WO1992020557A1 - Bogie - Google Patents
Bogie Download PDFInfo
- Publication number
- WO1992020557A1 WO1992020557A1 PCT/CH1992/000083 CH9200083W WO9220557A1 WO 1992020557 A1 WO1992020557 A1 WO 1992020557A1 CH 9200083 W CH9200083 W CH 9200083W WO 9220557 A1 WO9220557 A1 WO 9220557A1
- Authority
- WO
- WIPO (PCT)
- Prior art keywords
- bogie
- angle
- articulated
- arms
- longitudinal
- Prior art date
Links
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
- B61F5/02—Arrangements permitting limited transverse relative movements between vehicle underframe or bolster and bogie; Connections between underframes and bogies
-
- 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
- B61F5/22—Guiding of the vehicle underframes with respect to the bogies
- B61F5/24—Means for damping or minimising the canting, skewing, pitching, or plunging movements of the underframes
Definitions
- the present invention relates to a bogie, in particular for railway carriages, comprising a bogie frame with wheel sets and longitudinal driving device, consisting of two angle levers which are each rotatably mounted on opposite sides of the bogie frame, one end of the angle arms of both angle levers being articulated by means of a coupling rod are connected to each other, and the other angle arms are each connected to the car body with an articulated longitudinal link.
- Railway wagons are generally constructed from a body and two bogie frames equipped with wheelsets. These bogie frames are articulated to the car body.
- the individual railway carriages are connected to one another by means of couplings which, in particular, have to take up the entire longitudinal load and are usually fastened to the ends of the carriage bodies.
- the car body should remain as free from vibrations as possible and have a high level of suspension comfort.
- stable running behavior of the bogies ie no rolling movements, must be achieved, especially at high speeds.
- Damping elements are conventionally used for this purpose, which act on the one hand on the car body and on the other hand on the bogie frame.
- damping elements usually consist of hydraulic shock absorbers, which are articulated to the corresponding points of attack.
- articulated fasteners themselves have a certain torsional stiffness, which is undesirable because they have an additional transverse effect stiffening.
- This coupling of the bogie frame to the car body undesirably stimulates the structure of the car body to vibrate.
- the dampers also have a relatively small damping path due to their installation position, and accordingly the damping effects are only limited.
- the object of the present invention was now to find a damping arrangement on bogie frames with increased anti-roll damping effect, which avoids the disadvantages described above with conventional space requirements.
- damping elements are provided which are on the one hand articulatedly attached to the bogie frame and on the other hand are articulatedly connected to an arm of the angle lever.
- the damping elements are preferably attached to the same angle arms as the trailing arms.
- a further preferred embodiment of the invention is characterized in that the damping elements are connected to the angle arm at a greater distance than the trailing arms from the bearing point of the angle lever on the bogie.
- the distance from the trailing arm fastening to the damper fastening is approximately half the distance from the trailing arm fastening to the bearing point of the angle lever on the bogie.
- Another very great advantage of the arrangement according to the invention is the decoupling of longitudinal and transverse movements of the car body to the bogie from the anti-roll damping. In conventional arrangements, these movements are also transmitted to the roll damper, which leads to undesired influences of the damper and the damper bearing on the corresponding movements.
- the damper arrangement according to the invention only allows rotary movements on the damper.
- the single figure shows the diagram of a damper arrangement according to the invention.
- the bogie 1 with the two wheel sets 2 and 2 ' is movably connected to the car body 3.
- These connections consisting essentially of spring elements and bearings, are constructed in a conventional manner and are not shown in the figure for the sake of clarity.
- the longitudinal entrainment is realized by means of two angle levers 4, 4 'which are articulated by means of the bearing 5.5 "to the bogie 1.
- the ends of the angles pointing in the longitudinal direction of the wagon ⁇ arms of the angle levers 4,4 * are connected to each other in an articulated manner by means of a coupling rod 6.
