EP3943359A1 - Bogie of a railway vehicle - Google Patents
Bogie of a railway vehicle Download PDFInfo
- Publication number
- EP3943359A1 EP3943359A1 EP21170420.0A EP21170420A EP3943359A1 EP 3943359 A1 EP3943359 A1 EP 3943359A1 EP 21170420 A EP21170420 A EP 21170420A EP 3943359 A1 EP3943359 A1 EP 3943359A1
- Authority
- EP
- European Patent Office
- Prior art keywords
- flange plate
- flange
- support
- underframe
- rail vehicle
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Granted
Links
- 238000004519 manufacturing process Methods 0.000 description 3
- 230000000712 assembly Effects 0.000 description 2
- 238000000429 assembly Methods 0.000 description 2
- 230000005540 biological transmission Effects 0.000 description 2
- 238000005452 bending Methods 0.000 description 1
- 230000008878 coupling Effects 0.000 description 1
- 238000010168 coupling process Methods 0.000 description 1
- 238000005859 coupling reaction Methods 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
- 230000004048 modification Effects 0.000 description 1
- 238000009417 prefabrication Methods 0.000 description 1
- 239000002023 wood Substances 0.000 description 1
Images
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
- B61F1/00—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
- B61F1/00—Underframes
- B61F1/08—Details
Definitions
- the invention relates to an underframe of a rail vehicle, comprising two head pieces that can be supported on wheels and a central support connecting the two head pieces, each head piece and the central support being detachably connectable to one another via a connecting flange formed from a first flange plate assigned to the central support and a second flange plate assigned to the head piece are, wherein the first and second flange plate form a vertical contact plane in the connected state, as well as a rail vehicle with such an underframe.
- Rail vehicles with generic underframes are already known from the prior art. As a rule, these are carrier wagons on which containers or other superstructures for transporting payloads that cannot be loaded in containers (e.g. round wood) can be placed.
- the DE 69 30 111 U and the WO 2018/219955 A1 in each case a subframe composed of three prefabricated assemblies, with two identical head pieces each having a central element of different lengths being connectable.
- subframes of different lengths should be easy and inexpensive to produce.
- DE 42 29 481 C1 discloses an underframe for rail freight wagons, the basic concept of which provides for a combination of different modules or subassemblies, including, among other things, the combination of two end pieces with a central element made up of transverse and longitudinal beams. Due to the largely autonomous prefabrication of each individual assembly, in particular the head pieces and the running gear frame, in independent devices, the effort for adjustment and alignment work when assembling the various assemblies should be reduced.
- the invention is therefore based on the object of providing an underframe for a rail vehicle, comprising two head pieces that can be supported on wheels and a center girder connecting the two head pieces, each head piece and the center girder each having a first flange plate assigned to the center girder and a second flange plate assigned to the head piece formed connection flange are releasably connected to each other, the first and second flange plate form a vertical contact plane in the connected state, to provide, which is easier and cheaper to manufacture and has lower life cycle costs.
- this object is achieved in connection with the preamble of patent claim 1 in that the first flange plate forms a horizontal contact surface that protrudes beyond the contact plane and the second flange plate forms a horizontal support surface that is set back from the contact plane, the support surface being set up to support the contact surface in the vertical direction is.
- the first flange plate covers the second flange plate in the vertical direction, ie in the direction of the weight acting on the central support.
- the flange plate of the central support has, in addition to the conventional, from the prior art, vertically oriented contact surface or contact plane for the transmission of longitudinal forces between the central support and the head piece, a leg which is arranged above this vertically oriented contact surface and protrudes beyond it, on the underside of which a flat and is formed substantially horizontally oriented contact area and with the aforementioned vertically oriented contact surface forms a substantially right angle.
- the flange plate of the center beam thus forms an approximately L-shaped component.
- a "horizontal" contact area is to be understood in this context as a surface whose spatial orientation is approximately parallel to the horizontal reference plane defined by the contact points of the bogies assigned to the head pieces on the rails.
