EP2423067B1 - Véhicule sur rails, unité de train de roulement pour un véhicule sur rails et procédé de fonctionnement d'un véhicule sur rails - Google Patents

Véhicule sur rails, unité de train de roulement pour un véhicule sur rails et procédé de fonctionnement d'un véhicule sur rails Download PDF

Info

Publication number
EP2423067B1
EP2423067B1 EP11165725.0A EP11165725A EP2423067B1 EP 2423067 B1 EP2423067 B1 EP 2423067B1 EP 11165725 A EP11165725 A EP 11165725A EP 2423067 B1 EP2423067 B1 EP 2423067B1
Authority
EP
European Patent Office
Prior art keywords
drive unit
hydraulic
rail vehicle
wheels
unit
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.)
Active
Application number
EP11165725.0A
Other languages
German (de)
English (en)
Other versions
EP2423067A1 (fr
Inventor
Klaus Hiller
Gunther Heider
Helmut Staben
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.)
Alstom Transport Technologies SAS
Original Assignee
Alstom Transport Technologies SAS
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
Priority claimed from DE102010035903A external-priority patent/DE102010035903A1/de
Priority claimed from DE201010035902 external-priority patent/DE102010035902A1/de
Application filed by Alstom Transport Technologies SAS filed Critical Alstom Transport Technologies SAS
Publication of EP2423067A1 publication Critical patent/EP2423067A1/fr
Application granted granted Critical
Publication of EP2423067B1 publication Critical patent/EP2423067B1/fr
Active legal-status Critical Current
Anticipated expiration legal-status Critical

Links

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
    • 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
    • B61F5/38—Arrangements or devices for adjusting or allowing self- adjustment of wheel axles or bogies when rounding curves, e.g. sliding axles, swinging axles
    • B61F5/48—Trailing or leading bogies for locomotives or motor- driven railcars
    • 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
    • B61F3/00—Types of bogies
    • B61F3/02—Types of bogies with more than one axle
    • 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
    • B61F5/38—Arrangements or devices for adjusting or allowing self- adjustment of wheel axles or bogies when rounding curves, e.g. sliding axles, swinging axles
    • B61F5/383—Adjustment controlled by non-mechanical devices, e.g. scanning trackside elements
    • 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
    • B61F5/38—Arrangements or devices for adjusting or allowing self- adjustment of wheel axles or bogies when rounding curves, e.g. sliding axles, swinging axles
    • B61F5/386—Arrangements or devices for adjusting or allowing self- adjustment of wheel axles or bogies when rounding curves, e.g. sliding axles, swinging axles fluid actuated

