schematically in FIG. 7 results for the hydraulic variant. It is therefore not necessary to measure the cylinder pressure and return it to the control. With this advantageous control arrangement, the required increase in the force level of the secondary spring can be carried out in a simple manner.
  • the displacement measuring system 8, 81 is integrated into the hydraulic cylinders 5, 5 ', the number of components is reduced to a minimum: a pressure oil supply unit, two hydraulic cylinders with attached valves and an integrated displacement measuring system and an electronic unit.
  • the transverse suspension described is designed by means of the arrangement according to the invention for regulating the pressure level in such a way that a soft spring characteristic is provided for small deflections which can be raised to a force level corresponding to the free centrifugal acceleration by means of the active control.
  • the control is designed so that it only adjusts larger deflections and allows small movements to work on the flat spring core line. This results in a certain tolerance range around a defined target value as the work area, the target value of the force level increasing with the transverse path.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Vehicle Body Suspensions (AREA)

Claims (17)

  1. Dispositif pour régler une suspension transversale entre un boggie et une caisse de voiture d'un véhicule sur rails, et comprenant des éléments de ressorts qui agissent dans la direction transversale et sont basés sur la pression d'un fluide et qui sont reliés par l'intermédiaire de soupapes de régulation pour régler la pression de leur fluide d'actionnement, à une source d'air comprimé, caractérisé par un système de mesure de distance (8,8') connu en soi pour déterminer la déviation dans la direction transversale entre le boggie (2) et la caisse de voiture (1) et une soupape de régulation (5,5',6,6') qui est reliée au système de mesure de distance (8,8') et aux soupapes de régulation (5,5',6,6'), et à l'aide de laquelle au moins la soupape de régulation (5,5',6,6') associée à l'élément de ressort comprimé (4,4',15,15') peut être actionnée pour atteindre la pression dans l'élément de ressort (4,4',15,15') conformément à une fonction prédéterminée de la pression en fonction exclusivement de la déviation.
  2. Dispositif selon la revendication 1, caractérisé en ce qu'un vérin pneumatique (8) est raccordé, sous la forme d'une combinaison d'un système de mesure de distance et d'une unité de commande, à un élément (61) actionnant la soupape respective de régulation (5,5',6,6') ou que l'élément (61) lui-même est agencé sous la forme d'un vérin pneumatique, qui est fixé sur le cadre (2) du boggie, de préférence au niveau de sa butée (3) et dont le piston (81) peut être déplacé à l'encontre de l'action d'un ressort (82), le volume actif (83) du vérin (8) étant relié pneumatiquement par l'intermédiaire d'une canalisation (40) à l'élément de ressort (4) commandé par l'intermédiaire de la soupape de régulation associée (6), de sorte qu'un équilibre est réglable entre la pression d'air dans l'élément de ressort (4) et la pression du ressort (82) pour une position du piston (81), dans laquelle la soupape de régulation est à nouveau dans la position fermée.
  3. Dispositif selon la revendication 2, caractérisé en ce qu'un étranglement (9) est monté dans la canalisation de liaison (41) entre l'élément de ressort (4) et le piston pneumatique (8).
  4. Dispositif selon la revendication 1, caractérisé en ce qu'il est prévu une unité de commande électronique (12), dans laquelle est introduit un programme qui, conformément à une fonction fixée par avance pour la valeur, détectée par un système de mesure de distance de préférence électrique (8'), de la déviation de la caisse de voiture (1) par rapport au boggie (2), envoie un signal de commande à au moins la soupape de régulation (5,5',6,6') associée à l'élément de ressort comprimé (4,4',15,15').
  5. Dispositif selon la revendication 2 ou 3, caractérisé en ce qu'une influence de commande de l'unité de commande (12) à partir d'une valeur limite prédéterminée pour la déviation est directement proportionnelle à la valeur détectée et que la pression de consigne augmente plus fortement en fonction de la déviation à partir de la valeur limite qu'au-dessous de cette valeur limite, pour laquelle l'unité de commande (12) ne produit aucune action de commande influençant la position des soupapes de régulation (5,5',6,6').
  6. Dispositif selon la revendication 2, 4 ou 5, caractérisé en ce que les influences de commande, qui dépendent des valeurs de pression détectées, correspondent à une fonction prédéterminée de la différence entre la valeur de consigne à la valeur détectée, de sorte que la pression dans l'élément de ressort comprimé (4,4' et 15,15') est réglée à une valeur constante.
  7. Dispositif selon la revendication 6, caractérisé en ce que l'amplification de régulation est égale à 1 de sorte que la pression de consigne est complètement réglée.
  8. Dispositif selon la revendication 6, caractérisé en ce que l'amplification de régulation est inférieure à 1 de sorte que la pression de consigne n'est pas complètement réglée.
  9. Dispositif selon l'une des revendications 1 à 8, caractérisé en ce que les éléments de ressort sont des vérins pneumatiques (4,4') et que des capteurs de pression (14,14') sont prévus pour détecter la pression du fluide dans les éléments de ressort (4,4') et sont reliés à l'unité de régulation de pression (13), qui contient de préférence un programme pour comparer les valeurs de pression détectées aux valeurs de consigne définies conformément à la fonction prédéterminée, et qui, dans le cas d'une différence, envoie des signaux de commande au moins à la soupape de régulation (5,5',6,6') associée à l'élément de ressort comprimé (4,4).
  10. Dispositif selon la revendication 9, caractérisé en ce que les soupapes sont des soupapes simples (6,6') à commande électrique.
  11. Dispositif selon la revendication 9 ou 10, caractérisé en ce que des vérins pneumatiques à double effet sont prévus et que le côté du fond de chaque cylindre est relié au côté de la tige de l'autre cylindre respectif.
  12. Dispositif selon l'une des revendications 1 à 8, caractérisé en ce que les éléments de ressorts sont des vérins hydrauliques (15,15').
  13. Dispositif selon la revendication 12, caractérisé en ce que les vérins hydrauliques (15,15') sont reliés par l'intermédiaire de pompes à huile séparées (11,11') à un réservoir (10) pour le liquide hydraulique.
  14. Dispositif selon la revendication 12, caractérisé en ce que les soupapes (5,5') sont des soupapes commandables de limitation de pression à action proportionnelle.
  15. Dispositif selon la revendication 12, caractérisé en ce que les soupapes (5,5') sont des servosoupapes commandables.
  16. Dispositif selon la revendication 12, caractérisé en ce que les soupapes (5,5') sont des soupapes de détente commandables.
  17. Dispositif selon l'une des revendications 12 à 16, caractérisé en ce que l'unité de commande électronique (12) contient un programme pour obtenir une valeur pour la vitesse de déviation, qui pour chaque valeur de la vitesse, délivre un signal de commande qui correspond à une courbe caractéristique prédéterminée d'amortissement, à au moins la soupape de régulation (5,5') associée à l'élément de ressort comprimé (15,15').
EP93890191A 1992-10-08 1993-10-05 Système de réglage de la suspension transversale entre le bogie et la caisse de véhicules ferroviaires Expired - Lifetime EP0592387B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
AT1984/92 1992-10-08
AT0198492A AT408975B (de) 1992-10-08 1992-10-08 Anordnung zur regelung einer querfederung zwischen drehgestell und wagenkasten eines schienenfahrzeuges