- the flange plate of the head piece has - in addition to a vertically oriented contact surface or contact plane for the transmission of longitudinal forces between the head piece and central girder, which is also known from the prior art - a support surface arranged at right angles to this on its upper side, with the support surface being set back from the contact plane.
- a connection flange is thus realized, the first flange plate of which can be supported vertically against the second flange plate by means of a protruding or L-shaped form element.
- This shaped element is preferably designed as an L-shaped leg which overlaps the upper side of the flange plate of the head piece and is supported by its contact surface in the vertical direction against the horizontal support surface of the flange plate of the head piece.
- the invention also provides that the first and second flange plates are braced against one another in the horizontal direction by means of locking ring bolts. This enables high forces to be transmitted in the longitudinal direction of the underframe, but at the same time also high stability with respect to bending moments which act on the connecting flange, particularly when the rail vehicle is loaded.
- the invention also relates to a rail vehicle with an underframe which is designed in accordance with at least one of the aforementioned patent claims. Rail vehicles according to the invention can also be easily adapted to changed transport requirements during their service life with little effort by replacing and/or changing the arrangement of the cross members.
- FIG 1 is a perspective view of the underframe of a rail freight car according to the invention, formed from a central support (3) and two end head pieces (1, 2).
- the couplings and bogies of the rail freight car are arranged in a known manner on the end pieces.
- the central support (3) forms the central component of the underframe and is designed essentially in one piece; ie a central beam connects both end pieces of the subframe.
- base frames of different lengths can be formed.
- a center beam with a short longitudinal extension along the longitudinal axis of the rail freight car or the underframe is shown.
- the center support can have a central section and two end sections adjoining the distal ends of the central section, the cross-sectional profile of the central section being larger than the cross-sectional profile of the two end sections.
- FIG 2 a side view of this base is shown.
- the connection between one of the two head pieces (2) and the center support (3) is shown separately as detail "A".
- figure 3 shown.
- the connection is formed from a first flange plate (4) on a first end face of the central support (3) and a second flange plate (5) on a corresponding second end face of the head piece (2).
- Both flange plates (4, 5) touch each other with their vertically oriented connection surfaces, so that a common vertical contact plane (E) is formed in the contact area of both flange plates (4, 5).
- the first flange plate (4) assigned to the central support (3) has in its upper area an L-shaped leg which protrudes in the direction of the longitudinal axis (L) of the central support (3) beyond the vertically oriented connection surface of this first flange plate (4) and on the underside of which a horizontal contact surface (6) is formed.
- the top of the second flange plate (5) assigned to the head piece (2) has a support surface (7) which is also oriented at right angles to its vertical connection surface and is set back in relation to the contact plane (E).
- the leg of the first flange plate (4) overlaps the second flange plate (5), so that its contact surface (6) vertically against the support surface (7) of the second flange plate (5).
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Body Structure For Vehicles (AREA)
- Fittings On The Vehicle Exterior For Carrying Loads, And Devices For Holding Or Mounting Articles (AREA)
Abstract
Die Erfindung betrifft ein Untergestell eines Schienenfahrzeuges, umfassend zwei auf Rädern abstützbare Kopfstücke (1, 2) sowie einen die beiden Kopfstücke (1, 2) verbindenden Mittelträger (3), wobei jedes Kopfstück (1, 2) und der Mittelträger (3) über jeweils einen aus einer dem Mittelträger (3) zugeordneten ersten Flanschplatte (4) und einer dem Kopfstück zugeordneten zweiten Flanschplatte (5) gebildeten Anschlussflansch lösbar miteinander verbindbar sind, wobei erste und zweite Flanschplatte in verbundenem Zustand eine vertikale Kontaktebene (E) ausbilden, sowie ein Schienenfahrzeug mit einem solchen Untergestell. Dieses soll einfacher und kostengünstiger herzustellen ist und geringere Lebenszyklus-Kosten aufweisen. Dies wird erfindungsgemäß dadurch erreicht, dass die erste Flanschplatte (4) eine über die Kontaktebene (E) hinauskragende horizontale Aufstandsfläche (6) und die zweite Flanschplatte (5) eine von der Kontaktebene (E) zurückgesetzte horizontale Stützfläche (7) ausbilden, wobei die Stützfläche (7) zur Abstützung der Aufstandsfläche (6) in vertikaler Richtung eingerichtet ist.The invention relates to an underframe of a rail vehicle, comprising two head pieces (1, 2) that can be supported on wheels and a central support (3) connecting the two head pieces (1, 2), with each head piece (1, 2) and the central support (3) a connecting flange formed from a first flange plate (4) assigned to the central support (3) and a second flange plate (5) assigned to the headpiece can be detachably connected to one another, with the first and second flange plates forming a vertical contact plane (E) in the connected state, and a Rail vehicle with such a chassis. This should be easier and cheaper to produce and have lower life cycle costs. According to the invention, this is achieved in that the first flange plate (4) forms a horizontal contact surface (6) projecting beyond the contact plane (E) and the second flange plate (5) forms a horizontal support surface (7) set back from the contact plane (E), the Support surface (7) is set up to support the contact area (6) in the vertical direction.
