• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    The invention relates to a railway vehicle comprising a car (14) and a bogie (16). The bogie (14) comprises a frame (28) and a secondary suspension system (30). The secondary suspension system (30) comprises: - a set (34) of springs; a jack (36) comprising two ends (44, 46); and a feed device (38) for the jack (36). The jack (36) is configured to pass from a first so-called retracted configuration in which the jack (36) is only connected to the car (14) by the first end (44) to a second so-called extended configuration in which the jack ( 36) is also connected to the frame (18) by the second end (16). The feeder (38) is configured in the deployed configuration to supply the ram (36) to move the car (14) away from the chassis (28) or to maintain a constant distance between the car (14) and the frame (28).
    公开号:FR3080077A1
    申请号:FR1853342
    申请日:2018-04-17
    公开日:2019-10-18
    发明作者:Jeremy Clavier
    申请人:Alstom Transport Technologies SAS；
    IPC主号:
    专利说明:

    Railway vehicle and associated traffic method
    The present invention relates to a railway vehicle comprising at least one car and at least one bogie carrying the car, the bogie comprising a chassis and a secondary suspension system between the chassis and the car, the secondary suspension system comprising a set of springs mounted between the chassis and the car, a jack comprising two ends extending along the same axis and a device for feeding the jack.
    In order to facilitate the getting in and out of people and / or goods, it is advantageous to be able to adjust the height of the car, in order to adapt it to that of the platform when the rail vehicle is at the station.
    Document US 2004/0016361 describes a railway vehicle comprising a car, a bogie and a suspension system comprising a suspension spring and a jack in parallel extending between the car and the bogie. The jack makes it possible to vary the distance between the bogie and the car, the height of the car being thus variable. This allows in particular to reduce the vertical distance between the floor of the car and a platform.
    However, this system is not entirely satisfactory. When the rail vehicle is in motion, the cylinder and, in particular, the cylinder seals undergo significant transverse forces due to the relative transverse movement of the car and the bogie. This can lead to premature wear and tear on the cylinder and oil leaks. In addition, the presence of the jack mechanically connecting the car and the bogie increases the stiffness of the system, thus deteriorating the vertical damping between the car and the bogie.
    The invention aims in particular to remedy these drawbacks by proposing a railway vehicle comprising a leveling system undergoing limited transverse forces and not adding additional stiffness to the suspension system.
    To this end, the subject of the invention is in particular a railway vehicle of the aforementioned type, in which the jack is configured to pass from a first so-called retracted configuration in which the jack is only connected to the car by the first end of the jack to a second configuration known as deployed in which the jack is also connected to the chassis by the second end of the jack, the supply device being configured, in the deployed configuration, to feed the jack in order to move the car away from the chassis or in order to maintain constant the distance between the car and the chassis.
    The jack is thus able to bring, then maintain, the car and the chassis at a constant distance, for example, chosen so that the height of the floor of the car when stationary in a station is substantially equal to the height of the platform. from this station. When the railway vehicle is in motion between two stations, the second end of the jack is free, the jack thus not undergoing transverse forces due to the relative movements between the car and the bogie and adding substantially no additional stiffness to the system secondary suspension.
    A rail vehicle according to the invention may also include one or more of the following characteristics, taken alone or in any technically possible combination:
    - the first end of the jack is connected to the car by a ball joint type connection;
    - The railway vehicle also comprises a blocking system configured to immobilize the jack relative to the car when the jack is in the retracted configuration and to leave the movable jack in rotation around the ball when the jack is in the deployed configuration;
    - the blocking system includes:
    + an upper cylinder fixed on the upper part of the cylinder, the first end of the cylinder being able to slide in the upper cylinder;
    + at least one converging wall projecting from the car and defining a cavity, the ball joint being located in said cavity;
    + a protrusion projecting transversely from the upper cylinder and of shape substantially complementary with the wall, the protuberance being located in the cavity;
    + at least one blocking spring situated between the protuberance and the car, each blocking spring being able to pass from a first rest position in which the protuberance cooperates with the wall when the jack is in the retracted configuration, to a second compressed position in which the protrusion is remote from the wall when the cylinder is in the deployed configuration;
    - The protuberance has a substantially frustoconical shape;
    the actuator comprises a cylinder and a piston separating the cylinder into an upper chamber and a lower chamber, and in that the actuator supply device is configured to supply, in the deployed position, only one of the upper chambers and low to move the car away from the chassis or keep the distance between the car and the chassis constant;
    - the other of the upper and lower chambers is equipped with a return spring which forces the jack towards the retracted configuration;
    - the railway vehicle further comprises a link arranged between the car and the chassis and configured to limit the distance between the car and the chassis;
    - the railway vehicle comprises four jacks located at the four corners of the chassis.
