EP2580100A1 - Dispositif de pivotement d'un ou de plusieurs rabats frontaux d'un véhicule se déplaçant sur une voie, et module de rabats frontaux - Google Patents

Dispositif de pivotement d'un ou de plusieurs rabats frontaux d'un véhicule se déplaçant sur une voie, et module de rabats frontaux

Info

Publication number
EP2580100A1
EP2580100A1 EP11725077.9A EP11725077A EP2580100A1 EP 2580100 A1 EP2580100 A1 EP 2580100A1 EP 11725077 A EP11725077 A EP 11725077A EP 2580100 A1 EP2580100 A1 EP 2580100A1
Authority
EP
European Patent Office
Prior art keywords
nose
carrier element
vehicle
flap
pivoting
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.)
Granted
Application number
EP11725077.9A
Other languages
German (de)
English (en)
Other versions
EP2580100B1 (fr
Inventor
Andreas Heinisch
Reiner Krause
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.)
Voith Patent GmbH
Original Assignee
Voith Patent GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Voith Patent GmbH filed Critical Voith Patent GmbH
Priority to PL11725077T priority Critical patent/PL2580100T3/pl
Publication of EP2580100A1 publication Critical patent/EP2580100A1/fr
Application granted granted Critical
Publication of EP2580100B1 publication Critical patent/EP2580100B1/fr
Active legal-status Critical Current
Anticipated expiration legal-status Critical

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
    • B61D17/00—Construction details of vehicle bodies
    • 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
    • B61D17/06—End walls