Definitions

  • the invention relates to a rail vehicle with a vehicle frame and at least three on the vehicle frame, with respect to a longitudinal axis of the vehicle frame in a row, arranged drive units.
  • Rail vehicles of this type are mostly used as shunting vehicles, which are designed only for low speeds.
  • the outer axles are rigidly arranged on the vehicle frame, the middle axis is to be able to drive curves, either arranged laterally displaceable on the frame or designed by means of Flange weakening for the cornering ability.
  • the rigid axle assembly has the disadvantage that the center distances are limited because of the need for curve and the running safety in the track curve. These technical conditions and the requirement that the rail vehicle must fit into the clearance gauge, cause the frame length of these vehicles is limited to about 10m.
  • the rigid axle assembly also has adverse effects on the running quality, which is why rail vehicles of this type can reach speeds of up to 80 km / h with difficulty.
  • a rail vehicle is known in which end regions of the rail vehicle associated outer wheel sets are rotatably connected to an inner, centrally arranged wheelset.
  • a mechanical positive coupling of these components of the known system allows a slight adjustment to a curved track, but prevents in all operating conditions and especially in all possible track geometries taking an optimal operating condition of the coupled wheelsets, creating a high wear of the wheelsets (especially on the flange ) and the track is given.
  • the known system requires a large installation space in the region of the middle wheelset, so that it is not driven or only with increased design effort.
  • DE-PS-590 876 describes a steering axle control, especially for rail vehicles with a central control axis.
  • the EP 0 658 465 A1 discloses a self-steering, three-axle bogie for a rail vehicle.
  • the inventive principle of coupling the inner drive unit with at least one outer drive unit, which is arranged in the end region of the rail vehicle, advantageously allows mutual coupling of the coupled drive units in corresponding curves, which are defined by the geometry of a traveled track, resulting in a particularly low-wear operation results, in particular spares the wheel sets of the drive unit and the track. At the same time advantageously reduced operating noise in the rail vehicle according to the invention. Due to the improved by the coupling according to the invention a maximum speed of the Rail vehicle are also chosen beyond 100 km / h.
  • the coupling according to the invention advantageously enables a precise angle adjustment ("turning in") of the coupled wheel sets or drive units to form a curve.
  • a particularly small-built coupling device is specified, so that a maximum of free installation space for other components of the rail vehicle is available.
  • a drive for the inner drive unit can also be arranged in the region of the inner drive unit.
  • At least one drive unit is designed as a wheelset.
  • At least one drive unit of the rail vehicle according to the invention can also be realized as a single wheel set.
  • a combination of individual wheelsets and other types of drive units is also conceivable.
  • a total of three drive units are provided in the rail vehicle, wherein each of the three drive units is designed as a single wheel set.
  • At least one drive unit is designed as a bogie, whereby higher payloads in the rail vehicle, which may be, for example, a shunting locomotive, are made possible.
  • the inventive principle of the coupling of drive units can be applied to whole “bogies” as well as individual wheelsets.
  • an internal drive unit is not necessary rotatable to the vehicle frame or be arranged underframe.
  • the drive units are arranged substantially equidistant from each other on the vehicle frame, which has a particularly favorable effect on the statics of the vehicle frame or the entire rail vehicle and its payload.
  • a first distance between a first outer drive unit and an inner drive unit deviates by a maximum of about 30% from a second distance between a second outer drive unit and the same inner drive unit, which does not result in a strictly symmetrical structure, However, still a sufficiently good load capacity of an inner region of the rail vehicle (viewed in the longitudinal direction) is given.
  • an overall spacing between a first outer drive unit and a second outer drive unit is greater than six meters, preferably greater than seven meters.
  • a length of the vehicle frame and / or a lower frame of the rail vehicle is greater than ten meters, preferably greater than or equal to about twelve meters.
  • the coupling device has at least one hydraulic operative connection between the inner drive unit and at least one outer drive unit, wherein the hydraulic operative connection is a transverse displacement unit , which is coupled to the inner drive unit such that a transverse displacement of the inner drive unit causes a change in an operating state of the transverse displacement unit, wherein the transverse displacement unit is hydraulically connected to at least one hydraulic steering unit, which is coupled to at least one outer drive unit such that the change the operating state of the transverse displacement unit causes a steering movement of the at least one outer drive unit. That is, in this embodiment, there is a direct hydraulic coupling between the inner drive unit and at least one outer drive unit. The establishment of a comparable direct hydraulic coupling between the inner drive unit and a plurality of outer drive units is also conceivable.
  • the above-described direct hydraulic coupling advantageously allows mutual involvement of the participating drive units when the rail vehicle enters a track area with a non-disappearing curvature.
  • the hydraulic operative connection is bidirectional, so that a deflection of a front drive unit of the rail vehicle due to transverse forces already results in a transverse displacement of an inner drive unit hydraulically coupled to the front drive unit, resulting in a particularly low level of track sickness on the vehicle given wheelsets is given.
  • a unidirectional design of the hydraulic active connection is also conceivable.
  • either a transverse displacement of the inner drive unit resulting from transverse forces may affect one outer drive unit or multiple outer drive units, or vice versa.
  • the use of antiparallel hydraulic active compounds or a hydraulic circuit comprising at least two, but preferably all, drive units of a rail vehicle in the sense of coupling according to the invention is also conceivable.
  • the transverse displacement unit has at least one hydraulic cylinder, one end of which, preferably the piston rod, is connected to the vehicle frame, and the other end, preferably the cylinder head is connected to the internal drive unit.