    The invention also relates to a method of driving a railway vehicle as defined above, comprising the following steps:
    - movement of the railway vehicle, the jack being in the retracted configuration;
    - stopping the railway vehicle at a platform, the jack being in the deployed configuration and supplied by the power supply device, so as to move the car away from the chassis or to keep the distance between the car and the chassis constant.
    The invention will be better understood on reading the description which follows, given solely by way of example and made with reference to the appended figures among which:
    FIG. 1 is a schematic sectional view of a railway vehicle according to the invention, when stopped at a station,
    FIG. 2 is a schematic sectional view, along a vertical plane, of a secondary suspension system of a rail vehicle according to the invention, the jack being in the retracted configuration,
    FIG. 3 is a schematic sectional view, along a vertical plane, of a secondary suspension system of a rail vehicle according to the invention, the jack being in the deployed configuration,
    FIG. 4 is a schematic sectional view, along a vertical plane, of a blocking system of a rail vehicle according to the invention, the jack being in the retracted configuration,
    - Figure 5 is a schematic sectional view, along a vertical plane, of a locking system of a rail vehicle according to the invention, the cylinder being in the deployed configuration.
    The terms "vertical" and "horizontal" are understood in general terms with respect to the usual directions of a rail vehicle traveling on horizontal rails.
    A stationary railway vehicle 10 at a station is shown in Figure 1.
    The station includes at least one platform 12, such that the rail vehicle 10 is stopped along platform 12.
    The rail vehicle 10 comprises at least one car 14, at least one bogie 16 carrying the car 14 and, advantageously, a link 17 disposed between the car 14 and the bogie 16.
    The car 14 has an interior volume 18 configured to receive passengers and / or goods to be transported. The interior volume 18 communicates with the exterior by at least one door 20. The interior volume 18 is notably delimited by a lower floor 22, on which the passengers and / or the goods move.
    The bogie 16 extends for example at one end of the car 14 and supports two adjacent cars 14 when the rail vehicle 10 comprises several cars 14. According to a conventional embodiment, the or each car 14 is supported by two bogies 16 to each of its ends.
    The bogie 16 comprises wheels 24 rotatably mounted on the bogie 16 by axles 26, a chassis 28 and a secondary suspension system 30 disposed between the chassis 28 and the car 14.
    The wheels 24 are configured to roll on rails 32 and thus allow the movement of the rail vehicle 10.
    In an advantageous embodiment, the bogie 16 comprises four secondary suspension systems 30, located at the four corners of the bogie 16, the bogie 16 having a substantially rectangular cross section. The term “transverse” is generally defined with respect to a direction substantially orthogonal to the direction of movement of the rail vehicle 10.
    The secondary suspension system 30 extends along a main axis X extending in an elevation direction, for example substantially vertical when the rail vehicle 10 moves on horizontal rails 32. The terms "lower" and "upper" are defined relative to the direction of elevation.
    The secondary suspension system 30 makes it possible to resume the deflections according to the direction of elevation between the car 14 and the bogie 16. The secondary suspension system 30 makes it possible in particular to ensure both the suspension function between the car 14 and the bogie 16 and the positioning function according to the direction of elevation of the car 14 relative to the platform 12 of the station.
