CA2039139A1 - Driven running gear with steerable individual running gears - Google Patents
Driven running gear with steerable individual running gearsInfo
- Publication number
- CA2039139A1 CA2039139A1 CA002039139A CA2039139A CA2039139A1 CA 2039139 A1 CA2039139 A1 CA 2039139A1 CA 002039139 A CA002039139 A CA 002039139A CA 2039139 A CA2039139 A CA 2039139A CA 2039139 A1 CA2039139 A1 CA 2039139A1
- Authority
- CA
- Canada
- Prior art keywords
- running gear
- individual
- fact
- driven
- preferably according
- 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.)
- Abandoned
Links
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61G—COUPLINGS; DRAUGHT AND BUFFING APPLIANCES
- B61G5/00—Couplings for special purposes not otherwise provided for
- B61G5/02—Couplings for special purposes not otherwise provided for for coupling articulated trains, locomotives and tenders or the bogies of a vehicle; Coupling by means of a single coupling bar; Couplings preventing or limiting relative lateral movement of vehicles
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
- B61D13/00—Tramway vehicles
-
- 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
- B61F3/04—Types of bogies with more than one axle with driven axles or wheels
-
- 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
- B61F5/44—Adjustment controlled by movements of vehicle body
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Transportation (AREA)
- Vehicle Body Suspensions (AREA)
- Automatic Cycles, And Cycles In General (AREA)
- Gear Transmission (AREA)
- Lubrication Of Internal Combustion Engines (AREA)
- Platform Screen Doors And Railroad Systems (AREA)
- Nitrogen And Oxygen Or Sulfur-Condensed Heterocyclic Ring Systems (AREA)
- Auxiliary Devices For And Details Of Packaging Control (AREA)
- Control Of Multiple Motors (AREA)
- Turbine Rotor Nozzle Sealing (AREA)
- Rear-View Mirror Devices That Are Mounted On The Exterior Of The Vehicle (AREA)
- Carriers, Traveling Bodies, And Overhead Traveling Cranes (AREA)
- Control Of Throttle Valves Provided In The Intake System Or In The Exhaust System (AREA)
- Electrical Discharge Machining, Electrochemical Machining, And Combined Machining (AREA)
- Auxiliary Drives, Propulsion Controls, And Safety Devices (AREA)
- Electronic Switches (AREA)
- Braking Arrangements (AREA)
- Motorcycle And Bicycle Frame (AREA)
- Non-Deflectable Wheels, Steering Of Trailers, Or Other Steering (AREA)
- Steering-Linkage Mechanisms And Four-Wheel Steering (AREA)
- Seats For Vehicles (AREA)
Abstract
(54) Title: DRIVEN RUNNING GEAR WITH STEERABLE
INDIVIDUAL RUNNING GEARS
(57) Abstract The driven running gear is intended for low-platform rail vehicles with at least two body parts which are articulated to each other. It is provided with two individual running gears (2, 2') fitted with steering means (15, 15', 16). They are interconnected to pivot about their horizontal axis beneath the axial center of the wheels (8, 8') by a connecting member (3). Said member has at its ends transversely directed support arms (4, 4') for the support of a body part.
on the latter there are fastened at least one motor (21, 21') and a brake (23, 23', 24, 24') which drive and brake the running gear (1) via telescopic universal shafts (25, 25') and bevel gearings (26, 26') arranged on the outside of the wheels on both individual running gears (2, 2'). In this way, upon travel around a curve, the angle of bend formed between a leading body part in the direction of travel under which such a running gear is located and a trailing body part which is also supported on an axle is transmitted to the steerable individual running gears so that the desired curve-radial position of the pairs of wheels results.
