EP3552918B1 - Agencement d'entraînement destiné à entraîner un bogie ferroviaire - Google Patents

Agencement d'entraînement destiné à entraîner un bogie ferroviaire Download PDF

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Publication number
EP3552918B1
EP3552918B1 EP18166247.9A EP18166247A EP3552918B1 EP 3552918 B1 EP3552918 B1 EP 3552918B1 EP 18166247 A EP18166247 A EP 18166247A EP 3552918 B1 EP3552918 B1 EP 3552918B1
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EP
European Patent Office
Prior art keywords
drive arrangement
arm
pressure cylinder
railway truck
railway
Prior art date
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Application number
EP18166247.9A
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German (de)
English (en)
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EP3552918A1 (fr
Inventor
Ulf Marklund
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Railcare Group AB
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Railcare Group AB
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Publication date
Application filed by Railcare Group AB filed Critical Railcare Group AB
Priority to EP18166247.9A priority Critical patent/EP3552918B1/fr
Publication of EP3552918A1 publication Critical patent/EP3552918A1/fr
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Publication of EP3552918B1 publication Critical patent/EP3552918B1/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
    • B61F13/00—Rail vehicles characterised by wheel arrangements, not otherwise provided for
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
    • B61D15/00—Other railway vehicles, e.g. scaffold cars; Adaptations of vehicles for use on railways
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61J—SHIFTING OR SHUNTING OF RAIL VEHICLES
    • B61J3/00—Shunting or short-distance haulage devices; Similar devices for hauling trains on steep gradients or as starting aids; Car propelling devices therefor
    • B61J3/12—Self-propelled tractors or pushing vehicles, e.g. mules

Definitions

  • aspects of the present invention relate to a drive arrangement for driving a railway truck, the railway truck being arranged to carry a work unit.
  • a work unit which provides the support needed for performing the work or maintenance work, is carried by a railway truck having wheels.
  • the work unit may e.g. be an excavator, a suction unit etc.
  • Such a work unit is located on an ordinary railway truck.
  • Such a railway truck is arranged to be driven by a locomotive or the like and has no driving means of its own. Therefore, when such a railway truck is arranged to carry a work unit either a locomotive should be used, or a separate driving means should be provided.
  • FR 2 482 031 A1 discloses a railway wagon which has a chassis made in two parts which are joined together with a joint and used for the transfer of containers from rail to road vehicles.
  • FR 2 684 949 A1 discloses a railway driving equipment with driving wheels mounted to a railway wagon.
  • the driving equipment can be displaced between an active position, in which the driving wheels bear on the rails, and a retracted position in which the driving equipment is moved away from the rails.
  • the inventors of the present invention have identified the need to improve the work on or the maintenance work of a railway track, or the area around the railway track, when using a work unit placed on a railway truck.
  • the object of the present invention is thus to improve the work on or the maintenance work of a railway track, or the area around the railway track, when using a work unit carried by a railway truck.
  • Another object of the present invention is to improve the flexibility of the work on or the maintenance work of a railway track, or the area around the railway track when using a work unit located on a railway truck.
  • a drive arrangement for driving a railway truck having wheels, the railway truck being arranged to carry a work unit.
  • the drive arrangement comprises two drivable wheels rotatably connected to a wheel unit, wherein the wheel unit being arranged to keep the drivable wheels of the drive arrangement at a certain distance from one another.
  • the drive arrangement comprises a first pressure cylinder having a first end and a second end, where the first end of the first pressure cylinder is connected to the wheel unit. The second end of the first pressure cylinder is connectable to the work unit, wherein the first pressure cylinder is arranged to, in an active position, push the wheels of the drive arrangement into engagement with a railway track.
  • the drive arrangement comprises a first arm having a first end and a second end, wherein the first end of the first arm is pivotally connected to the wheel unit.
  • the second end of the first arm is pivotally connectable to the work unit such that the second end of the first arm is positioned at a distance from the second end of the first pressure cylinder.
  • the drive arrangement comprises a second arm having a first end and a second end. The first end of the second arm is pivotally connected to the wheel unit, and the second end of the second arm is pivotally connectable to the work unit such that the second end of the second arm is located at a distance from the second end of the first pressure cylinder. The first end of the first arm is located at a distance from the first end of the second arm.
