CA1221272A - Primary suspension system for a railway car - Google Patents
Primary suspension system for a railway carInfo
- Publication number
- CA1221272A CA1221272A CA000459537A CA459537A CA1221272A CA 1221272 A CA1221272 A CA 1221272A CA 000459537 A CA000459537 A CA 000459537A CA 459537 A CA459537 A CA 459537A CA 1221272 A CA1221272 A CA 1221272A
- Authority
- CA
- Canada
- Prior art keywords
- housing
- springs
- suspension system
- primary suspension
- retainer
- 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.)
- Expired
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
- B61F15/00—Axle-boxes
- B61F15/02—Axle-boxes with journal bearings
- B61F15/06—Axle-boxes with journal bearings for cars
-
- 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
-
- 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
- B61F5/305—Axle-boxes mounted for movement under spring control in vehicle or bogie underframes incorporating rubber springs
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Springs (AREA)
- Vibration Prevention Devices (AREA)
- Vehicle Body Suspensions (AREA)
Abstract
PRIMARY SUSPENSION SYSTEM FOR A RAILWAY CAR
ABSTRACT OF THE DISCLOSURE
A primary suspension system includes a pair of longitudinally spaced vertical springs connected between a housing including the journal bearing and the side frame. Pairs of angularly disposed elastomeric springs, also connected to the housing, are disposed on opposite sides of the vertical springs to provide lateral and longitudinal stiffness.
ABSTRACT OF THE DISCLOSURE
A primary suspension system includes a pair of longitudinally spaced vertical springs connected between a housing including the journal bearing and the side frame. Pairs of angularly disposed elastomeric springs, also connected to the housing, are disposed on opposite sides of the vertical springs to provide lateral and longitudinal stiffness.
Description
BACKGROUND OF T~IE INVENTION
In a railway car, the primary suspension system gener-ally refers to the suspension between the journal bearing assem-bly and the truck frame. The journal bearing assembly carries a wheel axle unit and acceleration forces generated by the wheel are directed to the primary suspension system with the forces being transmitted through the primary suspension system to the side frame. The secondary suspension system refers to the sys-tem between a bolster on the truck and the car body and gener-ally include air or mechanical springs. The present invention is directed to primary suspension systems.
Past primary suspension systems have involved elasto-meric rings surrounding the journal bearings. Such rings have included cut-away portions to provide softer spring rates and the cut-away portlons were designed to provide desired vertical, longitudinal and lateral spring rates. Some of the primary suspension systems used heretofore are described in U.S. Patent No. 4,044,689 (Eggert), issued August 30, 1977 and in U.S. Patent No. 4,438,703 (Eggert), issued March 27, 1984.
While the aforementioned systems have proven satisfac-tory ~or many applications, the spring elements are subject -to wear. Also, the vertical, lateral and longitudinal spring rates are generally related to each other and cannot be indepen-dently adjusted.
OBJE~TS OF THE INVENTION
__ It is an object of this invention to provide an improved primary suspension system for a truck on a railway car.
It is a further object of this invention to provide an improved primary suspension system having no wear surfaces.
It is still a further object of this invention to provide an improved primary suspension system in which the spring rates for different directions may be independently controlled.
It is still a fur-ther object of this invention to provide an improved primary suspension system in which the main parts may be assembled or repaired in areas away from the truck.
BRIEF SUMMARY OF THE INVENTION
In accordance with the present invention, there is pro-vided in combination with a railway truck including a wheel axle unit connected to a side frame, a primary suspension system comprising: (a) a retainer housing for receiving a journal bear-ing connected to the axle of said wheel axle unit and having two ~ pairs of angular portions thereon; (b~ a lower support housing detachably connected to said retainer housing and having a pair of angular portions thereon; (c~ a pair of longitudinally spaced elastomeric vertical springs each having openings at opposi-te ends to receive locating pin elements connected to said housing and said side frame, (d) two pairs of anguIarly spaced compressed spring elements disposed in a horizontal plane, on opposite ends of said vertical springs and between respective angular portions on said retainer and lower support housings for providing lateral :~2~ 7~
and ]ongitudinal spring controls in said primary suspension system; (e) said pairs of angular springs including positioning pins at the ends thereof disposed to fit into openings in ~aid retainer housing and said lower housing, and (f) screw means for disconnecting as a unit from said journal bearing said retainer housing, said lower housing and angular spring members whereby said spring elements are maintained in compressed conditions after said unit is removed.
