EP4339054A1 - Dispositif de réduction de la traînée aérodynamique de véhicules ferroviaires - Google Patents

Dispositif de réduction de la traînée aérodynamique de véhicules ferroviaires Download PDF

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Publication number
EP4339054A1
EP4339054A1 EP22196184.0A EP22196184A EP4339054A1 EP 4339054 A1 EP4339054 A1 EP 4339054A1 EP 22196184 A EP22196184 A EP 22196184A EP 4339054 A1 EP4339054 A1 EP 4339054A1
Authority
EP
European Patent Office
Prior art keywords
covering device
rigid support
rail vehicle
nose
designed
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
EP22196184.0A
Other languages
German (de)
English (en)
Inventor
Michael Krug
Christopher Gotthardt
Stefan Schöppe
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.)
Huebner GmbH and Co KG
Original Assignee
Huebner GmbH and Co KG
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 Huebner GmbH and Co KG filed Critical Huebner GmbH and Co KG
Priority to EP22196184.0A priority Critical patent/EP4339054A1/fr
Priority to CN202311055283.5A priority patent/CN117719545A/zh
Priority to US18/461,872 priority patent/US20240101163A1/en
Priority to CA3212511A priority patent/CA3212511A1/fr
Publication of EP4339054A1 publication Critical patent/EP4339054A1/fr
Pending legal-status Critical Current

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
    • B61D17/00—Construction details of vehicle bodies
    • B61D17/02—Construction details of vehicle bodies reducing air resistance by modifying contour ; Constructional features for fast vehicles sustaining sudden variations of atmospheric pressure, e.g. when crossing in tunnels
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61G—COUPLINGS; DRAUGHT AND BUFFING APPLIANCES
    • B61G7/00—Details or accessories
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61G—COUPLINGS; DRAUGHT AND BUFFING APPLIANCES
    • B61G7/00—Details or accessories
    • B61G7/10—Mounting of the couplings on the vehicle