  • the second end of the first arm and the second end of the second arm are connectable to the work unit such that the second end of the first arm is positioned at a distance from the second end of the second arm.
  • the stability of the structure of the drive arrangement is improved, and the guidance of the driveable wheels of the drive arrangement along the railway track is improved.
  • the distance between the second ends of the first and second arms exceeds the distance between the first ends of the first and second arms.
  • the stability of the structure of the drive arrangement is further improved, and the control of the wheels of the drive arrangement is improved.
  • an efficient auxiliary drive arranged to be placed on an existing conventional railway truck.
  • No drive for the wheels of the railway truck is needed. Instead the railway truck is driven, moved forward or backward along the railway track, by the drivable wheels of the drive arrangement.
  • the drive arrangement does not need to be attached or anchored to the railway truck but is mounted simply by placing the work unit on the railway truck.
  • the drive arrangement can be seen as a mobile unit, which can be moved from one railway truck to another.
  • the two drivable wheels of the drive arrangement are positioned adjacent to wheels of the railway truck.
  • the two drivable wheels of the drive arrangement can be moved between a working/active position with a sufficient pressure against the railway track and a rest/inactive position retracted from the railway track.
  • the work unit can be any kind of apparatus for maintaining of or working on the railway track, or in the area around the railway track, e.g. an excavator, a vacuum lifting apparatus, a suction apparatus for sucking up ballast crushed stones or pebbles, an apparatus for placing ballast crushed stones along the railway track etc.
  • engagement with is meant that the respective wheel is in a position in which it rolls on the railway track, i.e. the wheel is brought into engaging contact with the railway track when brought into engagement therewith.
  • the length of each arm is determined at least based on the railway curve radius of the railway track.
  • the drive arrangement is efficiently adapted to the railway track and its curvature.
  • the railway truck has a longitudinal extension, and the first end of the first arm is located at a distance from the first end of the second arm in a direction transversely to the longitudinal extension of the railway truck.
  • the longitudinal extension of the railway truck extends in a direction of movement of the railway truck, and/or in the direction of the railway track.
  • the railway truck has a longitudinal extension
  • the second end of the first arm is arranged to be positioned at a distance from the second end of the second arm in a direction transversely to the longitudinal extension of the railway truck.
  • the railway truck has a longitudinal extension, and each arm extends substantially in the direction of the longitudinal extension of the railway truck.
  • each arm extends substantially in the direction of the longitudinal extension of the railway truck.
  • the drivable wheels of the drive arrangement are arranged to be driven by at least one hydraulic engine.
  • other engines e.g. at least one combustion engine, or at least one electric motor.
  • the drive arrangement comprises a second pressure cylinder having a first end and a second end.
  • the first end of the second pressure cylinder is connected to the wheel unit, and the second end of the second pressure cylinder is connectable to the work unit.
  • the second pressure cylinder is arranged to, in an active position, push the wheels of the drive arrangement into engagement with the railway track, and wherein the second end of the second arm is pivotally connectable to the work unit such that the second end of the second arm is positioned at a distance from the second end of the second pressure cylinder.
  • the first and second pressure cylinders are spaced apart, i.e. placed with a distance to one another. With two pressure cylinders, the two wheels of the drive arrangement are more efficiently pressed against the railway track.
  • the first end of the first pressure cylinder is adjacent to one of the drivable wheels of the drive arrangement, and the first end of the second pressure cylinder is adjacent to the other wheel of the drive arrangement.
  • the control of the driveable wheels of the drive arrangement along the railway track is improved.
  • the first end of the first arm is adjacent to the first end of the first pressure cylinder, and the first end of the second arm is adjacent to the first end of the second pressure cylinder.
  • the control of the driveable wheels of the drive arrangement along the railway track is further improved.
  • each pressure cylinder is arranged to, in an inactive position, lift the wheels of the drive arrangement from an engagement with the railway track.
  • the wheels of the drive arrangement are retracted from the railway track in an efficient manner, when brought to the inactive position.
  • the first end of each pressure cylinder is pivotally connected to the wheel unit, wherein the second end of each pressure cylinder is arranged to be pivotally connected to the work unit.
  • the control of the driveable wheels of the drive arrangement along the railway track is further improved.