- a longitudinal link 7,7 ' is connected in an articulated manner to the car body via the joint 8,8' Longitudinal driving are the car body 3 with the bogie 1 in longitudinally connected immovably. So there can be no longitudinal displacements. However, the bogie can be freely moved laterally and freely rotated about an axis of rotation conceivable in the center of the bogie 1. A lateral transverse displacement does not cause the two angle levers 4, 4 'to rotate. Only when the bogie 1 is rotated does the bogie 4,4 * rotate relative to the bogie about its axes 5,5 '.
- the damping elements 9, 9 ' here embodied, for example, as hydraulic shock absorbers, are connected on the one hand by means of the bearing 10, 10' to the angle levers 4,4 'and, on the other hand, are connected to the bogie by the bearing 11, 11' .
- the dampers 9, 9 * which, as explained above, only occur when the bogie 1 rotates relative to the car body 3.
- This advantageously decouples the transverse movement of the bogie 1 to the car body 3 from the anti-roll damping, as well as the longitudinal movement, as explained above.
- the anti-roll effect can be adjusted in practically any size according to the requirements.
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Vehicle Body Suspensions (AREA)
Abstract
A bogie (1), especially for railway coaches, has a longitudinal bearing structure consisting of a crank lever (4, 4') rotatably connected to the bogie (1) and longitudinal guide rods (7, 7') connected to the coach body (3), the two crank levers (4, 4') being interconnected by a coupling rod (6). Dampers (9, 9') are rotatably connected to the crank levers (4, 4') as antirolling stabilisers and in turn are rotatably secured to the bogie (1). This arrangement ensures that only the rotary movement of the bogie (1) relative to the coach body (3) is transmitted to the dampers (9, 9') and hence damped.
Description
Drehgestell bogie
Die vorliegende Erfindung betrifft ein Drehgestell, insbe¬ sondere für Eisenbahnwagen, enthaltend einen Drehgestell¬ rahmen mit Radsätzen und Längsmitnahmeeinrichtung, beste¬ hend aus zwei jeweils an gegenüberliegenden Seiten des Drehgestellrahmens drehbar gelagerten Winkelhebeln, wobei die einen Enden der Winkelarme beider Winkelhebel mittels einer Koppelstange gelenkig miteinander verbunden sind, und die anderen Winkelarme je mit einem gelenkig verbundenen Längslenker mit dem Wagenkasten verbunden sind.The present invention relates to a bogie, in particular for railway carriages, comprising a bogie frame with wheel sets and longitudinal driving device, consisting of two angle levers which are each rotatably mounted on opposite sides of the bogie frame, one end of the angle arms of both angle levers being articulated by means of a coupling rod are connected to each other, and the other angle arms are each connected to the car body with an articulated longitudinal link.
Eisenbahnwagen sind ganz allgemeinen aus einem Wagenkasten und zwei mit Radsätzen ausgerüsteten Drehgestellrahmen auf¬ gebaut. Diese Drehgestellrahmen sind gelenkig mit dem Wa¬ genkasten verbunden. Die einzelnen Eisenbahnwagen werden untereinander mittels Kupplungen verbunden, welche insbe¬ sondere die ganze Längslast aufnehmen müssen und üblicher¬ weise an den Wagenkastenenden befestigt sind. Für die ge¬ lenkige Lagerung der Drehgestellrahmen am Wagenkasten be¬ stehen eine Vielzahl von Ausführungsformen. Insbesondere für Personenwagen wird dabei ein sehr grosser Wert auf Fahrkomfort der Wagen gelegt. Der Wagenkasten soll dabei möglichst erschütterungsfrei bleiben und einen hohen Fede¬ rungskomfort aufweisen. Zusätzlich muss vor allem bei hohen Geschwindigkeiten stabiles Laufverhalten der Drehgestelle, d.h. keine Schlingerbewegungen, erzielt werden. Herkömmlicherweise werden dafür Dämpfungselemente eingesetzt, welche einerseits am Wagenkasten und andererseits am Drehgestellrahmen angreifen. Diese Dämpfungselemente bestehen in der Regel aus hydraulischen Stossdä pfern, welche gelenkig an den entsprechenden Angriffspunkten befestigt werden. Diese gelenkigen Befestigungen haben selbst eine gewisse Torsionssteifig- keit, welche unerwünscht ist, da sie eine zusätzliche Quer-