    To this end, the secondary suspension system 30, shown in FIGS. 2 and 3, comprises a set 34 of springs mounted between the chassis 28 and the car 14, a jack 36 and a device 38 for feeding the jack 36.
    According to the embodiment shown in Figures 2 and 3, the set 34 of springs comprises at least one internal spring 40 and one external spring 42.
    The internal spring 40 and the external spring 42 are helical and coaxial springs, having the main axis X as their central axis.
    They each extend between the chassis 28 and the car 14. They are also integral with the chassis 28 and the car 14.
    The diameter of the internal spring 40 is less than the diameter of the external spring 42, so that the internal spring 40 extends in the internal volume defined by the external spring 42.
    Advantageously, the internal spring 40 and the external spring 42 are wound around the jack 36. The internal spring 40 and the external spring 42 have, for example, opposite winding directions.
    The set of springs 34 allows relative movement in the direction of elevation between the chassis 28 and the car 14.
    The jack 36 performs a positioning function of the car 14 relative to the bogie 16 according to the direction of elevation.
    The jack 36 extends along the main axis X. The jack 36 comprises a first end 44 and a second end 46 substantially aligned along the main axis X. The jack 36 further comprises a cylinder 48, a piston 50 separating the cylinder 48 into an upper chamber 52 and a lower chamber 54.
    In an advantageous embodiment, the jack 36 further comprises a blocking system 56 linked to the first end 44.
    The first end 44 of the jack 36 is mechanically linked to the car 14. In an advantageous embodiment, the connection between the first end 44 and the car 14 is a ball joint 58 allowing the jack 36 to be movable in rotation in all directions around the ball joint 58 relative to the car 14.
    The second end 46 is configured to extend between a so-called free position in which the second end 46 is mechanically free, the jack 36 then being said to be in retracted configuration, and a so-called fixed position in which the second end 46 is in contact with the chassis 28, the jack 36 then being said in the deployed configuration.
    In the retracted configuration, the jack 36 is only connected to the car 14 by the first end 44, as illustrated in FIG. 2.
    In the deployed configuration, the jack 36 is connected to the car 14 by the first end 44 and to the chassis 28 by the second end 46, as illustrated in FIG. 3. The second end 46 is then able to exert pressure according to the main axis X on the chassis 28.
    The first end 44 and the second end 46 are located outside of the cylinder 48, the cylinder 48 being located between the first end 44 and the second end 46 along the main axis X.
    The cylinder 48 extends along the main axis X between a lower part 59 and an upper part 60.
    The piston 50 is movable in the cylinder 48 and comprises a head 61 and a rod 62 integral with the head 61.
    The head 61 is able to slide in the cylinder 48 along the main axis X, between the lower part 59 and the upper part 60.
    The head 61 separates the cylinder 48 into two chambers hermetically separated from each other, namely the upper chamber 52 and the lower chamber 54.
    The rod 62 passes hermetically through the lower part 59 of the cylinder 48 along the main axis X at the level of an orifice 64 for passage. The rod 62 includes the second end 46. The second end 46 is located opposite the head 61 relative to the main axis X.
    According to one embodiment, the jack 36 advantageously further comprises at least one return spring 55. The return spring 55 is inserted in the cylinder 48. The return spring 55 is a helical spring having the axis as its central axis main X.
    The return spring 55 is configured to force the jack 36 toward the retracted configuration.
    In the example illustrated in FIG. 2, the return spring 55 is located in the lower chamber 54 and connects the head 61 to the lower part 59 of the cylinder 48. The return spring 55 forces the head 61 to a position distant from the lower part 59 of the cylinder 48. The rod 62 is advantageously inserted into the return spring 55, which limits the size of the jack 36.
    In an advantageous embodiment, the blocking system 56 is located between the first end 44 and the cylinder 48, as illustrated in FIGS. 4 and 5.
    The locking system 56 is configured to immobilize the jack 36 relative to the car 14 when the jack 36 is in the retracted configuration, as illustrated in FIG. 4.