  • the length of each arm exceeds the length of each pressure cylinder.
  • the control of the driveable wheels of the drive arrangement along the railway track is further improved.
  • each pressure cylinder is a hydraulic pressure cylinder.
  • it may also be a gas/pneumatic pressure cylinder.
  • the drive arrangement comprises a hydraulic pump assembly carried by the railway truck, wherein the hydraulic pump assembly is arranged to provide pressurized fluid to each pressure cylinder.
  • a railway truck drive arrangement wherein the railway truck drive arrangement comprises at least one drive arrangement according to any of the claims 1 to 14, or according to any embodiment disclosed above or below, and wherein the railway truck drive arrangement comprises the work unit arranged to be carried by the railway truck.
  • the advantages of the railway truck drive arrangement and its embodiment correspond to the advantages of the drive arrangement embodiments mentioned above.
  • a railway truck 2 with wheels 4 is schematically shown, on to which an embodiment of the drive arrangement 102 is positioned for driving the railway truck 2.
  • the wheels 4 of the railway truck 2 may be mounted to a bogie 5 of the railway truck 2.
  • the railway truck 2 is arranged to carry a work unit 6 which is located on a support 7 of the railway truck 2.
  • the work unit 6 is arranged to be carried by the railway truck 2.
  • the work unit 6 may be any kind of apparatus for maintaining or working on a railway track 8 or the surroundings of the railway track 8.
  • each drive arrangement 102 comprises two drivable wheels 104 rotatably connected to a wheel unit 106.
  • the wheel unit 106 is arranged to keep the drivable wheels 104 of the drive arrangement 102 at a certain distance from one another, which depends on the width of the railway track 8.
  • the drivable wheels 104 of the drive arrangement 102 are in an active position, where the drivable wheels 104 are in engagement with the railway track 8.
  • the drivable wheels 104 of the drive arrangement 102 are in an inactive, or rest, position, where the drivable wheels 104 have been lifted (or retracted) from the engagement with the railway track 8.
  • the drive arrangement 102 includes an elongated first pressure cylinder 108 with a first end 110 and a second end 112.
  • the first end 110 of the first pressure cylinder 108 is connected to the wheel unit 106, and the second end 112 of the first pressure cylinder 108 is connectable to the work unit 6.
  • the first pressure cylinder 108 is arranged to, in the active position, push the wheels 104 of the drive arrangement 102 into engagement with the railway track 8.
  • the drive arrangement 102 comprises an elongated second pressure cylinder 208 with a first end 210 and a second end 212.
  • the first end 210 of the second pressure cylinder 208 is connected to the wheel unit 106, and the second end 212 of the second pressure cylinder 208 is connectable to the work unit 6.
  • the second pressure cylinder 208 is also arranged to, in the active position, push the wheels 104 of the drive arrangement 102 into engagement with the railway track 8.
  • each pressure cylinder 108, 208 is arranged to, in the inactive position, lift the wheels 104 of the drive arrangement 102 from an engagement with the railway track 8.
  • the first and second pressure cylinders 108, 208 are spaced apart, i.e. placed with a distance to one another.
  • Each pressure cylinder 108, 208 may be a hydraulic pressure cylinder, or a gas/pneumatic cylinder.
  • the drive arrangement 102 comprises an elongated first arm 114 with a first end 116 and a second end 118.
  • the first end 116 of the first arm 114 is pivotally connected (pivotally mounted or pivotally attached) to the wheel unit 106.
  • the second end 118 of the first arm 114 is pivotally connectable to the work unit 6 such that the second end 118 of the first arm 114 is positioned (located) at a distance from the second end 112 of the first pressure cylinder 108.
  • the second end 118 of the first arm 114 is connected to a mounting member 9 of the work unit 6.
  • the drive arrangement 102 comprises an elongated second arm 214 with a first end 216 and a second end 218.
  • the first end 216 of the second arm 214 is pivotally connected to the wheel unit 106.
  • the second end 218 of the second arm 214 is pivotally connectable to the work unit 6 such that the second end 218 of the second arm 214 is positioned at a distance from the second end 112 of the first pressure cylinder 108.
  • the second end 218 of the second arm 214 is pivotally connectable to the work unit 6 such that the second end 218 of the second arm 214 is positioned at a distance from the second end of the second pressure cylinder 208.
