EP3620344B1 - Schienenfahrzeug, das ein regulierungsorgan eines sekundären aufhängungssystems umfasst - Google Patents

Schienenfahrzeug, das ein regulierungsorgan eines sekundären aufhängungssystems umfasst Download PDF

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Publication number
EP3620344B1
EP3620344B1 EP19196535.9A EP19196535A EP3620344B1 EP 3620344 B1 EP3620344 B1 EP 3620344B1 EP 19196535 A EP19196535 A EP 19196535A EP 3620344 B1 EP3620344 B1 EP 3620344B1
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EP
European Patent Office
Prior art keywords
suspension system
reference point
railway vehicle
secondary suspension
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.)
Not-in-force
Application number
EP19196535.9A
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English (en)
French (fr)
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EP3620344A1 (de
Inventor
Philippe Bourdiau
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Alstom Transport Technologies SAS
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Alstom Transport Technologies SAS
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Filing date
Publication date
Priority claimed from FR1858092A external-priority patent/FR3085621B1/fr
Application filed by Alstom Transport Technologies SAS filed Critical Alstom Transport Technologies SAS
Publication of EP3620344A1 publication Critical patent/EP3620344A1/de
Application granted granted Critical
Publication of EP3620344B1 publication Critical patent/EP3620344B1/de
Not-in-force legal-status Critical Current
Anticipated expiration legal-status Critical

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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
    • B61F5/26—Mounting or securing axle-boxes in vehicle or bogie underframes
    • B61F5/30—Axle-boxes mounted for movement under spring control in vehicle or bogie underframes
    • 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