Definitions

  • the invention relates to a device for pivoting one or more nose flaps of a track-guided vehicle, in particular rail vehicle, as well as a Bugklappenmodul.
  • a nose module usually has at least one nose flap, which is pivotable relative to the vehicle undercarriage and provided on the vehicle front side coupling to expose the coupling shaft, if necessary.
  • nose flap is understood here as the cladding of the coupling shaft, which covers the coupling shaft in its closed state on the one hand to protect the coupling components from the weather and on the other to avoid aerodynamically disadvantageous front parts, which is particularly important for streamlined trainsets such as high-speed trains.
  • a Bugklappen kinematics used, which has at least one actuating element and serves to expose the coupling shaft and thus the coupling head when needed. This is particularly necessary in order to bring the vehicle in a dome-ready state, or to allow for example for maintenance access to the coupling shaft and the coupling components.
  • the object of the invention is to provide a device for pivoting a nose flap, with which the nose flap can be moved from a first closed position to a second open position, wherein the device should be characterized in that the pivoting of the nose flap used to deploy the Bugklappen- Kinematics is as simple as possible but still works reliably.
  • a device for pivoting a nose flap which has at least one connected to the nose flap on the one hand and the vehicle undercarriage on the other hand carrier element and on the other hand connected to the at least one support element on the one hand and the vehicle undercarriage actuator.
  • the at least one carrier element is pivotable in a horizontal plane relative to the vehicle undercarriage and designed to transfer the bow flap from a closed state to an open state and vice versa during pivoting.
  • the actuating element serves to pivot the at least one carrier element relative to the vehicle undercarriage.
  • the carrier element has a slide mechanism, which is designed to displace the nose flap in the longitudinal direction of the carrier element.
  • a slide mechanism which is designed to displace the nose flap in the longitudinal direction of the carrier element.
  • it is envisaged to move the bow door in its closed state in the longitudinal direction of the support element.
  • the displacement mechanism to move the nose flap in its open state in the longitudinal direction of the support member.
  • the bulkheads can be displaced rearward (i.e., towards the vehicle underframe) by the shifting mechanism of the at least one support member, in addition to the pivotal movement. Accordingly, it is possible to optically close gaps between the nose flap and the remaining nose cone module, whereby the coupling components are better protected.
  • the Verschubme- mechanism also serves to effectively prevent friction between the nose flap and the remaining nose cone module during the opening of the nose flap.
  • the front door by the Verschubmechanismus in an advantageous manner in the closed state forward, d. H. away from the vehicle, are moved before the front door is pivoted to its open state. In other words, the bow flap is spaced from the rest of the bow nose module before pivoting.
  • the device according to the invention is characterized by its longevity and low maintenance costs. Due to the fact that, in the solution according to the invention, the actuating element does not engage directly with the nose flap, but is connected to the at least one carrier element, which is pivotable in a horizontal plane relative to the vehicle undercarriage in order to move the nose flap from its closed state into its open state and vice versa transfer, act on the bearings, which are used for articulating the at least one support member on the bow door and for articulating the actuating element on the at least one support member, only relatively low loads. As a result, these bearings can be lightweight, resulting in weight and material savings.
  • the simple design of the proposed Bugklappen- kinematics also favors the response of the pivoting device, since the power is transmitted almost directly from the actuator to the front doors.
  • the solution according to the invention is characterized in that the bow door can also be opened by hand, that is pulled from the outside of the bow door to move them to the desired position.
  • the displacement mechanism has one or more pneumatically, hydraulically or electrically controllable actuating cylinders, which is designed to displace connecting struts in the longitudinal direction of the carrier element.
  • the actuating cylinder is connected via the connecting struts with the nose flap.
  • a device connected to the vehicle undercarriage locking is provided in the device according to the invention, which is a
  • the locking element can be moved from a first position, in which the carrier element is fixed relative to the vehicle undercarriage, into a second position, in which the carrier element can be pivoted in a horizontal plane relative to the vehicle undercarriage.
  • the locking element provides an easy-to-implement yet effective solution for maintaining the at least one nose flap in the desired position (ie, either open or closed) in a bulkhead module. This ensures in a simple manner that the nose flap remains in its desired position even at high speeds.
  • the locking used it is conceivable for the locking used to have a pneumatically, hydraulically or electrically controllable actuating cylinder in order to transfer the locking element from its first position to the second position.
  • actuating cylinder offers the possibility of faster switching times, whereby the fixed actuator can be switched reliably and synchronously with the actuator.