Description
Die Erfindung betrifft ein Untergestell eines Schienenfahrzeuges, umfassend zwei auf Rädern abstützbare Kopfstücke sowie einen die beiden Kopfstücke verbindenden Mittelträger, wobei jedes Kopfstück und der Mittelträger über jeweils einen aus einer dem Mittelträger zugeordneten ersten Flanschplatte und einer dem Kopfstück zugeordneten zweiten Flanschplatte gebildeten Anschlussflansch lösbar miteinander verbindbar sind, wobei erste und zweite Flanschplatte in verbundenem Zustand eine vertikale Kontaktebene ausbilden, sowie ein Schienenfahrzeug mit einem solchen Untergestell.The invention relates to an underframe of a rail vehicle, comprising two head pieces that can be supported on wheels and a central support connecting the two head pieces, each head piece and the central support being detachably connectable to one another via a connecting flange formed from a first flange plate assigned to the central support and a second flange plate assigned to the head piece are, wherein the first and second flange plate form a vertical contact plane in the connected state, as well as a rail vehicle with such an underframe.
Schienenfahrzeuge mit gattungsgemäßen Untergestellen sind aus dem Stand der Technik vorbekannt. In aller Regel handelt es sich hierbei um Tragwagen, auf welche Container oder andere Aufbauten zum Transport von Nutzlasten, deren Verladung in Containern nicht sinnvoll bzw. nicht möglich ist (wie z.B. Rundholz), aufgesetzt werden können.Rail vehicles with generic underframes are already known from the prior art. As a rule, these are carrier wagons on which containers or other superstructures for transporting payloads that cannot be loaded in containers (e.g. round wood) can be placed.
So offenbaren beispielsweise die
Aus
Der Erfindung liegt daher die Aufgabe zugrunde, ein Untergestell eines Schienenfahrzeuges, umfassend zwei auf Rädern abstützbare Kopfstücke sowie einen die beiden Kopfstücke verbindenden Mittelträger, wobei jedes Kopfstück und der Mittelträger über jeweils einen aus einer dem Mittelträger zugeordneten ersten Flanschplatte und einer dem Kopfstück zugeordneten zweiten Flanschplatte gebildeten Anschlussflansch lösbar miteinander verbindbar sind, wobei erste und zweite Flanschplatte in verbundenem Zustand eine vertikale Kontaktebene ausbilden, bereitzustellen, welches einfacher und kostengünstiger herzustellen ist und geringere Lebenszyklus-Kosten aufweist.The invention is therefore based on the object of providing an underframe for a rail vehicle, comprising two head pieces that can be supported on wheels and a center girder connecting the two head pieces, each head piece and the center girder each having a first flange plate assigned to the center girder and a second flange plate assigned to the head piece formed connection flange are releasably connected to each other, the first and second flange plate form a vertical contact plane in the connected state, to provide, which is easier and cheaper to manufacture and has lower life cycle costs.