Other objects and advantages of the present invention will be apparent and suggest themselves to those -3a-;
- l ~
~:2~L~72 skilled in the art rom a reading of the following specification and claims, taken in conjunction with the accompanying dra~ings, BRIEF DESCRIPTION OF THE DRAWINGS
¦ 5 Fig. 1 is a side view of a portion of the side frame of a railway truck including the primary suspension system, in accordance with the present invention;
Fig. 2 is a top view of the portion of the ruck illustrated in Fig. l; and I I l0 Figs 3 and 4 are isometric exploded views of ., , ! the elements of the primary suspension system, in accordance j with the present invention.
. I .
DF,TAILED DESCRIPTION OF THE _ EFERRED EMBODIMENTS
Referring to Eigs~ 1 and 2, a typical railway 15 truck includes wheel-axle units, such as wheel-axle unit 10, suitably attached to a pair of side rames such as the side frame 12. The wheel axle unit 10 includes an axle 14 and a wheel 16.
The primary suspension system of which the 20 present invention is related includes a pair o longitudinally spaced vertical springs 18 and 20 which may be elastomeric or mechanical coils, secured to a housing retainer 22, Pairs of angularly disposed spring members 24 and 26 are also connected to the housing retainer 22 and on opposite sides 25 of the springs 18 and 20.
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Various elements associated with a typical truck are also illustrated. However, because they are only incidentally related to the present invention, they will not be discussed in detail. The present inventi.on involves the primary suspension system which includes the springs 18, 20, 24 and 26. This system will be described in detail in connection wit:h ~igs. 3 and 4.
- , Figs. 3 and 4 are somewhat similar, with Fig. 3 showing the various parts completely disassembled whereas Fig. 4 shows most of the parts assembled.
Referring to Figs. 3 and 4, the vertical springs 18 and 20, which may be elastomeric or coil type springs, include top openings 28 and 30 adapted to receive pin-like elements 32 and 34 within the side frame 12. In li~e manner, the bottom of thc ~;prings 18 and 20 include openings 36 and 38 adapted to receive pins 40 and 42 respectively.
The purpose of the various openings and pins is to guide the springs 18 and 20 and to maintain it in place within - - the side frame 12 so that when they expand and contract, they will not rub against the side frame.
, The pair of springs 24 each include pin like . , elements 44 and 46. The pair of springs 26 likewise ~ include end pin-like elements 48 and 50. In an assembled position, the various pins are disposed to enter openings in the journal housing 22 and lower support housing 52. Only one such opening for receiving the pins 48 . . .
s-~ ! Im-- -- -.. .
--~L2Zl~;2 il. , is illustrated in Fig. 3, this being the opening 54.
~.; If required, shims may be added to provide tram in the ¦~ journal housing bearing 22. The pin elements 50 are `I disposed to enter into a pair of openings of which only the ~l 5 opening 56 is illustrated in Fig. 3. The lower suppor~
! ' ` housing 52 also includes a portion having openings 57 and58 for receiving the pin elements 44 of the springs 24, i The ~ournal housing retainer 22 comprises a . central portion for receiving the ~ournal bearing assembly? ~ '~ 10 60. A retainer ring 62 is provided to permit the attachment ~¦ ' of the journal bearing to the housing 22 by means of a ., plurality of screws such as the screw 64.
The housing retainer 22 includes sec~ions 6S
, and 68 extending therefrom. The section 66 includes angular portions 70 and 72 and the section 68 includes angular portions 74 and 76.
¦ The lower support housing 52 is adapted to receive the housing retainer 22 and the various connected parts and is adapted to be connected to the side frame 12 -¦ 20 in a well known manner by means of nuts and bolts 78 and ¦ 80, for example. The lower support housing 52 includes ; ! ; ` end angular sections 82 and 84 adapted to receive the ' ' pins of the pairs of springs 24 and 26. In operatlon, these springs are generally installed in a compressed condition.
The pairs of springs 24 and 26 are basically elastomeric members having metal strips therein at spaced `intervals.
This provides the necessary shearing and compression in accordance with the design of this sy,stem.
`: . , ' :, ~ ':
~1.2~
One of the. main advantages of the primary suspension system illustrated is that there are no wear surfaces. All ! the motions takin~ place in the primary susnension system are taken up with the shearing and/or compression of the various control springs including the vertical springs 28 and 30 and the pairs of angularly disposed springs 24 and 26.