  • the hydraulic steering unit has two hydraulic cylinders, whose one end, preferably the piston rod, is connected to the vehicle frame, and whose respective other end, preferably the cylinder head, is connected to the outer drive unit.
  • the coupling device has a hydraulic operative connection with a fluid circuit extending continuously over all the drive units.
  • the coupling device has a hydraulic-mechanical-hydraulic operative connection between the three drive units.
  • a further particularly advantageous embodiment provides that at least one electronically controllable component is arranged in the hydraulic operative connection via which the coupling between the drive units can be influenced by means of electronic control.
  • a coupling characteristic thus the transfer function of hydraulic operating variables from a first drive unit to a second drive unit, can be influenced, for example to control a rigidity or a transmission ratio (transverse shift to steering angle or vice versa).
  • the coupling according to the invention can also be switched passively by means of such a system, ie deactivated, which could be of interest, for example, for driving at particularly high speeds.
  • a particularly advantageous embodiment of the invention provides that all drive units are driven, resulting in a particularly high maximum tractive force of the rail vehicle.
  • FIG. 1 shows in a plan view schematically a rail vehicle 100, the present example, is designed as a shunting locomotive.
  • the rail vehicle 100 has a total of three drive units 110, 120, 130, each of which is designed as a single wheel set.
  • the drive units 110, 120, 130 are arranged in a manner known per se on a vehicle frame 102 of the rail vehicle.
  • the first outer gear set 110 and the second outer gear set 130 are disposed on the vehicle frame 102 so as to be rotatable about a vertical axis of the rail vehicle 100.
  • the arrangement of the outer wheelsets 110, 130 is carried out according to a particularly preferred embodiment such that the axis of rotation directly through the in FIG.
  • the inner wheel set 120 is designed to be transversely displaceable relative to the longitudinal axis 103 or arranged on the vehicle frame 102.
  • the inner wheel set 120 in the direction of in FIG. 1 unspecified double arrow - relative to the longitudinal axis 103 - move to take account of a curved track geometry.
  • outer wheelsets 110, 130 can be deflected in the manner also indicated by double arrows and as already described above.
  • a coupling device 200 is provided between the inner wheel set 120 and the outer wheel set 110.
  • coupling device 200 is adapted to implement a transverse displacement of the inner wheel 120 relative to a neutral position on the longitudinal axis 103 in a steering movement, in particular a rotation about the vertical axis, of the at least one outer wheel set 110 and 130, respectively.
  • the coupling device 200 is designed to implement a steering movement, in particular a rotation about the vertical axis, of the at least one outer gearset 110, 130 into a transverse displacement of the inner gearset 120 relative to the neutral position on the longitudinal axis 103.
  • the rail vehicle 100 according to the invention can be driven by the coupling device 200 at higher speeds than known systems by curves, because due to the coupling according to the invention a higher running stability sets.
  • particularly tight curves can be driven, such. For example, those with a radius of curvature, which is about 50 meters.
  • FIG. 3 shows in a partial cross section, which is not to scale, a detailed view of the operating situation of the middle wheel 120 from FIG. 1 , Out FIG. 3 It can be seen that the average wheelset 120 over in FIG. 3 Not designated carrier is connected to the vehicle frame 102 such that a Querverschiebige the wheelset 120 relative to the vehicle frame 102 and its longitudinal axis or one of the longitudinal axis 103 (FIG. FIG. 1 ) cutting vertical axis 103 'is possible.
  • the middle wheel set 120 is transversely displaced out of its normal position N in the region of the vertical axis 103 'by a distance dq, as is apparent from the double arrow dq between a center mark 120a of the wheel set 120 and the vertical axis 103'.
  • the coupling device 200 which in FIG. 1 is shown only schematically, at least hydraulic and / or pneumatic and / or electronic and / or electrical components.
  • at least one corresponding chain of action or operative connection can be realized which enables the coupling between the various wheelsets 110, 120, 130 defined according to the invention.
  • FIG. 2 1 shows by way of example a block diagram which shows a hydraulic active connection starting from the middle wheel set 120 (FIG. FIG. 1 . FIG. 3 ) to the outer wheelsets 110, 130.
  • the coupling device 200 comprises according to FIG. 2 a first hydraulic unit 210, which is connected to the middle gearset 120 such that a transverse displacement by the amount dq in a corresponding manner to at least one operating variable of the hydraulic unit 210 effects.
  • a change in the at least one operating variable of the hydraulic unit 210 that corresponds to the transverse displacement dq has an effect on the second hydraulic unit 220 via the active hydraulic connection 215, which is arranged in each case in the area of the outer wheel sets 110, 130 in such a way that it determines the steering angle of the respective wheelsets 110, 130 can influence.
  • the second hydraulic unit 220 comprises two hydraulic cylinders, which are arranged in the region of the wheel sets 110, 130 such that they can set a corresponding steering angle, which depends on the transverse displacement dq.
  • the corresponding control signals or hydraulic effects are in FIG. 2 denoted by the reference symbols e1, e2.
  • the in FIG. 2 described operative connection between the components 120, 110, 130 may also be formed bidirectionally, so that corresponding lateral forces on the outer wheelsets 110, 130, which may affect their steering angle, may also affect back to a transverse displacement dq of the inner wheel 120th
  • an electro-optical or other measuring device may be provided with an electronic interface which detects the transverse displacement dq and the size corresponding to the actually occurring transverse displacement dq via its electronic interface to another component (not shown) ) of the coupling device 200 forwards.
  • at least one electrically or electronically operable actuator such as a servo motor or a solenoid valve or the like, are controlled to trigger a steering operation of the wheelsets 110, 130 or only a single set of wheels thereof.
  • a similar, predominantly electronic, active connection starting from the detection of a steering angle of the outer wheel sets 110, 130 towards a control of the transverse displacement dq of the inner wheel set 120 is also conceivable.
