Title of Invention	CLIMBING GUARD FOR RAILWAY VEHICLES
Abstract	Disclosed is a railway vehicle (SCH) comprising a climbing guard (AKS) which is disposed in a terminal head-on zone (END) of the vehicle and extends substantially across the entire width of the vehicle. At least one anti-climbing element (AAE, AAE') which partially extends the climbing guard (AKS) in the vertical direction while engaging with the climbing guard (AKS, AKS') of another railway vehicle in case of a collision is arranged in said terminal head-on zone (END) of the railway vehicle (SCH).

Title of Invention

CLIMBING GUARD FOR RAILWAY VEHICLES

Abstract

Disclosed is a railway vehicle (SCH) comprising a climbing guard (AKS) which is disposed in a terminal head-on zone (END) of the vehicle and extends substantially across the entire width of the vehicle. At least one anti-climbing element (AAE, AAE') which partially extends the climbing guard (AKS) in the vertical direction while engaging with the climbing guard (AKS, AKS') of another railway vehicle in case of a collision is arranged in said terminal head-on zone (END) of the railway vehicle (SCH).

Full Text	FORM 2 THE PATENTS ACT, 1970 (39 of 1970) As amended by the Patents (Amendment) Act, 2005 & The Patents Rules, 2003 As amended by the Patents (Amendment) Rules, 2006 COMPLETE SPECIFICATION (See section 10 and rule 13) TITLE OF THE INVENTION Climbing guard for railway vehicles INVENTORS 1) Name : MALFENT, Thomas Address : Ultzmanngasse 68/12, A-1220 Wien, Austria Nationality: Austria 2) Name : RITTENSCHOBER, Andreas Address : Leystrasse 6/5/48, A-1200 Wien, Austria Nationality: Austria 3) Name : MEISSL, Thomas Address : Deiserstrasse 12, A-2120 Obersdorf, Austria Nationality: Austria 4) Name : JULY, Martin Address : Leithastrasse 55B, A-2433 Margarethen, Austria Nationality: Austria APPLICANTS Name : SIEMENS TRANSPORTATION SYSTEMS GMBH & CO KG Address " Leberstrasse 34, A-1110 Wien, Austria Nationality : An Austrian company PREAMBLE TO THE DESCRIPTION The following specification particularly describes the nature of this invention and the manner in which it is to be performed: The invention relates to a rail vehicle equipped with an anticlimber disposed at one end of the vehicle and extending over substantially the entire width of the vehicle. In the event of a collision between two rail vehicles, there is the risk of one vehicle body being pushed up over the other with a certain degree of vertical misalignment, by which means considerable damage to the passenger compartment will be caused. To prevent this, it has been usual in recent years to provide the end regions of vehicles with so-called anticlimbers. An anticlimber of the type mentioned above, has been disclosed in US 4,184,434 A , for example. Usually, anticlimbers possess several parallel and horizontal fins, as may be seen, for example, from the drawings shown in Figs. 1 to 3 of the prior art. In the case of the partially shown railroad carriage 1, an anticlimber 2 is disposed at both ends thereof and extends over substantially the entire side of the carriage such that in the event of a collision force can be diverted into the chassis region of the carriage. In the vicinity of the coupling 3, the anticlimber 2 becomes narrower or is interrupted. The anticlimber 2 projects beyond the end wall of the carriage, as shown in Figs. 1 to 3. It might possess a cover, for example of fiberglass-reinforced plastics material, which in the event of a collision will be destroyed before mutual engagement of two anticlimbers takes place. Known anticlimbers almost always compete with the coupling for space, for if the level of the coupling and that of the base of the carriage are fixed, there usually remains little space for an anticlimber when taking into consideration the movements of the coupling. This is shown, for example, in the article "Herstellung von Schienenfahrzeugen" ("Production of Rail Vehicles") in ZEV + DET Glas. Ann. 123 (1999). The space left for the anticlimber is in many cases too small for the installation of a continuous anticlimber. The problem involved must be regarded as being that the total space occupied by the anticlimber is limited, as mentioned above, on account of the coupling, but it cannot 2 be assumed, on the other hand, that when an accident occurs, the anticlimbers of two colliding carriages will be at exactly the same level. This problem leads either to complete failure of the anticlimber or to some undefined