A second advantage in the present invention is that the various spring rates for the vertical springs 18 , 10 and 20, horizontal springs 24 and 26 may be independently j controlled. For example, the characteristics of the springs 18 and 20 may be changed by the composition of the material used. The spring rates of the springs 24 and 26 may be controlled by changing the angles of the spring. The I5 angular positions of the pairs of springs 24 and 26 provlde the spring rates for both the lateral and longitudinal ;~ directions.
Another feature of the present invention is that ; the subassembly illustrated in Fig. 4, whlch includes the lower support housing 52 and the parts associated therewith, ; I may be assembled in an area removed from the trucks involved.
Another feature is that the subassembly including , the lower support housing 52 and its associated par~s may be held in place with the wheel axle,unit 10 by having ~;~ ( it screwed in place. It may of course be easily~slid off ; the axle 12 by just unscrewing the lower support housing and sliding it off the axle. ~ ~
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- , , . :, , . ~' '', ., ' ~
, ': ''' ` .. ,: '' :.; ' . ' 122~L~7~:
Il An advantage of the types of pairs of fiprings . 24 and 26 is that they may be designed to have very low . shear stiffness because the springs employ rubber elements ! and steel plates which are not unstable but marginally j 5 6tsble so that when you move it up and down vertically ~! or shear the control springs, they contribute very little ,¦ to the vertical stiffness.
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.. ~ ~ . .. . .
. ~
In a railway car, the primary suspension system gener-ally refers to the suspension between the journal bearing assem-bly and the truck frame. The journal bearing assembly carries a wheel axle unit and acceleration forces generated by the wheel are directed to the primary suspension system with the forces being transmitted through the primary suspension system to the side frame. The secondary suspension system refers to the sys-tem between a bolster on the truck and the car body and gener-ally include air or mechanical springs. The present invention is directed to primary suspension systems.
Past primary suspension systems have involved elasto-meric rings surrounding the journal bearings. Such rings have included cut-away portions to provide softer spring rates and the cut-away portlons were designed to provide desired vertical, longitudinal and lateral spring rates. Some of the primary suspension systems used heretofore are described in U.S. Patent No. 4,044,689 (Eggert), issued August 30, 1977 and in U.S. Patent No. 4,438,703 (Eggert), issued March 27, 1984.
While the aforementioned systems have proven satisfac-tory ~or many applications, the spring elements are subject -to wear. Also, the vertical, lateral and longitudinal spring rates are generally related to each other and cannot be indepen-dently adjusted.
OBJE~TS OF THE INVENTION
__ It is an object of this invention to provide an improved primary suspension system for a truck on a railway car.
It is a further object of this invention to provide an improved primary suspension system having no wear surfaces.
It is still a further object of this invention to provide an improved primary suspension system in which the spring rates for different directions may be independently controlled.
It is still a fur-ther object of this invention to provide an improved primary suspension system in which the main parts may be assembled or repaired in areas away from the truck.
BRIEF SUMMARY OF THE INVENTION
In accordance with the present invention, there is pro-vided in combination with a railway truck including a wheel axle unit connected to a side frame, a primary suspension system comprising: (a) a retainer housing for receiving a journal bear-ing connected to the axle of said wheel axle unit and having two ~ pairs of angular portions thereon; (b~ a lower support housing detachably connected to said retainer housing and having a pair of angular portions thereon; (c~ a pair of longitudinally spaced elastomeric vertical springs each having openings at opposi-te ends to receive locating pin elements connected to said housing and said side frame, (d) two pairs of anguIarly spaced compressed spring elements disposed in a horizontal plane, on opposite ends of said vertical springs and between respective angular portions on said retainer and lower support housings for providing lateral :~2~ 7~
and ]ongitudinal spring controls in said primary suspension system; (e) said pairs of angular springs including positioning pins at the ends thereof disposed to fit into openings in ~aid retainer housing and said lower housing, and (f) screw means for disconnecting as a unit from said journal bearing said retainer housing, said lower housing and angular spring members whereby said spring elements are maintained in compressed conditions after said unit is removed.
Other objects and advantages of the present invention will be apparent and suggest themselves to those -3a-;
- l ~
~:2~L~72 skilled in the art rom a reading of the following specification and claims, taken in conjunction with the accompanying dra~ings, BRIEF DESCRIPTION OF THE DRAWINGS
¦ 5 Fig. 1 is a side view of a portion of the side frame of a railway truck including the primary suspension system, in accordance with the present invention;
Fig. 2 is a top view of the portion of the ruck illustrated in Fig. l; and I I l0 Figs 3 and 4 are isometric exploded views of ., , ! the elements of the primary suspension system, in accordance j with the present invention.