INDIVIDUAL RUNNING GEARS
(57) Abstract The driven running gear is intended for low-platform rail vehicles with at least two body parts which are articulated to each other. It is provided with two individual running gears (2, 2') fitted with steering means (15, 15', 16). They are interconnected to pivot about their horizontal axis beneath the axial center of the wheels (8, 8') by a connecting member (3). Said member has at its ends transversely directed support arms (4, 4') for the support of a body part.
on the latter there are fastened at least one motor (21, 21') and a brake (23, 23', 24, 24') which drive and brake the running gear (1) via telescopic universal shafts (25, 25') and bevel gearings (26, 26') arranged on the outside of the wheels on both individual running gears (2, 2'). In this way, upon travel around a curve, the angle of bend formed between a leading body part in the direction of travel under which such a running gear is located and a trailing body part which is also supported on an axle is transmitted to the steerable individual running gears so that the desired curve-radial position of the pairs of wheels results.
Description
~ 2 --DRIVEN RUNNING GEAR WITH STEERA~LE
INDIVIDUAL RUNNING GEARS
The present invention relates to a driven running gear having two individual running gears which are connected to each other and mutually steerable for low-platform rail vehicles, particularly for articulated vehicles which consist of at least two body parts articulated to each other, in which a steering linkage transmits the angle of bend of the body parts to the running gear in order to place the individual running gears in proper curve-radial position.
Convenient entrance conditions and a lower vehicle floor resulting therefrom which extends continuously over the entire length of the vehicle, are - 15 some of the essential demands made by the passengers with respect to the comfort of modern rail vehicles, particularly in municipal transit.
Furthermore, from the standpoint of the operator, stable straight-ahead travel and wear-free travel around curves are desired, this latter being closely related to the elimination of the screeching upon travel over curves which is found disturbingO
Further objects are light weight and reduction of the investment costs, for instance by reducing the number of axles for the same capacity of the vehicles.
In accordance with the prior art, it was attempted already at an early time to do away in such light-weight construction articulated vehicles with pivoted trucks which, due to their central loading, result in heavy truck frames.
INDIVIDUAL RUNNING GEARS
The present invention relates to a driven running gear having two individual running gears which are connected to each other and mutually steerable for low-platform rail vehicles, particularly for articulated vehicles which consist of at least two body parts articulated to each other, in which a steering linkage transmits the angle of bend of the body parts to the running gear in order to place the individual running gears in proper curve-radial position.
Convenient entrance conditions and a lower vehicle floor resulting therefrom which extends continuously over the entire length of the vehicle, are - 15 some of the essential demands made by the passengers with respect to the comfort of modern rail vehicles, particularly in municipal transit.
Furthermore, from the standpoint of the operator, stable straight-ahead travel and wear-free travel around curves are desired, this latter being closely related to the elimination of the screeching upon travel over curves which is found disturbingO
Further objects are light weight and reduction of the investment costs, for instance by reducing the number of axles for the same capacity of the vehicles.
In accordance with the prior art, it was attempted already at an early time to do away in such light-weight construction articulated vehicles with pivoted trucks which, due to their central loading, result in heavy truck frames.
2 ~
Known older embodiments either employ for this purpose the so-called association steering axle or else provide a body part without axle which connects the two axle-supported body parts pivotally to each other.
In most cases, in these solutions, as a result of the play present in the axle bearing guides and the steering as well as the partial absence of damping, a rolling movement occurs in the form of a sinusoidal turning movement around the vertical axis, which results in unsteady travel of the vehicles.
Recently there has become known from Æuropean Application EP-(A2) 0 263 793 a running gear which, conceived of as motorized two-axle truck, due to its low cranked-axle construction accommodates use below a central body part or below the articulation of low-platform rail vehicles having two or more articulated body parts.
For this purpose, in each case, two idle wheels are connected with an axle bridge which is arranged below their axle center points and is developed otherwise substantially in L-shape and is suspended in each case at the end of its length-wise girder-like arm in rotary symmetry to a diametrically opposite axle bridge which bears the second pair of idle wheels, articulately in vertical direction from an unsprung truck frame. Each of the axle bridges serves in its center to receive a central air spring, both of said springs having a multipartite rotary articulation on their top. The two outwardly directed end body parts as well as an undercarriage supporting frame which connects the two air springs and serves a central ~ ~3 ~
body part are supported therein, swingable around the vertical axis, the said supporting frame being pivoted in longitudinal direction via links to the axle bridges.