    In the retracted configuration, the jack 36 being only fixed by the first end 44 to the car 14, the locking system 56 thus fixes the jack 36 relative to the car 14. This makes it possible to prevent the jack 36 from oscillating freely around the ball joint 58 and coming into contact with the assembly 34 of springs, which could lead to rapid degradation of the jack 36 and of the assembly 34 of springs.
    The locking system 56 is also configured to leave the jack 36 movable in rotation around the ball 58 when the jack 36 is in the deployed configuration, as illustrated in FIG. 5.
    In the deployed configuration, the jack 36 being linked to the car 14 and to the chassis 28, the jack 36 is likely to deviate from the direction of the main axis X due to any relative transverse movements between the car 14 and the bogie 16. The jack 36 being movable in rotation around the ball 58, the jack 36 does not undergo transverse forces due to these relative movements between the car 14 and the bogie 16.
    In addition, the jack 36 does not add additional stiffness to the secondary suspension system 30.
    The locking system 56 comprises for example at least one wall 66, an upper cylinder 68, a protuberance 70 and at least one locking spring 72.
    The wall 66 projects from the outside face of the floor of the car 14 in the direction of the bogie 16. The wall 66 is convergent, substantially towards the main axis X.
    The wall 66 defines a cavity 74 open along the main axis X at the lower end of the wall 66.
    The ball 58 is located in the cavity 74.
    The upper cylinder 68 projects from the upper part 60 of the cylinder 48 in the direction of the main axis X. The diameter of the upper cylinder 68 is advantageously less than the diameter of the cylinder 68.
    The upper cylinder 68 is partially inserted into the cavity 74.
    The first end 44 is received in the upper cylinder 68. The first end 44 is capable of sliding in the upper cylinder 68 along the main axis X. Thus the first end 44 is linked to the cylinder 48 via the locking system 56.
    The protrusion 70 extends in projection from the upper cylinder 68 transversely, along an axis substantially orthogonal to the main axis X.
    The protuberance 70 is of complementary shape with the wall 66. Advantageously, the protuberance 70 is of frustoconical shape, which allows easy cooperation between the protuberance 70 and the wall 66.
    The protuberance 70 is located in the cavity 74.
    The blocking system 56 advantageously comprises a plurality of blocking springs 72.
    Each locking spring 72 extends substantially along the main axis X.
    The locking spring 72 is linked to the car 14 and to the protuberance 70.
    The locking spring 72 is configured to pass from a first rest position to a second compressed position, the distance between the protuberance 70 and the car 14 being less in the compressed position relative to the rest configuration. The locking spring 72 constrains the protuberance 70 towards the rest position.
    When the jack 36 is in the retracted configuration, the protuberance 70 cooperates with the wall 66 and rests on the latter, due to the gravity exerted on the jack 36, as illustrated in FIGS. 2 and 4.
    The locking spring 72 is then in the rest position.
    The locking spring 72 is then configured to maintain the protuberance 70 in contact with the wall 66 and thus immobilize the jack 36 relative to the car 14.
    When the jack 36 is in the deployed configuration, the protuberance 70 is distant from the wall 66, as illustrated in FIGS. 3 and 5.
    The first end of the jack 36 is then only connected to the car 14 by the ball joint 58. The jack 36 is then movable in rotation around the ball joint 58.
    The supply device 38 is capable of supplying the jack 36 with fluid, for example oil, here having a pressure of between 50 bars and 150 bars.
    The supply device 38 is configured to control the movement of the piston 50 in the cylinder 48, when the jack 36 is in the deployed configuration.
    The supply device 38 is notably configured to control the movement of the piston 50 by supplying one of the upper 52 and lower 54 chambers in order to increase the volume, which makes it possible to move the piston 50.
    The return spring 55 is placed in the other of the upper 52 and lower 54 chambers not supplied by the supply system 38.
    In the example illustrated in FIGS. 2 and 3, the supply system 38 supplies the upper chamber 52 and the spring 55 is placed in the lower chamber 54.