Definitions

  • the present invention relates to a railway vehicle comprising a body and at least one bogie carrying the body, the or each bogie comprising a frame; at least one wheel, said wheel being rotatably mounted on an axle box; at least one primary suspension system disposed between the frame and the axle box; at least one secondary suspension system arranged between the frame and the body; a secondary suspension system adjuster, fixed to the body and able to modify the return force of the secondary suspension system as a function of the distance from the body of a reference point; and a control system for the adjuster.
  • Such a railway vehicle is for example known from the document EP 0 785 122 A1 .
  • the primary and secondary suspension systems are used there to absorb the shocks and vibrations undergone by the passengers and / or the goods transported by the rail vehicle.
  • the document US 5,947,031 describes a railway vehicle of the aforementioned type in which the control system comprises a rigid beam connecting two axle boxes and a rod connecting the reference point to this beam, so that the distance from the reference point to the body is a function of the position of said beam.
  • an objective of the invention is to allow the height compensation of both the deflection of the primary suspension and the deflection of the secondary suspension, while minimizing the unsprung masses.
  • the invention relates to a railway vehicle according to claim 1.
  • a railway vehicle 10 is shown in the figure 1 .
  • the rail vehicle 10 is advantageously a tram, a metro or a train.
  • the rail vehicle 10 comprises at least one body 12 and at least one bogie 14 carrying the body 12.
  • the body 12 has an interior volume 16 configured to receive passengers and / or goods to be transported.
  • the interior volume 16 is in particular delimited by a lower floor 18, on which the passengers move and / or the goods rest.
  • the bogie 14 is arranged in the center of the box 12.
  • Each box 12 is supported by a respective bogie 14.
  • the bogie 14 extends for example at one end of the body 12 and supports two adjacent boxes 12 when the rail vehicle 10 comprises several boxes 12.
  • each box 12 is supported by two bogies 14 at each of its ends.
  • the bogie 14 comprises a frame 20, wheels 22, primary suspension systems 24, secondary suspension systems 26, regulators 28 and control systems 30.
  • the frame 20 comprises two side members 32 extending parallel to one another, in a longitudinal direction.
  • the side members 32 are here connected to each other by a cross member 34.
  • this particular structure of the bogie 14 is given only by way of example and other structures could be envisaged.
  • Each wheel 22 is rotatably mounted on an axle box 36.
  • these wheels 22 are here four in number. They are, in a conventional manner, divided into two pairs, the two wheels 22 of each pair being connected to one another by an axle 38.
  • Each axle 38 is rotatably mounted on a pair of axle boxes 36.
  • the wheels 22 are configured to run on rails 40 and thus allow the movement of the rail vehicle 10.
  • Each primary suspension system 24 is associated with an axle box 36.
  • Each primary suspension system 24 is arranged between the frame 20 and said axle box 36.
  • Each primary suspension system 24 is able to pass from a configuration at rest in the absence of external stresses to the primary suspension system 24 to an active configuration in which the primary suspension system 24 is adapted to ensure the suspension between the box. axle 36 and frame 20.
  • Each primary suspension system 24 is advantageously arranged to allow movement in a direction of substantially vertical elevation.
  • the bogie 14 comprises a primary suspension system 24 associated with each axle box 36.
  • each primary suspension system 24 is a spring system.
  • the spring system comprises a coil spring with a substantially vertical axis and disposed between the frame 20 and the associated axle box 36.
  • Each secondary suspension system 26 is arranged between the frame 20 and the body 12.
  • Each secondary suspension system 26 is able to pass from a configuration at rest in the absence of external stresses to the secondary suspension system 26 to an active configuration.
  • the control system secondary suspension 26 is suitable for providing both the function of suspension between the body 12 and the bogie 14, by the action of a restoring force, and the positioning function according to the direction of elevation of the body 12 by compared to a station platform when the rail vehicle 10 is at the station.
  • each secondary suspension system 26 comprises a pneumatic suspension system.
  • Each secondary suspension system 26 is advantageously arranged to allow movement in a direction of substantially vertical elevation.
  • the bogie 14 comprises at least two secondary suspension systems 26 each arranged between the frame 20 and the body 12, including a first secondary suspension system and a second secondary suspension system.
  • the two secondary suspension systems 26 are here arranged transversely on the same cross member 34.
  • the two secondary suspension systems 26 are disposed longitudinally along an axis parallel to the cross members 34.
  • the bogie 14 comprises four secondary suspension systems 26, located at the four corners of the frame 20.
  • the bogie 14 comprises a secondary suspension system 26 disposed at the center of the bogie.
  • Each adjustment member 28 is fixed on the body 12.
  • Each adjuster 28 is associated with a respective secondary suspension system 26.
  • Each adjustment member 28 is able to modify the return force of the associated secondary suspension system 26 as a function of the distance from the body 12 from a reference point P.
  • each adjustment member 28 comprises a lever 41 carrying the reference point P.
  • the lever 41 comprises a first end which is fixed relative to the body 12 and a second end capable of moving in rotation around the first end.
  • the second end advantageously defines the reference point P.
  • the adjustment member 28 is able to increase the return force of the suspension system 26 when the reference point P is brought closer to the body 12.
  • the adjusting member 28 is, moreover, suitable for reducing the return force of the suspension system 26 when the reference point P is moved away from the body 12.
  • each secondary suspension system 26 is an air suspension system
  • the adjustment member 28 is constituted by a leveling valve capable of controlling the admission of gas into the air suspension system when the point reference point P is brought closer to the body 12, and able to control the extraction of gas from the pneumatic suspension system when the reference point P is moved away from the body 12.
  • a first adjustment member 28 is associated with the first secondary suspension system 26.
  • the first adjustment member 28 is able to modify the return force of the first secondary suspension system 26 as a function of the distance to the body 12 from a first reference point.
  • a second adjustment member 28 is associated with the second secondary suspension system 26.
  • the second adjustment member 28 is able to modify the return force of the second secondary suspension system 26 as a function of the distance from the body 12 from a second reference point.
  • Each control system 30 is associated with a respective adjustment member 28.
  • Each control system 30 is able to control the associated adjustment member 28 as a function of the arrow of the secondary suspension system 26 associated with said adjustment member 28, and of the arrow of the primary suspension system 24 associated with a gearbox. axle 36 associated with said control system 30.