The drive equipment consists in each case of a motor which lies longitudinally between two pairs of idle wheels and is yieldably mounted on the unsprung truck frame together with secondary drive on both sides to the idle wheels, in which connection the transmission of force is effected by articulated shafts to bevel gearings with spur differential ~earing which are arranged outside on the axle stubs. The brake equipment, consisting of block and magnetic rail brakes is also suspended from the unsprung truck frame.
The disadvantages reside essentially in the fact that the solution indicated is directed towards the construction of a truck in which neither curve-dependent control by at least one of the body parts is provided nor is radial setting of the wheels upon travel over a curve possible. Furthermore, the truck frame disclosed there, as well as all important attached parts such as motors and brakes, form a part of the unsprung mass of the truck.
Furthermore, from international application WO 85/05 602 a solution is known in which two idle-wheel individual running gears are detachably connected to each other by their integrated, rigid short-coupling parts and in thi~ way form a four-wheel unmotorized running gear which by its low, cranked-axle construction permits the use below or adjacent to an articulation part of low-platform rail vehicles having at least two body parts.
~ V u~ ~ 1 r? ~i For this purpose, in each case two idle wheels are connected with an axle bridge which is arranged below their axle center points, which bridge otherwise has a rigid coupling part and with it surrounds in longitudinally displaceable manner the rigid coupling part of an axle brid~e which is diametrically opposite with mirror symmetry and bears the second pair o~ idle wheels. The axle bridges serve to receive in each case in their center a central air spring, the springs being turnable at their lower side on a ball turning ring and bearing on their top the corresponding end body parts via supporting arms by means of an annular support which has a combined axial/radial bearing into which the pivot pin of the articulation floor part engages. The annular supports of both end body parts are connected together via a rod coupling, the couplings being pivoted in longitudinal direction via links to the two telescopically insertable coupling parts which are arranged rigidly on the axle bridges. Furthermore, the end body parts are connected to the axle bridges by wobble supports.
The brake equipment consists of outside disc brakes the brake discs of which are arranged on the axle stubs, the brake actuation parts being suspended unsprung from a support of the axle bridge.
The ~isadvantages reside essentially in the fact that in the solution indicated neither curve-dependent control by at least one of the body parts is provided nor is radial adjustability of the wheels upon travel over a curve possible and, furthermore, the brake system indicated forms part of the unsprung mass.
2Q391~.9 Another disadvantage is that the height of the floor in the region of the (motorized) end trucks is raised by steps arranged transverse to the direction of travel.
Due to the disadvantages of the solutions indicated in the prior art, not only is the wheel/rail wear unfavorably influenced and the screeching around curves not eliminated but, furthermore, all accelerations of the wheel/rail contact are conducted directly and unsprung into load-bearing structural parts as well as their attachments, which, as is known, leads to undesirably high stresses there. Cracks or even the breaking of load-supporting parts are the - result. By thread connections which become loose, individual parts which are of importance for operation are not infrequently lost upon travel. This endangers the safety and/or the proper operation in such a manner that the failure of the vehicle is finally brought about.
It is here that the present invention helps out.
Its object therefore is to create a simple and light driven running gear of low unsprung mass for low-platform rail vehicles, particularly for articulation vehicles in which at least two axle-supported body parts are pivotally connected to each other and the angle of bend of the body parts is used for the setting of the pairs of wheels in correct radial position on the running gear.
In accordance with the invention, such a driven running gear is characterized by the fact that two individual running gears of a low cranked-axle construction which can be steered in directions opposite to each other are connected together and bear the corresponding body part of a low-platform articulated vehicle consisting of at least two body parts and via motors suspendsd from said body part and reduction gears accelerate the articulated vehicle or, via suspended brakes, decelerate it, a steering linkage with a corresponding step-up ratio for the setting in correct radial position of the individual running gears transmitting the angle of bend of the body parts to the running gear.