Definitions

  • the present invention relates to a rail vehicle nose, wherein the rail vehicle nose has a center buffer coupling with a free coupling end section, so that the free coupling end section can be connected to a further center buffer coupling of a further rail vehicle nose, the center buffer coupling extending in a rest position along a longitudinal axis, the center buffer coupling being designed in such a way and is mounted so that the free coupling end section can be pivoted relative to the longitudinal axis, the rail vehicle nose nose having a front panel, the front panel radially surrounding the center buffer coupling at least in sections, so that a front opening pointing essentially in the longitudinal direction is defined between the front panel and the center buffer coupling.
  • the present invention further relates to a covering device for covering the front opening extending between a front panel and a center buffer coupling of a rail vehicle.
  • Rail vehicles especially regional trains and S-Bru trains, usually have an exposed center buffer coupling at the two front ends of a continuous train section.
  • This center buffer coupling is used to couple several train sections together to create a longer train overall. It is not possible for a passenger to switch between the different train sections while the train is traveling.
  • the center buffer coupling is part of the rail vehicle nose and is surrounded by the front panel of this rail vehicle nose.
  • a train section has a rail vehicle nose with a central buffer coupling at both ends, so that the train section can also be coupled to other train sections via both ends.
  • the front nose of the rail vehicle when viewed in the direction of travel has a center buffer coupling that is not coupled to another center buffer coupling.
  • a front opening extends between the center buffer coupling and the surrounding front panel of the rail vehicle nose of the train or train section, which can also be referred to as the free space between the center buffer coupling and the front panel.
  • the front opening When traveling at speeds of more than 50 km/h, turbulence occurs in the area of the front opening, which increases the flow resistance of the train. It has therefore been shown that the front opening is disadvantageous for the aerodynamics of a train. Particularly when entering a tunnel, the front opening creates increased flow resistance, as the air in the tunnel cannot be effectively displaced due to the front opening.
  • the rail vehicle nose nose has a center buffer coupling with a free coupling end section, so that the free coupling end section can be connected to a further center buffer coupling of a further rail vehicle nose nose, the center buffer coupling extending in a rest position along a longitudinal axis, the center buffer coupling being designed and mounted in this way is that the free coupling end section can be pivoted relative to the longitudinal axis, wherein the rail vehicle front nose has a front panel, the front panel radially surrounding the center buffer coupling at least in sections, so that a front opening pointing essentially in the longitudinal direction is defined between the front panel and the central buffer coupling, the rail vehicle front nose being a Covering device comprises, wherein the covering device is designed and arranged such that the front opening is at least partially covered by the covering device, wherein the covering device comprises a through opening aligned in the longitudinal direction, wherein the free coupling end portion protrudes through the through opening from the inside to the outside or is substantially flush ends
  • a cover device can thus be provided for the front opening, which can be carried along during movements of the center buffer coupling due to the material-like material sections used, so that the mobility of the center buffer coupling is not restricted by the cover device.
  • the stiffening - due to the rigid support element - prevents strong axial compression or deformation of the covering device from occurring at higher driving speeds, so that the covering device can reduce the air resistance value of the rail vehicle. The latter in turn leads to a better energy balance of the train and consequently to resource-saving consumption and improved economic efficiency.
  • first material-like material section and the second material-like material section can be two separate material-like material webs.
  • the fabric-like material sections can in particular comprise or consist of a polyester, a polyamide, an aramid, polypropylene, cotton and/or viscose. However, other materials can also be used.
  • the fabric-like material section can be a woven fabric, a knitted fabric, a knitted fabric, a non-woven fabric or a scrim (e.g. a scrim).
  • the fabric-like material section may include a coating.
  • the coating can include a plastic.
  • the coating comprises an elastomer, a silicone, a chlorosulfonated polyethylene, a TPU (thermoplastic polyurethane), EPDM (ethylene propylene diene rubber) and/or PVC (polyvinyl chloride).
  • the front panel can also be referred to as the bow ring.
  • the front opening can also be called the bow opening.
  • the rest position of the central buffer coupling is to be understood as meaning that position of the central buffer coupling which is assumed by the central buffer coupling when no external forces act or have acted on it.
  • the rest position can be the position in which the center buffer coupling extends parallel to the longitudinal alignment of the rail vehicle.
  • the cover device is designed such that it is connected to the front panel via a radial outer edge of the cover device or rests on the front panel, the cover device being designed such that it is connected to the center buffer coupling via a radial inner edge of the cover device or is applied to the center buffer coupling.
  • the covering device can in particular also lie airtight on the front panel or be connected to it in an airtight manner.
  • the covering device can be connected to the front panel and at the same time rest exclusively on the center buffer coupling. This makes installing the cover device easier.
  • the covering device is designed and arranged within the rail vehicle front nose such that the first rigid support element is arranged axially spaced from a region of the first material-like material section and axially spaced from a region of the second material-like material section.
  • the first material-like material section can therefore extend from the first rigid support element in a first axial direction and the second material-like material section can extend from the first rigid support element in the opposite axial direction.