  • FIG. 2 it can advantageously be provided to provide at least one electronically controllable component in the coupling device 200 or in the entire hydraulic chain of action which changes at least one hydraulic operating variable, for example a flow cross-section or other suitable control devices or means via a corresponding electronic control by means of a control unit can affect to a transmission characteristic of the inner wheel 120 to the outer wheelsets 110, 130 or vice versa.
  • at least one electronically controllable component in the coupling device 200 or in the entire hydraulic chain of action which changes at least one hydraulic operating variable, for example a flow cross-section or other suitable control devices or means via a corresponding electronic control by means of a control unit can affect to a transmission characteristic of the inner wheel 120 to the outer wheelsets 110, 130 or vice versa.
  • a "gear ratio" between the components 120, 110, 130 which are coupled to one another according to the invention for example, the operating point dependent on the strength of the mutual coupling between the components 120, 110, 130, in particular depending on a speed of the rail vehicle 100 and / or on a detected rough running of at least one landing gear element or the like to influence.
  • FIG. 1 Although the invention has been described above with reference to FIG. 1 has been described with reference to individual wheelsets 110, 120, 130, the inventive principle is not limited to the operation of individual wheelsets. Rather, instead of a single wheel set 110, 120, 130, at least one bogie may also be provided in the rail vehicle 100.
  • the FIGS. 4a, 4b, 4c show various embodiments of bogies 111, 112, 113, as in the rail vehicle 100 according to FIG. 1 also be used using the principle of the invention.
  • FIG. 4a shows a plan view of a schematically illustrated bogie 111 which has two connected in a conventional manner with the bogie frame 111 d wheelsets 111 a, 111 b has.
  • Rotary coupling means 111 e enable, in a manner also known per se, a rotatable arrangement of the bogie 111 on a vehicle frame 102 of the rail vehicle 100.
  • the bogie 111 according to FIG. 4a can, for example, instead of the wheelsets 110, 120, 130 off FIG. 1 be used for the rail vehicle 100, whereby its maximum payload increases accordingly.
  • the bogie 111 can also be used as an outer drive unit 110, 130.
  • Figure 4c shows a likewise two wheelsets 113a, 113b exhibiting bogie 113 or chassis element having at its frame 113d connecting means 113f, which allows a transversely displaceable arrangement of the "bogie" 113 on the vehicle frame 102, for example, to the central drive unit 120 according to FIG. 1 train.
  • FIG. 4b shows another bogie for use with the principle according to the invention, wherein the bogie 112 according to FIG. 4b a total of three sets of wheels 112a, 112b, 112c and one the wheelsets interconnecting bogie frame 112d which, in turn, may be connected via rotary coupling means 112e for rotatable connection to the vehicle frame 102 (FIG. FIG. 1 ).
  • FIG. 5 shows a plan view of another embodiment of the rail vehicle 100a according to the invention.
  • the total of three present in turn as individual wheel sets 110, 120, 130, drive units are distributed approximately equidistant over the total length df of the vehicle frame 102.
  • the axial distance between the inner drive unit 120 and the outer drive units 110, 130 is indicated by the double arrows d1, d2.
  • a total distance is given by the double arrow dg.
  • the first distance d1 deviates by a maximum of about 30% from the second distance d2.
  • the total axial distance dg is greater than six meters, preferably greater than seven meters.
  • a length df of the vehicle frame and / or a lower frame of the rail vehicle 100 is greater than ten meters, preferably greater than or equal to about twelve meters.
  • FIG. 6a schematically shows a further embodiment of the rail vehicle 100b according to the invention.
  • the coupling device 200 according to the invention has a hydraulically formed transverse displacement unit 230, which is hydraulically operatively connected to hydraulic steering units 240, 250, which act on the steering angle of the outer wheelsets 110, 130.
  • a transverse displacement of the inner wheel 120 (arrow p1) on the steering angle of the two outer wheelsets 110, 130 affects (arrows p2, p3).
  • FIGS. 8 and 9 show two possible embodiments of in FIG. 6a sketched hydraulic coupling device 200.
  • the coupling device 200 is delimited in these figures by the dashed frame from the rest of the rail vehicle 100b.
  • each wheelset 110, 120, 130 whose bearing 105, and a motor / gear unit 107, by means of which each wheelset can be driven.
  • the motor / gear units 107 of the outer gear sets 110, 130 and the bearings 105 of the inner gear set 120 are fixed to the vehicle frame 102.
  • the transverse displacement unit 230 includes two hydraulic transverse displacement cylinders 231 and 233.
  • the two transverse displacement cylinders 231, 233 are disposed on opposite sides of the inner gear set 120 so that the wheel set 120 is sandwiched between the two hydraulic cylinders 231, 233.
  • Each transverse displacement cylinder 231, 233 has a cylinder head 235, a cylinder bottom 236, a piston 237 dividing the cylinder 231, 233 into two fluid chambers KQ1 and KQ2, and a piston rod 239.
  • Each fluid chamber KQ1, KQ2 has a fluid port FQ1, FQ2.
  • the cylinder head 235 is fixed to the engine / transmission unit, whereas the piston rod 239 is fixed to the vehicle frame 102.
  • the hydraulic steering units 240, 250 are here in the form of a first hydraulic steering cylinder 241 and a second hydraulic Steering cylinder 243 realized, each steering cylinder engages each one end of the wheelset, so that by actuation of the steering cylinder rotation of the wheelset can be effected about its vertical axis.
  • Each steering cylinder 241, 243 has a cylinder head 245, a cylinder bottom 246, a piston 247 dividing the cylinder 241, 243 into two fluid chambers KL1 and KL2, and a piston rod 249.
  • Each fluid chamber KL1, KL2 has a fluid port FL1, FL2.
  • both steering cylinders 241, 243 of the cylinder head 245 is attached to one of the two bearings 105 of the associated wheelset, whereas the piston rod 249 is fixed to the vehicle frame 102.
  • first coupling between the outer wheel set 110 and the inner wheel set 120 there is a first coupling between the outer wheel set 110 and the inner wheel set 120, and a second coupling between the outer wheel set 130 and the inner wheel set 120, wherein the first coupling is independent of the second. Both couplings are identical. In particular, the two couplings are constructed mirror-symmetrically in relation to the inner wheel set 120. In the following, therefore, only the first coupling between the outer gear 110 and the inner gear 120 will be described.