In this way, upon travel around curves, the an~le of bend, which is established between a body part leading in the direction of travel and below which a running gear in accordance with the invention is located and a trailing body part which for insta~ce is also axle-supported, is transmitted to the steerable individual running gears so that the desired radial position around curves of the pairs of wheels results.
Similarly, the detecting of the angle of bend resulting upon travel around a curve can also be ef f ected between two axle-supported body parts which are pivotally connected to each other by an axle-free body part, a running gear in accordance with the invention again being present in each case under said body parts.
As compared with comparable articulated vehicles which are equipped with known trucks, there is thus obtained a reduction in the number of sets of running gears, which goes hand in hand with a substantial reduction in weight and consequently represents a reduction in cost of purchase and maintenance. This trend is further increased by the 2~9~9 simple and light construction of the running gear of the invention. To this there contribute both the adjustability in radial position of individual running gears upon travel around curves as well as the fact that the drive and brake equipment is suspended from the axle-supported body part.
Further embodiments of the running gear of the invention furthermore permit a two-stage springing of the steerable sets of individual running gears, whereby the unsprung masses are reduced to a minimum.
Further advantases of the soluti~n in accordance with the invention are as follows:
- The flexurally stiff connection between the two steerable individual running gears is torsionally soft and thus satisfies all requirements as to safety against derailing with respect to non-uniform wheel pressures or changes in wheel load as a result of travel around curves upon winding portions of tracks.
20 - By the special development - serving also for support of the body - of the connection of the two individual running gears, the turning-out movement upon travel along curves is kept away from the body spring suspension and thus the resistance to turning out is reduced to a minimum.
- The supporting of the body part is obtained over a broad base so that additional wobble stabilizers can be dispensed with.
30 - Forces of reaction from drive and brakes as well as differences in wheel diameters are taken up by the system and, for instance, leave the ~039~ 9 g adjustability in radial position upon curves unaffected.
- For the mutual control of the radial position of the two individual running gears which are S connected to each other, the most different known steering linkages can be used, as desired.
The invention will be explained by way of example with reference to the following figures of the drawing, in which:
Fig. 1 shows a running gear which is driven from both sides with individual-wheel running gears, seen in top view;
Fig. 2 is a side view of the running gear of Fig. 1, Fig. 3 is a front view of the running gear of Fig. l;
Fig. 4 is a running gear driven from one side with single-axle individual running gears seen in top view;
Fig. 5 is a side view of the running gear of Fig. 4;
Fig. 6 is a front view of the running gear of Fig. 4;
Fig. 7 shows a driven running gear along the section line VII-VII of Fig. 3, but with two-step springing;
Fig. 8 shows a further embodiment of a two-step springing for a driven running gear seen along the section line VIII-VIII of Fig. 6;
Fig. 9 shows a running gear driven from one side with individual-wheel individual running gears according to Fig. 4 and a variant of the curve control, seen in top view.
A driven running gear 1 shown in Figs. 1 to 3 consists of two individual-wheel sets of individual running gears 2, 2' of substantially the same construction which are steerable in opposite directions and are connected in inseparable manner with each other by a flexurally stiff and torsionally soft connecting member 3 which receives both the driving and braking forces and fixes their axial spacing.
In the present embodiment, each individual running gear 2, 2' is provided on all its outer corner points with four support arms 4, 4', lying below the axle center in order to receive a common low-platform body part.
The supporting of the body part is effected, sprung in one step, on the outside of the wheel on a very large base on the support arms 4, 4' developed in ~-shape on the ends of the connecting member 3. As a whole, eight spring means 5, 5' arranged on the transversely directed support arms 4, 4' permit vertical springing and horizontal transverse springing of the body part and are damped, for instance per pair of springs, by a vertical damper 6, 6'.