  • the second end 218 of the second arm 214 is connected to a mounting member 19 of the work unit 6.
  • Each mounting member 9, 19 of the work unit 6 extends below the support 7 of the railway truck 2.
  • the wheel unit 106 is arranged to be mechanically supported by the first and second pressure cylinders 108, 208 and the first and second arms 114, 214.
  • each arm 114, 214 may be determined at least based on the railway curve radius of the railway track 8.
  • the first end 116 of the first arm 114 is located at a distance from the first end 216 of the second arm 214.
  • the railway truck 2 has a longitudinal extension 10 in a direction of movement of the railway truck 2 and/or in the direction of the railway track 8.
  • the first end 116 of the first arm 114 is located at a distance from the first end 216 of the second arm 214 in a direction transversely 122 to the longitudinal extension 10 of the railway truck 2.
  • the second end 118 of the first arm 114 and the second end 218 of the second arm 214 are connectable to the work unit 6 such that the second end 118 of the first arm 114 is positioned (located) at a distance from the second end 218 of the second arm 214 in a direction 122 transversely to the longitudinal extension 10 of the railway truck 2.
  • the distance between the second ends 118, 218 of the first and second arms 114, 214, in a direction 122 transversely to the longitudinal extension 10 of the railway truck 2 exceeds the distance between the first ends 116, 216 of the first and second arms 114, 214 in a direction 122 transversely to the longitudinal extension 10 of the railway truck 2.
  • each arm 114, 214 extends substantially in the direction of the longitudinal extension 10 of the railway truck 2. As shown in Figs. 3-4 , each arm 114, 214 may laterally form an angle with the longitudinal extension 10 of the railway truck 2. Each angle is at least based on the railway curve radius of the railway track 8. The respective angle may, e.g., be 0°-40°, and may change along the railway track 8.
  • the wheels 104 of the drive arrangement 102 are situated in a curve of the railway track 8, and the arms 114, 214 in Fig. 3 are laterally displaced in relation to the arms 114, 214 in Fig. 4 .
  • the length of each arm 114, 214 exceeds the length of each pressure cylinder 108, 208.
  • the drivable wheels 104 of the drive arrangement 102 are advantageously arranged to be driven by at least one hydraulic engine, e.g. one hydraulic engine 124, 126 for each wheel 104.
  • Each hydraulic engine 124, 126 is mounted to each wheel 104 adjacent to each wheel 104.
  • the first end 116 of the first arm 114 is adjacent to the first end 110 of the first pressure cylinder 108.
  • the first end 216 of the second arm 214 is adjacent to the first end 210 of the second pressure cylinder 208.
  • the first end 110 of the first pressure cylinder 108 may be adjacent to one of the drivable wheels 104 (a first wheel) of the drive arrangement 102
  • the first end 210 of the second pressure cylinder 208 may be adjacent to the other wheel 104 (a second wheel) of the drive arrangement 102.
  • the first end 116 of the first arm 114 may be adjacent to one of the drivable wheels 104 of the drive arrangement 102
  • the first end 216 of the second arm 214 may be adjacent to the other wheel 104 of the drive arrangement 102.
  • each pressure cylinder 108, 208 is pivotally connected (pivotally mounted) to the wheel unit 106, and the second end 112, 212 of each pressure cylinder 108, 208 is arranged to be pivotally connected to the work unit 6.
  • the wheels 104 of the drive arrangement 102 are situated in a curve of the railway track 8, and the pressure cylinders 108, 208 in Figs. 4 and 5 are laterally displaced in relation to the cylinders 108, 208 in Fig. 7 .
  • the drive arrangement 102 comprises a hydraulic pump assembly 120 carried by the railway truck 2 on the support 7, and the hydraulic pump assembly 120 is arranged to provide pressurized fluid to each pressure cylinder 108, 208 and to each hydraulic engine 124, 126.
  • the pipes/tubes between the hydraulic pump assembly 120 and the pressure cylinders 108, 208 and the hydraulic engines 124, 126 are left out.
  • a railway truck drive arrangement is also provided, which comprises at least one drive arrangement 102 as disclosed above with reference to the embodiments, and wherein the railway truck drive arrangement comprises the work unit 6 arranged to be carried by the railway truck 2, as disclosed above.