. I .
DF,TAILED DESCRIPTION OF THE _ EFERRED EMBODIMENTS
Referring to Eigs~ 1 and 2, a typical railway 15 truck includes wheel-axle units, such as wheel-axle unit 10, suitably attached to a pair of side rames such as the side frame 12. The wheel axle unit 10 includes an axle 14 and a wheel 16.
The primary suspension system of which the 20 present invention is related includes a pair o longitudinally spaced vertical springs 18 and 20 which may be elastomeric or mechanical coils, secured to a housing retainer 22, Pairs of angularly disposed spring members 24 and 26 are also connected to the housing retainer 22 and on opposite sides 25 of the springs 18 and 20.
.
,~
~ 4 ., ~ ~
,. , . ~'`'''"
.~ .
-. `, ' .
Various elements associated with a typical truck are also illustrated. However, because they are only incidentally related to the present invention, they will not be discussed in detail. The present inventi.on involves the primary suspension system which includes the springs 18, 20, 24 and 26. This system will be described in detail in connection wit:h ~igs. 3 and 4.
- , Figs. 3 and 4 are somewhat similar, with Fig. 3 showing the various parts completely disassembled whereas Fig. 4 shows most of the parts assembled.
Referring to Figs. 3 and 4, the vertical springs 18 and 20, which may be elastomeric or coil type springs, include top openings 28 and 30 adapted to receive pin-like elements 32 and 34 within the side frame 12. In li~e manner, the bottom of thc ~;prings 18 and 20 include openings 36 and 38 adapted to receive pins 40 and 42 respectively.
The purpose of the various openings and pins is to guide the springs 18 and 20 and to maintain it in place within - - the side frame 12 so that when they expand and contract, they will not rub against the side frame.
, The pair of springs 24 each include pin like . , elements 44 and 46. The pair of springs 26 likewise ~ include end pin-like elements 48 and 50. In an assembled position, the various pins are disposed to enter openings in the journal housing 22 and lower support housing 52. Only one such opening for receiving the pins 48 . . .
s-~ ! Im-- -- -.. .
--~L2Zl~;2 il. , is illustrated in Fig. 3, this being the opening 54.
~.; If required, shims may be added to provide tram in the ¦~ journal housing bearing 22. The pin elements 50 are `I disposed to enter into a pair of openings of which only the ~l 5 opening 56 is illustrated in Fig. 3. The lower suppor~
! ' ` housing 52 also includes a portion having openings 57 and58 for receiving the pin elements 44 of the springs 24, i The ~ournal housing retainer 22 comprises a . central portion for receiving the ~ournal bearing assembly? ~ '~ 10 60. A retainer ring 62 is provided to permit the attachment ~¦ ' of the journal bearing to the housing 22 by means of a ., plurality of screws such as the screw 64.
The housing retainer 22 includes sec~ions 6S
, and 68 extending therefrom. The section 66 includes angular portions 70 and 72 and the section 68 includes angular portions 74 and 76.
¦ The lower support housing 52 is adapted to receive the housing retainer 22 and the various connected parts and is adapted to be connected to the side frame 12 -¦ 20 in a well known manner by means of nuts and bolts 78 and ¦ 80, for example. The lower support housing 52 includes ; ! ; ` end angular sections 82 and 84 adapted to receive the ' ' pins of the pairs of springs 24 and 26. In operatlon, these springs are generally installed in a compressed condition.
The pairs of springs 24 and 26 are basically elastomeric members having metal strips therein at spaced `intervals.
This provides the necessary shearing and compression in accordance with the design of this sy,stem.
`: . , ' :, ~ ':
~1.2~
One of the. main advantages of the primary suspension system illustrated is that there are no wear surfaces. All ! the motions takin~ place in the primary susnension system are taken up with the shearing and/or compression of the various control springs including the vertical springs 28 and 30 and the pairs of angularly disposed springs 24 and 26.
A second advantage in the present invention is that the various spring rates for the vertical springs 18 , 10 and 20, horizontal springs 24 and 26 may be independently j controlled. For example, the characteristics of the springs 18 and 20 may be changed by the composition of the material used. The spring rates of the springs 24 and 26 may be controlled by changing the angles of the spring. The I5 angular positions of the pairs of springs 24 and 26 provlde the spring rates for both the lateral and longitudinal ;~ directions.