For the turning-out movement as a result of travel along a curve, each individual running gear 2, 2' preferably has a known ball turning rim 7, 7' which rests with large surface on a downward bent wheel bridge 9, 9' which connects the two inner individual wheels 8, 8' with each other and thus makes the horizontal tilting of the wheel bridge 9, 9' in the individual running gear 2, 2' impossible.
By the arrangement of a ball turning rim described and in particular by the special development 2~91~9 of the connecting member 3 for the simultaneous supporting of the body, the turning-out movement upon travel around curves i3 kept away from the spring means 5, 5'. In this way, the latter are acted on only vertically and horizontally-transversely and upon travel around a curve remain in unchanged position with respect to their supporting height and vertical position. A lowering o the body part upon tight curves, as known from flexi-stressed springs, is therefore avoided.
In this way the turning-out resistance of the individual running gears 2, 2' is reduced to a minimum and adjustment in proper curve-radial position is made easier.
For the curve-radial positionin~ of the individual runniny gears 2, 2', the angle of bend between two adjacent body parts which are articulated to each other is first of all transmitted via a steering rod 11 to a toggle lever 12 mounted on the end side on the individual running gear 2 in the longitudinal center plane 10 with a rotary bearing 17 and thus deflected transverse to the direction of travel to a connecting rod 13 which acts on an extension 14 present on one side on the wheel bridge 9.
For the opposite steering of the individual running gears 2, 2', each wheel bridge 9, 9' has a drawbar-like extension 15, 15' lying outside the longitudinal center planes 10, which extensions are connected to each other, facing each other in rotary symmetry, with a connecting rod 16 in the articulation points 18.
The longitudinal entrainment between body part and running gear takes place preferably via two ~913.~
longitudinal conn~ctlng rods 19 mounted on the individual running gear 2 at articulation points 18 and arranged, for instance, in parallel on both sides of the longitudinal center planes 10.
By the motorization shown, the two individual runninq gears 2, 2', which are connected with each other in the manner described above, become a driven running gear 1.
For this purpose, for instance on each longitudinal side of the running gear, a drive motor 21, 21' together with reduction gearings 22, 22', as well as brake discs 23, 23' present on the driven side thereof and the corresponding brake actuations 24, 24' are suspended from the sprung body part.
The transmission of force is effected from there, on both sides, by means of telescopic universal shafts 25, 25' to the bevel gearings 26, 26' arranged on each side of the outer side of the wheel on the stub shafts of the individual wheels 8, 3'.
Figs. 4 to 6 show, as further preferred embodiment, a particularly light running gear 51 in accordance with the invention which consists of two oppositely steerable single-axle individual running gears 52, 52' which are substantially of the same construction and which are connected in a non-separable manner to each other by a flexurally rigid and torsionally soft connecting member 3 which establishes their center-to-center spacing and receives the drive and braking forces.
In the present embodiment, each individual running gear 52, 52' is provided at its outer corner points with two support arms 4, 4' lying below the 2~139 center of the axle to receive a common low~platform body part.
The supporting of the body part is effected, sprung in one step, on the outside of the wheel on a very large base on the support arms 4, 4' developed in T-shape on the ends of the connecting member 3. A
total of four spring means 5, 5' arranged on the transversely directed support arms 4, 4' permit vertical springing and horizontal transverse springing of the body part and are damped for instance per spring by a vertical damper 6, 6', not shown.
For the turning-out movement as a result of travel around curves, each individual running gear 52, 52' preferably has a known ball turning rim 7, 7' which rests with large area on an axle frame 59, 59' which is guided on both sides parallel to an axle 56, 56' and contains the inner mount 70, 70' of the wheel sets 58, 58' and thus prevents horizontal tilting of the axle frame 59, 59' in the individual runnin~ gear 52, 52'.
By the above-described arrangement of a ball turning rim 7, 7', and in particular by the special development of the connecting member 3 for the simultaneous supporting of the body, the turning-out movement is kept away from the spring means 5, 5' upon travel around curves.