  • actuating cylinder for actuating the locking element, since rail vehicles are usually already equipped with compressed air lines for the pneumatic control of other components.
  • other switching media such as hydraulics or electrical.
  • the lock has a spring stamp which cooperates with the locking element such that the locking element is biased in its first position.
  • This realization is therefore independent of switching media such as pneumatics, hydraulics or electrics and in particular more robust compared to a pneumatically, hydraulically or electrically activatable actuating cylinder.
  • a spring stamp a low-cost standard component can be used, which can be renewed for possible repairs without much effort.
  • a manually actuable emergency release is also provided, which can be triggered via an emergency release element, for transferring the locking element from its first position to its second position.
  • an emergency release element for transferring the locking element from its first position to its second position.
  • the locking element can be moved from its first position to its second position by means of the manually actuable emergency release to open the nose flap.
  • the manually operated emergency release has a mechanism with which the nose flap can be opened by hand. For this purpose, it is conceivable, for example, to provide as emergency unlocking a manually operable unlocking lever.
  • a horizontal guide is provided, with which the at least one carrier element cooperates.
  • This guide is connected to the vehicle undercarriage and serves to guide the horizontal pivotal movement of the at least one support member relative to the vehicle undercarriage.
  • a large part of the weight force of the nose flap connected to the carrier element can be diverted directly into the vehicle undercarriage or into a frame connected to the vehicle undercarriage. Consequently, the bearings over which the support member is articulated with the nose flap or with the vehicle undercarriage / frame, relieved and run wear.
  • the guide has at least one stop for limiting the horizontal pivoting range of the carrier element.
  • the at least one carrier element has a shock absorber with at least one energy dissipation element.
  • the at least one energy-absorbing element can be destructive and / or regenerative.
  • the coupling components received by the nosecloth module can be effectively protected against damage in the event of a crash. It should be noted that when driving usually the nose flap and thus the nose cone are present in the closed state. Should an accident occur, the impact energy will be absorbed to a certain extent by the at least one energy dissipation element. As a result, not only the coupling components, but also other body surfaces of the nose cone and the frame of the train are protected from damage.
  • the at least one energy-absorbing element of the shock absorber can be regenerative and / or destructive.
  • lighter shocks such as those that occur in shunting operation, can be intercepted by the regenerative energy-consuming elements, with the destructive energy-consuming elements at least partially absorbing the shock energy and converting it into heat and deformation work as soon as a certain impact force is exceeded.
  • the at least one carrier element is designed to be movable relative to the bow flap in the vertical plane.
  • the vertical orientation of the nose flap can therefore be adjusted in certain areas. This also facilitates the installation of the bow door on the bow nose or on the chassis subframe. Joints, which form between the nose flap and the remaining housing of the nose cone, can thereby be easily optimized, whereby a better tightness and streamlinedness of the nose module can be achieved.
  • the at least one carrier element is pivotably articulated in a horizontal plane to a bearing block, wherein the bearing block is fastened to the vehicle undercarriage or to a frame connected to the vehicle undercarriage.
  • a bearing block facilitates the mounting of the front flap kinematics.
  • the nose flap can thereby be quickly and easily secured by its possibly more support elements by a bearing block on the vehicle underframe / frame. Above all, the maintenance of a bearing block for multiple support elements without much effort and can be done quickly.
  • a frame attachable to the vehicle front side is provided, via which the at least one carrier element, the actuating element and the horizontal guide are connected to the vehicle undercarriage.
  • the front side of the vehicle frame By attachable to the front side of the vehicle frame, it is possible to attach all elements of the nose module to a (metal) structure.
  • the entire nose cone module can be manufactured as an overall system and attached with little effort to the vehicle front page. This is especially advantageous if, for example, for lighter accidents only the nose nose needs to be replaced.
  • the frame can be used as an additional shock protection to absorb impact energy in a crash. It is also conceivable to incorporate already known from the prior art energy-absorbing elements, whether regenerative or destructive, in the frame.
  • a bulkhead module having a first nose flap and a second nose flap, the nose flap module for each of the nose flaps each having a swivel mechanism (nose flap kinematics) of the type described above for transferring the corresponding nose flap from its closed state to the open one Condition and vice versa.
  • a swivel mechanism nose flap kinematics
  • the two bow flaps are preferably pivotable in a horizontal plane relative to one another. This provides an optimal opening of the nose, especially in terms of maintenance.
  • FIG. 1 is a perspective view of a nose of a track-guided vehicle with an exemplary embodiment of the invention