  • connection By the term “connected”, if nothing else is mentioned, is meant “mechanically connected”, e.g. mounted or attached.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Arrangement And Driving Of Transmission Devices (AREA)
  • Machines For Laying And Maintaining Railways (AREA)

Claims (13)

  1. Agencement d'entraînement (102) destiné à entraîner un bogie ferroviaire (2) ayant des roues (4), le bogie ferroviaire (2) étant conçu pour porter une unité de travail (6), l'agencement d'entraînement (102) comprenant deux roues (104) pouvant être entraînées, reliées de façon rotative à une unité de roues (106), l'unité de roues (106) étant conçue pour maintenir les roues (104) pouvant être entraînées de l'agencement d'entraînement (102) à une certaine distance les unes des autres, l'agencement d'entraînement (102) comprenant un premier cylindre de pression (108) ayant une première extrémité (110) et une seconde extrémité (112), la première extrémité (110) du premier cylindre de pression (108) étant reliée à l'unité de roues (106), et la seconde extrémité (112) du premier cylindre de pression (108) pouvant être reliée à l'unité de travail (6), le premier cylindre de pression (108) étant conçu pour, dans une position active, pousser les roues (104) de l'agencement d'entraînement (102) en contact avec une voie ferrée (8), l'agencement d'entraînement (102) comprenant un premier bras (114) ayant une première extrémité (116) et une seconde extrémité (118), la première extrémité (116) du premier bras (114) étant reliée de façon pivotante à l'unité de roues (106), la seconde extrémité (118) du premier bras (114) pouvant être reliée de façon pivotante à l'unité de travail (6) de sorte que la seconde extrémité (118) du premier bras (114) soit positionnée à une distance de la seconde extrémité (112) du premier cylindre de pression (108), l'agencement d'entraînement (102) comprenant un second bras (214) ayant une première extrémité (216) et une seconde extrémité (218), la première extrémité (216) du second bras (214) étant reliée de façon pivotante à l'unité de roues (106), la seconde extrémité (218) du second bras (214) pouvant être reliée de façon pivotante à l'unité de travail (6) de sorte que la seconde extrémité (218) du second bras (214) soit positionnée à une distance de la seconde extrémité (112) du premier cylindre de pression (108), la première extrémité (116) du premier bras (114) étant située à une distance de la première extrémité (216) du second bras (214), et
    la seconde extrémité (118) du premier bras (114) et la seconde extrémité (218) du second bras (214) pouvant être reliées à l'unité de travail (6) de sorte que la seconde extrémité (118) du premier bras (114) soit positionnée à une distance de la seconde extrémité (218) du second bras (214),
    caractérisé en ce que la distance entre les secondes extrémités (118, 218) des premier et second bras (114, 214) dépasse la distance entre les premières extrémités (116, 216) des premier et second bras (114, 214).
  2. Agencement d'entraînement (102) selon la revendication 1, le bogie ferroviaire (2) ayant une extension longitudinale (10), et la première extrémité (116) du premier bras (114) étant située à distance de la première extrémité (216) du second bras (214) dans une direction (122) transversale à l'extension longitudinale (10) du bogie ferroviaire (2).
  3. Agencement d'entraînement (102) selon la revendication 1 ou 2, le bogie ferroviaire (2) ayant une extension longitudinale (10), et la seconde extrémité (118) du premier bras (114) étant conçue pour être positionnée à distance de la seconde extrémité (218) du second bras (214) dans une direction (122) transversale à l'extension longitudinale (10) du bogie ferroviaire (2).
  4. Agencement d'entraînement (102) selon l'une quelconque des revendications 1 à 3, le bogie ferroviaire (2) ayant une extension longitudinale (10), et chaque bras (114, 214) s'étendant sensiblement dans la direction de l'extension longitudinale (10) du bogie ferroviaire (2) .
  5. Agencement d'entraînement (102) selon l'une quelconque des revendications 1 à 4, les roues (104) pouvant être entraînées de l'agencement d'entraînement (102) étant conçues de sorte à être entraînées par au moins un moteur hydraulique.