Another feature of the present invention is that ; the subassembly illustrated in Fig. 4, whlch includes the lower support housing 52 and the parts associated therewith, ; I may be assembled in an area removed from the trucks involved.
Another feature is that the subassembly including , the lower support housing 52 and its associated par~s may be held in place with the wheel axle,unit 10 by having ~;~ ( it screwed in place. It may of course be easily~slid off ; the axle 12 by just unscrewing the lower support housing and sliding it off the axle. ~ ~
~ ' i \
~ 7-:. : '. I ~ .;
- , , . :, , . ~' '', ., ' ~
, ': ''' ` .. ,: '' :.; ' . ' 122~L~7~:
Il An advantage of the types of pairs of fiprings . 24 and 26 is that they may be designed to have very low . shear stiffness because the springs employ rubber elements ! and steel plates which are not unstable but marginally j 5 6tsble so that when you move it up and down vertically ~! or shear the control springs, they contribute very little ,¦ to the vertical stiffness.
! I
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1~
~ , .
, , ~ .
, i, , , , ` ' , `.
S
~ 8-_ _ _ _ _, ... ... ... .... . ... .. .
.. ~ ~ . .. . .
. ~
Claims
OR PRIVILEGE IS CLAIMED ARE DEFINED AS FOLLOWS:
1. In combination with a railway truck including a wheel axle unit connected to a side frame, a primary suspension system comprising:
(a) a retainer housing for receiving a journal bearing connected to the axle of said wheel axle unit and having two pairs of angular portions thereon;
(b) a lower support housing detachably connected to said retainer housing and having a pair of angular portions thereon;
(c) a pair of longitudinally spaced elastomeric vertical springs each having openings at opposite ends to receive locating pin elements connected to said housing and said side frame;
(d) two pairs of angularly spaced compressed spring elements disposed in a horizontal plane, on opposite ends of said vertical springs and between respective angular portions on said retainer and lower support housings for providing lateral and longitudinal spring controls in said primary suspension system;
(e) said pairs of angular springs including positioning pins at the ends thereof disposed to fit into openings in said retainer housing and said lower housing, and (f) screw means for disconnecting as a unit from said journal bearing said retainer housing, said lower housing and angular spring members whereby said spring elements are maintained in compressed conditions after said unit is removed.
(a) a retainer housing for receiving a journal bearing connected to the axle of said wheel axle unit and having two pairs of angular portions thereon;
(b) a lower support housing detachably connected to said retainer housing and having a pair of angular portions thereon;
(c) a pair of longitudinally spaced elastomeric vertical springs each having openings at opposite ends to receive locating pin elements connected to said housing and said side frame;
(d) two pairs of angularly spaced compressed spring elements disposed in a horizontal plane, on opposite ends of said vertical springs and between respective angular portions on said retainer and lower support housings for providing lateral and longitudinal spring controls in said primary suspension system;
(e) said pairs of angular springs including positioning pins at the ends thereof disposed to fit into openings in said retainer housing and said lower housing, and (f) screw means for disconnecting as a unit from said journal bearing said retainer housing, said lower housing and angular spring members whereby said spring elements are maintained in compressed conditions after said unit is removed.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| US52275883A | 1983-08-12 | 1983-08-12 | |
| US522,758 | 1983-08-12 |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CA1221272A true CA1221272A (en) | 1987-05-05 |
Family
ID=24082217
