EP4349683A2 - Locomotive avec cabine de pilotage centrale et au moins une armoire électrique disposée à l'intérieur de la cabine - Google Patents

Locomotive avec cabine de pilotage centrale et au moins une armoire électrique disposée à l'intérieur de la cabine Download PDF

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Publication number
EP4349683A2
EP4349683A2 EP23198207.5A EP23198207A EP4349683A2 EP 4349683 A2 EP4349683 A2 EP 4349683A2 EP 23198207 A EP23198207 A EP 23198207A EP 4349683 A2 EP4349683 A2 EP 4349683A2
Authority
EP
European Patent Office
Prior art keywords
cab
driver
locomotive
center
switch cabinet
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Pending
Application number
EP23198207.5A
Other languages
German (de)
English (en)
Other versions
EP4349683A3 (fr
Inventor
Tim Hildebrandt
Stephan KOHLEY
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.)
Vossloh Rolling Stock GmbH
Original Assignee
Vossloh Rolling Stock 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 Vossloh Rolling Stock GmbH filed Critical Vossloh Rolling Stock GmbH
Publication of EP4349683A2 publication Critical patent/EP4349683A2/fr
Publication of EP4349683A3 publication Critical patent/EP4349683A3/fr
Pending legal-status Critical Current

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61C—LOCOMOTIVES; MOTOR RAILCARS
    • B61C17/00—Arrangement or disposition of parts; Details or accessories not otherwise provided for; Use of control gear and control systems
    • B61C17/04—Arrangement or disposition of driving cabins, footplates or engine rooms; Ventilation thereof