Erfindungsgemäß wird diese Aufgabe in Verbindung mit dem Oberbegriff des Patentanspruches 1 dadurch gelöst, dass die erste Flanschplatte eine über die Kontaktebene hinauskragende horizontale Aufstandsfläche und die zweite Flanschplatte eine von der Kontaktebene zurückgesetzte horizontale Stützfläche ausbilden, wobei die Stützfläche zur Abstützung der Aufstandsfläche in vertikaler Richtung eingerichtet ist. Auf diese Weise ist ein Schienenfahrzeug-Untergestell realisierbar, dessen Kopfstücke in besonders einfacher Weise mit dem Mittelträger verbunden werden können. Von besonderem Vorteil ist dabei, dass die erste Flanschplatte die zweite Flanschplatte in vertikaler Richtung, d.h. in Richtung der auf den Mittelträger einwirkenden Gewichtskraft, überdeckt. Hierzu weist die Flanschplatte des Mittelträgers zusätzlich zur herkömmlichen, aus dem Stand der Technik bekannten vertikal orientierten Kontaktfläche bzw. Kontaktebene zur Übertragung von Längskräften zwischen Mittelträger und Kopfstück einen oberhalb dieser vertikal orientierten Kontaktfläche angeordneten und über diese hinausragenden Schenkel auf, an dessen Unterseite eine ebene und im Wesentlichen horizontal ausgerichtete Aufstandsfläche ausgebildet ist und der mit der vorgenannten vertikal orientierten Kontaktfläche einen im wesentlichen rechten Winkel ausbildet. Die Flanschplatte des Mittelträgers bildet somit ein in etwa L-förmiges Bauteil aus. Unter einer "horizontalen" Aufstandsfläche ist in diesem Zusammenhang eine solche Fläche zu verstehen, deren räumliche Ausrichtung in etwa parallel zu der durch die Aufstandspunkte der den Kopfstücken zugeordneten Drehgestelle auf den Schienen definierten horizontalen Bezugsebene ist. Die Flanschplatte des Kopfstücks weist hingegen - neben einer ebenfalls aus dem Stand der Technik bekannten vertikal orientierten Kontaktfläche bzw. Kontaktebene zur Übertragung von Längskräften zwischen Kopfstück und Mittelträger - eine hierzu rechtwinklig an ihrer Oberseite angeordnete Stützfläche auf, wobei die Stützfläche von der Kontaktebene zurückgesetzt ist. Somit ist ein Anschlussflansch realisiert, dessen erste Flanschplatte mittels eines hervortretenden bzw. L-förmigen Form-Elements vertikal gegen die zweite Flanschplatte abstützbar ist. Dieses Form-Element ist bevorzugt als L-förmiger Schenkel ausgeführt, der die Oberseite der Flanschplatte des Kopfstücks übergreift und sich mittels seiner Aufstandsfläche in vertikaler Richtung gegen die horizontale Stützfläche der Flanschplatte des Kopfstücks abstützt. Somit können über den Anschlussflansch nicht nur horizontale Kräfte in Längsrichtung des Untergestells bzw. des Schienenfahrzeuges zwischen Kopfstück und Mittelträger übertragen werden, sondern auch vertikale Lasten. Die zusätzlich vorgesehenen Mittel zur horizontalen Verspannung der beiden Flanschplatten gegeneinander werden somit erheblich von Beeinflussungen durch Querkräfte entlastet. Eine solche kraft- und formschlüssige Verbindung zwischen den Kopfstücken und dem Mittelträger eines Schienenfahrzeugs-Untergestell ist kostengünstig zu fertigen und bildet die Voraussetzung für eine konstruktiv freizügige Kombination unterschiedlicher Mittelstücke mit konstruktiv einheitlich ausgeführten Drehgestellen. Auf diese Weise können längen- und typvariable Schienenfahrzeuge, insbesondere solche des Güterverkehrs, kostengünstig gefertigt und flexibel an geänderte Nutzungsarten angepasst werden.According to the invention, this object is achieved in connection with the preamble of