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA000459537A Expired CA1221272A (en) | 1983-08-12 | 1984-07-24 | Primary suspension system for a railway car |
Country Status (10)
| Country | Link |
|---|---|
| JP (1) | JPS6067258A (en) |
| KR (1) | KR850001873A (en) |
| AU (1) | AU578619B2 (en) |
| BR (1) | BR8403974A (en) |
| CA (1) | CA1221272A (en) |
| DE (1) | DE3428957A1 (en) |
| FR (1) | FR2550504A1 (en) |
| GB (1) | GB2144693B (en) |
| PT (1) | PT79053B (en) |
| ZA (1) | ZA845765B (en) |
Families Citing this family (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH0741836B2 (en) * | 1986-01-29 | 1995-05-10 | 財団法人鉄道総合技術研究所 | Self-axle steering cart |
| AT394981B (en) * | 1988-09-23 | 1992-08-10 | Sgp Verkehrstechnik | UNDERCARRIAGE FOR RAIL VEHICLES |
| GB9421360D0 (en) * | 1994-10-24 | 1994-12-07 | Veins Jacques | Suspension system for wheel axle |
| FR2815594B1 (en) * | 2000-10-20 | 2005-08-26 | Arbel Fauvet Rail Sa | RAILWAY SUSPENSION EQUIPPED WITH PALLET AXLE BOX |
| GB2396143A (en) * | 2002-12-13 | 2004-06-16 | Bombardier Transp Gmbh | Rail vehicle bogie wheel set guidance assembly |
Family Cites Families (13)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US2267210A (en) * | 1939-12-30 | 1941-12-23 | Pullman Standard Car Mfg Co | Car truck |
| GB631074A (en) * | 1947-10-20 | 1949-10-26 | Alfred Walter Maley | Truck suspensions for tramcars and like vehicles |
| GB1073730A (en) * | 1960-07-05 | 1967-06-28 | Schweizerische Lokomotiv | Radial bogie for a rail vehicle |
| BE809587R (en) * | 1970-03-23 | 1974-05-02 | Henricot Usines Emile Sa | SUSPENSION DEVICE FOR SUSPENSIONS ON AXLE BOXES FOR RAILWAY WAGONS AND SIMILAR APPLICATIONS |
| GB1352499A (en) * | 1970-04-25 | 1974-05-08 | Gloucester Railway Carriage | Suspension systems for railway vehicles |
| US3720175A (en) * | 1970-12-28 | 1973-03-13 | Budd Co | Resiliently mounted railway vehicle truck |
| DE2101677A1 (en) * | 1971-01-15 | 1972-07-20 | Klöckner-Humboldt-Deutz AG, 5000 Köln | Management of a bogie wheelset for high-speed rail vehicles |
| US3724393A (en) * | 1971-02-11 | 1973-04-03 | J Parker | Resiliently biased pilot axle arrangement |
| GB1532441A (en) * | 1975-01-04 | 1978-11-15 | Gloucester Railway Carriage | Suspension means for railway vehicles |
| GB1573325A (en) * | 1976-09-27 | 1980-08-20 | Gen Steel Ind Inc | Railways bogies |
| AU523689B2 (en) * | 1978-03-22 | 1982-08-12 | Gloucester Railway Carriage & Wagon Co. Ltd. | Railway vehicle suspension with resilient pads |
| FR2477489A1 (en) * | 1980-03-04 | 1981-09-11 | Creusot Loire | DEVICE FOR SUSPENSION AND CONNECTION BETWEEN A BOGIE CHASSIS AND AN AXLE BOX |
| US4674413A (en) * | 1983-11-09 | 1987-06-23 | The Budd Company | Truck for a railway car |
-
1984
- 1984-07-24 CA CA000459537A patent/CA1221272A/en not_active Expired
- 1984-07-25 ZA ZA845765A patent/ZA845765B/en unknown
- 1984-07-26 GB GB08419096A patent/GB2144693B/en not_active Expired
- 1984-07-30 AU AU31302/84A patent/AU578619B2/en not_active Ceased
- 1984-08-06 JP JP59163920A patent/JPS6067258A/en active Pending
- 1984-08-06 DE DE19843428957 patent/DE3428957A1/en not_active Withdrawn
- 1984-08-09 BR BR8403974A patent/BR8403974A/en not_active IP Right Cessation
- 1984-08-09 PT PT79053A patent/PT79053B/en not_active IP Right Cessation
- 1984-08-10 FR FR8412667A patent/FR2550504A1/en not_active Withdrawn
- 1984-08-11 KR KR1019840004836A patent/KR850001873A/en not_active Application Discontinuation
Also Published As
| Publication number | Publication date |
|---|---|
| JPS6067258A (en) | 1985-04-17 |
| DE3428957A1 (en) | 1985-02-21 |
| PT79053A (en) | 1984-09-01 |
| GB2144693B (en) | 1987-06-03 |
| AU3130284A (en) | 1985-02-14 |
| PT79053B (en) | 1986-06-09 |
| ZA845765B (en) | 1985-10-30 |
| KR850001873A (en) | 1985-04-10 |
| GB8419096D0 (en) | 1984-08-30 |
| FR2550504A1 (en) | 1985-02-15 |
| GB2144693A (en) | 1985-03-13 |
| AU578619B2 (en) | 1988-11-03 |
| BR8403974A (en) | 1985-07-09 |
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| Date | Code | Title | Description |
|---|---|---|---|
| MKEX | Expiry |