Definitions

  • the invention relates to a center cab locomotive with a driver's cab and at least one electrical control cabinet arranged within the driver's cab.
  • EN 10 2010 035 903 A1 concerns a shunting locomotive designed as a center cab locomotive, in which installation spaces are provided lengthways adjacent to the cab for accommodating operating modules.
  • the driver's area of movement is cramped and his view is restricted. Construction site personnel or other accompanying persons cannot be taken along in the center cab locomotive without being well protected from the weather and traffic risks.
  • the cab offers hardly any space for control cabinets to control the locomotive's electronic components.
  • a center cab locomotive which has a driver's cab and at least one electrical switch cabinet arranged inside the driver's cab. Thanks to the inventive relocation of the at least one switch cabinet to the interior of the driver's cab, the at least one switch cabinet is particularly well protected from the weather.
  • the driver's cab has a driver's cab length of at least 3 m.
  • the driver's cab length is at least 3.3 m, preferably at least 3.5 m, particularly preferably at least 3.7 m. It may be preferred that the driver's cab length is at most 6 m, preferably at most 5 m, particularly preferably at most 4 m.
  • the driver's cab is arranged in the longitudinal direction at a distance of at least 0.5 m, in particular at least 1 m, preferably at least 1.5 m, from the nearest longitudinal end of the central driver's cab locomotive.
  • the length of the The length of the central driver's cab locomotive is significantly greater than the length of the driver's cab.
  • the length of the central driver's cab locomotive can be more than 5 m, in particular more than 10 m, preferably more than 14 m longer than the length of the driver's cab.
  • the length of the central driver's cab locomotive is preferably less than 25 m, in particular 22 m, preferably less than 20 m.
  • a second aspect of the invention which can be combined with the first, two driver's cabs are arranged in the driver's cab, opposite each other in the longitudinal direction.
  • the at least one electrical control cabinet is arranged between the driver's cabs.
  • the driver's view can also be optimized by arranging the control cabinet between the driver's cabs, i.e. behind the driver.
  • the driver can, for example, optionally use a first, front driver's cab or a second, rear driver's cab within the driver's cab.
  • the two driver's cabs are designed to be essentially redundant. This means that the first and second driver's cabs have essentially the same control and/or display elements.
  • the driver's cabs are offset in the transverse direction, in particular diagonally opposite one another.
  • at least one entrance door or entry door preferably two entrance doors opposite one another in the longitudinal direction, for entering and/or leaving the driver's cab, in particular from or onto a corridor or walkway extending in the longitudinal direction of the central driver's cab locomotive, is arranged offset in the transverse direction on the front and/or rear wall of the driver's cab.
  • the at least one entry door can be arranged in the transverse direction next to a driver's cab.
  • one of the driver's cabs is arranged on the right and one of the entrance doors is arranged on the left, or vice versa.
  • the control cabinet has a removable control cabinet cover, in particular a pivotable control cabinet door, on its front side and/or on its rear side (each) in the longitudinal direction.
  • the control cabinet has a substantially rectangular base area which is spanned in the longitudinal direction and in the transverse direction.
  • the front side and the rear side are the side surfaces of the control cabinet aligned in the longitudinal direction.
  • the at least one control cabinet can preferably be arranged directly adjacent to an inner side wall of the driver's cab.
  • the at least one control cabinet can have a front side aligned in the transverse direction.
  • the at least one control cabinet is arranged offset in the transverse direction relative to the center of the driver's cab in accordance with the first or second driver's cab. In this way, particularly easy access to the electronic components arranged inside the control cabinet can be ensured.
  • the control cabinet has a recess on at least one front surface, which is preferably aligned in the transverse direction, in which at least one control element is arranged or in which several control elements are arranged.
  • the at least one control element in particular all control elements, are aligned in the transverse direction.
  • the recess is preferably set back in the transverse direction with respect to the outer surface of the control cabinet. This can prevent accidental snagging on the control elements when changing the driver's desk or if accompanying persons are in the driver's cab.
  • at least one key switch, a push button, a rotary switch or a lever switch, in particular with anti-theft protection, or the like can be provided as the control element.
  • Control elements can include, for example, an actuation switch for activating (upgrading) and/or deactivating the center cab locomotive, an actuation switch for applying and/or releasing a parking brake, such as a spring brake, and/or an actuation switch for activating and/or deactivating a remote control state.
  • Control elements can have actuation switches for different control states for a so-called point-based train control (PZB), such as a PZB main switch for activating and/or deactivating a PZB control or a PZB brake override switch for preventing PZB-related emergency braking.
  • PZB point-based train control
  • operating elements can comprise actuating switches for activating and/or deactivating one or more safety systems, such as a deep discharge protection actuating switch, an ETCS (European Train Control System) isolation switch, an ATB (Automatic Train Control) isolation switch and/or a SIFA (Safety Driving Circuit) isolation switch.