  • arrow of the primary suspension system is understood to mean the variation in height between the axle box 36 and the chassis 20 between the configuration at rest and the active configuration of said primary suspension 24.
  • arrow of the secondary suspension system is understood to mean the variation in height between the body 12 and the chassis 20 between the configuration at rest and the active configuration of said secondary suspension 26.
  • the bogie 14 comprises a first control system 30 associated with the first adjustment member 28 and with a first of the axle boxes 36.
  • This first control system 30 is arranged between the first adjustment member 28 and a first primary suspension system 24 associated with said first axle box 36.
  • the first control system 30 is able to influence the position of the first reference point P relative to the body 12 as a function of the deflection of the first secondary suspension system 26 and the deflection of the first primary suspension system 24.
  • the bogie 14 further comprises a second control system 30 associated with the second adjustment member 28 and with a second of the axle boxes 36.
  • This second control system 30 is arranged between the second adjustment member 28 and a second primary suspension system 24 associated with said second axle box 36.
  • the second control system 30 is able to influence the position of the second reference point P relative to the body 12 as a function of the deflection of the second secondary suspension system 26 and of the second primary suspension system 24.
  • first and second primary suspension systems 24 are arranged at ends of the frame 20 of the bogie 14 diagonally opposite from each other.
  • Each control system 30 is then connected to an axle box 36 connected to an axle 38 different from the axle 38 to which is connected the axle box 36 to which the other control system 30 is connected.
  • the two control systems 30 are arranged on either side of the bogie 14, symmetrically with respect to a longitudinal axis.
  • Each control system 30 comprises a measuring member 42, an actuator 44 and, advantageously, a transmission member 46.
  • the measuring device 42 is connected to the axle box 36 associated with said control system 30.
  • the measuring member 42 is connected to said axle box 36 by a connecting rod 48.
  • the measuring member 42 is suitable for measuring the deflection of the associated primary suspension system 24.
  • the measuring member 42 comprises a hydraulic cylinder 50.
  • the hydraulic cylinder 50 extends in a substantially vertical direction.
  • the hydraulic cylinder 50 comprises a cylinder 51 fixed to the frame 20 and a piston 52 capable of sliding in the cylinder 51.
  • the cylinder 51 comprises a fluid, in particular oil.
  • the free end of the piston 52, located opposite the cylinder 50, is connected to the axle box 36, advantageously via the connecting rod 48.
  • the piston 52 is therefore able to slide in the cylinder 51 as a function of the variations in height between the axle box 36 and the frame 20.
  • the position of the piston 52 thus makes it possible to measure the deflection of the primary suspension system 24.
  • the measuring member 42 advantageously comprises an additional reservoir 54 of oil making it possible to compensate for the variations in volume of oil in the hydraulic cylinder 50 during movements of the piston 52.
  • the actuator 44 is fixed to the frame 20.
  • the actuator 44 is connected to the adjustment member 28 associated with said control system 30.
  • the actuator 44 is connected to the lever 41 of the adjustment member 28.
  • the actuator 44 is thus able to move the lever 41 in order to move aside or bring closer the reference point P of the body 12.
  • the actuator 44 is able to adjust the distance from the reference point P to the frame 20.
  • the distance from said reference point P to the body 12 depends exclusively on the deflection of the secondary suspension system 26.
  • the actuator 44 is slaved to the measuring device 42 so that the distance from the reference point P to the frame 20 depends on the deflection of the primary suspension system 24.
  • the distance from the reference point P to the frame 20 as a function of the deflection of the primary suspension system 24 is an affine function having a director coefficient equal to 1.
  • control system 30 is able to control the associated adjustment member 28 as a function of the arrow of the secondary suspension system 24 and of the arrow of the associated primary suspension system 26.
  • the servo-control of the actuator 44 to the measuring member 42 is a mechanical servo-control.
  • the actuator 44 is particularly suitable for moving the reference point P of the body 12 apart when the distance between the associated axlebox 36 and the body 12 increases, and for bringing the reference point P of the body 12 closer when the distance between the associated axle box 36 and the body 12 decreases.
  • the actuator 44 comprises a hydraulic cylinder 50 similar to the cylinder of the measuring member 42.
  • the hydraulic cylinder 50 of the actuator 44 extends in a substantially vertical direction.
  • the cylinder 51 is fixed to the frame 20 and the free end of the piston 52 is fixed to the adjustment member 28.
  • the transmission member 46 is fixed to the frame 20 and connects the measuring member 42 to the actuator 44.
  • the transmission member 46 is suitable for transmitting to the actuator 44 information which is a function of the deflection measured by the measuring member 42.
  • servo-control of the actuator 44 to the measuring member 42 is a mechanical servo-control
  • this information is transmitted by a mechanical action.
  • mechanical action is understood to mean a phenomenon causing movement or deformation of at least one element in the transmission member 46.
  • the transmission member 46 comprises a hydraulic pipe communicating with the two hydraulic cylinders 50.
  • the hydraulic pipe is suitable for conducting fluid between the two cylinders 51 of the measuring member 42 and of the actuator 44 as a function of the movement of the piston 52 in the cylinder 51 of the measuring member 42.
  • the transmission member 46 is constituted by a teleforce cable.
  • a teleforce cable is described in particular in document FR1234220A .
  • the teleforce cable thus comprises an outer sheath fixed to the frame 20 and an internal cable connected to the two rods 52 and able to slide in the outer sheath.
  • the servo-control of the actuator 44 to the measuring member 42 is achieved by moving the internal cable in the outer sheath.
  • the servo-control of the actuator 44 to the measuring member 42 is an electrical servo-control.
  • the information function of the deflection measured by the measuring device 42 is transmitted by an electrical signal to the actuator 44.
  • the transmission device 46 is then able to transmit an analog or digital electrical signal.
  • the electrical signal is transmitted with or without wires.
  • the control system 30 makes it possible to adjust the height of the body 12, in order to adapt it to that of the platform when the rail vehicle 10 is at the station, taking into account both the deflection of the secondary suspension system 26 and of the system. primary suspension 24.
  • the system 30 also makes it possible to take into account a possible creep of the primary suspension 24.
  • control system 30 is compact, light and flexible.
  • control system 30 can easily be integrated into an already existing bogie 14 and does not require any external energy input.
  • control system 30 does not pose a problem of mechanical strength despite the strong acceleration constraints applying to the rail vehicle 10.