force absorption taking place while at least partially by-passing the shock absorber system that is usually installed in railroad carriages. It is therefore an object of the invention to provide a rail vehicle in which the aforementioned drawbacks are overcome as far as possible. According to the invention, this object is achieved with a rail vehicle of the type mentioned above in that in the end region of the rail vehicle at least one anticlimber element is located which forms a partial extension of the anticlimber in a vertical direction and which is capable of engaging the anticlimber of the other rail vehicle in the event of a collision. It is a merit of the invention that the force diversion occurring when two rail vehicles collide takes place, on account of the anticlimber element, at a higher level of engagement and is thus accurately measurable. Furthermore, it is of advantage that the space above the coupling remains substantially unused. Thus, thanks to the solution proposed by the invention, more space is available for the coupling together with the compressed air attachments and electrical components. In a preferred embodiment of the invention, the at least one anticlimber element has fins which, in the event of a collision with another rail vehicle, is capable of engaging the fins of an anticlimber on the other rail vehicle. Advantageously, at least one impact pillar is provided, whose longitudinal axis is substantially normal to the plane of the rails, the anticlimber element being disposed in the interior of the impact pillar. Furthermore, the at least one impact pillar can be in the form of a thin-walled aluminum hollow profile, in which the at least one anticlimber element is disposed. 3 The aluminum hollow profile can be dented when a collision occurs, which makes it possible for the anticlimber to engage the depressions in the anticlimber element. Since the solution of the invention provides, depending on its design, sufficient space for an emergency exit, an advantageous variant of the invention consists in that the at least one impact pillar is in the form of a door pillar of an emergency exit. The invention, together with further advantages thereof, is explained in greater detail below with reference to some non-restricting exemplary embodiments illustrated in the drawings, in which: Fig. 4 is a side view of the end regions of two colliding rail vehicles of the invention; Fig. 5 illustrates the end regions of two coupled rail vehicles of the invention in a normal operation position; Fig. 6 shows the end regions illustrated in Fig. 5 in the event of a collision occurring with slight vertical misalignment of the participating rail vehicles; Fig. 7 shows the end regions illustrated in Fig. 5 and 6 in the event of a collision occurring with a large vertical misalignment of the participating rail vehicles; and Fig. 8 is a perspective view of a front side of a rail vehicle of the invention. According to Fig. 4, a rail vehicle of the invention SCH, SCH', which is preferably a railroad carriage, has anticlimbers AKS, AKS' at its ends END, END', which extend substantially over the entire width of the vehicle. In a preferred variant of the invention the rail vehicles SCH, SCH' are coupled to form a train rake. The anticlimber AKS, AKS' has, in the embodiment illustrated, fins RIP, RIP' (Fig. 5). These fins RIP, RIP' extend horizontally and parallel to each other (Fig. 8). In this case there are three such fins RIP, RIP', and they can have a thickness of, say, 10 mm. The anticlimber AKS, AKS' consists of a steel or aluminum alloy or some 4 other material commonly used for rail vehicles. In the event of a collision of the rail vehicles SCH, SCH' taking place with slight vertical misalignment of the rail vehicles SCH, SCH' relative to each other the anticlimbers AKS, AKS' can interlock and thus prevent climbing (Fig. 6). In order to prevent climbing when there is a collision with a large vertical misalignment of the two rail vehicles SCH, SCH' relative to each other, there is provided an anticlimber element AAE, AAE' above the anticlimber AKS, AKS', which anticlimber element forms a partial vertical extension of the anticlimber AKS, AKS'. The anticlimber elements AAE, AAE' are capable of engaging the anticlimber AKS, AKS' of another rail vehicle in the event of a collision. In the embodiment illustrated here two block shaped anticlimber elements AAE, AAE' are provided above each anticlimber AKS, AKS'. The