  6. Agencement d'entraînement (102) selon l'une quelconque des revendications 1 à 5, l'agencement d'entraînement (102) comprenant un second cylindre de pression (208) ayant une première extrémité (210) et une seconde extrémité (212), et la première extrémité (210) du second cylindre de pression (208) étant reliée à l'unité de roues (106), et la seconde extrémité (212) du second cylindre de pression (208) pouvant être reliée à l'unité de travail (6), le second cylindre de pression (208) étant conçu pour, dans une position active, pousser les roues (104) de l'agencement d'entraînement (102) en contact avec la voie ferrée (8), et la seconde extrémité (218) du second bras (214) pouvant être reliée de façon pivotante à l'unité de travail (6) de sorte que la seconde extrémité (218) du second bras (214) soit positionnée à une distance de la seconde extrémité du second cylindre de pression (208).
  7. Agencement d'entraînement (102) selon la revendication 6, la première extrémité (110) du premier cylindre de pression (108) étant adjacente à l'une des roues (104) pouvant être entraînées de l'agencement d'entraînement (102), et la première extrémité (210) du second cylindre de pression (208) étant adjacente à l'autre roue (104) de l'agencement d'entraînement (102).
  8. Agencement d'entraînement (102) selon la revendication 6 ou 7, la première extrémité (116) du premier bras (114) étant adjacente à la première extrémité (110) du premier cylindre de pression (108), et la première extrémité (216) du second bras (214) étant adjacente à la première extrémité (210) du second cylindre de pression (208).
  9. Agencement d'entraînement (102) selon l'une quelconque des revendications 6 à 8, chaque cylindre de pression (108, 208) étant conçu pour, dans une position inactive, soulever les roues (104) de l'agencement d'entraînement (102) à partir d'un contact avec la voie ferrée (8).
  10. Agencement d'entraînement (102) selon l'une quelconque des revendications 6 à 9, la première extrémité (110, 210) de chaque cylindre de pression (108, 208) étant reliée de façon pivotante à l'unité de travail (106), et la seconde extrémité (112, 212) de chaque cylindre de pression (108, 208) étant conçue pour être reliée de façon pivotante à l'unité de travail (6).
  11. Agencement d'entraînement (102) selon l'une quelconque des revendications 6 à 10, la longueur de chaque bras (114, 214) dépassant la longueur de chaque cylindre de pression (108, 208).
  12. Agencement d'entraînement (102) selon l'une quelconque des revendications 6 à 11, l'agencement d'entraînement (102) comprenant un ensemble pompe hydraulique (120) destiné à être porté par le bogie ferroviaire (2), et l'ensemble pompe hydraulique (120) étant conçu pour fournir un fluide sous pression à chaque cylindre de pression (108, 208).
  13. Agencement d'entraînement de bogie ferroviaire, l'agencement d'entraînement de bogie ferroviaire comprenant au moins un agencement d'entraînement (102) selon l'une quelconque des revendications 1 à 12, et l'agencement d'entraînement de bogie ferroviaire comprenant l'unité de travail (6) conçue pour être portée par le bogie ferroviaire (2).
EP18166247.9A 2018-04-09 2018-04-09 Agencement d'entraînement destiné à entraîner un bogie ferroviaire Active EP3552918B1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
EP18166247.9A EP3552918B1 (fr) 2018-04-09 2018-04-09 Agencement d'entraînement destiné à entraîner un bogie ferroviaire

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Application Number Priority Date Filing Date Title
EP18166247.9A EP3552918B1 (fr) 2018-04-09 2018-04-09 Agencement d'entraînement destiné à entraîner un bogie ferroviaire

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EP3552918A1 EP3552918A1 (fr) 2019-10-16
EP3552918B1 true EP3552918B1 (fr) 2021-02-17

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Family Cites Families (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2482031A2 (fr) * 1980-05-06 1981-11-13 Noyon Gustave Wagon demontable pour la coordination technique du transport rail-route
FR2526743A1 (fr) * 1982-05-13 1983-11-18 Sotramef Dispositif permettant d'immobiliser ou de faire progresser un wagon sur une voie ferree
JPS59230859A (ja) * 1983-06-15 1984-12-25 株式会社日立製作所 鉄道車両用台車
FR2684949B1 (fr) * 1991-12-13 1994-06-10 Spie Enertrans Dispositif de motorisation de wagon et procede pour deplacer au moins un wagon.

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