  • FIG. 2 is a perspective view of an exemplary embodiment of the Bugklappenmoduls invention in the closed state.
  • 3a is a perspective view of an exemplary embodiment of the Bugklappenmoduls invention in the closed state
  • Figure 3b is a perspective view of the exemplary embodiment of the Bugklappenmoduls invention according to Figure 3a without Bugklappen, the Bugklappen kinematics is mounted on a frame.
  • FIG. 4a is a perspective view of an exemplary embodiment of the device according to the invention for pivoting a nose flap (nose flap kinematics);
  • Fig. 4a wherein the Bugklappen kinematics is mounted on a frame.
  • FIG. 1 shows a perspective view of a nose of a track-guided vehicle with an exemplary embodiment of the bug flap module 100 according to the invention in the closed state.
  • the bulkhead module 100 has a first nose flap la and a second nose flap 1b.
  • the two bow flaps 1a, 1b can be pivoted relative to one another with the aid of a bow flap kinematics (not shown in FIG. 1) in the horizontal plane.
  • the bow flap kinematics for each of the two bow flaps 1a, 1b has a pivoting device according to the invention for pivoting the two bow flaps 1a, 1b.
  • the two bow flaps 1a, 1b can be transferred from a first, closed state into a second, open state in order to expose a coupling shaft provided on the vehicle front side.
  • the two bow flaps 1a, 1b are pivoted in a horizontal plane to the side surfaces of the nose module 100 in order to expose the coupling shaft. It would also be conceivable, of course, that the two bow flaps la, lb can be opened vertically.
  • FIG. 2 is a perspective view of a first exemplary embodiment of the bug flap module 100 according to the invention in the closed state.
  • Fig. 3a shows a perspective view of a second exemplary embodiment of the Bugklappenmoduls invention 100 in the closed state
  • Fig. 3b shows a perspective view of the exemplary embodiment of the invention
  • Bugklappenmoduls 100 of FIG. 3a without Bugklappen shows the Bugklappen kinematics on a frame 20 is attached.
  • FIG. 4a shows a perspective view of another exemplary embodiment of the device according to the invention for pivoting a bow flap (Folding flap kinematics), while Fig. 4b shows a perspective view of the exemplary embodiment of FIG. 3a, wherein the Bugklappen kinematics is mounted on a frame 20.
  • the Bugklappenmodul 100 shown in the figures Fig. 2, 3a and 4a has a first Bugklappe la and a second Bugklappe lb, wherein the two Bugklappen la, lb are pivotable relative to each other in each case by means of a pivoting device in the horizontal plane.
  • Both the bow flaps la, lb associated pivoting establish the Bugklappen kinematics for pivoting the two bow flaps la, l b.
  • each pivoting device has a total of two support elements 2, 2 ', which on the one hand with the respective front flap la, lb and on the other hand with the in Fig. 2, 3a and Fig. 4a, not shown vehicle undercarriage or frame are connected.
  • the connection of the carrier elements 2, 2 'with the vehicle undercarriage or frame takes place in the case of FIG. 2, Fig. 3a and Fig. 4a illustrated embodiment with the aid of a common for all support elements 2, 2 'bearing block 9a.
  • the bearing block 9a is connected to a frame 20 (not shown in FIGS. 3a and 4a).
  • the frame 20 is preferably releasably connected to the vehicle front end and the vehicle undercarriage.
  • FIG. 2 this is also for the embodiment of FIG. 2 the case.
  • Fig. 3a or Fig. 4a in the embodiments shown, one of the carrier elements 2, 2 'of each flap 1a, 1b, and in detail on the outer carrier element designated by the reference numeral "2", an actuating element 3.
  • the actuating element 3 connected via a gimbal terminal strip 3 'to the frame 20 and serves to pivot the respective support member 2.
  • the actuators 3 are designed as a pneumatic piston cylinder, which are articulated via the gimbal clamping bar 3 'in a horizontal plane pivotally mounted on the vehicle undercarriage or frame 20.
  • the opposite end region of the piston cylinder is articulated on the associated carrier element 2.
  • the support elements 2 are pivoted by the tensile force of the actuating elements 3 in the horizontal plane, starting from the closed state of the bow flaps 1a, 1b shown in the figures.
  • the closing process is analogous to this by a pressure force of the piston cylinder.
  • the support element 2, 2 'further comprises a Verschubmechanlsmus, which is designed to move the front doors la, l b in the longitudinal direction of the support members 2, 2'.
  • the bow flaps in their in Fig. In fig. 2 shown closed state in the longitudinal direction of the support elements 2, 2 'to move.
  • the Verschubmechanlsmus it is also conceivable to use the Verschubmechanlsmus to move the nose flap in its open state in the longitudinal direction of the support members 2, 2 '.
  • the bow flaps 1a, 1b by the Verschubmechanlsmus of at least one support element 2, 2 'in addition to the pivoting movement to the rear (that is, to the vehicle undercarriage too) to be moved or forward. Accordingly, the horizontal joints 12 shown in FIG. 1, which form between the bow flaps 1a, 1b and the remaining housing of the bow nose, can be optimally closed, whereby a better sealing of the nose module 100 is achieved.
  • the Verschubmechanlsmus also serves to effectively prevent friction between the Bugklappen la, lb and the remaining nose cone module during the opening of the Bugklappen la, lb.
  • the Bugklappen la, lb by the Verschubme- mechanism in an advantageous manner in the closed state to the front, ie away from the vehicle, are moved before the Bugklappen la, lb are pivoted into their open state.
  • the bow flaps la, lb are thus spaced from the remaining bow nose module before pivoting.