  • This axially spaced arrangement of rigid carrier element and material-like material sections enables a high degree of mobility of the rigid carrier element, whereby movements of the center buffer couplings can also be tracked by the rigid carrier element.
  • the center buffer coupling can be pivoted in a first pivoting direction perpendicular to the longitudinal ash, preferably the horizontal direction, through a total rotation angle of a maximum of 40 degrees.
  • the center buffer coupling can be pivoted in the pivoting direction, preferably the horizontal direction, by a total angle of rotation of a maximum of 35 degrees.
  • the center buffer coupling can be pivoted in the pivoting direction, preferably the horizontal direction, by a total angle of rotation of a maximum of 30 degrees. This ensures that the rail vehicle has sufficiently good cornering behavior in traffic operations on regional routes and enables a simple and cost-effective implementation of the covering device.
  • the center buffer coupling can be pivoted in a second pivoting direction perpendicular to the longitudinal axis and perpendicular to the first pivoting direction, preferably the vertical direction, through a total rotation angle of a maximum of 25 degrees.
  • the center buffer coupling can be pivoted in the second pivoting direction, preferably the vertical direction, by a total rotation angle of a maximum of 20 degrees.
  • the center buffer coupling can be pivoted in the second pivoting direction, preferably the vertical direction, by a total rotation angle of a maximum of 15 degrees. This ensures that the rail vehicle behaves sufficiently well on inclines during traffic operations on regional routes and enables a simple and cost-effective implementation of the covering device.
  • the first rigid support element is arranged at least in sections within the front opening, so that the first rigid support element is surrounded radially by the front panel at least in sections.
  • This arrangement of the rigid support element has proven to be advantageous. Because if the initially rigid support element is arranged in the free space surrounded by the front panel, it does not represent an obstacle to any cabling and / or channels supplying compressed air in most existing rail vehicle noses, which in these rail vehicle noses are located along the center buffer coupling to the free end section of the Extend center buffer coupling.
  • the first rigid support element is arranged outside the front opening, so that the first rigid support element is arranged axially spaced from the front panel.
  • This arrangement enables an aerodynamically advantageous design of the covering device. For example, several rigid support elements and material-like material sections arranged between two adjacent support elements can be arranged tapering towards the free end section of the center buffer coupling. This causes a further reduction in the air resistance value of the rail vehicle.
  • the covering device has at least a second rigid support element, wherein the second rigid support element defines the smallest cross-sectional area of the through opening, wherein the second rigid support element is designed and arranged such that the center buffer coupling protrudes through the through opening, wherein the center buffer coupling and the covering device is designed and arranged in such a way that pivoting the center buffer coupling relative to the longitudinal axis causes a change in position and/or position of the second rigid support element.
  • the second rigid support element can in particular be that rigid support element of the covering device that is arranged closest to the center buffer coupling. In this way, a movement of the center buffer coupling is coupled to a movement of the covering device in a simple manner.
  • the covering device comprises a first module, wherein the first module covers a first region of the front opening in the rest position of the center buffer coupling, wherein the covering device comprises a second module, wherein the second module covers a second region of the center buffer coupling in the rest position Front opening covers, wherein the first area and the second area of the front opening are not congruent, wherein the first module of the covering device and the second module of the covering device can be connected to one another via a closure device and can be detached from one another in a non-destructive manner.
  • the closure device can in particular comprise a screw connection and/or a click connection.
  • the modular structure of the covering device enables particularly smooth attachment of the covering device to existing rail vehicle systems.
  • the modules can be designed in such a way that the external module is first connected to the front panel and then the internal module is connected to the external module. There Since the individual modules have a lower weight compared to the entire covering device, it is easier for the person installing them to align the modules correctly.
  • the covering device is designed such that it essentially completely closes the front opening. This ensures that there is less turbulence in the area of the rail vehicle nose when the rail vehicle travels at higher speeds above 50 km/h.
  • the center buffer coupling extends both inside and outside the front opening in the rest position.
  • the covering device described in the context of this disclosure can be used advantageously, particularly in rail vehicles with a central buffer coupling designed in this way.
  • the front panel is designed to be essentially rigid, the front panel preferably consisting of metal and/or an inelastic plastic.
  • the rail vehicle front nose is designed such that the front opening cannot be closed or partially closed by a movable front flap.
  • the object on which the invention is based is also achieved by a covering device for covering a front opening extending between a front panel and a central buffer coupling of a rail vehicle, the covering device being designed such that the front opening can be covered at least in sections with the covering device, the covering device being at least a first has a rigid support element, wherein the covering device has at least a first material-like material section and a second material-like material section, the covering device being designed and arranged on the rail vehicle in such a way that the first material-like material section can be arranged at least in sections radially between the front panel and the first rigid support element, wherein the covering device is designed such that the second material-like material section can be arranged at least in sections radially between the center buffer coupling and the first rigid support element.
