EP0547010A1 - Mehrzweck-Eisenbahndrehgestell - Google Patents

Mehrzweck-Eisenbahndrehgestell Download PDF

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Publication number
EP0547010A1
EP0547010A1 EP92830659A EP92830659A EP0547010A1 EP 0547010 A1 EP0547010 A1 EP 0547010A1 EP 92830659 A EP92830659 A EP 92830659A EP 92830659 A EP92830659 A EP 92830659A EP 0547010 A1 EP0547010 A1 EP 0547010A1
Authority
EP
European Patent Office
Prior art keywords
truck
chassis
axle
pair
wheel
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
Application number
EP92830659A
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English (en)
French (fr)
Other versions
EP0547010B1 (de
Inventor
Romano Panagin
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.)
FIREMA RICERCHE Srl
Original Assignee
FIREMA RICERCHE Srl
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 FIREMA RICERCHE Srl filed Critical FIREMA RICERCHE Srl
Publication of EP0547010A1 publication Critical patent/EP0547010A1/de
Application granted granted Critical
Publication of EP0547010B1 publication Critical patent/EP0547010B1/de
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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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
    • B61F5/00—Constructional details of bogies; Connections between bogies and vehicle underframes; Arrangements or devices for adjusting or allowing self-adjustment of wheel axles or bogies when rounding curves
    • B61F5/26—Mounting or securing axle-boxes in vehicle or bogie underframes
    • B61F5/30—Axle-boxes mounted for movement under spring control in vehicle or bogie underframes
    • B61F5/301—Axle-boxes mounted for movement under spring control in vehicle or bogie underframes incorporating metal springs
    • B61F5/302—Leaf springs
    • 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
    • B61F5/00—Constructional details of bogies; Connections between bogies and vehicle underframes; Arrangements or devices for adjusting or allowing self-adjustment of wheel axles or bogies when rounding curves
    • B61F5/02—Arrangements permitting limited transverse relative movements between vehicle underframe or bolster and bogie; Connections between underframes and bogies
    • B61F5/14—Side bearings
    • B61F5/148—Side bearings between bolsterless bogies and 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
    • B61F5/00—Constructional details of bogies; Connections between bogies and vehicle underframes; Arrangements or devices for adjusting or allowing self-adjustment of wheel axles or bogies when rounding curves
    • B61F5/26—Mounting or securing axle-boxes in vehicle or bogie underframes
    • B61F5/30—Axle-boxes mounted for movement under spring control in vehicle or bogie underframes
    • B61F5/32—Guides, e.g. plates, for axle-boxes
    • B61F5/325—The guiding device including swinging arms or the like to ensure the parallelism of the axles
    • 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
    • B61F5/00—Constructional details of bogies; Connections between bogies and vehicle underframes; Arrangements or devices for adjusting or allowing self-adjustment of wheel axles or bogies when rounding curves
    • B61F5/50—Other details
    • B61F5/52—Bogie frames