versteifung bewirken. Diese Koppelung des Drehgestellrahmens mit dem Wagenkasten regt in unerwünschter Weise die Struktur des Wagenkastens zu Schwingungen an. Ebenfalls weisen die Dämpfer aufgrund ihrer Einbaulage einen verhältnismässig kleinen Dämpfungs- weg auf, entsprechend sind die Dämpfungswirkungen nur be¬ schränkt.Railway wagons are generally constructed from a body and two bogie frames equipped with wheelsets. These bogie frames are articulated to the car body. The individual railway carriages are connected to one another by means of couplings which, in particular, have to take up the entire longitudinal load and are usually fastened to the ends of the carriage bodies. There are a large number of embodiments for the articulated mounting of the bogie frame on the body. For passenger cars in particular, great importance is attached to the driving comfort of the cars. The car body should remain as free from vibrations as possible and have a high level of suspension comfort. In addition, stable running behavior of the bogies, ie no rolling movements, must be achieved, especially at high speeds. Damping elements are conventionally used for this purpose, which act on the one hand on the car body and on the other hand on the bogie frame. These damping elements usually consist of hydraulic shock absorbers, which are articulated to the corresponding points of attack. These articulated fasteners themselves have a certain torsional stiffness, which is undesirable because they have an additional transverse effect stiffening. This coupling of the bogie frame to the car body undesirably stimulates the structure of the car body to vibrate. The dampers also have a relatively small damping path due to their installation position, and accordingly the damping effects are only limited.
Die Aufgabe der vorliegenden Erfindung lag nun darin, eine Dämpfungsanordnung an Drehgestellrahmen mit verstärkter Schlingerdämpfungswirkung zu finden, welche bei herkömmli¬ chem Platzbedarf die obig geschilderten Nachteile vermeide .The object of the present invention was now to find a damping arrangement on bogie frames with increased anti-roll damping effect, which avoids the disadvantages described above with conventional space requirements.
Diese Aufgabe wird erfindungsgemäss dadurch gelöst, dass Dämpfungselemente vorgesehen sind, welche einerseits gelen¬ kig am Drehgestellrahmen befestigt sind und andererseits gelenkig mit einem Arm der Winkelhebel verbunden sind.This object is achieved according to the invention in that damping elements are provided which are on the one hand articulatedly attached to the bogie frame and on the other hand are articulatedly connected to an arm of the angle lever.
Vorzugsweise werden die Dämpfungselemente an denselben Win¬ kelarmen wie die Längslenker angebracht.The damping elements are preferably attached to the same angle arms as the trailing arms.
Eine weitere bevorzugte Ausführungsform der Erfindung zeichnet sich dadurch aus, dass die Dämpfungselemente in grösserem Abstand als die Längslenker vom Lagerpunkt des Winkelhebels am Drehgestell mit dem Winkelarm verbunden sind.A further preferred embodiment of the invention is characterized in that the damping elements are connected to the angle arm at a greater distance than the trailing arms from the bearing point of the angle lever on the bogie.
In einer weiteren bevorzugten Ausführungsform beträgt der Abstand von der Längslenkerbefestigung zur Dämpferbefesti¬ gung etwa die Hälfte des Abstandes der Längslenkerbefesti¬ gung zum Lagerpunkt des Winkelhebels am Drehgestell.In a further preferred embodiment, the distance from the trailing arm fastening to the damper fastening is approximately half the distance from the trailing arm fastening to the bearing point of the angle lever on the bogie.