  • Such a covering device makes it possible to advantageously improve the flow properties of a rail vehicle with a front opening by using the covering device to cover the front opening.
  • the first material-like material section, the second material-like material section and the first rigid support element are components of a bellows.
  • a bellows can comprise several rigid support elements, each designed as a frame profile, with a material-like material section designed as a material web extending between two adjacent frame profiles.
  • the material web can be curved in a wave or fold shape in both the vertical and horizontal directions.
  • Two adjacent material webs lie against each other via respective end sections and are accommodated in a recess in the frame profile.
  • the two end sections can be non-positively connected to one another and to the frame profile.
  • the first fabric-like material section and the second fabric-like material section are designed and arranged such that they each have a fold or a wave. Folds and waves are particularly suitable for enabling the first rigid support element to be moved easily relative to further rigid support elements and/or to the front panel, while at the same time ensuring high axial rigidity and therefore low insurability in the axial direction.
  • the folds or waves of the first and second material sections are designed such that the respective center of curvature of a fold or wave is arranged between the longitudinal axis and the apex of the fold or the apex of the wave. In other words, the folds or waves are directed outward.
  • the folds or waves of the first and second material sections can be designed such that the respective apex of the fold or wave lies between the longitudinal axis and the center of curvature of the fold or wave is arranged. In other words, the folds or waves are directed inward.
  • the covering device is designed such that it can be connected to the front panel on the outside or can be placed on the front panel, wherein the covering device is preferably designed such that it can be connected to the center buffer coupling on the inside or can be placed on the center buffer coupling. This allows for a good connection with the front panel to achieve an aerodynamically advantageous effect.
  • the first material-like material section is connected to the first rigid support element in a form-fitting, non-positive or material-fitting manner, in particular non-positively, wherein the second material-like material section is connected to the first rigid support element in a form-fitting, non-positive or material-fitting manner, in particular non-positively , connected is.
  • the rigid support elements can each have one or more recesses into which the material-like material sections are inserted and then clamped by deforming the recesses.
  • the recesses can be deformed, for example, by hammering or pressing.
  • the first rigid support element is designed to be self-supporting.
  • the covering device is self-supporting. Accordingly, the covering device alone has a shape and structure that remains in place without additional support from the outside. This is advantageous for the rigidity of the covering device with regard to the force exerted by axially extending air flows.
  • the covering device has a plurality of rigid support elements, with the first or second material-like material section extending between two rigid support elements of an adjacent pair of rigid support elements. Due to the large number of rigid support elements, the mobility of the through opening - and consequently of a central buffer coupling protruding through the through opening - and the associated displaceability of the support elements relative to one another can be increased.
  • the first rigid support element is a closed ring, the ring surrounding a circular, elliptical or polygonal, in particular rectangular, cross-section.
  • all rigid support elements of the covering device are closed rings. It has been found that closed rings, especially those with a rectangular cross section, which can also be called frames, have a rigidity that is advantageous for the covering device.
  • two rigid support elements of a pair of adjacent rigid support elements are connected to one another exclusively via an intermediate fabric-like material section. Consequently, no additional connecting elements are necessary, which enables cost-effective production.
  • two rigid support elements of a pair of adjacent rigid support elements are arranged concentrically to one another.
  • all rigid support elements of the covering device are arranged essentially concentrically to one another. This advantageously enables two adjacent rigid support elements to be easily displaced relative to one another.
  • the covering device has a plurality of rigid support elements, the plurality of rigid support elements taken together forming a pyramid shape or a cone. This also enables the passage opening to be highly displaceable in the vertical and horizontal directions with little material expenditure.
  • the covering device has between 4 and 18 rigid support elements. According to one embodiment of the covering device according to the invention, the covering device has between 8 and 14 rigid support elements. It has been found that this number of rigid support elements is ideally suited to providing the necessary displaceability of the through opening for a central buffer coupling of a regional train and at the same time also enables simple and cost-effective production and installation.
  • the two support elements of each respective pair of axially adjacent rigid support elements have an axial distance of at least 0.5 cm. According to one embodiment of the covering device according to the invention, the two support elements of each respective pair of axially adjacent rigid support elements have an axial distance of at least 1 cm.
  • the two support elements of each respective pair of axially adjacent rigid support elements have an axial distance of a maximum of 10 cm. According to one embodiment of the covering device according to the invention, the two support elements of each respective pair of axially adjacent rigid support elements have an axial distance of a maximum of 5 cm. According to one embodiment of the covering device according to the invention, the two support elements of each respective pair of axially adjacent rigid support elements have an axial distance of a maximum of 3 cm.
  • the covering device extends over a total area of a maximum of 6 m 2 .
  • the covering device extends over a total area of a maximum of 4 m 2 .