Definitions

  • the present invention relates to a multipurpose rail bogie truck comprising a set of components and devices of which the features of construction and the arrangement one in relation to another are such as to allow a multipurpose capability in operation, that is, the same truck can be used to support a passenger carriage, or a locomotive with partial or total traction, operating in any given weight class and at the highest or lowest of running speeds.
  • the conventional type of bogie truck currently used in railway rolling stock is composed of an assembly of elements or devices, each designed to perform a specific function within the overall context of the truck.
  • a bogie truck structured in this manner is suitable specifically for carriages and locomotives of older design, hence affording significantly lower levels of performance than rolling stock of present-day conception in terms both of speed along the track and of proportions and weight.
  • the object of the present invention is to overcome the aforementioned drawbacks through the embodiment of a multipurpose rail bogie truck of which the wheels are independently suspended, and of which the various components are arranged in such a manner as to create a compact assembly of interdependent functioning units adaptable to any given constructional requirement, and thus achieve a greater diversification and absorption of the reactions generated through the supported coach or body.
  • the bogie truck to which the invention refers is of the type by which railway carriages and locomotives are supported and rendered capable of rolling along a track; the principal components of such a truck are illustrated in figs 2 and 3 (for convenience, fig 2 also shows letters from the flow diagram of fig 1 in order to illustrate the differences between a conventional bogie truck and the truck according to the invention), where 1 denotes a chassis T (the letters are dispensed with for the remainder of the specification in the interests of greater clarity and simplicity) offered full face to the body or coach C denoted 2 (illustrated in part only, and in phantom line, being incidental to the invention), with which it is associated by way of a centrally located fifth wheel Rc1 denoted 3.
  • the chassis 1 is equipped with a primary suspension system SP denoted 4, a secondary suspension system SS denoted 5 and antiroll bars Ba denoted 6, all of which serving to absorb the oscillations of the body 2 generated by the irregularity of the track.
  • the primary suspension 4 constitutes an integral part of the chassis 1 and interconnects a plurality of axle boxes B denoted 7, whereas the secondary suspension 5 and the antiroll bars 6 are interposed between the chassis and the body 2.
  • Each end of the chassis is associated with a corresponding axle A denoted 8, supported by the axle boxes 7, which in the example illustrated is composed of a transverse axle shaft At, denoted 9, and a pair of wheels R denoted 10 keyed one to each end of the shaft, such that the truck is able to roll along the rails 11 of a track.
  • each wheel 10 is anchored rotatably between a pair of axle boxes 7 by way of relative bearings 12, and subject to the action of braking means 13 positioned adjacent to the axle boxes 7 and forming part of the axle 8 as a whole.
  • the chassis 1 of the truck shown in figs 3 to 7 comprises a single element, appearing substantially as a tubular cross member 14, to which the primary suspension 4 and the antiroll bars 6 are attached; in effect, the cross member 14 takes the form of a cylindrical tube of which the opposite ends carry corresponding blocks 15 independently rotatable about the axis X of the cross member on respective friction bearings 15c (see figs 5, 7 and 8).
  • Each such block 15 affords support, uppermost, to a respective component of the secondary suspension 5, as well as providing an anchorage for the relative components of the primary suspension 4, namely, two pairs of horizontal leaf springs 16 disposed one on each side of the single wheels 10 and anchored at either end to the relative axle box 7.
  • each axle box 7 is cradled in a supporting frame 70 interposed between the relative pair of springs 16 and affording a central seating by which one of two pivots 10p extending from the hub of the wheel 10 is accommodated together with its bearing 12.
  • the secondary suspension 5 might be of mechanical embodiment, as shown in figs 4 and 5, consisting in vertically disposed coil springs 22 positioned one in association with each block 15 and interposed between the block and the body 2.
  • Each such spring 22 occupies a position outside the dimensional compass of the truck and alongside the block 15, supported from beneath by a corresponding horizontal bracket 23 rigidly associated with the respective block 15 by way of screw means 23b.
  • Figs 3, 6 and 7 show a secondary suspension 5 of pneumatic embodiment consisting in air springs 24, one associated with each block 15 in the example illustrated, which are secured respectively at the top and the bottom end to the body 2 and to the block (this solution will be described at greater length in due course).