  • Actuating elements can alternatively or additionally comprise an actuating switch for lighting, such as external lighting, such as hood lighting, a train tail signal light or emergency lighting.
  • the at least one control element has a control element depth that is less than a depth of the recess.
  • the depth of the recess is determined based on the distance between the bottom of the recess relative to the surface from which the recess is set back. Additionally or alternatively, it can be provided that the at least one control element does not protrude from the recess, particularly in the transverse direction.
  • the driver's cab has at least two side windows offset in the longitudinal direction on at least one side wall.
  • the center-cab locomotive according to the fourth aspect of the invention has two driver's cabs opposite each other in the longitudinal direction, in particular diagonally.
  • the side windows are arranged in the longitudinal direction corresponding to the driver's cabs.
  • at least two side windows are arranged on each of the two side walls of the driver's cab opposite each other in the transverse direction.
  • at least one of the side windows can be configured as an emergency exit, in particular for a driver operating the driver's cab.
  • a side window has a closed and an open state.
  • the side window can be implemented, for example, as a sliding window.
  • the at least one electrical switch cabinet accommodates at least one electrical safety system.
  • the electrical safety system may comprise a short-circuit and/or overvoltage safety system.
  • the electrical safety system may comprise a control unit for a safety system, such as an ITCS control unit, an ATB control unit and/or a SIFA control unit.
  • the driver's cab comprises at least one windshield and at least one side window.
  • the at least one control cabinet has a surface, in particular a substantially horizontal and/or flat surface.
  • the surface is characterized by a cabinet height. Multiple control cabinets can optionally have the same cabinet height.
  • the surface is arranged lower than the center of a window, preferably substantially at the height of the lower edge of the window, the side window and/or the windshield.
  • the cabinet height is preferably matched to the height of the center of the window, in particular the lower edge of the window, of a windshield in such a way that the driver can look from the driver's cab opposite the windshield, in particular standing or sitting in the driver's seat, over the control cabinet through the windshield, essentially unhindered by the control cabinet.
  • a passage, seat and/or standing space is arranged between the electrical switch cabinets.
  • the switch cabinets arranged opposite each other in the transverse direction are preferably arranged next to each other in the longitudinal direction, in particular aligned in the transverse direction.
  • the pair of switch cabinets in between is arranged so that there is a central aisle between them.
  • the driver's cab has at least two longitudinally opposite entry doors for entering at least one walkway or corridor extending longitudinally in front of and/or behind the driver's cab.
  • the entry door or doors is or are arranged in the front and/or rear end face of the driver's cab. It may be preferred that a driver's cab is arranged transversely (front and/or rear) next to an entry door.
  • the center cab locomotive is a rail vehicle, in particular a shunting locomotive.
  • Center cab locomotives can be designed to be operated either with or without an overhead line.
  • center cab locomotives can be designed for normal use independently of or free of an overhead line, for example for branch line operation or for construction train traffic.
  • housings for example for a converter and/or supply modules, in front of and/or behind the driver's cab have a maximum housing height, which preferably falls to a lower Window height of the lower edge of the cab windows is limited to allow a clear all-round view for the driver, thus ensuring a good overview and safety during operation.
  • a center cab locomotive generally comprises a vehicle frame and a driver's cab (center cab) arranged approximately centrally on the vehicle frame in the longitudinal direction.
  • the length of the vehicle frame can preferably be greater than 10 meters, preferably greater than about 12 meters.
  • the longitudinal direction preferably corresponds to the operational (straight ahead) direction of travel of the center cab locomotive.
  • the longitudinal direction can generally be referred to as the main direction of extension of the center cab locomotive.
  • the longitudinal direction can generally be referred to as the direction oriented parallel to the rail line when the center cab locomotive is used on a rail line during normal operation. Terms such as “front”, “rear”, etc. are generally to be understood in relation to this longitudinal direction in the context of the present disclosure.
  • the transverse direction can generally be understood to mean the direction oriented transversely to the track when the center cab locomotive is used in normal operation on a track. Terms such as “right”, “left”, etc. are generally to be understood in the context of the present disclosure in relation to this transverse direction with respect to a designated front or forward direction of the locomotive.
  • the vertical direction generally refers to the direction oriented perpendicular to the rail line when the center cab locomotive is used in normal operation on a substantially flat rail line, in particular on a flat rail surface in the sense of gravity. Terms such as “top”, “bottom”, etc. are generally to be understood in relation to this vertical direction within the scope of the present disclosure.