    When the jack 36 is in the deployed configuration, the supply system 38 is then able to fill the upper chamber 52 in order to increase the volume so as to move the piston 50 in a direction in which the piston 50 moves away of the car 14. The supply system 38 is therefore able to increase the distance between the car 14 and the chassis 28.
    The link 17 is a long and flexible body connecting the car 14 and the chassis 28. The link 17 is advantageously a metal chain comprising an assembly of links 78. The link 17 is configured to limit the distance between the car 14 and the chassis 28 in order to avoid the shock of the piston 50 against the lower part 59 of the cylinder 48, repeated shocks which can lead to deterioration of the jack 36. That is to say that the link 17 is stretched, and therefore prevents any displacement additional of the car 14 relative to the chassis 28, before the piston 50 comes into contact with the lower part 59 of the cylinder 48.
    When the cylinder 36 is in the deployed configuration, the supply system 38 is, moreover, capable of imposing a pressure in the upper chamber 52 so as to maintain the piston 50 at a desired constant position in the cylinder 48. The system supply 38 is therefore able to keep the distance between the car 14 and the chassis 28 constant.
    The supply device 38 comprises, for example, an accumulator and a reservoir (not shown) positioned at the level of the car 14 and a supply duct 76 configured to supply fluid to the upper chamber 52 and / or the lower chamber 54 .
    The operation of the secondary suspension system 30 and in particular of the locking system 56 will now be explained in more detail, using the description of a method of running the rail vehicle 10.
    In a first step, the rail vehicle 10 travels on the rails 32 outside a station or a station comprising a platform 12.
    The jack 36 is then in the retracted configuration, as illustrated in FIG. 2. The second end 46 is mechanically free and the jack 36 is only connected to the car 14 by the ball joint 58.
    The return spring 55 is in the rest position.
    The car 14 and the bogie 16 are connected by the assembly 34 of springs. The set of springs 34 allows relative movement between the car 14 and the bogie 16 and thus damps the vertical oscillations between the car 14 and the bogie 16.
    The blocking system 56 immobilizes the jack 36 relative to the car 14 in order to avoid free oscillations of the jack 36 around the ball joint 58 and thus to avoid any contact between the jack 36 and the set 34 of springs.
    Each locking spring 72 is in the rest position and keeps the protuberance 70 in contact with the wall 66, as illustrated in FIG. 4.
    There is then a clearance between the first end 44 and the upper part 60 of the cylinder.
    The feeding device 38 does not feed the jack 36.
    Then, in a second step, the rail vehicle 10 stops at a station along a platform 12.
    The height of the lower floor 22 is less than the height of the platform 12 due to the mass of the car 12 and of the passengers and / or goods present in the interior volume 18.
    The upper chamber 52 of the jack 36 is then supplied by the supply device 38, so as to move the piston 50 downwards in the direction of the chassis 28 until the second end 46 comes into contact with the chassis 28.
    The pressure exerted by the jack 36 on the chassis 28 then causes the cylinder 48 to move along the rod 62, upwards, in the direction of the car 12.
    The upper cylinder 68 slides along the first end 44 until the travel between the first part 44 and the upper part 60 of the cylinder 48 is canceled.
    The protrusion 70 is then no longer in contact with the wall 66 and each locking spring 72 is in the compressed position.
    The jack 36 is then in the deployed configuration.
    Then, the cylinder 36 is supplied by the supply device 38, so as to move the cylinder 48 along the rod 62 upwards.
    Thus, the jack 36 moves the car 12 away from the chassis 28 until it reaches a predetermined distance between the car 14 and the chassis 28. The predetermined distance between the car 14 and the chassis 28 is, for example, such that the height on the ground of the floor 22 of the car 14 is substantially equal to the height on the ground of the platform 12, that is to say that the floor 22 and platform 12 extend in the same horizontal plane.
    The jack 36 is then supplied by the supply device 38 so as to keep the distance between the chassis 28 and the car 14 constant and to prevent the free movement of the assembly 34 of springs.