  • the Verschubmechanlsmus in particular a plurality of pneumatically, hydraulically or electrically controllable actuating cylinder 6, which are designed connecting struts 11 in the longitudinal direction the support elements 2, 2 'to move.
  • the actuating cylinder 6 are connected via the connecting struts 11 with the nose flap la, lb.
  • the actuating cylinder 6 of the Verschubmechanismus with the same medium (compressed air, fluid, electricity) are driven, as is the case for the actuators 3 for pivoting the nose flap.
  • the actuating cylinder 6 are preferably formed as a pneumatic actuating cylinder 6, which over the in Fig. 2 supply lines 15a and 15b are supplied with compressed air.
  • an upper bracket 9b is provided, which is attached to the frame (not shown).
  • This upper bearing block 9b is used for articulating upper connecting struts 11, which can also be controlled via the above-mentioned actuating cylinder 6 and thus moved.
  • a lock 5 is also provided, which serves to support elements 2, 2 'in the open or closed state of the front hatch la, lb relative to the vehicle underframe or frame 20 fix.
  • the lock 5 on a retractable and retractable locking element 7, which is formed in the illustrated embodiment as a pin.
  • the locking element 7 can be moved into a first, extended position (cf., Fig. 3a), in which the support elements 2, 2 'are held in their position, or in a second, recessed position, in which the support elements 2, 2' in a horizontal plane relative to the vehicle undercarriage or frame 20 are pivotable.
  • the four locks 5 are mounted below a guide 4 explained in more detail later in this description of the invention.
  • the designed as a pin locking element 7 is therefore moved vertically through a hole in the horizontal guide 4.
  • the locking elements 7 must be transferred from a first to a second position before the support elements 2 can be pivoted from one end position to the other.
  • the lock 5 on a pneumatically, hydraulically or electrically controllable actuating cylinder, which moves the locking element 7 between the above positions. It is conceivable here to operate the actuating cylinder with the aid of media already used in rail transport, such as compressed air or electricity, which consequently saves costs during installation and operation. In the event that no compressed air or electricity should be present, it is preferred if the locking element 7 remains in its first, extended position in which the support elements 2, 2 'are fixed in their position. For this reason, the locking element 7 can be biased by default in its first position by a spring punch.
  • the horizontal guide 4 is also connected or connectable to the vehicle undercarriage or frame 20 and serves to guide the carrier element 2, 2 'in their horizontal pivoting movement.
  • the horizontal guide 4 has a plurality of stops 10 for limiting the horizontal pivoting range of the support elements 2, 2 '.
  • the stops 10 determine the maximum pivoting range of the support elements 2, 2 'and thus prevent too much pivoting of the bow flaps la, lb. It is advantageous here to attach the stops 10 at least at a first position, which defines the maximum opening state, and at a second position, which prevents a lateral collision of the bow flaps when closing.
  • the carrier elements 2, 2 ' are advantageously equipped with energy dissipation elements 6'. These are used to pick up and convert the energy of light impacts, such as those that can occur in shunting operations, from the direction of the bow door 1.
  • the carrier elements 2, 2 ' are pivotably articulated in the vertical plane relative to the respective nose flap 1 a, 1 b.
  • the vertical orientation of the bow flaps la, lb relative to the vehicle underframe or frame 20 can be adjusted in certain areas. This facilitates the mounting of the nose flaps la, lb on the nose flap kinematics.
  • With reference to the illustration in Fig. 1 can also be horizontal joints 12, which form between the bow flaps la, lb and the remaining housing of the nose cone, thereby easily optimize, creating a better tightness and wind direction of the nose module 100 can be achieved.
  • the bearing block 9a is connected to the vehicle underframe or frame 20.
  • an upper bearing block 9 b is provided, which is mounted on the frame 20.
  • This upper support 9b serves to articulate the connecting struts 11 in which the energy-absorbing elements 6 'are integrated.
  • the connecting struts 11 are articulated in the upper region of the corresponding front flaps 1a, 1b and can assume a certain supporting function.
  • FIGS. 3b and 4b The already mentioned frame 20, via which the carrier elements 2, 2 ', the horizontal guide 4 and also the actuating elements 3 are connected to the vehicle undercarriage, is shown in FIGS. 3b and 4b.
  • the pedestals 9a, 9b provide a link between the support members 2, 2 'and the frame of the frame 20.
  • the pneumatic and electrical supply ducts 21 are also integrated in the frame 20 for the fascia kinematics.
  • the frame 20 is connected to all components of the pivoting device in connection, which is why it is possible to produce the entire nose cone module as an overall system. This entire nose cone module can thus be completely replaced after an accident, in a few steps.
  • the frame 20 can be used as an additional energy dissipation element to additionally absorb impact energy in the event of an impact. It is also conceivable to incorporate already known from the prior art energy absorbing elements in the frame 20.
  • the frame 20 is, as shown in FIG. 3b and Fig. 4b indicated detachably connectable at its rear end to the vehicle undercarriage.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Wood Science & Technology (AREA)
  • Body Structure For Vehicles (AREA)
  • Superstructure Of Vehicle (AREA)
  • Power-Operated Mechanisms For Wings (AREA)