  • front cab locomotives as in EP 1 926 648 B1 described, equipped with two driver's cabs arranged longitudinally at the front and rear ends, between which an engine room is arranged which accommodates various units, such as diesel-electric generators, transformers for overhead line current, switch cabinets and the like and extends as high as or higher than the roof of the driver's cabs.
  • Display and control elements for controlling the driving of the central driver's cab locomotive are provided on a driver's cab.
  • the display elements can have at least one, preferably several screens, for example for displaying a Control Command Display (CCD), Automatic Train Protection Display (ATP Display) and/or Technical and Diagnostic Display (TDD).
  • the display elements can comprise at least one pressure gauge, which is preferably arranged on the pillar (A-pillar), in particular between the driver's cab and the entrance door.
  • the control elements for driving control preferably comprise speed control and/or cruise control actuation switches, emergency brake valve switches, ETCS/PCB control switches, main switch actuation switches, direction control switches and/or clutch switches.
  • Each driver's cab preferably comprises a driver's seat.
  • the driver's seat can preferably be designed to be adjustable between an upright working position and a reduced locking position, for example folded in and/or moved under the driver's desk.
  • the driver's seat can be movable in the longitudinal direction, in particular between the working position and the locking position.
  • the driver's cab is offset to the side in the direction of travel, for example to the right.
  • a center cab locomotive according to the invention is generally provided with the reference number 1.
  • the abbreviation "locomotive” is used for "central driver's cab locomotive", whereby it is clear that a central driver's cab locomotive is always meant.
  • a locomotive 1 has a driver's cab 3 for the locomotive driver (in short: driver), which is arranged centrally in the longitudinal direction L (central driver's cab). There is a distance of at least 1 m or more between the driver's cab 3 and the front end of the locomotive 1 as well as between the driver's cab 3 and the rear end of the locomotive 1.
  • the locomotive length L 1 is significantly greater than the driver's cab length L 3 , for example more than 5 m or more than 10 m longer.
  • the locomotive length L 1 of the center driver's cab locomotive 1 can be 12 m to 24 m, in particular between 15 m and 20 m, preferably between 18 m and 19 m.
  • the driver's cab length L 3 can be between 3.5 m and 6 m, in particular between 3.7 m and 4 m.
  • the locomotive 1 comprises a solid vehicle chassis or frame 101 on which the driver's cab 3 is arranged. Shock absorbers 102a, 102b are arranged on the frame 101 at the front and rear. At the front and rear, the locomotive 1 has a chassis 105a, 105b that can rotate about a vertical axis. Several superstructures are arranged on the frame 101 in front of and behind the driver's cab 3. A generator module 111 and a traction battery module 121 are arranged on the frame 101, which can provide drive energy for drive motors arranged in the chassis 105a, 105b. Electrical drive energy can be provided to the drive motors from the generator module 111 and/or the traction battery module 121 via a converter 130.
  • the generator module 111 can comprise, for example, a diesel engine or a gas-powered engine as a supply unit.
  • a fuel tank 113 for example for diesel fuel, is provided in the vertical direction V below the frame 101 in order to operate the supply unit.
  • An exhaust line runs from the generator module 111 to the exhaust chimney 115, which extends in the vertical direction V to above the driver's cab 3.
  • the exhaust line (not shown in more detail) bridges the converter 130 arranged between the driver's cab 3 and the generator module 111. It is conceivable that the locomotive 1 has two generator modules 111 or two traction battery modules 121 (not Instead of a traction battery module 121, a hydrogen storage unit could alternatively be provided, for example.
  • Electrical roof structures 5 are arranged on the roof 43 of the driver's cab 3. To supply the locomotive 1, it may be expedient to provide a current collector 52 for tapping electrical energy from the overhead line.
  • the current collector 52 can be movable in the vertical direction V by means of a pantograph or the like.
  • a locomotive 1 with an overhead line current collector 52 also comprises a transformer 150 for providing electrical drive energy for the drive motors.
  • the transformer 150 can be arranged below the driver's cab 3. In the case of the Figure 1 In the illustrated embodiment of a center cab locomotive 1, the transformer 150 is attached to the frame 101 in the longitudinal direction L at the bottom center. The transformer 150 is located in the longitudinal direction L between the chassis 105a, 105b.
  • a main switch 53 is provided for optionally disconnecting or connecting the current collector 52 from the line.
  • the current collector 52 and the main switch 53 are optionally arranged as roof structures 5 on the driver's cab 3.
  • the driver's cab 3 of the locomotive 1 shown here is arranged asymmetrically offset from the center of the frame 101 in the longitudinal direction L.
  • the driver's cab 3 extends above a part of the rear chassis 105b and a part of the transformer 150.
  • the driver's cab 3 has an entry door at its front and rear, which leads to a corridor 103a, 103b on the frame 101, which extends in the longitudinal direction.
  • the front corridor 103a leads in the transverse direction Q along the side next to the supply modules 111, 121.
  • the rear corridor 103b leads in the transverse direction Q past the side next to a structure, which can, for example, include an air conditioning system 107 for controlling the temperature of the driver's cab 3.
  • the driver's cab 3 has windshields aligned in the longitudinal direction L in the forward and rearward directions of travel.
  • the driver's cab 3 has several side windows 32a, 32b formed in its side wall 33.