  • each axle assembly is made up of four axle boxes 7, and two half shafts 9a and 9b united by a tubular housing 17 (in practice, a length of cylindrical tube serving also to establish the distance between the wheels according to the gauge of the track), together with the braking means 13, which are anchored to the leaf springs 16 but in such a way as to operate directly on the relative wheels 10; such means 13 consist in a plurality of calipers 25 numbering one to each wheel 10, of which the jaws are positioned on either side of the rim and made to interact by way of conventional brake pads with relative disks 26, keyed one to each face of the wheel.
  • Each caliper 25 is suspended between the corresponding pair of leaf springs 16 by means of relative transverse pins 28, shown in fig 3, which also form a part of quick-release clamping means 18 associated with the axle boxes 7 and serving to allow their swift fitment and removal independently of one another.
  • the clamping means 18 in question consist in a plurality of brackets 27 arranged in matched pairs associated one with each axle box 7 (that is, each pair flanking the corresponding axle box from either side); each single bracket 27 is pivotably associated at one end 27a with a relative transverse pin 28, the selfsame pin by which the relative brake caliper 25 is supported, positioned between the opposing faces of the leaf springs 16.
  • the clamping means 18 are capable of movement between a non-operative limit position, in which the single bracket 27 is raised, distanced from the axle box 7 and disposed substantially vertical (see phantom line, fig 3), and a lowered operating limit position in which the bracket 27 is tightened against the relative axle box 7, restraining its movement within the three principal axes (that is, transverse, longitudinal and vertical); by interposing rubberized distance pieces 40 between the axle box 7, the bracket 27 and the end of the leaf spring 16 (see fig 10), the clamping action applied to the united components is enhanced with additional grip.
  • the clamping action in question is produced by means 29 associated with the bracket 27 and the supporting frame 70, which take the form of bolts 41.
  • damping means (see fig 3) interposed between the chassis 1 and the body 2, of which the function is to attenuate vertical and/or lateral movements generated by the body when in motion.
  • Such means 19 consist effectively in a first pair of vertical hydraulic dampers 30 positioned outside the dimensional compass of the truck, one on each side, of which the bottom ends are secured to the relative blocks 15, and a second pair of hydraulic dampers 31, in this instance horizontally disposed and occupying the space between the two blocks 15, each secured by one end to a corresponding end of the relative block 15 in such a way as to extend transversely on either side of the fifth wheel 3.
  • the first and second pairs of dampers 30 and 31 are offset in relation one to another and in relation to the axis Y coinciding with the centre of mass of the truck, and in effect with the vertical axis of the fifth wheel 3, in such a way as to absorb the oscillations produced by the pitching and hunting motion of the truck.
  • Fig 8 and fig 9 illustrate active stabilization means 20 associated with the chassis 1 and acting on the body 2 by way of the secondary suspension 5, which are interlocked to external control means 21 and serve to attenuate the lateral excursions of the body 2 in real time.
  • the solution of figs 8 and 9 can be adopted in conjunction with the pneumatic type of secondary suspension 5, in which case the active stabilization means 20 consist in a pair of lateral air chambers 32 located internally of the tubular cross member 14, disposed on opposite sides of the fifth wheel 3; each such chamber 32 is associated with a horizontally disposed reservoir 33, likewise positioned internally of the cross member 14, which is connected by way of relative pipelines 35 and 36 with, on the one hand, the respective component of the secondary suspension 5 (the air spring 24), and on the other, the corresponding chamber 32.
  • the active stabilization means 20 consist in a pair of lateral air chambers 32 located internally of the tubular cross member 14, disposed on opposite sides of the fifth wheel 3; each such chamber 32 is associated with a horizontally disposed reservoir 33, likewise positioned internally of the cross member 14, which is connected by way of relative pipelines 35 and 36 with, on the one hand, the respective component of the secondary suspension 5 (the air spring 24), and on the other, the corresponding chamber 32.
  • the two reservoirs 33 and the relative chambers 32 are controlled by the external means 21 mentioned above, which consist in a system of valves 37s and 37d (figs 8 and 9) connected one to each component of the secondary suspension system 5, in such a way as to permit of sensing any variation in internal pressure levels (that is, reflecting a departure of the body 2 from horizontal) and, as necessary, of maintaining or re-establishing a balanced pressure throughout the secondary suspension by piloting the operation of further valves 38 and 39 controlling the pipeline 36 between each of the reservoirs 33 and the relative air chamber 32.