  • the two rigid support elements of a pair of adjacent rigid support elements are connected to one another exclusively via a material-like material section lying between them.
  • features which are described in the above description exclusively in connection with and solely with a covering device according to the invention can also form features of a covering device which is part of a rail vehicle nose nose according to the invention.
  • features of a covering device that are described exclusively in connection with the higher-level rail vehicle nose unit also form optional features of a stand-alone embodiment of a covering device according to the invention.
  • Figure 1 shows a rail vehicle nose 1 with an exposed center buffer coupling 2.
  • this covering device 7 consists of several rigid support elements 5, with an adjacent pair of rigid support elements 5 being connected via a material-like material section 6, which forms regular waves in the resting state.
  • the rigid support elements 5 are designed as closed rectangular frames with rounded corners.
  • the material sections extending between two adjacent frames form regular waves both in the vertical direction and in the horizontal direction.
  • the covering device is designed in such a way that the central buffer coupling 2 protrudes through the through openings of the rigid support elements 5 and the coupling end section 3 remains visible and accessible from the outside.
  • the outer surface of the first rigid support element 5 is connected to the front panel 4 of the rail vehicle nose 1 via the outer edge of the covering device 8. From this starting point, the covering device 7 extends inwards in a funnel shape to the center buffer coupling 2.
  • the center buffer coupling 2 will also move both horizontally - by cornering - and vertically - by driving uphill.
  • the covering device 7 can also follow the movement of material sections 6 between the individual rigid support elements 5, for example in a right-hand curve.
  • the side of the covering device 7 on the inside of the curve will increasingly compress, so that the waves of the material-like material section 6 on the inside of the curve will cover a smaller area of the front opening in this way.
  • the side of the covering device 7 on the outside of the curve is stretched.
  • the freedom of movement provided by a wave-shaped arrangement of the material-like material section 6 thus provides a covering device which moves with a horizontal movement of the central buffer coupling.
  • Figure 2 shows the inside of a covering device 7 in a possible embodiment.
  • This consists of numerous, axially consecutively arranged, rigid support elements 5, which are connected to one another via material-like material sections 6.
  • a subgroup of rigid support elements 5 and the associated material-like material sections 6 can form a module which extends between two rigid support elements delimiting the module.
  • the covering device 7 contains two such modules, which are connected to one another via a closure device 12.
  • the closure device 12 can in particular comprise a positive-locking connecting element.
  • the first module 10 is the internal module in the embodiment shown here. This first module 10 forms with the inner edge 9 of the covering device 7, which is also the inner edge of the module 10, a through opening 14 through which the central buffer coupling 2 protrudes when the covering device is as in Fig. 1 shown is implemented as part of a rail vehicle nose.
  • the second module 11 is the external module in the application example. This will - as in Fig. 1 shown - with the outer edge 8 of the cover device 7 attached to the front panel 4 of the rail vehicle nose 1.
  • the outermost element of the second module 11, which is connected directly to the front panel 4, is a rigid fastening element 13.
  • Fig. 3 shows the rear view of the in Fig. 2 shown embodiment of the covering device 7. From this perspective, the internal rigid support element 5, which defines the through opening 14 for the center buffer coupling 2 with the inner edge of the covering device 9, is visible. The remaining rigid support elements 5, which in combination with the fabric-like material sections 6 form the first and second modules 10, 11, are only in can be seen to a small extent through the through opening 14. Likewise, only part of the closure device 12, which connects the two modules to one another via the rigid support elements 5, can be seen.
  • Fig. 4 shows a vertical cross-sectional view of an embodiment of the covering device 7.
  • This consists of the first module 10, which is connected to the second module 11 via the closure device 12.
  • the modules 10, 11 are each composed of the material-like material sections 6, which are arranged in a wave shape, and the rigid support elements 5.
  • the outermost element of the second module is the rigid fastening element 13, which can be attached to the front panel 4 of a rail vehicle nose 1 with the outer edge of the covering device 8.
  • Fig. 4 shows the internal fabric-like material section 6 of the first module 10 for two different layers 15, 15a.
  • the first layer 15 of the inner fabric-like material section 6 shows this in the rest position of the covering device 7, ie when a central buffer coupling 2 protrudes through the through opening 14 - as in Fig. 1 - is in the rest position.
  • the second position 15a indicates the behavior of the covering device 7 when it is deflected from the rest position - for example by a vertical pivoting of a center buffer coupling 2 protruding through the through opening 14.
  • the rigid support elements 5 are in the Fig. 4 Embodiment shown frame profiles that have a U-shaped cross section.
  • two adjacent end sections of two fabric-like material sections 6 are fastened in such a way that the two fabric-like material sections 6 can form in the form of folds or waves.
  • the internal support element 5, which rests or can be placed on the central buffer coupling 2 with the inner edge 9 of the covering device 7, moves in the vertical direction.
  • the material-like material section 6 fastened in the recess can also follow this movement.
  • this material-like material section 6 causes a vertical movement of the next adjacent rigid support element 5.
  • a chain of coupled relative movements of the rigid support elements 5 can thus take place in order to enable the mobility of the central buffer coupling 2 while simultaneously covering the front opening.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Body Structure For Vehicles (AREA)
  • Vibration Dampers (AREA)
EP22196184.0A 2022-09-16 2022-09-16 Dispositif de réduction de la traînée aérodynamique de véhicules ferroviaires Pending EP4339054A1 (fr)