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

Claims (8)

  1. Ein Eisenbahnfahrzeug (10), aufweisend zumindest einen Wagenkasten (12) und zumindest ein Fahrgestell (14), das den Wagenkasten (12) trägt, wobei das oder jedes Fahrgestell (14) aufweist:
    - einen Rahmen (20),
    - zwei durch eine Achse (38) verbundene Radpaare (22), wobei jede Achse (38) an einem Achslagerpaar (36) drehbar angebracht ist,
    - ein primäres Aufhängungssystem (24), das mit jedem Achslager (36) verbunden und zwischen dem Rahmen (20) und dem Achslager (36) angeordnet ist,
    - zumindest zwei sekundäre Aufhängungssysteme (26) mit einem ersten sekundären Aufhängungssystem (26) und einem zweiten sekundären Aufhängungssystem (26), die jeweils zwischen dem Rahmen (20) und dem Wagenkasten (12) angeordnet sind,
    - ein erstes Einstellelement (28), das mit dem ersten sekundären Aufhängungssystem (26) verbunden ist und geeignet ist, die Rückstellkraft des ersten sekundären Aufhängungssystems (26) als Funktion des Abstands des Wagenkastens (12) von einem ersten Referenzpunkt (P) zu modifizieren,
    - ein zweites Einstellelement (28), das mit dem zweiten sekundären Aufhängungssystem (26) verbunden ist und geeignet ist, die Rückstellkraft des zweiten sekundären Aufhängungssystems (26) als Funktion des Abstands des Wagenkastens (12) von einem zweiten Referenzpunkt (P) zu modifizieren,
    - ein erstes Steuerungssystem (30) für das erste Einstellelement (28), das geeignet ist, die Position des ersten Referenzpunktes (P) relativ zum Wagenkasten (12) in Abhängigkeit von der Auslenkung des ersten sekundären Aufhängungssystems (26) und der Auslenkung von einem vom primären Aufhängungssystem (24), das jeweilig durch ein erstes primäres Aufhängungssystem gebildet ist, zu beeinflussen,
    - ein zweites Steuerungssystem (30) für das zweite Einstellelement (28), das geeignet ist, die Position des zweiten Referenzpunktes (P) relativ zum Wagenkasten (12) in Abhängigkeit von der Auslenkung des zweiten sekundären Aufhängungssystems (26) und der Auslenkung von einem vom primären Aufhängungssystem (24), das jeweilig durch ein zweites primäres Aufhängungssystem gebildet ist, zu beeinflussen,
    wobei jedes Steuerungssystem (30) aufweist:
    - ein Messelement (42), das geeignet ist, die Auslenkung des jeweiligen primären Aufhängungssystems (24) zu messen, und
    - einen Aktuator (44), der an dem Rahmen (20) befestigt und geeignet ist, den Abstand des Referenzpunkts (P) zum Rahmen (20) einzustellen, wobei der Aktuator (44) durch das Messelement (42) so gesteuert wird, dass der Abstand des Referenzpunkts (P) vom Rahmen (20) eine Funktion der Auslenkung des jeweiligen primären Aufhängungssystems (24) ist, dadurch gekennzeichnet, dass jedes vom Messelement (42) und vom Aktuator (44) einen Hydraulikzylinder (50) mit einer Hydraulikleitung aufweist, die mit den beiden Hydraulikzylindern (50) in Verbindung steht.
  2. Schienenfahrzeug (10) gemäß Anspruch 1, wobei das erste und das zweite primäre Aufhängungssystem an den Enden des Rahmens (20) des Fahrgestells (14) diagonal einander gegenüberliegend angeordnet sind.
  3. Schienenfahrzeug (10) gemäß einem der vorhergehenden Ansprüche, wobei das Steuern des Aktuators (44) durch das Messelement (42) ein mechanisches Steuern ist.
  4. Schienenfahrzeug (10) gemäß einem der vorhergehenden Ansprüche, wobei das Einstellelement (28) einen Hebel (41) aufweist, der den Referenzpunkt (P) trägt, wobei das Einstellelement (28) geeignet ist, die Rückstellkraft des Aufhängungssystems (26) zu erhöhen, wenn der Referenzpunkt (P) nahe am Wagenkasten (12) liegt, und das Einstellelement (28) geeignet ist, die Rückstellkraft des Aufhängungssystems (26) zu verringern, wenn der Referenzpunkt (P) vom Wagenkasten (12) entfernt ist.
  5. Schienenfahrzeug (10) gemäß Anspruch 4, wobei das sekundäre Aufhängungssystem (26) ein Luftaufhängungssystem aufweist, das Einstellelement (28) geeignet ist, dass es die Zufuhr von Gas zum Luftaufhängungssystem steuert, wenn der Referenzpunkt (P) nahe am Wagenkasten (12) liegt, und die Entnahme von Gas aus dem Luftaufhängungssystem steuert, wenn der Referenzpunkt (P) vom Wagenkasten (12) entfernt ist.
  6. Schienenfahrzeug (10) gemäß einem der vorhergehenden Ansprüche, wobei sowohl das primäre (24) als auch das sekundäre (26) Aufhängungssystem so angeordnet ist, dass es eine Auslenkung in einer Höhenrichtung ermöglicht, die im Wesentlichen vertikal ist.
  7. Schienenfahrzeug (10) gemäß einem der vorhergehenden Ansprüche, wobei das Messelement (42) durch eine Kuppelstange (48) mit dem Achslager (36) verbunden ist.
  8. Schienenfahrzeug (10) gemäß einem der vorhergehenden Ansprüche, wobei das Steuerungssystem (30) ein Fernkraftkabel aufweist, das geeignet ist, den Aktuator (44) durch das Messelement (42) zu steuern.
EP19196535.9A 2018-09-10 2019-09-10 Schienenfahrzeug, das ein regulierungsorgan eines sekundären aufhängungssystems umfasst Not-in-force EP3620344B1 (de)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
FR1858092A FR3085621B1 (fr) 2018-09-10 2018-09-10 Vehicule ferroviaire comprenant un organe de reglage d'un systeme de suspension secondaire
FR1909050A FR3099724B1 (fr) 2018-09-10 2019-08-07 Véhicule ferroviaire comprenant un organe de réglage d’un système de suspension secondaire