anticlimber elements AAE, AAE' represent a functional extension of the anticlimber AKS, AKS'. The anticlimber element AAE, AAE' which can be of the same material as the anticlimber AKS, AKS', likewise has fins RIP, RIP'. The anticlimber element AAE, AAE' of a rail vehicle SCH, SCH' is set back from the anticlimber AKS, AKS' toward the vehicle body of said rail vehicle SCH, SCH' in the longitudinal direction of the vehicle. According to Fig. 7, the fins of the anticlimber element AAE can, in the event of a collision, engage the fins of an anticlimber AKS' of another rail vehicle SCH', by which means, according to the invention, climbing of the rail vehicle SCH' onto the rail vehicle SCH can be prevented. The anticlimber element AAE, AAE' can be joined to the anticlimber AKS, AKS', for example, by welding, or alternatively it can be produced as a single unit with the anticlimber AKS, AKS'. The anticlimber element AAE, AAE' can, if appropriate, be produced as an independent structural element attached to an underframe UGS of the rail vehicle SCH. 5 In a preferred embodiment of the invention, the anticlimber element AAE is disposed in the interior of an impact pillar APS, APS', whose longitudinal axis L is substantially normal to the plane of the rails (Fig. 8). The impact pillar APS can be in the form of a thin-walled aluminum hollow profile, in which the anticlimber element AAE is disposed. In the event of a collision, the aluminum hollow profile can be dented with the result that the anticlimber AKS' can engage the anticlimber element AAE. In order to assure good engagement of the anticlimber AKS, AKS' over the entire width of the vehicle SCH, SCH', preferably at least two anticlimber elements AAE, AAE' or impact pillars APS, APS' are provided at the front of the vehicle SCH, SCH'. According to one embodiment of the invention, the impact pillars APS form pillars of an emergency exit disposed at the front of the vehicle (Fig. 8). This embodiment is, in particular, made possible by the fact that the space required for an emergency exit is present, since the anticlimber element AAE does not restrict the space available at floor level. To summarize, it may be stated that it is a great merit of the invention that it enables a continuous anticlimber to be provided in a simple and cheap manner without incurring space conflicts with the coupling. 6 We claim : 1. A rail vehicle (SCH, SCH') comprising an anticlimber (AKS, AKS') disposed in the end region (END, END') of a vehicle and extending over substantially the entire width of the vehicle, characterized in that there is disposed, in said end region (END, END') of said rail vehicle (SCH, SCH'), at least one anticlimber element (AAE, AAE') as a partial vertical extension of said anticlimber (AKS), which anticlimber element is capable of engaging the anticlimber (AKS, AKS') of another rail vehicle in the event of a collision. 2. A rail vehicle as defined in claim 1, characterized in that said at least one anticlimber element (AAE, AAE') exhibits fins which, in the event of a collision with another rail vehicle (SCH, SCH'), are capable of engaging the fins of an anticlimber (AKS, AKS') on said other rail vehicle (SCH, SCH'). 3. A rail vehicle as defined in claim 1 or claim 2, characterized in that at least one impact pillar (APS, APS') is provided, whose longitudinal axis (L) is substantially perpendicular to the plane of the rails, said anticlimber element (AAE) being disposed in the interior of said impact pillar (APS, APS'). 4. A rail vehicle as defined in any one of claims 1 to 3, characterized in that said at least one impact pillar (APS, APS') is in the form of a thin-walled aluminum hollow profile in which said at least one anticlimber element (AAE, AAE') is disposed. 5. A rail vehicle as defined in any one of claims 1 to 4, characterized in that said at least one impact pillar (APS, APS') is in the form of a door pillar of an emergency exit. Dated this 31st day of January 2007 7 Abstract A rail vehicle (SCH) comprising an anticlimber (AKS) disposed in a vehicle end region (END) and extending over substantially the entire width of the vehicle, wherein there is disposed, in the end region (END) of the rail vehicle (SCH), at least one anticlimber element (AAE, AAE') forming a partial vertical extension of the anticlimber (AKS), which anticlimber element is capable of engaging the anticlimber (AKS, AKS') of another rail vehicle in the event of a collision. Fig. 4. l