Priority Applications (4)

Application Number Priority Date Filing Date Title
EP22196184.0A EP4339054A1 (fr) 2022-09-16 2022-09-16 Dispositif de réduction de la traînée aérodynamique de véhicules ferroviaires
CN202311055283.5A CN117719545A (zh) 2022-09-16 2023-08-21 用于减小轨道车辆空气阻力的装置
US18/461,872 US20240101163A1 (en) 2022-09-16 2023-09-06 Device for reducing the air resistance of rail vehicles
CA3212511A CA3212511A1 (fr) 2022-09-16 2023-09-14 Dispositif pour reduire la resistance a l'air des vehicules ferroviaires

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
EP22196184.0A EP4339054A1 (fr) 2022-09-16 2022-09-16 Dispositif de réduction de la traînée aérodynamique de véhicules ferroviaires

Publications (1)

Publication Number Publication Date
EP4339054A1 true EP4339054A1 (fr) 2024-03-20

Family

ID=83360884

Family Applications (1)

Application Number Title Priority Date Filing Date
EP22196184.0A Pending EP4339054A1 (fr) 2022-09-16 2022-09-16 Dispositif de réduction de la traînée aérodynamique de véhicules ferroviaires

Country Status (4)

Country Link
US (1) US20240101163A1 (fr)
EP (1) EP4339054A1 (fr)
CN (1) CN117719545A (fr)
CA (1) CA3212511A1 (fr)

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR857108A (fr) * 1938-06-29 1940-08-26 Scharfenbergkupplung A G énveloppe de protection des attelages des wagons de chemin de fer
EP2524850A1 (fr) * 2011-05-20 2012-11-21 Voith Patent GmbH Dispositif d'étanchéification selon les besoins d'une ouverture prévue dans la partie frontale d'un véhicule sur rail, module à nez frontal doté d'un tel dispositif et véhicule sur rail doté d'un tel module de nez frontal
EP3523171A1 (fr) * 2016-10-05 2019-08-14 Voith Patent GmbH Véhicule ferroviaire
DE102018114245A1 (de) * 2018-06-14 2019-12-19 Voith Patent Gmbh Schienenfahrzeugbugnase
CN215398659U (zh) * 2021-07-22 2022-01-04 中车长春轨道客车股份有限公司 一种高速列车重联端防冰雪装置

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR857108A (fr) * 1938-06-29 1940-08-26 Scharfenbergkupplung A G énveloppe de protection des attelages des wagons de chemin de fer
EP2524850A1 (fr) * 2011-05-20 2012-11-21 Voith Patent GmbH Dispositif d'étanchéification selon les besoins d'une ouverture prévue dans la partie frontale d'un véhicule sur rail, module à nez frontal doté d'un tel dispositif et véhicule sur rail doté d'un tel module de nez frontal
EP3523171A1 (fr) * 2016-10-05 2019-08-14 Voith Patent GmbH Véhicule ferroviaire
DE102018114245A1 (de) * 2018-06-14 2019-12-19 Voith Patent Gmbh Schienenfahrzeugbugnase
CN215398659U (zh) * 2021-07-22 2022-01-04 中车长春轨道客车股份有限公司 一种高速列车重联端防冰雪装置

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Publication number Publication date
CN117719545A (zh) 2024-03-19
US20240101163A1 (en) 2024-03-28
CA3212511A1 (fr) 2024-03-16

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