Durch die erfindungsgemasse Anordnung der Dämpfungselemente kann ein grosserer Dämpfungsweg als bei herkömmlichen Dämp¬ feranordnungen erreicht werden, ohne dass der Platzbedarf steigt. Durch die Versetzung des Anlenkpunktes der Dämpfer
auf dem Winkelarm lässt sich das Verhältnis des Dämpferwe¬ ges im Vergleich zur.Drehbewegung des Drehgestelles sogar in weiten Grenzen beliebig einstellen, denkbar wäre sogar eine Untersetzung des Dämpferweges.Due to the arrangement of the damping elements according to the invention, a greater damping path than in conventional damper arrangements can be achieved without increasing the space requirement. By moving the pivot point of the damper on the angle arm, the ratio of the damper travel compared to the rotary movement of the bogie can even be set within wide limits, a reduction of the damper travel would even be conceivable.
Ein weiterer sehr grosser Vorteil der erfindungsgemassen Anordnung ist die Entkoppelung von Längs- und Querbewegun¬ gen des Wagenkastens zum Drehgestell von der Schlingerdämp¬ fung. Bei herkömmlichen Anordungen werden diese Bewegungen ebenfalls auf die Schlingerdämpfer übertragen, was zu uner¬ wünschten Einflüssen der Dämpfer und der Dämpferlager auf die entsprechenden Bewegungen führt. Die erfindungsgemasse Dämpferanordnung lässt nur Drehbewegungen auf die Dämpfer zu.Another very great advantage of the arrangement according to the invention is the decoupling of longitudinal and transverse movements of the car body to the bogie from the anti-roll damping. In conventional arrangements, these movements are also transmitted to the roll damper, which leads to undesired influences of the damper and the damper bearing on the corresponding movements. The damper arrangement according to the invention only allows rotary movements on the damper.
Ein Ausführungsbeispiel der Erfindung wird nachstehend an¬ hand der Zeichnung noch näher erläutert.An embodiment of the invention is explained in more detail below with reference to the drawing.
Die einzige Figur zeigt das Schema einer erfindungsgemassen Dämpferanordnung.The single figure shows the diagram of a damper arrangement according to the invention.
Das Drehgestell 1 mit den zwei Radsätzen 2 und 2' ist be¬ weglich mit dem Wagenkasten 3 verbunden. Diese Verbindun¬ gen, im Wesentlichen aus Federelementen und Lagern beste¬ hend, sind in herkömmlicher Weise aufgebaut und der Über¬ sichtlichkeit halber in der Figur nicht dargestellt. Für die Übertragung der in Wagenlängsachse wirkenden Kräfte vom Drehgestell 1 an den Wagenkasten 3 ist die Längsmitnahme mittels zweier Winkelhebel 4,4' realisiert, welche gelenkig mittels des Lagers 5,5" mit dem Drehgestell 1 verbunden sind. Die Enden der in Wagenlängsrichtung zeigenden Winkel¬ arme der Winkelhebel 4,4* sind gelenkig mittels einer Kop¬ pelstange 6 miteinander verbunden. An den anderen Winkelar¬ men ist je ein Längslenker 7,7' gelenkig mit dem Wagenka¬ sten über das Gelenk 8,8' verbunden. Durch diese Längsmit¬ nahme sind der Wagenkasten 3 mit dem Drehgestell 1 in Wa-
genlängsrichtung unverschiebbar verbunden. Es können also keine LängsVerschiebungen auftreten. Das Drehgestell ist aber seitlich frei verschiebbar und um eine mittig im Dreh¬ gestell 1 denkbare Drehachse frei drehbar. Eine seitliche Querverschiebung bewirkt dabei kein Drehen der beiden Win¬ kelhebel 4,4'. Erst eine Drehung des Drehgestells 1 hat auch eine zum Drehgestell relative Drehbewegung der Winkel¬ hebel 4,4* um ihre Achsen 5,5' zur Folge. Erfindungsgemäss sind nun die Dämpfungselemente 9,9', hier beispielsweise als hydraulische Stossdämpfer ausgeführt, einerseits mit¬ tels der Lagerung 10,10' mit den Winkelhebeln 