Full Text

FORM 2
THE PATENTS ACT, 1970
(39 of 1970)
As amended by the Patents (Amendment) Act, 2005
&
The Patents Rules, 2003
As amended by the Patents (Amendment) Rules, 2006
COMPLETE SPECIFICATION
(See section 10 and rule 13)
TITLE OF THE INVENTION
Climbing guard for railway vehicles
INVENTORS
1) Name : MALFENT, Thomas
Address : Ultzmanngasse 68/12, A-1220 Wien, Austria Nationality: Austria
2) Name : RITTENSCHOBER, Andreas Address : Leystrasse 6/5/48, A-1200 Wien, Austria Nationality: Austria
3) Name : MEISSL, Thomas
Address : Deiserstrasse 12, A-2120 Obersdorf, Austria Nationality: Austria
4) Name : JULY, Martin
Address : Leithastrasse 55B, A-2433 Margarethen, Austria Nationality: Austria
APPLICANTS
Name : SIEMENS TRANSPORTATION SYSTEMS GMBH & CO KG Address " Leberstrasse 34, A-1110 Wien, Austria Nationality : An Austrian company
PREAMBLE TO THE DESCRIPTION
The following specification particularly describes the nature of this invention and the manner in which it is to be performed:

The invention relates to a rail vehicle equipped with an anticlimber disposed at one end of the vehicle and extending over substantially the entire width of the vehicle.
In the event of a collision between two rail vehicles, there is the risk of one vehicle body being pushed up over the other with a certain degree of vertical misalignment,
by which means considerable damage to the passenger compartment will be caused. To prevent this, it has been usual in recent years to provide the end regions of vehicles with so-called anticlimbers.
An anticlimber of the type mentioned above, has been disclosed in US 4,184,434 A , for example.
Usually, anticlimbers possess several parallel and horizontal fins, as may be seen, for example, from the drawings shown in Figs. 1 to 3 of the prior art. In the case of the partially shown railroad carriage 1, an anticlimber 2 is disposed at both ends thereof and extends over substantially the entire side of the carriage such that in the event of a collision force can be diverted into the chassis region of the carriage. In the vicinity of the coupling 3, the anticlimber 2 becomes narrower or is interrupted. The anticlimber 2 projects beyond the end wall of the carriage, as shown in Figs. 1 to 3. It might possess a cover, for example of fiberglass-reinforced plastics material, which in the event of a collision will be destroyed before mutual engagement of two anticlimbers takes place.
Known anticlimbers almost always compete with the coupling for space, for if the level of the coupling and that of the base of the carriage are fixed, there usually remains little space for an anticlimber when taking into consideration the movements of the coupling. This is shown, for example, in the article "Herstellung von Schienenfahrzeugen" ("Production of Rail Vehicles") in ZEV + DET Glas. Ann. 123 (1999). The space left for the anticlimber is in many cases too small for the installation of a continuous anticlimber.
The problem involved must be regarded as being that the total space occupied by the anticlimber is limited, as mentioned above, on account of the coupling, but it cannot
2

be assumed, on the other hand, that when an accident occurs, the anticlimbers of two colliding carriages will be at exactly the same level.
This problem leads either to complete failure of the anticlimber or to some undefined force absorption taking place while at least partially by-passing the shock absorber
system that is usually installed in railroad carriages.
It is therefore an object of the invention to provide a rail vehicle in which the aforementioned drawbacks are overcome as far as possible.
According to the invention, this object is achieved with a rail vehicle of the type mentioned above in that in the end region of the rail vehicle at least one anticlimber element is located which forms a partial extension of the anticlimber in a vertical direction and which is capable of engaging the anticlimber of the other rail vehicle in the event of a collision.
It is a merit of the invention that the force diversion occurring when two rail vehicles collide takes place, on account of the anticlimber element, at a higher level of engagement and is thus accurately measurable. Furthermore, it is of advantage that the space above the coupling remains substantially unused. Thus, thanks to the solution proposed by the invention, more space is available for the coupling together with the compressed air attachments and electrical components.
In a preferred embodiment of the invention, the at least one anticlimber element has fins which, in the event of a collision with another rail vehicle, is capable of engaging the fins of an anticlimber on the other rail vehicle.
Advantageously, at least one impact pillar is provided, whose longitudinal axis is substantially normal to the plane of the rails, the anticlimber element being disposed in the interior of the impact pillar.
Furthermore, the at least one impact pillar can be in the form of a thin-walled aluminum hollow profile, in which the at least one anticlimber element is disposed.
3

The aluminum hollow profile can be dented when a collision occurs, which makes it possible for the anticlimber to engage the depressions in the anticlimber element.
Since the solution of the invention provides, depending on its design, sufficient space for an emergency exit, an advantageous variant of the invention consists in that the at least one impact pillar is in the form of a door pillar of an emergency exit.
The invention, together with further advantages thereof, is explained in greater detail below with reference to some non-restricting exemplary embodiments illustrated in the drawings, in which:
Fig. 4 is a side view of the end regions of two colliding rail vehicles of the invention;
Fig. 5 illustrates the end regions of two coupled rail vehicles of the invention in a normal operation position;
Fig. 6 shows the end regions illustrated in Fig. 5 in the event of a collision occurring with slight vertical misalignment of the participating rail vehicles;
Fig. 7 shows the end regions illustrated in Fig. 5 and 6 in the event of a collision occurring with a large vertical misalignment of the participating rail vehicles; and
Fig. 8 is a perspective view of a front side of a rail vehicle of the invention.
According to Fig. 4, a rail vehicle of the invention SCH, SCH', which is preferably a railroad carriage, has anticlimbers AKS, AKS' at its ends END, END', which extend substantially over the entire width of the vehicle. In a preferred variant of the invention the rail vehicles SCH, SCH' are coupled to form a train rake.
The anticlimber AKS, AKS' has, in the embodiment illustrated, fins RIP, RIP'
(Fig. 5). These fins RIP, RIP' extend horizontally and parallel to each other (Fig. 8). In this case there are three such fins RIP, RIP', and they can have a thickness of, say, 10 mm. The anticlimber AKS, AKS' consists of a steel or aluminum alloy or some
4