  • This coupling comprises a hydraulic system with two hydraulic circuits H1 and H2. Both hydraulic circuits comprise three fluid chambers. The three fluid chambers are connected to a star connection. In this case, one of the two fluid chambers of the transverse displacement cylinder 231 is connected to a fluid chamber of the first steering cylinder 241 and a fluid chamber of the second steering cylinder 243.
  • the first hydraulic circuit H1 connects the cylinder bottom-side fluid chamber KQ1 of the lateral displacement cylinder 231, the cylinder bottom-side fluid chamber KL1 of the first steering cylinder 241, and the cylinder head-side fluid chamber KL1 of the second steering cylinder 243.
  • the second hydraulic circuit H2 connects the cylinder head side fluid chamber KQ2 of the lateral displacement cylinder 231, the cylinder head side fluid chamber KL2 of the first steering cylinder 241, and the cylinder bottom side fluid chamber KL2 of the second steering cylinder 243.
  • the coupling device according to FIG. 8 also over a fluid reservoir and a Kochströmdrossel (both not shown in the figure).
  • a fluid reservoir By means of the fluid reservoir fluid losses in the circuits H1 and H2 can be compensated or too high fluid pressures are reduced.
  • the overflow restrictor connects the two circuits H1 and H2 for pressure balance.
  • Fluid flows from the cylinder bottom side fluid chamber KQ1 of the transverse displacement cylinder 231 into the cylinder head side fluid chamber KL1 of the second steering cylinder 243 and into the cylinder bottom side fluid chamber KL1 of the first steering cylinder 241 via the hydraulic circuit H1. Fluid flows out of the cylinder head via the hydraulic circuit H2 side fluid chamber KL2 of the first steering cylinder 241 and the cylinder bottom side fluid chamber KL2 of the second steering cylinder 243 into the cylinder head side fluid chamber KQ2 of the lateral displacement cylinder 231.
  • the volume of the cylinder bottom side fluid chamber KQ1 of the lateral displacement cylinder 231 decreases, and the volume of the cylinder head fluid chamber KQ2 of the lateral displacement cylinder 231 increases, causing the inner wheel set 120 to move laterally and counter to the turning direction, i.e. in direction of travel R to the left, is pressed.
  • the volume of the cylinder bottom-side fluid chamber KQ1 of the transverse displacement cylinder 233 simultaneously decreases and increases the volume of the cylinder cylinder-head-side fluid chamber KQ2 of the transverse displacement cylinder 233.
  • Fluid flows from the cylinder bottom side fluid chamber KQ1 of the transverse displacement cylinder 233 into the cylinder head side fluid chamber KL1 of the second steering cylinder 243 and into the cylinder bottom side fluid chamber KL1 of the first steering cylinder 241 of the second steering unit 250 via the hydraulic circuit H1.
  • Fluid flows from the cylinder-head-side fluid chamber KL2 of the first steering cylinder 241 and the cylinder bottom-side fluid chamber KL2 of the second steering cylinder 243 of the second steering unit 250 into the cylinder head-side fluid chamber KQ2 of the transverse displacement cylinder 233 via the hydraulic circuit H2.
  • FIG. 9 The description is based on the differences from the FIG. 8 limited. For the FIG. 8 identical components will already be used in the framework of the FIG. 8 referenced description.
  • the coupling device 200 according to FIG. 9 differs from the coupling device of FIG. 8 in that one of the two transverse displacement cylinders has been omitted and both hydraulic steering units 240, 250 are connected to a single transverse displacement cylinder 233 forming the transverse displacement unit 230.
  • the two fluid chambers KQ1, KQ2 of the lateral displacement cylinder 233 each have two ports FQ1, FQ1 'and FQ2, FQ2', so that the lateral displacement cylinder 233 has a total of four ports.
  • the two hydraulic circuits H1, H2 now each comprise five fluid chambers.
  • one of the two fluid chambers KQ1 or KQ2 of the transverse displacement cylinder 233 is connected via its first connection FQ1 or FQ2 to a fluid chamber of the first steering cylinder 241 and a fluid chamber of the second steering cylinder 243 of the one steering unit 250, and via its second connection FQ1 'or FQ2 'with a fluid chamber of the first Steering cylinder 241 and a fluid chamber of the second steering cylinder 243 of the other steering unit 240 is connected.
  • Each hydraulic circuit H1, H2 forms with its five fluid chambers two star circuits, each with three chambers, wherein the two star circuits share a fluid chamber KQ1, KQ2 of the transverse displacement cylinder 233 share.
  • the fluid chamber KQ1, KQ2 of the transverse displacement cylinder 233 is thus part of both star circuits.
  • the respective fluid chamber KQ1, KQ2 of the transverse displacement cylinder 233 forms the center of the respective hydraulic circuit H1, H2.
  • FIG. 6b shows a further embodiment of a rail vehicle according to the invention 100c, in which an electronic measuring device 232 receives the transverse displacement of the inner wheel 120, for example. Metrologically detected, and controls electromechanical or electro-hydraulic actuators 242, 252 by appropriate control commands to corresponding changes in the steering angle of the outer To cause wheel sets 110, 130, cf. the arrows p2, p3.
  • FIG. 7 1 shows an embodiment of a drive unit 114 according to the invention, in particular a bogie, which has a bogie frame 114d and in the present case a total of three wheelsets 114a, 114b, 114c.
  • the bogie 114 is connected via pivotal connection means 114e in FIG in a known manner with the vehicle frame 102 of the rail vehicle 100 connectable.
  • FIG. 7 an operating state of the bogie 114 is shown as it corresponds to the operating state of the individual wheelsets 110, 120, 30 for the rail vehicle 100 FIG. 1 is comparable.
  • a coupling device 200 (FIG. FIG. 1 ), which enables, for example, hydraulic coupling of the individual wheelsets 114a, 114b, 114c using the above-described principle according to the invention, is disclosed in US Pat FIG. 7 but not shown.
  • the outer wheelsets 114a, 114c are rotatably mounted on the frame 114d about a vertical axis, the vertical axis preferably passing through the longitudinal axis 114f.
  • the inner wheel set 114b is transversely displaceable and coupled to the two outer wheelsets 114a, 114c according to the principle of the invention, so as to give the already described above repeatedly mutual Einlenkrind between the individual wheelsets 114a, 114b, 114c.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Vehicle Body Suspensions (AREA)
  • Platform Screen Doors And Railroad Systems (AREA)