Die Erfindung sieht ferner vor, dass erste und zweite Flanschplatte mittels Schließringbolzen in horizontaler Richtung gegeneinander verspannt sind. Dies ermöglicht eine Übertragung von hohen Kräften in Längsrichtung des Untergestells, aber zugleich auch eine hohe Stabilität gegenüber Biegemomenten, die insbesondere im beladenen Zustand des Schienenfahrzeugs auf den Anschlussflansch einwirken. Die Erfindung bezieht sich ferner auf ein Schienenfahrzeug mit einem Untergestell, welches gemäß mindestens einem der vorgenannten Patentansprüche ausgeführt ist. Erfindungsgemäße Schienenfahrzeuge können auch noch während ihrer Nutzungszeit mit wenig Aufwand durch Austausch und / oder veränderte Anordnung der Querträger in einfacher Weise an geänderte Transportbedürfnisse angepasst werden.The invention also provides that the first and second flange plates are braced against one another in the horizontal direction by means of locking ring bolts. This enables high forces to be transmitted in the longitudinal direction of the underframe, but at the same time also high stability with respect to bending moments which act on the connecting flange, particularly when the rail vehicle is loaded. The invention also relates to a rail vehicle with an underframe which is designed in accordance with at least one of the aforementioned patent claims. Rail vehicles according to the invention can also be easily adapted to changed transport requirements during their service life with little effort by replacing and/or changing the arrangement of the cross members.
Die vorliegende Erfindung wird nachfolgend anhand eines Ausführungsbeispiels und dazugehöriger Zeichnungen näher erläutert. Es zeigen
-
Figur 1 : perspektivische Ansicht des aus einem Mittelträger und zwei endseitigen Kopfstücken gebildeten Untergestells -
Figur 2 : Seitenansicht des Untergestells -
Figur 3 : Detailansicht der Verbindung zwischen Kopfstück und Mittelträger
-
figure 1 : Perspective view of the underframe formed from a central support and two head pieces at the ends -
figure 2 : Side view of the base -
figure 3 : Detail view of the connection between the head piece and the center beam
In
In
- 1, 21, 2
- Kopfstückheadpiece
- 33
- Mittelträgercenter beam
- 44
- erste Flanschplatte (dem Mittelträger zugeordnet)first flange plate (assigned to the center beam)
- 55
- zweite Flanschplatte (dem Kopfstück zugeordnet)second flange plate (assigned to the head piece)
- 66
- Aufstandsflächefootprint
- 77
- Stützflächesupport surface
- 88th
- Schließringbolzenlockbolts
- LL
- Längsachse des Mittelträgers (3)Longitudinal axis of the center beam (3)
Claims (3)
dadurch gekennzeichnet, dass
die erste Flanschplatte (4) eine über die Kontaktebene (E) hinauskragende horizontale Aufstandsfläche (6) und die zweite Flanschplatte (5) eine von der Kontaktebene (E) zurückgesetzte horizontale Stützfläche (7) ausbilden, wobei die Stützfläche (7) zur Abstützung der Aufstandsfläche (6) in vertikaler Richtung eingerichtet ist.Underframe of a rail vehicle, comprising two head pieces (1, 2) that can be supported on wheels and a central girder (3) connecting the two head pieces (1, 2), each head piece (1, 2) and the central girder (3) having one of a the first flange plate (4) assigned to the central support and a connecting flange formed by the second flange plate (5) assigned to the head piece can be releasably connected to one another, with the first and second flange plates forming a vertical contact plane (E) in the connected state,
characterized in that
the first flange plate (4) forms a horizontal contact surface (6) projecting beyond the contact plane (E) and the second flange plate (5) forms a horizontal support surface (7) set back from the contact plane (E), the support surface (7) being used to support the Footprint (6) is set up in the vertical direction.