4,4' verbun¬ den und andererseits mit dem Drehgestell über die Lagerung 11,11' verbunden. Dadurch werden nur relative Drehbewegun¬ gen der Winkelhebel 4,4' zum Drehgestell 1 an die Dämpfer 9,9* übertragen, welche, wie vorhergehend dargelegt, nur bei Drehbewegungen des Drehgestells 1 relativ zum Wagenka¬ sten 3 auftreten. Damit ist vorteilhafterweise die Querbe¬ wegung des Drehgestelles 1 zum Wagenkasten 3 von der Schlingerdämpfung entkoppelt, wie auch die Längsbewegung, wie vorhergehend dargelegt. Werden die Lagerungen 10,10' der Dämpfer 9,9* wie in der Figur gezeigt in grösserem Ab¬ stand von den Winkelhebelachsen 5,5' als die Anlenkungen der Längslenker 7,7' angeordnet, wird eine Übersetzung des durch die Drehung des Drehgestells 1 ausgelösten Dänpferwe- ges im Vergleich zu herkömmlichen Dämpferanordnungen und damit auch eine Verstärkung der Dämpferwirkung erreicht.The bogie 1 with the two wheel sets 2 and 2 'is movably connected to the car body 3. These connections, consisting essentially of spring elements and bearings, are constructed in a conventional manner and are not shown in the figure for the sake of clarity. For the transmission of the forces acting in the longitudinal axis of the wagon from the bogie 1 to the wagon body 3, the longitudinal entrainment is realized by means of two angle levers 4, 4 'which are articulated by means of the bearing 5.5 "to the bogie 1. The ends of the angles pointing in the longitudinal direction of the wagon ¬ arms of the angle levers 4,4 * are connected to each other in an articulated manner by means of a coupling rod 6. On the other angle arms, a longitudinal link 7,7 'is connected in an articulated manner to the car body via the joint 8,8' Longitudinal driving are the car body 3 with the bogie 1 in longitudinally connected immovably. So there can be no longitudinal displacements. However, the bogie can be freely moved laterally and freely rotated about an axis of rotation conceivable in the center of the bogie 1. A lateral transverse displacement does not cause the two angle levers 4, 4 'to rotate. Only when the bogie 1 is rotated does the bogie 4,4 * rotate relative to the bogie about its axes 5,5 '. According to the invention, the damping elements 9, 9 ', here embodied, for example, as hydraulic shock absorbers, are connected on the one hand by means of the bearing 10, 10' to the angle levers 4,4 'and, on the other hand, are connected to the bogie by the bearing 11, 11' . As a result, only relative rotary movements of the angle levers 4, 4 'to the bogie 1 are transmitted to the dampers 9, 9 *, which, as explained above, only occur when the bogie 1 rotates relative to the car body 3. This advantageously decouples the transverse movement of the bogie 1 to the car body 3 from the anti-roll damping, as well as the longitudinal movement, as explained above. If the bearings 10, 10 'of the dampers 9.9 *, as shown in the figure, are arranged at a greater distance from the angle lever axes 5.5' than the linkages of the trailing arms 7.7 ', a translation of the rotation of the bogie will result 1 triggered damping path compared to conventional damper arrangements and thus an increase in the damper effect.
Durch entsprechende Anordnung dieser Anlenkungsstellen und entsprechender Dimensionierung aller Lager in Bezug auf ih¬ re Torsionssteifigkeit lassen sich in praktisch beliebigen Grossen die Schlingerdämpferwirkung den Anforderungen ent¬ sprechend einstellen.By arranging these articulation points appropriately and dimensioning all the bearings with regard to their torsional rigidity, the anti-roll effect can be adjusted in practically any size according to the requirements.