Claims (15)

  1. Véhicule ferroviaire (100) avec un châssis de véhicule (102) et au moins trois unités de train de roulement (110, 120, 130) disposées les unes derrière les autres sur le châssis du véhicule (102), par rapport à un axe longitudinal (103) du châssis du véhicule (102), au moins une unité de train de roulement externe (110, 130) étant conçue de manière rotative autour d'un axe vertical du véhicule ferroviaire (100), au moins une unité de train de roulement interne (120), disposée entre les unités de train de roulement externes (110, 130), étant conçue de manière mobile transversalement par rapport à l'axe longitudinal (103), un dispositif de couplage (200) étant prévu entre l'unité de train de roulement interne (120) et l'unité de train de roulement externe (110, 130), qui est conçu pour
    a) convertir un déplacement transversal (dq) de l'unité de train de roulement externe (120) par rapport à la position neutre (N) sur l'axe longitudinal (103) en un mouvement de direction, plus particulièrement une rotation autour de l'axe vertical, de l'au moins une unité de train de roulement externe (110, 130) et/ou
    b) convertir un mouvement de direction, plus particulièrement une rotation autour de l'axe vertical, de l'au moins une unité de train de roulement externe (110, 130) en un déplacement transversal (dq) de l'unité de train de roulement interne (120) par rapport à la position neutre (N) sur l'axe longitudinal (103),
    le dispositif de couplage (200) comprenant des composants (230, 240, 250) au moins partiellement hydrauliques et/ou pneumatiques et/ou électroniques et/ou électriques,
    et le dispositif de couplage (200) comprenant au moins une liaison fonctionnelle hydraulique entre l'unité de train de roulement interne (120) et au moins une unité de train de roulement externe (110, 130), la liaison fonctionnelle hydraulique comprenant une unité de déplacement transversal (230), qui peut être couplée avec l'unité de train de roulement interne (120) de façon à ce qu'un déplacement transversal (dq) de l'unité de train de roulement interne (120) provoque une modification d'un état de fonctionnement de l'unité de déplacement transversal (230), l'unité de déplacement transversal (230) étant reliée hydrauliquement avec au moins une unité de direction hydraulique (240, 250), qui est couplée avec au moins une unité de train de roulement externe (110, 130) de façon à ce que la modification de l'état de fonctionnement de l'unité de déplacement transversal (230) provoque un mouvement de direction de l'au moins une unité de train de roulement externe (110, 130),
    caractérisé en ce que l'unité de direction hydraulique (240, 250) comprend deux vérins hydrauliques (241, 243), dont une extrémité (249), de préférence la tige de piston, est reliée avec le châssis du véhicule (102) et dont l'autre extrémité (245), de préférence la tête du cylindre, est reliée avec l'unité de train de roulement externe (110, 130),
    et en ce que chaque vérin hydraulique (241, 243) s'emboîte à une extrémité de l'unité de train de roulement externe (110, 130), de façon à ce que l'actionnement des vérins hydrauliques (241, 243) permette de provoquer une rotation de l'unité de train de roulement externe (110, 130) autour de son axe vertical.
  2. Véhicule ferroviaire (100) selon la revendication 1, au moins une unité de train de roulement (110, 120, 130) étant conçue comme un train de roues.
  3. Véhicule ferroviaire (100) selon la revendication 1 ou 2, au total trois unités de train de roulement (110, 120, 130) étant prévues et chacune des trois unités de train de roulement (110, 120, 130) étant conçue comme un train de roues individuel.
  4. Véhicule ferroviaire (100) selon l'une des revendications 1 à 2, au moins une unité de train de roulement (110, 120, 130) étant conçue comme un bogie (111, 112, 113).
  5. Véhicule ferroviaire (100) selon l'une des revendications précédentes, les unités de train de roulement (110, 120, 130) étant disposées de manière globalement équidistante entre elles sur le châssis du véhicule (102).
  6. Véhicule ferroviaire (100) selon l'une des revendications précédentes, une première distance (d1) entre une première unité de train de roulement externe (110) et une unité de train de roulement interne (120) étant différente d'environ 30 % maximum par rapport à une deuxième distance (d2) entre une deuxième unité de train de roulement externe (130) et la même unité de train de roulement interne (120).
  7. Véhicule ferroviaire (100) selon l'une des revendications précédentes, une distance totale (dg) entre une première unité de train de roulement externe (110) et une deuxième unité de train de roulement externe (130) étant supérieure à six mètres, de préférence supérieure à sept mètres.
  8. Véhicule ferroviaire (100) selon l'une des revendications précédentes, une longueur (df) du châssis du véhicule (102) et/ou d'un châssis de base étant supérieure à dix mètres, de préférence supérieure ou égale à environ douze mètres.
  9. Véhicule ferroviaire (100) selon l'une des revendications précédentes, au moins une unité de train de roulement externe (110, 130) et au moins une unité de train de roulement interne (120) étant entraînées, de préférence toutes les unités de train de roulement (110, 120, 130) étant entraînées.
  10. Véhicule ferroviaire (100) selon l'une des revendications précédentes, la liaison fonctionnelle hydraulique étant conçue de manière bidirectionnelle.
  11. Véhicule ferroviaire (100) selon l'une des revendications précédentes, l'unité de déplacement transversal comprenant au moins un vérin hydraulique dont une extrémité, de préférence la tige de piston, est reliée au châssis du véhicule et dont l'autre extrémité, de préférence la tête du cylindre, est reliée avec l'unité de train de roulement interne (120).
  12. Véhicule ferroviaire (100) selon l'une des revendications précédentes, le dispositif de couplage (200) comprenant une liaison fonctionnelle hydraulique avec un circuit de fluide s'étendant de manière continue sur l'ensemble des unités de train de roulement (110, 120, 130).
  13. Véhicule ferroviaire (100) selon l'une des revendications 1 à 11 avec exactement trois unités de train de roulement, le dispositif de couplage (200) comprenant une liaison fonctionnelle hydraulique-mécanique-hydraulique entre les trois unités de train de roulement (110, 120, 130).
  14. Véhicule ferroviaire (100) selon l'une des revendications précédentes, au moins un composant à commande électronique étant disposé dans la liaison fonctionnelle hydraulique, par l'intermédiaire duquel le couplage entre les unités de train de roulement peut être contrôlé au moyen d'une commande électronique.
  15. Bogie (114) pour un véhicule ferroviaire (100), avec un châssis de train de roulement (114d) et au moins trois trains de roues (114a, 114b, 114c) disposés les uns derrière les autres par rapport à un axe longitudinal (114f) du châssis de train de roulement (114d), au moins un train de roues externe (114a) étant conçu de manière rotative autour d'un axe verticale du châssis de train de roulement (114), au moins un train de roues interne (114b), disposé entre les trains de roues externes (114a, 114c) étant conçu de manière mobile transversalement par rapport à l'axe longitudinal (114f), un dispositif de couplage (200) étant prévu entre le train de roue interne (114b) mobile transversalement et le train de roue externe (114a, 114c) rotatif, qui est conçu pour
    a) convertir un déplacement transversal (dq) du train de roues interne (114b) par rapport à la position neutre (N) sur l'axe longitudinal (114f) en un mouvement de direction, plus particulièrement une rotation autour de l'axe vertical, de l'au moins un train de roues externe (114a, 114c) et/ou
    b) convertir un mouvement de direction, plus particulièrement une rotation autour de l'axe vertical, de l'au moins un train de roues externe (114a, 114c) en un déplacement transversal (dq) du train de roues interne (114b) par rapport à la position neutre (N) sur l'axe longitudinal (114f),
    le dispositif de couplage (200) comprenant au moins des composants au moins partiellement hydrauliques et/ou pneumatiques et/ou électroniques et/ou électriques,
    et le dispositif de couplage (200) comprenant au moins une liaison fonctionnelle hydraulique entre le train de roues interne (114b) et l'au au moins un train de roues externe (114a, 114c), la liaison fonctionnelle hydraulique comprenant une unité de déplacement transversal (230) qui peut être couplée avec le train de roues interne (114b), de façon à ce qu'un déplacement transversal (dq) du train de roues interne (114b) provoque une modification de l'état de fonctionnement de l'unité de déplacement transversal (230), l'unité de déplacement transversal (230) étant reliée hydrauliquement avec au moins une unité de direction hydraulique (240, 250), qui est couplée avec l'au moins un train de roues externe (114a, 114c) de façon à ce que la modification de l'état de fonctionnement de l'unité de déplacement transversal (230) provoque un mouvement de direction de l'au moins une unité de train de roulement externe (110, 130),
    caractérisé en ce que l'unité de direction hydraulique (240, 250) comprend deux vérins hydrauliques, dont une extrémité, de préférence la tige de piston, est reliée avec le châssis du train de roulement (114b) et dont l'autre extrémité, de préférence la tête du cylindre, est reliée avec le train de roues externe (114a, 114c),
    et en ce que chaque vérin hydraulique (241, 243) s'emboîte à une extrémité d'un train de roues externe (114a, 114c) de façon à ce que l'actionnement des vérins hydrauliques (241, 243) permette de provoquer une rotation du train de roues externe (114a, 114c) autour de son axe vertical.
EP11165725.0A 2010-08-26 2011-05-11 Véhicule sur rails, unité de train de roulement pour un véhicule sur rails et procédé de fonctionnement d'un véhicule sur rails Active EP2423067B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102010035903A DE102010035903A1 (de) 2010-08-26 2010-08-26 Schienenfahrzeug
DE201010035902 DE102010035902A1 (de) 2010-08-26 2010-08-26 Schienenfahrzeug, Laufwerkseinheit für ein Schienenfahrzeug und Verfahren zum Betreiben eines Schienenfahrzeugs