Applications Claiming Priority (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE102020119526.5A DE102020119526A1 (en) | 2020-07-23 | 2020-07-23 | UNDERFRAME OF A RAIL VEHICLE |
Publications (2)
Publication Number | Publication Date |
---|---|
EP3943359A1 true EP3943359A1 (en) | 2022-01-26 |
EP3943359B1 EP3943359B1 (en) | 2022-08-17 |
Family
ID=75674694
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP21170420.0A Active EP3943359B1 (en) | 2020-07-23 | 2021-04-26 | Bogie of a railway vehicle |
Country Status (3)
Country | Link |
---|---|
EP (1) | EP3943359B1 (en) |
DE (1) | DE102020119526A1 (en) |
PL (1) | PL3943359T3 (en) |
Citations (7)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US2242727A (en) * | 1939-12-22 | 1941-05-20 | Pennsylvania Railroad Co | Welded bolster and cross-bearer construction |
DE6930111U (en) | 1969-04-16 | 1972-11-23 | Rheinstahl Ag Transporttechnik | BASE FOR RAIL VEHICLES. |
DE4229481C1 (en) | 1992-09-03 | 1994-01-05 | Inst Schienenfahrzeuge | Railway carriage underframe of modular construction - comprises end structures, running gear frames, central section of lengthwise and transverse beams and two outer lengthwise beams all welded together |
DE102016113907B3 (en) * | 2016-07-27 | 2017-08-03 | Wbn Waggonbau Niesky Gmbh | Undercarriage of a rail vehicle |
WO2018219955A1 (en) | 2017-05-31 | 2018-12-06 | Rail Cargo Wagon - Austria Gmbh | Undercarriage for a platform trolley |
CN110065516A (en) * | 2019-04-16 | 2019-07-30 | 中车山东机车车辆有限公司 | A kind of railway modularization assemble chassis and the complete vehicle structure including the chassis |
DE102019105686B3 (en) * | 2019-03-06 | 2020-04-16 | Deutsche Bahn Ag | Underframe of a rail vehicle |
Family Cites Families (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US1771090A (en) | 1929-08-21 | 1930-07-22 | Theodore A Ladas | Sill and body bolster for railway vehicles |
-
2020
- 2020-07-23 DE DE102020119526.5A patent/DE102020119526A1/en active Pending
-
2021
- 2021-04-26 EP EP21170420.0A patent/EP3943359B1/en active Active
- 2021-04-26 PL PL21170420.0T patent/PL3943359T3/en unknown
Patent Citations (8)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US2242727A (en) * | 1939-12-22 | 1941-05-20 | Pennsylvania Railroad Co | Welded bolster and cross-bearer construction |
DE6930111U (en) | 1969-04-16 | 1972-11-23 | Rheinstahl Ag Transporttechnik | BASE FOR RAIL VEHICLES. |
DE4229481C1 (en) | 1992-09-03 | 1994-01-05 | Inst Schienenfahrzeuge | Railway carriage underframe of modular construction - comprises end structures, running gear frames, central section of lengthwise and transverse beams and two outer lengthwise beams all welded together |
DE102016113907B3 (en) * | 2016-07-27 | 2017-08-03 | Wbn Waggonbau Niesky Gmbh | Undercarriage of a rail vehicle |
WO2018019433A1 (en) | 2016-07-27 | 2018-02-01 | Wbn Waggonbau Niesky Gmbh | Underframe for a rail vehicle |
WO2018219955A1 (en) | 2017-05-31 | 2018-12-06 | Rail Cargo Wagon - Austria Gmbh | Undercarriage for a platform trolley |
DE102019105686B3 (en) * | 2019-03-06 | 2020-04-16 | Deutsche Bahn Ag | Underframe of a rail vehicle |
CN110065516A (en) * | 2019-04-16 | 2019-07-30 | 中车山东机车车辆有限公司 | A kind of railway modularization assemble chassis and the complete vehicle structure including the chassis |
Also Published As
Publication number | Publication date |
---|---|
PL3943359T3 (en) | 2023-02-13 |
EP3943359B1 (en) | 2022-08-17 |
DE102020119526A1 (en) | 2022-01-27 |
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