  • the structures on the frame 101 extend in the vertical direction approximately at the height of the lower edge of the side windows 32a, 32b and/or the windshield, in order to give the driver as unobstructed a view of the surroundings as possible.
  • Roof structures 5 comprise antennas 54.
  • the antennas 54 can be arranged on antenna supports 51.
  • the antenna 54 can be, for example, a GSMR antenna, an antenna for radio remote control, an antenna for diagnostics, a train radio antenna, a train protection antenna and/or a power consumption measuring antenna.
  • protective screens 6 are arranged on the top of the driver's cab 3.
  • the roof structures 5 are located in the transverse direction a between these protective screens 6.
  • the protective screens 6 can extend on the top in the longitudinal direction L essentially completely along the longitudinal edge 39 of the driver's cab 3.
  • FIGS 3-5 show different views of a driver’s cab 3.
  • Fig.3 shows a horizontal section through the driver’s cab 3.
  • Figure 4 shows a vertical section through the driver's cab 3 along section line AA, looking forward in the direction of travel.
  • Figure 5 shows another vertical section through the driver's cab 3 according to the section line BB looking in the transverse direction Q.
  • two driver's cabs 31a, 31b are arranged opposite one another in the longitudinal direction L, at which a train driver can sit or stand and control the locomotive 1.
  • a front or rear windshield 30a, 30b is arranged on the front wall 40a, 40b of the driver's cab 3.
  • the train driver can look forwards or backwards in the longitudinal direction L out of the driver's cab 3 onto the tracks and surroundings from one of the driver's cabs 31a, 31b.
  • the driver's cabs 31a, 31b are arranged offset from one another, so that the driver's cab 31a or 31b is arranged to the right of the center of the driver's cab 3 in the respective direction of travel.
  • a respective entry door 38a, 38b is arranged to the left of the driver's cab 31a, 31b.
  • the driver can enter the driver's cab 3 from the front bridge 103a of the locomotive 1 through the front entry door 38a.
  • the driver can leave the driver's cab 3 to the rear bridge 103b of the locomotive through the rear entry door 38b.
  • a standing place or seat 36 can be provided, for example by a folding seat.
  • another standing place 37 can be provided in the transverse direction Q.
  • a pair of switch cabinets 7 are arranged centrally in the longitudinal direction L.
  • the switch cabinets 7 are located opposite each other in the transverse direction Q.
  • the Switch cabinets 7 border on the inside of the side walls 33 of the driver's cab 3.
  • the switch cabinets 7 are essentially the same size and have an approximately rectangular base area.
  • a front side 71 is formed on each switch cabinet 7 in the forward direction of travel and a rear side 73 in the rear direction of travel.
  • a pivoting cabinet door or other removable cabinet cover can be arranged on the front side 71 and/or on the rear side 73 in order to allow access to the interior of the switch cabinet 7.
  • the control cabinet 7 is limited by a top side 74.
  • the top side 74 can be flat and horizontally aligned.
  • the top side 74 is preferably located at a cabinet height h7 between 1.0 m and 1.6 m, preferably between 1.2 m and 1.4 m.
  • the top side 74 is expediently arranged lower than the window height.
  • the window height h3 is shown at the lower edge of a side window 32a.
  • Figure 4 shows a window height h4 at the lower edge of the windshield 31a. It may be preferred that the window height h3, h4 and the lower edge of the windshields 31a, 31b and/or the side windows 32a, 32b, 34a, 34b essentially correspond to one another.
  • the control cabinets 7 have front surfaces 70 aligned in the transverse direction Q, which are preferably opposite one another. Air inlets or outlets 72 can be arranged on the front sides 70, which are connected to the air conditioning system 107. A passage 35 is arranged between the control cabinets 7, through which the driver can go from the front driver's cab 31a to the rear driver's cab 31b.
  • a recess or depression 8 is arranged, the depth t8 of which extends from the front side 70 in the transverse direction Q into the control cabinet 7.
  • several operating elements 81 or 82 are arranged, which are described below with reference to the Figures 6 and 7 be described in detail.
  • the operating elements 81, 82 are accommodated in the recess 8.
  • the depth t1 of the operating elements 81, 82 is less than the depth t8 of the recess 8.
  • the operating elements 81, 82 do not protrude from the recess 80 in the transverse direction 9.
  • the plane spanned by the front side 70 is located in the transverse direction 9 between the operating elements 81/82 and the passage 35.
  • the operating elements 81, 82 can be conveniently arranged in a Height h8 between 1 m and 1.5 m, in particular in the range between 1.10 m and 1.30 m.
  • the height h8 at which the control elements 81, 82 are arranged is preferably lower than the cabinet height h7.
  • window height h3, h4, the cabinet height h7 and the height h8 of the control elements 81/82 in the vertical direction V can be determined in relation to the floor 41 of the driver's cab 3.
  • Figure 6 shows a first control panel with a first group of control elements 81.
  • the first control elements 81 comprise key switches 83, push buttons 84, a lever switch 85 and a rotary switch 86.
  • a key switch 83 can be provided for activating the locomotive 1.
  • a key switch 83 is provided for activating and/or deactivating the locomotive radio remote control.
  • a push button 84 can be provided for activating and/or deactivating a holding brake.
  • Figure 7 shows a second control panel with a second group of control elements 82.
  • the second control elements 82 are all designed as lever switches 85 with anti-tamper protection.
  • Lever switches 85 can be used, for example, to activate and/or deactivate security systems.