    Throughout the second step, when the cylinder 36 is deployed, the cylinder 36 does not undergo transverse forces due to the relative movements of the car 14 and the bogie 16 because the ball 58 allows the free rotation of the first end 44 .
    The door 20 is then open and the passengers and / or goods located in the interior volume 18 can then easily leave or be taken out of the rail vehicle 10 by the door 20 in order to end up on the platform 12. And conversely passengers and / or goods initially located on platform 12 can enter or be transported in interior volume 18.
    When all the passengers and / or goods have left and / or entered the interior volume 18, the door 20 is closed.
    The jack 32 is then supplied by the supply device 38, so as to move the cylinder 48 along the rod 62, downwards, in the direction of the chassis 28 until the second end 46 is no longer in contact with chassis 28.
    The return spring 55 then forces the piston 50 to slide in the cylinder 48, upwards, in the direction of the car 14.
    The protrusion 70 cooperates with the wall 66 due to the gravity exerted on the cylinder 36. Each locking spring 72 is in the rest position and maintains the protrusion 70 against the wall 66. The locking system 56 therefore immobilizes the cylinder 36 relative to car 14.
    The first end 44 and the upper part 60 of the cylinder 48 have a clearance.
    The jack 36 is then in the retracted configuration.
    The height of the floor 22 is then less than the height of the platform 12.
    Finally, in a third step, the rail vehicle 10 starts from the station and the set 34 of springs is free to ensure its suspension function between the car 14 and the bogie 16.
    As a variant, the supply of the jack 36 by the feed device 30 begins before the railway vehicle 10 stops, so that when the railway vehicle 10 stops, the jack 36 is already in the deployed configuration and that the floor 22 is already at platform height 12.
    As a variant, the railway vehicle 10 starts from the station as soon as the door 20 is closed, the jack 36 returning to the retracted configuration during the start of the third step.
    权利要求:
    Claims (1)
    [1" id="c-fr-0001]
    1, - Railway vehicle (10) comprising at least one car (14) and at least one bogie (16) carrying the car (14), the bogie (16) comprising a chassis (28) and a secondary suspension system (30 ) between the chassis (28) and the car (14), the secondary suspension system (30) comprising:
    - a set (34) of springs mounted between the chassis (28) and the car (14);
    - a jack (36) comprising two ends (44, 46) extending along the same axis (X); and
    - a supply device (38) for the jack (36);
    characterized in that the jack (36) is configured to pass from a first so-called retracted configuration in which the jack (36) is only connected to the car (14) by the first end (44) of the jack (36) to a second configuration known as deployed in which the jack (36) is also connected to the chassis (18) by the second end (16) of the jack (36), the supply device (38) being configured, in the deployed configuration, to supply the jack (36) in order to move the car (14) away from the chassis (28) or in order to maintain constant the distance between the car (14) and the chassis (28) A
    23. A railway vehicle (10) according to claim 12, also comprising a blocking system (56) configured to immobilize the jack (36) relative to the car (14) when the jack (36) is in the retracted configuration and to leave the jack (36) movable in rotation around the ball joint (58) when the jack (36) is in the deployed configuration.
    34.- Railway vehicle (10) according to claim 23, in which the blocking system (56) comprises:
    - An upper cylinder (68) fixed on the upper part (60) of the cylinder (36), the first end (44) of the cylinder (36) being able to slide in the upper cylinder (68);
    - At least one converging wall (66) projecting from the car (14) and defining a cavity (74), the ball joint (58) being located in said cavity (74);
    - A protuberance (70) projecting transversely from the upper cylinder (68) and of substantially complementary shape with the wall (66), the protuberance (70) being located in the cavity (74);
    - at least one locking spring (72) located between the protuberance (70) and the car (14), each locking spring (72) being able to pass from a first rest position in which the protuberance (70) cooperates with the wall (66) when the cylinder (36) is in the retracted configuration, at a second compressed position in which the protuberance (70) is remote from the wall (66) when the cylinder (36) is in the deployed configuration.