Abstract

L'invention concerne un dispositif de pivotement d'un ou de plusieurs rabats frontaux (1a, 1b) d'un véhicule se déplaçant sur une voie, en particulier d'un véhicule ferroviaire. L'invention vise à obtenir que l'ouverture et la fermeture d'un rabat frontal puissent être réalisées le plus possible sans friction et sans joint visible. A cet effet, l'invention est caractérisée en ce que le dispositif présente au moins un élément support (2) relié, d'une part, avec le rabat frontal (1a, 1b) et, d'autre part, avec le châssis du véhicule, l'élément support (2) étant monté pivotant et configuré dans un plan horizontal par rapport au châssis du véhicule, et en ce que, lors du pivotement, le rabat frontal (1a, 1b) passe d'un état de fermeture en un état d'ouverture, et inversement. En outre, le dispositif présente un élément de commande (3) lié, d'une part, avec au moins l'élément support (2) et, d'autre part, avec le châssis du véhicule, pour le pivotement dudit élément support (2) par rapport au châssis du véhicule. Au moins ledit élément support (2) présente un mécanisme de déplacement qui est configuré de manière à déplacer le rabat frontal (1a, 1b), en particulier en l'état fermé, en direction longitudinale de l'élément support (2).
EP11725077.9A 2010-06-10 2011-06-10 Dispositif de pivotement d'un ou de plusieurs rabats frontaux d'un véhicule se déplaçant sur une voie, et module de rabats frontaux Active EP2580100B1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
PL11725077T PL2580100T3 (pl) 2010-06-10 2011-06-10 Urządzenie do odchylania jednej lub większej liczby klap przednich pojazdu torowego oraz moduł klapy przedniej

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102010023318A DE102010023318A1 (de) 2010-06-10 2010-06-10 Vorrichtung zum Verschwenken einer oder mehrerer Bugklappen eines spurgeführten Fahrzeuges sowie Bugklappenmodul
PCT/EP2011/059694 WO2011154527A1 (fr) 2010-06-10 2011-06-10 Dispositif de pivotement d'un ou de plusieurs rabats frontaux d'un véhicule se déplaçant sur une voie, et module de rabats frontaux

Publications (2)

Publication Number Publication Date
EP2580100A1 true EP2580100A1 (fr) 2013-04-17
EP2580100B1 EP2580100B1 (fr) 2015-06-03