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EP0592387A1 EP0592387A1 (fr) 1994-04-13
EP0592387B1 true EP0592387B1 (fr) 1997-07-16

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EP (1) EP0592387B1 (fr)
AT (2) AT408975B (fr)
DE (1) DE59306921D1 (fr)

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AT405166B (de) 1996-12-19 1999-06-25 Siemens Sgp Verkehrstech Gmbh Drehgestell-fahrwerk für ein schienenfahrzeug

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US4693185A (en) * 1986-02-21 1987-09-15 Dofasco Inc. Control systems for vehicle fluid suspension systems
EP0420940B1 (fr) * 1988-06-24 1993-12-15 ANF-Industrie Dispositif d'application de force sur la caisse d'un vehicule ferroviaire, pour l'inclinaison de caisse ou la stabilisation transversale du vehicule
FR2633887B1 (fr) * 1988-07-06 1996-05-03 Durand Charles Procede et dispositif pour le controle de la suspension active de caisse sur un vehicule ferroviaire

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2000078588A1 (fr) * 1999-06-18 2000-12-28 Bombardier Transportation Gmbh Vehicule ferroviaire

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ATE155410T1 (de) 1997-08-15
ATA198492A (de) 2001-09-15
AT408975B (de) 2002-04-25
EP0592387A1 (fr) 1994-04-13
DE59306921D1 (de) 1997-08-21

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