In this way, the latter are merely acted on vertically and horizontally-transversely and remain in unchanged position with respect to their support height and vertical position upon travel along curves. In this way a lowering of the body part in the case of tight curves, as is known in the case of flexi-stress springs, is avoided.
2 0 ~ 9 In this way, the turning-out resistance of the individual running gears 2, 2' is reduced to a minimum and their easier placing in proper curve-radial position made possible.
The longitudinal entrainment and the placing of the individual running gear~ 52, S2' in their proper curve-radial position is effected in the same manner as already described with reference to Figs. 1 to 3. Por the opposite guiding of the individual running gears 52, 52', there is provided, diagonally offset from each other on each axle frame 59, 59', an articulation point 18, the two articulation points being connected by at least one connecting rod 77 passed obliquely below the connecting member 3.
By the motorization shown, the two individual running gears 52, 52', which are connected together in the manner described, are developed into a driven running gear 51.
For this purpose, a drive motor 21 and reduction gears 22 as well as a brake disc 23 present on the one driven side thereof and its corresponding brake actuation 24 are suspended on one longitudinal side of the running gear from the sprung body part.
The transmission of force takes place from there on both sides by means of telescopic universal - shafts 25 to the bevel gearings 26, 26' arranged on one side of the outside of the wheel on the wheel sets 58, 58'.
By the arrangement in accordance with the invention, in the two above-described embodiments the forces of reaction coming from drive and brake as well as any differences in wheel diameter are taken up by ~V3~
this system, without the possibility of placing in proper curve-radial position being, for instance, impaired thereby.
At the same time, the torsionally soft connection of the two individual running gears satîsfies all conditions for assurance against derailing with respect to non-uniform wheel pressures as well as changes in wheel load as a result of travel around curves in the case of winding tracks.
Fig. 7 shows a driven running gear 1 such as described above, but having a two-stage springing of the body part. In this case, the additional spring means 55, 55' serving for the pure vertical springing are arranged between the wheel bridges 9, 9' and, in each case, a ball turning rim 7, 7'.
Another possibility for a two-stage springing of the body part is shown in Fig. 8. In this case, the axle frames 59, 59' are supported, arranged on both sides alon~ the inner mounting 70, 70', on known spring means 78, 78'.
As an alternative, in the case of a two-stage springing on both sides of the wheel bridge 9, 9' or of the axle frame 59, 59' and for the lowest possible construction, ball turning rim segments known per se, arranged nested in height with respect to them, are provided, which receive the spring means 55, 55'.
Fig. 9, on the example of a driven running gear 51 which has been previously described, shows a variant 51' with a different opposite steering of the individual running gears 52, 52'. In this case, a swing lever 66 is mounted rotatably in a bearing 17 on the connecting member 3 at half the axle spacing and 203$31~9 connected at its articulation points 18 via connecting rods 79, 79' with the corresponding articulation points 18 of the two axle frames 59, 59' in the manner shown.
The embodiments of a driven running gear 1, 51, 51' shown in Figs. 1 to 9 can also contain the optional combination of the features shown (for instance drive, springing, steering) and all refer to a general inventive concept in accordance with the wording o~ one of the claims.
Known older embodiments either employ for this purpose the so-called association steering axle or else provide a body part without axle which connects the two axle-supported body parts pivotally to each other.
In most cases, in these solutions, as a result of the play present in the axle bearing guides and the steering as well as the partial absence of damping, a rolling movement occurs in the form of a sinusoidal turning movement around the vertical axis, which results in unsteady travel of the vehicles.
Recently there has become known from Æuropean Application EP-(A2) 0 263 793 a running gear which, conceived of as motorized two-axle truck, due to its low cranked-axle construction accommodates use below a central body part or below the articulation of low-platform rail vehicles having two or more articulated body parts.