Selbstverständlich wäre eine Anordnung der Dämpfer quer zur Wagenlängsrichtung denkbar, wobei die Lagerungen 10,10' der Dämpfer dann an den in Wagenlängsrichtung verlaufenden Ar-
men der Winkelhebel 4,4' anzuordnen wären, wobei gegebenen¬ falls auch nur ein einziger Dämpfer eingesetzt werden könn¬ te.
Of course, an arrangement of the dampers transversely to the longitudinal direction of the wagon would be conceivable, the bearings 10, 10 'of the dampers then being mounted on the arms running in the longitudinal direction of the wagon The angle lever 4, 4 'would have to be arranged, it also being possible to use only a single damper.
Claims
1. Drehgestell, insbesondere für Eisenbahnwagen, enthaltend einen Drehgestellrahmen mit Radsätzen und Längs- mitnahmeeinrichtung, bestehend aus zwei jeweils an gegen¬ überliegenden Seiten des Drehgestellrahmens drehbar gela¬ gerten Winkelhebeln, wobei die einen Enden der Winkelarme beider Winkelhebel mittels einer Koppelstange gelenkig mit¬ einander verbunden sind, und die anderen Winkelarme je mit einem gelenkig verbundenen Längslenker mit dem Wagenkasten verbunden sind, dadurch gekennzeichnet, dass Dämpfungsele¬ mente vorgesehen sind, welche einerseits gelenkig am Dreh¬ gestellrahmen befestigt sind und andererseits gelenkig mit einem Arm der Winkelhebel verbunden sind.1. bogie, in particular for railroad cars, comprising a bogie frame with wheelsets and longitudinal driving device, consisting of two angle levers rotatably mounted on opposite sides of the bogie frame, the one ends of the angle arms of both angle levers being articulated with one another by means of a coupling rod are connected, and the other angle arms are each connected to the car body with an articulated longitudinal link, characterized in that damping elements are provided which are articulated on the bogie frame and are articulated with an arm of the angle lever.
2. Drehgestell nach Anspruch 1, dadurch gekenn¬ zeichnet, dass die Dämpfungselemente an denselben Winkelar¬ men wie die Längslenker angebracht sind.2. Bogie according to claim 1, characterized gekenn¬ characterized in that the damping elements are attached to the same Winkelar¬ men as the trailing arms.
3. Drehgestell nach Anspruch 2, dadurch gekenn¬ zeichnet, dass die Dämpfungselemente in grösserem Abstand als die Längslenker vom Lagerpunkt des Winkelhebels am Drehgestell mit dem Winkelarm verbunden sind.3. Bogie according to claim 2, characterized gekenn¬ characterized in that the damping elements are connected at a greater distance than the trailing arms from the bearing point of the angle lever on the bogie with the angle arm.