    45, - railway vehicle (10) according to claim 34, wherein the protuberance (70) has a substantially frustoconical shape.
    58.- Railway vehicle (10) according to any one of the preceding claims, in which the jack (36) comprises a cylinder (48) and a piston (50) separating the cylinder (48) into an upper chamber (52) and a lower chamber (54), and in that the supply device (38) of the jack (36) is configured to supply, in the deployed position, only one of the upper (52) and lower (54) chambers so move the car (14) away from the chassis (28) or keep the distance between the car (14) and the chassis (28) constant.
    87, - Railway vehicle (10) according to claim 58, wherein the other of the upper (52) and lower (54) chambers is equipped with a return spring (55) which forces the jack (36) towards the configuration retracted.
    78, - railway vehicle (10) according to any one of the preceding claims, further comprising a link (17) disposed between the car (14) and the chassis (28) and configured to limit the distance between the car (14 ) and the chassis (28).
    89.- Railway vehicle (10) according to any one of the preceding claims, comprising four jacks (36) located at the four corners of the chassis (28).
    94-0.- Method for running a rail vehicle (10) according to any one of claims 1 to 89, comprising the following steps:
    - movement of the rail vehicle (10), the jack (36) being in the retracted configuration;
    - stopping of the railway vehicle (10) at a platform (12), the jack (36) being in the deployed configuration and supplied by the supply device (38), so as to move away
    5 the car (14) from the chassis (28) or to keep the distance between the car (14) and the chassis (28) constant.
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    同族专利:
    公开号 | 公开日
    ES2867302T3|2021-10-20|
    US20190315381A1|2019-10-17|
    PL3556634T3|2021-08-02|
    CA3040398A1|2019-10-17|
    CN110386163A|2019-10-29|
    FR3080077B1|2020-09-18|
    EP3556634A1|2019-10-23|
    EP3556634B1|2021-02-24|
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    FR3080076B1|2018-04-17|2020-09-18|Alstom Transp Tech|RAILWAY VEHICLE AND ASSOCIATED CIRCULATION METHOD|
    CN110775092B|2019-11-20|2021-10-08|中车大连机车车辆有限公司|Pressure spring lifting device of locomotive bogie|
    CN112693489A|2021-02-24|2021-04-23|郑州铁路职业技术学院|Steering device of railway locomotive|
    CN112849193A|2021-02-24|2021-05-28|郑州铁路职业技术学院|Method for improving steering capacity of railway locomotive|
    法律状态:
    2019-04-18| PLFP| Fee payment|Year of fee payment: 2 |
    2019-10-18| PLSC| Publication of the preliminary search report|Effective date: 20191018 |
    2020-04-20| PLFP| Fee payment|Year of fee payment: 3 |
    2021-04-23| PLFP| Fee payment|Year of fee payment: 4 |
    优先权:
    申请号 | 申请日 | 专利标题
    FR1853342A|FR3080077B1|2018-04-17|2018-04-17|RAILWAY VEHICLE AND ASSOCIATED CIRCULATION METHOD|
    FR1853342|2018-04-17|FR1853342A| FR3080077B1|2018-04-17|2018-04-17|RAILWAY VEHICLE AND ASSOCIATED CIRCULATION METHOD|
    EP19169267.2A| EP3556634B1|2018-04-17|2019-04-15|Railway vehicle and associated circulation method|
    PL19169267T| PL3556634T3|2018-04-17|2019-04-15|Railway vehicle and associated circulation method|
    CA3040398A| CA3040398A1|2018-04-17|2019-04-15|Rail vehicle and associated traffic method|
    ES19169267T| ES2867302T3|2018-04-17|2019-04-15|Railway vehicle and associated circulation procedure|
    US16/384,671| US20190315381A1|2018-04-17|2019-04-15|Railway vehicle and associated traffic method|
    CN201910307538.XA| CN110386163A|2018-04-17|2019-04-16|Rolling stock and relevant transportation resources|
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