other material commonly used for rail vehicles. In the event of a collision of the rail vehicles SCH, SCH' taking place with slight vertical misalignment of the rail vehicles SCH, SCH' relative to each other the anticlimbers AKS, AKS' can interlock and thus prevent climbing (Fig. 6).
In order to prevent climbing when there is a collision with a large vertical misalignment of the two rail vehicles SCH, SCH' relative to each other, there is provided an anticlimber element AAE, AAE' above the anticlimber AKS, AKS', which anticlimber element forms a partial vertical extension of the anticlimber AKS, AKS'.
The anticlimber elements AAE, AAE' are capable of engaging the anticlimber AKS, AKS' of another rail vehicle in the event of a collision. In the embodiment illustrated here two block shaped anticlimber elements AAE, AAE' are provided above each anticlimber AKS, AKS'.
The anticlimber elements AAE, AAE' represent a functional extension of the
anticlimber AKS, AKS'. The anticlimber element AAE, AAE' which can be of the same material as the anticlimber AKS, AKS', likewise has fins RIP, RIP'. The anticlimber element AAE, AAE' of a rail vehicle SCH, SCH' is set back from the anticlimber AKS, AKS' toward the vehicle body of said rail vehicle SCH, SCH' in the longitudinal direction of the vehicle.
According to Fig. 7, the fins of the anticlimber element AAE can, in the event of a collision, engage the fins of an anticlimber AKS' of another rail vehicle SCH', by which means, according to the invention, climbing of the rail vehicle SCH' onto the rail vehicle SCH can be prevented.
The anticlimber element AAE, AAE' can be joined to the anticlimber AKS, AKS', for example, by welding, or alternatively it can be produced as a single unit with the anticlimber AKS, AKS'. The anticlimber element AAE, AAE' can, if appropriate, be produced as an independent structural element attached to an underframe UGS of the rail vehicle SCH.
5

In a preferred embodiment of the invention, the anticlimber element AAE is disposed in the interior of an impact pillar APS, APS', whose longitudinal axis L is substantially normal to the plane of the rails (Fig. 8). The impact pillar APS can be in the form of a thin-walled aluminum hollow profile, in which the anticlimber element
AAE is disposed. In the event of a collision, the aluminum hollow profile can be dented with the result that the anticlimber AKS' can engage the anticlimber element AAE.
In order to assure good engagement of the anticlimber AKS, AKS' over the entire width of the vehicle SCH, SCH', preferably at least two anticlimber elements AAE, AAE' or impact pillars APS, APS' are provided at the front of the vehicle SCH, SCH'.
According to one embodiment of the invention, the impact pillars APS form pillars of an emergency exit disposed at the front of the vehicle (Fig. 8). This embodiment is, in particular, made possible by the fact that the space required for an emergency exit is present, since the anticlimber element AAE does not restrict the space available at floor level.
To summarize, it may be stated that it is a great merit of the invention that it enables a continuous anticlimber to be provided in a simple and cheap manner without incurring space conflicts with the coupling.
6

We claim :
1. A rail vehicle (SCH, SCH') comprising an anticlimber (AKS, AKS') disposed
in the end region (END, END') of a vehicle and extending over substantially
the entire width of the vehicle, characterized in that there is disposed, in said end region (END, END') of said rail vehicle (SCH, SCH'), at least one anticlimber element (AAE, AAE') as a partial vertical extension of said anticlimber (AKS), which anticlimber element is capable of engaging the anticlimber (AKS, AKS') of another rail vehicle in the event of a collision.
2. A rail vehicle as defined in claim 1, characterized in that said at least one anticlimber element (AAE, AAE') exhibits fins which, in the event of a collision with another rail vehicle (SCH, SCH'), are capable of engaging the fins of an anticlimber (AKS, AKS') on said other rail vehicle (SCH, SCH').
3. A rail vehicle as defined in claim 1 or claim 2, characterized in that at least one impact pillar (APS, APS') is provided, whose longitudinal axis (L) is substantially perpendicular to the plane of the rails, said anticlimber element (AAE) being disposed in the interior of said impact pillar (APS, APS').
4. A rail vehicle as defined in any one of claims 1 to 3, characterized in that said at least one impact pillar (APS, APS') is in the form of a thin-walled aluminum hollow profile in which said at least one anticlimber element (AAE, AAE') is disposed.
5. A rail vehicle as defined in any one of claims 1 to 4, characterized in that said at least one impact pillar (APS, APS') is in the form of a door pillar of an emergency exit.
Dated this 31st day of January 2007