Publications (2)

Publication Number Publication Date
EP2423067A1 EP2423067A1 (fr) 2012-02-29
EP2423067B1 true EP2423067B1 (fr) 2016-11-30

Family

ID=44763768

Family Applications (1)

Application Number Title Priority Date Filing Date
EP11165725.0A Active EP2423067B1 (fr) 2010-08-26 2011-05-11 Véhicule sur rails, unité de train de roulement pour un véhicule sur rails et procédé de fonctionnement d'un véhicule sur rails

Country Status (1)

Country Link
EP (1) EP2423067B1 (fr)

Families Citing this family (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
PL3078561T5 (pl) 2015-04-09 2023-03-13 Alstom Transport Technologies Kolejowy pojazd trakcyjny z modułowym zbiornikiem paliwa gazowego
DE102018210880A1 (de) * 2018-07-03 2020-01-09 Siemens Aktiengesellschaft Radsatzzwischenrahmen für ein Schienenfahrzeug

Family Cites Families (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
BE343551A (fr) 1927-01-10
DE590867C (de) * 1931-11-06 1934-01-12 Waggonfabrik A G Lenkachssteuerung, insbesondere fuer Schienenfahrzeuge mit mittlerer Steuerachse
CH175854A (de) * 1934-07-12 1935-03-15 Huguenin Albert Einrichtung an Eisenbahnfahrzeugen zur Führung von Drehgestellen oder Einzelachsen.
CA1190092A (fr) * 1982-12-30 1985-07-09 Roy E. Smith Boggie a trois essieux dont deux sur pivots
ATE163393T1 (de) * 1993-12-15 1998-03-15 Abb Daimler Benz Transp Selbstlenkendes, dreiachsiges laufgestell für ein schienenfahrzeug
FR2829740B1 (fr) * 2001-09-14 2004-01-02 Pierre Gence Vehicule ferroviaire a grande vitesse
US20090101041A1 (en) 2007-06-20 2009-04-23 Railpower Technologies Corp. Transversal generator set and modular design for refurbishment of locomotives

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
None *

Also Published As

Publication number Publication date
EP2423067A1 (fr) 2012-02-29

Similar Documents

Publication Publication Date Title
DE1605826C3 (de) Drehgestell für Eisenbahnwagen mit mindestens zwei Radsätzen
DE4140126C2 (de) Laufwerk für Schienenfahrzeuge
DE102013224582A1 (de) Fahrwerk für ein Schienenfahrzeug
AT407865B (de) Laufwerk für ein schienenfahrzeug mit drei in einem rahmen hintereinander angeordneten radsätzen
EP2423067B1 (fr) Véhicule sur rails, unité de train de roulement pour un véhicule sur rails et procédé de fonctionnement d'un véhicule sur rails
DE1012321B (de) Querkupplungsverbindung der Fahr- oder Drehgestelle eines Schienenfahrzeugs mit drei mindestens zweiachsigen Fahr- oder Drehgestellen
WO2012035056A1 (fr) Véhicule sur rails en plusieurs parties comprenant au moins deux caisses reliées par une double articulation
DE102019129457A1 (de) Hydromechanisches Radsatzsteuerungssystem für ein Schienenfahrzeug
DE3720273C2 (fr)
DE202011108878U1 (de) Hinterachslenkvorrichtung für Anhängefahrzeuge, insbesondere für Schneidwerkswagen
EP0855326B1 (fr) Train de roulement avec deux essieux pour système de transport sur rails.
EP1532033B1 (fr) Bogie moteur pour un vehicule sur rails
EP3012170B1 (fr) Véhicule ferroviaire avec bogie
EP0838386B1 (fr) Véhicule ferroviaire avec au moins un train de roulement et train de roulement pour un tel véhicule
DE4216726C2 (de) Hydraulische Lenkung für schienengebundene Fahrzeuge
DE3533216A1 (de) Bergefahrzeug fuer spurfuehrbare fahrzeuge
DE102008063768A1 (de) Fahrzeug mit Wankstützen
DE102010035902A1 (de) Schienenfahrzeug, Laufwerkseinheit für ein Schienenfahrzeug und Verfahren zum Betreiben eines Schienenfahrzeugs
DE102021004669B4 (de) Transportfahrzeug mit variabler Breite und Spurweite
EP3587225B1 (fr) Entraînement par chaîne
DE202021002956U1 (de) Transportfahrzeug mit variabler Breite und Spurweite
DE102005023288A1 (de) Vorrichtung zur Beeinflussung der Anlenkung von Rädern eines Fahrzeugs mit Achsschenkellenkung
DE102008033589A1 (de) Kraftfahrzeug mit kompakter Lenkmechanik
EP1074449A1 (fr) Véhicule guidé, notamment pour le trafic régional
EP4151505A1 (fr) Véhicule de transport à largeur et largeur de voie variables