Publications (2)

Publication Number Publication Date
EP3620344A1 EP3620344A1 (de) 2020-03-11
EP3620344B1 true EP3620344B1 (de) 2020-12-02

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Family Applications (1)

Application Number Title Priority Date Filing Date
EP19196535.9A Not-in-force EP3620344B1 (de) 2018-09-10 2019-09-10 Schienenfahrzeug, das ein regulierungsorgan eines sekundären aufhängungssystems umfasst

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EP (1) EP3620344B1 (de)
ES (1) ES2854285T3 (de)
FR (1) FR3099724B1 (de)

Families Citing this family (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102022204758A1 (de) * 2022-05-16 2023-11-16 Siemens Mobility GmbH Anordnung zur Sicherstellung eines Abstands eines Sensors
AT527617A1 (de) * 2023-10-12 2025-04-15 Siemens Mobility Austria Gmbh Sekundärfederung mit Niveauregulierung für ein Schienenfahrzeug

Family Cites Families (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR1234220A (fr) 1959-05-12 1960-10-14 Snecma Dispositif de commande secondaire d'une transmission de commande
CH686622A5 (de) * 1992-05-05 1996-05-15 Sig Schweiz Industrieges Distanzhalteanlage zum Begrenzen von extremen Abstonden von Gegenstonden sowie Strassen- oder Schienenfahrzeug mit einer solchen Distanzhalteanlage.
DE19601337A1 (de) * 1996-01-16 1997-07-17 Linke Hofmann Busch Anordnung zur Verbesserung des Fahrkomforts
US5947031A (en) 1997-10-07 1999-09-07 Buckeye Steel Castings Railway truck leveling valve arrangement for closer overall height control
CA2807223C (en) * 2010-10-15 2014-05-13 Nippon Sharyo, Ltd. Vehicle body tilting device and vehicle body tilting method for rail vehicle

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
None *

Also Published As

Publication number Publication date
EP3620344A1 (de) 2020-03-11
ES2854285T3 (es) 2021-09-21
FR3099724B1 (fr) 2021-08-27
FR3099724A1 (fr) 2021-02-12

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