7

Abstract
A rail vehicle (SCH) comprising an anticlimber (AKS) disposed in a vehicle end region (END) and extending over substantially the entire width of the vehicle, wherein there is disposed, in the end region (END) of the rail vehicle (SCH), at least one anticlimber element (AAE, AAE') forming a partial vertical extension of the anticlimber (AKS), which anticlimber element is capable of engaging the anticlimber (AKS, AKS') of another rail vehicle in the event of a collision. Fig. 4.
l

Documents:

175-MUMNP-2007-ABSTRACT(24-11-2008).pdf

175-mumnp-2007-abstract.doc

175-mumnp-2007-abstract.pdf

175-MUMNP-2007-CANCELLED PAGES(5-2-2007).pdf

175-MUMNP-2007-CLAIMS(24-11-2008).pdf

175-mumnp-2007-claims(granted)-(05-02-2007).pdf

175-mumnp-2007-claims.doc

175-mumnp-2007-claims.pdf

175-MUMNP-2007-CORRESPONDENCE(1-10-2012).pdf

175-MUMNP-2007-CORRESPONDENCE(1-6-2011).pdf

175-MUMNP-2007-CORRESPONDENCE(22-2-2011).pdf

175-MUMNP-2007-CORRESPONDENCE(24-11-2008).pdf

175-mumnp-2007-correspondence(ipo)-(01-08-2008).pdf

175-mumnp-2007-correspondence-received.pdf

175-mumnp-2007-description (complete).pdf

175-MUMNP-2007-DESCRIPTION(COMPLETE)-(24-11-2008).pdf

175-mumnp-2007-drawing(05-02-2007).pdf

175-MUMNP-2007-DRAWING(24-11-2008).pdf

175-mumnp-2007-drawings.pdf

175-mumnp-2007-form 1(05-02-2007).pdf

175-mumnp-2007-form 1(30-01-2007).pdf

175-MUMNP-2007-FORM 1(5-2-2007).pdf

175-MUMNP-2007-FORM 16(20-12-2010).pdf

175-mumnp-2007-form 2(24-11-2008).pdf

175-mumnp-2007-form 2(granted)-(05-02-2007).pdf

175-MUMNP-2007-FORM 2(TITLE PAGE)-(24-11-2008).pdf

175-MUMNP-2007-FORM 3(24-11-2008).pdf

175-mumnp-2007-form 3(31-01-2007).pdf

175-mumnp-2007-form-1.pdf

175-mumnp-2007-form-2.doc

175-mumnp-2007-form-2.pdf

175-mumnp-2007-form-26.pdf

175-mumnp-2007-form-3.pdf

175-mumnp-2007-form-5.pdf

175-MUMNP-2007-GENERAL POWER OF ATTORNEY(1-10-2012).pdf

175-MUMNP-2007-OTHER DOCUMENT(24-11-2008).pdf

175-MUMNP-2007-PCT-ISA-237(24-11-2008).pdf

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Patent Number

227133

Indian Patent Application Number

175/MUMNP/2007

PG Journal Number

10/2009

Publication Date

06-Mar-2009

Grant Date

02-Jan-2009

Date of Filing

05-Feb-2007

Name of Patentee

SIEMENS TRANSPORTATION SYSTEMS GMBH & CO., KG.

Applicant Address

Leberstrasse 34, A-1110 WIEN

Inventors:

#	Inventor's Name	Inventor's Address
1	RITTENSCHOBER , Andreas	Leystrasse 6/5/48, A-1200 Wein
2	MALFENT, THOMAS	Ultzmanngasse 68/12, A-1220 Wein
3	MEISSL, Thomas	Deiserstrasse 12, A-2120 Obersdorf
4	JULY,Martin	Leithastrasse 55B, A-2433 Margarethen

PCT International Classification Number

B61D15/06

PCT International Application Number

PCT/AT2005/000255

PCT International Filing date

2005-07-07

PCT Conventions:

#	PCT Application Number	Date of Convention	Priority Country
1	A 1289/2004	2004-07-28	Austria