Legal Events

Date Code Title Description
AK Designated contracting states

Kind code of ref document: A1

Designated state(s): AL AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HR HU IE IS IT LI LT LU LV MC MK MT NL NO PL PT RO RS SE SI SK SM TR

AX Request for extension of the european patent

Extension state: BA ME

PUAI Public reference made under article 153(3) epc to a published international application that has entered the european phase

Free format text: ORIGINAL CODE: 0009012

17P Request for examination filed

Effective date: 20120829

17Q First examination report despatched

Effective date: 20140407

RAP1 Party data changed (applicant data changed or rights of an application transferred)

Owner name: ALSTOM TRANSPORT TECHNOLOGIES

GRAJ Information related to disapproval of communication of intention to grant by the applicant or resumption of examination proceedings by the epo deleted

Free format text: ORIGINAL CODE: EPIDOSDIGR1

GRAP Despatch of communication of intention to grant a patent

Free format text: ORIGINAL CODE: EPIDOSNIGR1

INTG Intention to grant announced

Effective date: 20160329

RIN1 Information on inventor provided before grant (corrected)

Inventor name: STABEN, HELMUT

Inventor name: HILLER, KLAUS

Inventor name: HEIDER, GUNTHER

GRAP Despatch of communication of intention to grant a patent

Free format text: ORIGINAL CODE: EPIDOSNIGR1

INTG Intention to grant announced

Effective date: 20160624

RAP1 Party data changed (applicant data changed or rights of an application transferred)

Owner name: ALSTOM TRANSPORT TECHNOLOGIES

GRAS Grant fee paid

Free format text: ORIGINAL CODE: EPIDOSNIGR3

GRAA (expected) grant

Free format text: ORIGINAL CODE: 0009210

AK Designated contracting states

Kind code of ref document: B1

Designated state(s): AL AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HR HU IE IS IT LI LT LU LV MC MK MT NL NO PL PT RO RS SE SI SK SM TR

REG Reference to a national code

Ref country code: CH

Ref legal event code: EP

Ref country code: GB

Ref legal event code: FG4D

Free format text: NOT ENGLISH

REG Reference to a national code

Ref country code: CH

Ref legal event code: NV

Representative=s name: ARNOLD AND SIEDSMA AG, CH

Ref country code: AT

Ref legal event code: REF

Ref document number: 849499

Country of ref document: AT

Kind code of ref document: T

Effective date: 20161215

REG Reference to a national code

Ref country code: IE

Ref legal event code: FG4D

Free format text: LANGUAGE OF EP DOCUMENT: GERMAN

REG Reference to a national code

Ref country code: DE

Ref legal event code: R096

Ref document number: 502011011217

Country of ref document: DE

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: LV

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20161130

REG Reference to a national code

Ref country code: SE

Ref legal event code: TRGR

REG Reference to a national code

Ref country code: LT

Ref legal event code: MG4D

REG Reference to a national code

Ref country code: NL

Ref legal event code: FP

REG Reference to a national code

Ref country code: NO

Ref legal event code: T2

Effective date: 20161130

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: LT

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20161130

Ref country code: GR

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20170301

REG Reference to a national code

Ref country code: FR

Ref legal event code: PLFP

Year of fee payment: 7

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: RS

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20161130

Ref country code: PL

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20161130

Ref country code: ES

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20161130

Ref country code: FI

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20161130

Ref country code: HR

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20161130

Ref country code: PT

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20170330

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: DK

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20161130

Ref country code: CZ

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20161130

Ref country code: EE

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20161130

Ref country code: RO

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20161130

Ref country code: SK

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20161130

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: SM

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20161130

Ref country code: BG

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20170228

REG Reference to a national code

Ref country code: DE

Ref legal event code: R097

Ref document number: 502011011217

Country of ref document: DE

PLBE No opposition filed within time limit

Free format text: ORIGINAL CODE: 0009261

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: NO OPPOSITION FILED WITHIN TIME LIMIT

26N No opposition filed

Effective date: 20170831

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: SI

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20161130

GBPC Gb: european patent ceased through non-payment of renewal fee

Effective date: 20170511

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: MC

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20161130

REG Reference to a national code

Ref country code: IE

Ref legal event code: MM4A

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: GB

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20170511

Ref country code: IE

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20170511

REG Reference to a national code

Ref country code: FR

Ref legal event code: PLFP

Year of fee payment: 8

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: MT

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20161130

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: HU

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT; INVALID AB INITIO

Effective date: 20110511

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: CY

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20161130

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: MK

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20161130

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: TR

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20161130

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: AL

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20161130

Ref country code: IS

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20170330

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: NO

Payment date: 20230523

Year of fee payment: 13

Ref country code: IT

Payment date: 20230526

Year of fee payment: 13

Ref country code: FR

Payment date: 20230526

Year of fee payment: 13

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: SE

Payment date: 20230420

Year of fee payment: 13

Ref country code: AT

Payment date: 20230522

Year of fee payment: 13

P01 Opt-out of the competence of the unified patent court (upc) registered

Effective date: 20230823

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: BE

Payment date: 20230519

Year of fee payment: 13

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: LU

Payment date: 20240522

Year of fee payment: 14

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: NL

Payment date: 20240521

Year of fee payment: 14

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: DE

Payment date: 20240521

Year of fee payment: 14

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: CH

Payment date: 20240602

Year of fee payment: 14