4. Drehgestell nach Anspruch 3, dadurch gekenn¬ zeichnet, dass der Abstand von der Längslenkerbefestigung zur Dämpferbefestigung etwa die Hälfte des Abstandes der Längslenkerbefestigung zum Lagerpunkt des Winkelhebels am Drehgestell beträgt. 4. Bogie according to claim 3, characterized gekenn¬ characterized in that the distance from the trailing arm attachment to the damper attachment is about half the distance of the trailing arm attachment to the bearing point of the angle lever on the bogie.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CH1527/91A CH684075A5 (en) | 1991-05-23 | 1991-05-23 | Bogie. |
| CH1527/91-4 | 1991-05-23 |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| WO1992020557A1 true WO1992020557A1 (en) | 1992-11-26 |
Family
ID=4212528
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| PCT/CH1992/000083 WO1992020557A1 (en) | 1991-05-23 | 1992-04-27 | Bogie |
Country Status (4)
| Country | Link |
|---|---|
| AU (1) | AU1546792A (en) |
| CH (1) | CH684075A5 (en) |
| DE (1) | DE4118366C2 (en) |
| WO (1) | WO1992020557A1 (en) |
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE4329299A1 (en) * | 1993-08-31 | 1995-03-02 | Aeg Schienenfahrzeuge Nahverke | Hydraulic turn stabilization for rail vehicles |
| EP2154046A1 (en) * | 2008-08-15 | 2010-02-17 | Bombardier Transportation GmbH | Rail vehicle |
Families Citing this family (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE4419878C1 (en) * | 1994-06-07 | 1995-07-20 | Sig Schweiz Industrieges | Rail-vehicle axle system with radially-adjustable wheel sets |
| DE10342078B4 (en) * | 2003-09-10 | 2007-08-09 | Db Fernverkehr Ag | Arrangement of anti-rotation elements on drives of tilting vehicles |
Citations (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| FR2123030A5 (en) * | 1971-01-23 | 1972-09-01 | Wegmann & Co | |
| FR2153925A5 (en) * | 1971-09-24 | 1973-05-04 | Schweizerische Lokomotiv | |
| FR2232478A1 (en) * | 1973-06-05 | 1975-01-03 | Breda Cost Ferroviarie | |
| FR2460825A1 (en) * | 1979-07-06 | 1981-01-30 | Schweizerische Lokomotiv | RAILWAY VEHICLE COMPRISING A BOX AND TWO BOGGIES |
| DE3324574A1 (en) * | 1982-07-16 | 1984-01-19 | SIG Schweizerische Industrie-Gesellschaft, 8212 Neuhausen am Rheinfall | Arrangement for damping rolling motions for bogie rail vehicles |
Family Cites Families (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| GB1327966A (en) * | 1971-01-13 | 1973-08-22 | British Railways Board | Tracked vehicle suspensions |
| DE2606702C3 (en) * | 1976-02-19 | 1986-05-28 | Messerschmitt-Bölkow-Blohm GmbH, 8012 Ottobrunn | Device for setting bogies |
-
1991
- 1991-05-23 CH CH1527/91A patent/CH684075A5/en not_active IP Right Cessation
- 1991-06-05 DE DE19914118366 patent/DE4118366C2/en not_active Expired - Fee Related
-
1992
- 1992-04-27 AU AU15467/92A patent/AU1546792A/en not_active Abandoned
- 1992-04-27 WO PCT/CH1992/000083 patent/WO1992020557A1/en unknown
Patent Citations (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| FR2123030A5 (en) * | 1971-01-23 | 1972-09-01 | Wegmann & Co | |
| FR2153925A5 (en) * | 1971-09-24 | 1973-05-04 | Schweizerische Lokomotiv | |
| FR2232478A1 (en) * | 1973-06-05 | 1975-01-03 | Breda Cost Ferroviarie | |
| FR2460825A1 (en) * | 1979-07-06 | 1981-01-30 | Schweizerische Lokomotiv | RAILWAY VEHICLE COMPRISING A BOX AND TWO BOGGIES |
| DE3324574A1 (en) * | 1982-07-16 | 1984-01-19 | SIG Schweizerische Industrie-Gesellschaft, 8212 Neuhausen am Rheinfall | Arrangement for damping rolling motions for bogie rail vehicles |
Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE4329299A1 (en) * | 1993-08-31 | 1995-03-02 | Aeg Schienenfahrzeuge Nahverke | Hydraulic turn stabilization for rail vehicles |
| DE4329299C2 (en) * | 1993-08-31 | 1998-02-12 | Abb Daimler Benz Transp | Hydraulic turn stabilization for rail vehicles |
| EP2154046A1 (en) * | 2008-08-15 | 2010-02-17 | Bombardier Transportation GmbH | Rail vehicle |
Also Published As
| Publication number | Publication date |
|---|---|
| DE4118366A1 (en) | 1992-11-26 |
| CH684075A5 (en) | 1994-07-15 |
| AU1546792A (en) | 1992-12-30 |
| DE4118366C2 (en) | 1994-01-20 |
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