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  • Engineering & Computer Science (AREA)
  • Automation & Control Theory (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
EP23198207.5A 2022-09-19 2023-09-19 Locomotive avec cabine de pilotage centrale et au moins une armoire électrique disposée à l'intérieur de la cabine Pending EP4349683A3 (fr)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
DE102022123983.7A DE102022123983A1 (de) 2022-09-19 2022-09-19 Mittelführerhauslokomotive mit einem Führerhaus und wenigstens einem innerhalb des Führerhauses angeordneten elektrischen Schaltschrank

Publications (2)

Publication Number Publication Date
EP4349683A2 true EP4349683A2 (fr) 2024-04-10
EP4349683A3 EP4349683A3 (fr) 2024-07-24

Family

ID=88197113

Family Applications (1)

Application Number Title Priority Date Filing Date
EP23198207.5A Pending EP4349683A3 (fr) 2022-09-19 2023-09-19 Locomotive avec cabine de pilotage centrale et au moins une armoire électrique disposée à l'intérieur de la cabine

Country Status (2)

Country Link
EP (1) EP4349683A3 (fr)
DE (1) DE102022123983A1 (fr)

Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1926648B1 (fr) 2005-09-16 2010-01-06 Bombardier Transportation GmbH Construction d'une locomotive
DE102010035903A1 (de) 2010-08-26 2012-03-01 Alstom Transport Sa Schienenfahrzeug

Family Cites Families (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE1747448U (de) * 1957-03-20 1957-06-27 Kloeckner Humboldt Deutz Ag Schienenfahrzeug mit mittelfuehrerhaus.
DE1811849U (de) * 1960-03-08 1960-05-25 Kloeckner Humboldt Deutz Ag Diesellokomotive mit mittelfuehrerstand und einem dampferzeuger hoher leistung.
DE19816580A1 (de) * 1998-04-08 1999-10-14 Siemens Ag Bedienfeld eines mit Geräteeinschüben bestückten Niederspannungs-Schaltfeldes
CN204341029U (zh) * 2014-12-26 2015-05-20 成都市新筑路桥机械股份有限公司 有轨电车司机台下柜体
FR3085337B1 (fr) * 2018-08-31 2021-01-15 Alstom Transp Tech Cabine pour vehicule ferroviaire et procede d'assemblage
FR3093314B1 (fr) * 2019-03-01 2021-03-12 Alstom Transp Tech Véhicule ferroviaire à aménagement adapté aux opérations de maintenance
DE102020204742A1 (de) * 2020-04-15 2021-10-21 Siemens Mobility GmbH Elektroschrank in einem Schienenfahrzeug

Patent Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1926648B1 (fr) 2005-09-16 2010-01-06 Bombardier Transportation GmbH Construction d'une locomotive
DE102010035903A1 (de) 2010-08-26 2012-03-01 Alstom Transport Sa Schienenfahrzeug

Also Published As

Publication number Publication date
DE102022123983A1 (de) 2024-03-21
EP4349683A3 (fr) 2024-07-24
DE102022123983A8 (de) 2024-06-13

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