  • the external means 21 consist in a system of valves 37s and 37d (figs 8 and 9) connected one to each component of the secondary suspension system 5, in such a way as to permit of sensing any variation in internal pressure levels (that is, reflecting a departure of the body 2 from horizontal) and, as necessary, of maintaining or re-establishing a balanced pressure throughout the secondary suspension by piloting the operation of further valves 38 and 39 controlling the pipeline 36 between each of the reservoirs 33 and the relative air chamber 32.
  • the effect of an anticlockwise roll RL of the body 2 (as viewed in fig 9) caused by a bend in the railway track, and a consequent oscillation relative to an axis normal to the plane of fig 9, is to generate a downward vertical force F1 on one component of the secondary suspension 5 (on the air spring 24 to the left, in fig 9), and a laterally directed horizontal force F2 proportional to the centrifugal force of the swerve.
  • each air spring 24 is connected to a main high pressure pipeline 42 by way of a balancing valve 37 which, in the event of the body 2 shifting from horizontal, will direct air into the spring 24 under load in such a way as to create a reaction force FA proportional to the loading force F1; this occurs in response both to a right hand or left hand load, (valves 37d and 37s), and to a simple increase in dead weight of the body, such that the suspension is self-levelling.
  • this very same self-levelling capability is exploited further to achieve a pneumatic compensation of the lateral force F2 generated through the body: conventional mechanical springs are replaced with the suspension reservoirs 33 as described above, which operate on either side of the fifth wheel 3 and are connected to the air springs 24 of the standard suspension system by way of the relative pipelines 35; thus, any increased pressure P+dP in the left hand side of the system 5 (air spring 24 plus reservoir 33) is counteracted not only by the vertical reaction force FA, but also by a lateral reaction force FL opposing the centrifugal force F2 and tending to limit the swing of the body toward the left.
  • the reaction force FL may be insufficient; it is for this reason that the two additional chambers 32 are provided, connected to the reservoirs 33 by way of valves 38 and 39 housed likewise within the cross member 14, and operated in exhaust mode.
  • the right hand valve 39 in response to a pressure increase dP in all chambers of the left hand side of the system 5 (and a decrease -dP on the right), the right hand valve 39 operates to bring about a decompression dP1 of the right hand chamber 32 such as will compensate the centrifugal force F2 more comfortably, if need be. Accordingly, any lateral shift of the fifth wheel 3, hence of the body 2, will be genuinely small, there is no slamming at the travel limits, and the dimensions of the body can be increased in proportion to the additional sideways travel gained as a result.
  • the antiroll bars 6, which are anchored at points beneath the tubular cross member 14, comprise a strut 43 disposed parallel to the cross member 14 and a pair of mutually parallel connecting rods 44, each supported at one end by the strut and attached by the remaining end to the body 2.
  • Fig 10 illustrates a solution in which the bogie truck functions as a drive component, and thus has either one or both axles 8 coupled to a prime mover remote from the chassis 1. Accordingly, at least one axle 8, or alternatively both (according to the type of traction required, i.e. partial, with one live axle only, or total, with both axles coupled) will be equipped with drive transmission means 50 consisting in a conventional bevel gear pair and differential unit, connected to an external power source (in practice, a conventional railway engine not illustrated in the drawings).
  • drive transmission means 50 consisting in a conventional bevel gear pair and differential unit, connected to an external power source (in practice, a conventional railway engine not illustrated in the drawings).
  • Each such drive unit 50 is positioned centrally on the axle 8, or rather interposed between the two half shafts 9a and 9b, which are encased within respective tubular housings 51a and 51b, rigidly associated with the opposite sides of the drive unit 50 and with the respective axle boxes 7, in such a way as to create a final drive P denoted 60.
  • the wheels 10 can be driven in such a manner that neither the reaction forces from traction nor the reaction forces generated by the final drive will by-pass the primary suspension system 4.
  • the bogie truck described and illustrated affords a genuinely multipurpose unit, capable of carrying any kind of coach or body, thanks to an improved distribution of the functions performed by the various components, with the following advantages:

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Vehicle Body Suspensions (AREA)
  • Platform Screen Doors And Railroad Systems (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Aiming, Guidance, Guns With A Light Source, Armor, Camouflage, And Targets (AREA)
EP92830659A 1991-12-10 1992-12-07 Mehrzweck-Eisenbahndrehgestell Expired - Lifetime EP0547010B1 (de)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
ITBO910465 1991-12-10
ITBO910465A IT1253908B (it) 1991-12-10 1991-12-10 Carrello ferroviario plurifunzionale

Publications (2)

Publication Number Publication Date
EP0547010A1 true EP0547010A1 (de) 1993-06-16
EP0547010B1 EP0547010B1 (de) 1995-05-17

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Family Applications (1)

Application Number Title Priority Date Filing Date
EP92830659A Expired - Lifetime EP0547010B1 (de) 1991-12-10 1992-12-07 Mehrzweck-Eisenbahndrehgestell

Country Status (4)

Country Link
EP (1) EP0547010B1 (de)
AT (1) ATE122624T1 (de)
DE (1) DE69202552T2 (de)
IT (1) IT1253908B (de)

Cited By (12)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO1999005014A1 (de) * 1997-07-24 1999-02-04 Abb Daimler-Benz Transportation (Technology) Gmbh Laufwerk für ein schienenfahrzeug
EP0965512A1 (de) * 1998-06-18 1999-12-22 Alstom Transport S.A. Drehgestell für ein Schienenfahrzeug und Verfahren zur Herstellung eines Längsträgers für solch ein Drehgestell
FR2782687A1 (fr) * 1998-09-02 2000-03-03 Alstom Technology Bogie a longerons composites
AT406570B (de) * 1998-01-16 2000-06-26 Siemens Ag Oesterreich Drehgestell für ein neigbares schienenfahrzeug
CN104169157A (zh) * 2012-04-06 2014-11-26 川崎重工业株式会社 铁道车辆用转向架
EP2824011A4 (de) * 2012-02-29 2015-11-25 Kawasaki Heavy Ind Ltd Plattenfedereinheit und schienenfahrzeugwaggon damit
EP2944535A4 (de) * 2013-01-10 2016-09-28 Kawasaki Heavy Ind Ltd Drehgestell für walzgüter und walzgut damit
US9597934B2 (en) 2012-05-10 2017-03-21 Ford Global Technologies, Llc Truck box with fifth wheel cross member
CN109080655A (zh) * 2018-10-17 2018-12-25 西南交通大学 简易跨坐式单轨列车转向架
CN110356171A (zh) * 2019-08-02 2019-10-22 中车四方车辆有限公司 一种轨道拖车走行部
CN114248815A (zh) * 2022-01-17 2022-03-29 西南交通大学 一种采用双轴箱悬挂和永磁直驱电机的轨道车辆转向架
CN114261418A (zh) * 2022-01-17 2022-04-01 西南交通大学 一种轨道车辆转向架的一系轴箱悬挂装置

Families Citing this family (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US9352757B2 (en) 2012-04-06 2016-05-31 Kawasaki Jukogyo Kabushiki Kaisha Railcar bogie
CN106985835B (zh) * 2016-09-21 2019-11-05 比亚迪股份有限公司 转向架及具有其的轨道车辆和轨道交通***
CN109677422B (zh) * 2018-12-29 2023-06-09 浙江领航市政工程有限公司 空中客车的驱动***
CN112298249B (zh) * 2019-08-02 2022-05-17 中车唐山机车车辆有限公司 转向架及轨道车辆

Citations (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE269030C (de) *
GB475625A (en) * 1936-07-08 1937-11-23 Zd Y Tatra Akciova Spolecnost Improvements in spring suspension arrangements for vehicles
FR1113354A (fr) * 1954-10-01 1956-03-28 Cie Generale De Construction E Suspension cantilever à flexibilité variable, pour essieux en tandem
DE2555971A1 (de) * 1975-12-12 1977-06-16 Linke Hofmann Busch Wiegenloses zweiachsiges drehgestell fuer schienenfahrzeuge
FR2336265A1 (fr) * 1975-12-23 1977-07-22 Brando Gerard Double essieu oscillant
FR2488204A1 (fr) * 1980-05-22 1982-02-12 Dietrich & Cie De Bogie a longerons articules
GB2091660A (en) * 1981-01-22 1982-08-04 Pullmann Standard Inc Leaf spring railway bogies
FR2526386A1 (fr) * 1981-12-28 1983-11-10 Budd Co Suspension primaire pour vehicule ferroviaire et dispositif de reaction longitudinale
DE3612797C1 (de) * 1986-04-16 1987-08-20 Messerschmitt Boelkow Blohm Drehgestell fuer ein Schienenfahrzeug