Family

ID=44534854

Family Applications (1)

Application Number Title Priority Date Filing Date
EP11725077.9A Active EP2580100B1 (fr) 2010-06-10 2011-06-10 Dispositif de pivotement d'un ou de plusieurs rabats frontaux d'un véhicule se déplaçant sur une voie, et module de rabats frontaux

Country Status (11)

Country Link
US (1) US8757066B2 (fr)
EP (1) EP2580100B1 (fr)
KR (1) KR101792304B1 (fr)
CN (1) CN102933445B (fr)
AU (1) AU2011263704B2 (fr)
BR (1) BR112012031261A2 (fr)
CA (1) CA2801879C (fr)
DE (1) DE102010023318A1 (fr)
PL (1) PL2580100T3 (fr)
RU (1) RU2561645C2 (fr)
WO (1) WO2011154527A1 (fr)

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DE102010023318A1 (de) * 2010-06-10 2011-12-15 Voith Patent Gmbh Vorrichtung zum Verschwenken einer oder mehrerer Bugklappen eines spurgeführten Fahrzeuges sowie Bugklappenmodul
BR112014003312A2 (pt) * 2011-08-17 2017-04-18 Voith Patent Gmbh dispositivo para pivotar uma ou mais abas dianteiras de um veículo guiado por trilho, particularmente, um veículo ferroviário e veículo guiado por trilhos, particularmente, veículos ferroviários
DE102012201569B4 (de) * 2012-02-02 2014-09-18 Siemens Aktiengesellschaft Verkleidungseinrichtung für einen Endbereich eines Schienenfahrzeugs und entsprechendes Schienenfahrzeug
DE202012101220U1 (de) * 2012-04-03 2012-04-17 Voith Patent Gmbh Bugklappenanordnung für spurgeführte Fahrzeuge
DE102012009114B4 (de) * 2012-05-09 2014-03-13 Db Fernverkehr Ag Verfahren zum Kuppeln von Schienenfahrzeugen
CN103015828B (zh) * 2012-12-11 2015-05-20 青岛四方车辆研究所有限公司 基于曲柄滑块机构原理的开闭机构
DE102013102522A1 (de) * 2013-03-13 2014-09-18 Bombardier Transportation Gmbh Bugklappenanordnung für Schienenfahrzeuge, Schienenfahrzeug mit einer Bugklappenanordnung und Verfahren zum Öffnen und/oder Schließen einer Bugklappenanordnung
US10655381B2 (en) * 2013-10-18 2020-05-19 Crrc Qingdao Sifang Rolling Stock Research Institute Co., Ltd. Locking device and opening and closing mechanism having the same
CN103510783B (zh) * 2013-10-18 2015-09-30 青岛四方车辆研究所有限公司 带自锁装置的开闭机构
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PL2949538T3 (pl) * 2014-05-30 2020-11-02 Dellner Couplers Ab Uchwyt dla przedniej klapy wagonu pociągu i wagon pociągu
DE102014212945A1 (de) * 2014-07-03 2016-01-21 Siemens Aktiengesellschaft Schienenfahrzeug
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US8757066B2 (en) 2014-06-24
KR20130125286A (ko) 2013-11-18
AU2011263704B2 (en) 2014-10-30
KR101792304B1 (ko) 2017-11-20
EP2580100B1 (fr) 2015-06-03
BR112012031261A2 (pt) 2016-11-01
CA2801879A1 (fr) 2011-12-15
RU2013102453A (ru) 2014-07-20
CN102933445A (zh) 2013-02-13
CN102933445B (zh) 2015-06-17
US20130133547A1 (en) 2013-05-30
DE102010023318A1 (de) 2011-12-15
RU2561645C2 (ru) 2015-08-27
AU2011263704A1 (en) 2013-01-17
WO2011154527A1 (fr) 2011-12-15
CA2801879C (fr) 2017-08-29
PL2580100T3 (pl) 2015-10-30

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