Patent Citations (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE269030C (de) *
GB475625A (en) * 1936-07-08 1937-11-23 Zd Y Tatra Akciova Spolecnost Improvements in spring suspension arrangements for vehicles
FR1113354A (fr) * 1954-10-01 1956-03-28 Cie Generale De Construction E Suspension cantilever à flexibilité variable, pour essieux en tandem
DE2555971A1 (de) * 1975-12-12 1977-06-16 Linke Hofmann Busch Wiegenloses zweiachsiges drehgestell fuer schienenfahrzeuge
FR2336265A1 (fr) * 1975-12-23 1977-07-22 Brando Gerard Double essieu oscillant
FR2488204A1 (fr) * 1980-05-22 1982-02-12 Dietrich & Cie De Bogie a longerons articules
GB2091660A (en) * 1981-01-22 1982-08-04 Pullmann Standard Inc Leaf spring railway bogies
FR2526386A1 (fr) * 1981-12-28 1983-11-10 Budd Co Suspension primaire pour vehicule ferroviaire et dispositif de reaction longitudinale
DE3612797C1 (de) * 1986-04-16 1987-08-20 Messerschmitt Boelkow Blohm Drehgestell fuer ein Schienenfahrzeug

Cited By (20)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
AU710927B2 (en) * 1997-07-24 1999-09-30 Daimlerchrysler Rail Systems Gmbh Running gear for a rail vehicle
US6250232B1 (en) 1997-07-24 2001-06-26 Abb Daimler-Benz Transportation (Technology) Gmbh Running gear for a rail vehicle
WO1999005014A1 (de) * 1997-07-24 1999-02-04 Abb Daimler-Benz Transportation (Technology) Gmbh Laufwerk für ein schienenfahrzeug
AT406570B (de) * 1998-01-16 2000-06-26 Siemens Ag Oesterreich Drehgestell für ein neigbares schienenfahrzeug
EP0965512A1 (de) * 1998-06-18 1999-12-22 Alstom Transport S.A. Drehgestell für ein Schienenfahrzeug und Verfahren zur Herstellung eines Längsträgers für solch ein Drehgestell
FR2780016A1 (fr) * 1998-06-18 1999-12-24 Alsthom Gec Bogie de vehicule ferroviaire et procede de fabrication d'un longeron d'un tel bogie
US6305297B1 (en) 1998-06-18 2001-10-23 Alstom Transport Sa Railway vehicle bogie and process for manufacturing a side member of such a bogie
FR2782687A1 (fr) * 1998-09-02 2000-03-03 Alstom Technology Bogie a longerons composites
EP0983922A1 (de) * 1998-09-02 2000-03-08 Alstom France SA Drehgestell mit Komposit-Längsträgern
US6338300B1 (en) 1998-09-02 2002-01-15 Alstom France Sa Bogie with composite side members
EP2824011A4 (de) * 2012-02-29 2015-11-25 Kawasaki Heavy Ind Ltd Plattenfedereinheit und schienenfahrzeugwaggon damit
CN104169157A (zh) * 2012-04-06 2014-11-26 川崎重工业株式会社 铁道车辆用转向架
CN104169157B (zh) * 2012-04-06 2016-10-26 川崎重工业株式会社 铁道车辆用转向架
CN104477197B (zh) * 2012-04-06 2017-04-12 川崎重工业株式会社 铁道车辆用转向架
US9597934B2 (en) 2012-05-10 2017-03-21 Ford Global Technologies, Llc Truck box with fifth wheel cross member
EP2944535A4 (de) * 2013-01-10 2016-09-28 Kawasaki Heavy Ind Ltd Drehgestell für walzgüter und walzgut damit
CN109080655A (zh) * 2018-10-17 2018-12-25 西南交通大学 简易跨坐式单轨列车转向架
CN110356171A (zh) * 2019-08-02 2019-10-22 中车四方车辆有限公司 一种轨道拖车走行部
CN114248815A (zh) * 2022-01-17 2022-03-29 西南交通大学 一种采用双轴箱悬挂和永磁直驱电机的轨道车辆转向架
CN114261418A (zh) * 2022-01-17 2022-04-01 西南交通大学 一种轨道车辆转向架的一系轴箱悬挂装置

Also Published As

Publication number Publication date
ITBO910465A1 (it) 1993-06-10
ATE122624T1 (de) 1995-06-15
EP0547010B1 (de) 1995-05-17
IT1253908B (it) 1995-08-31
DE69202552T2 (de) 1995-11-30
ITBO910465A0 (it) 1991-12-10
DE69202552D1 (de) 1995-06-22

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