For this purpose, in each case, two idle wheels are connected with an axle bridge which is arranged below their axle center points and is developed otherwise substantially in L-shape and is suspended in each case at the end of its length-wise girder-like arm in rotary symmetry to a diametrically opposite axle bridge which bears the second pair of idle wheels, articulately in vertical direction from an unsprung truck frame. Each of the axle bridges serves in its center to receive a central air spring, both of said springs having a multipartite rotary articulation on their top. The two outwardly directed end body parts as well as an undercarriage supporting frame which connects the two air springs and serves a central ~ ~3 ~
body part are supported therein, swingable around the vertical axis, the said supporting frame being pivoted in longitudinal direction via links to the axle bridges.
The drive equipment consists in each case of a motor which lies longitudinally between two pairs of idle wheels and is yieldably mounted on the unsprung truck frame together with secondary drive on both sides to the idle wheels, in which connection the transmission of force is effected by articulated shafts to bevel gearings with spur differential ~earing which are arranged outside on the axle stubs. The brake equipment, consisting of block and magnetic rail brakes is also suspended from the unsprung truck frame.
The disadvantages reside essentially in the fact that the solution indicated is directed towards the construction of a truck in which neither curve-dependent control by at least one of the body parts is provided nor is radial setting of the wheels upon travel over a curve possible. Furthermore, the truck frame disclosed there, as well as all important attached parts such as motors and brakes, form a part of the unsprung mass of the truck.
Furthermore, from international application WO 85/05 602 a solution is known in which two idle-wheel individual running gears are detachably connected to each other by their integrated, rigid short-coupling parts and in thi~ way form a four-wheel unmotorized running gear which by its low, cranked-axle construction permits the use below or adjacent to an articulation part of low-platform rail vehicles having at least two body parts.
~ V u~ ~ 1 r? ~i For this purpose, in each case two idle wheels are connected with an axle bridge which is arranged below their axle center points, which bridge otherwise has a rigid coupling part and with it surrounds in longitudinally displaceable manner the rigid coupling part of an axle brid~e which is diametrically opposite with mirror symmetry and bears the second pair o~ idle wheels. The axle bridges serve to receive in each case in their center a central air spring, the springs being turnable at their lower side on a ball turning ring and bearing on their top the corresponding end body parts via supporting arms by means of an annular support which has a combined axial/radial bearing into which the pivot pin of the articulation floor part engages. The annular supports of both end body parts are connected together via a rod coupling, the couplings being pivoted in longitudinal direction via links to the two telescopically insertable coupling parts which are arranged rigidly on the axle bridges. Furthermore, the end body parts are connected to the axle bridges by wobble supports.
The brake equipment consists of outside disc brakes the brake discs of which are arranged on the axle stubs, the brake actuation parts being suspended unsprung from a support of the axle bridge.
The ~isadvantages reside essentially in the fact that in the solution indicated neither curve-dependent control by at least one of the body parts is provided nor is radial adjustability of the wheels upon travel over a curve possible and, furthermore, the brake system indicated forms part of the unsprung mass.
2Q391~.9 Another disadvantage is that the height of the floor in the region of the (motorized) end trucks is raised by steps arranged transverse to the direction of travel.
Due to the disadvantages of the solutions indicated in the prior art, not only is the wheel/rail wear unfavorably influenced and the screeching around curves not eliminated but, furthermore, all accelerations of the wheel/rail contact are conducted directly and unsprung into load-bearing structural parts as well as their attachments, which, as is known, leads to undesirably high stresses there. Cracks or even the breaking of load-supporting parts are the - result. By thread connections which become loose, individual parts which are of importance for operation are not infrequently lost upon travel. This endangers the safety and/or the proper operation in such a manner that the failure of the vehicle is finally brought about.
It is here that the present invention helps out.
Its object therefore is to create a simple and light driven running gear of low unsprung mass for low-platform rail vehicles, particularly for articulation vehicles in which at least two axle-supported body parts are pivotally connected to each other and the angle of bend of the body parts is used for the setting of the pairs of wheels in correct radial position on the running gear.
In accordance with the invention, such a driven running gear is characterized by the fact that two individual running gears of a low cranked-axle construction which can be steered in directions opposite to each other are connected together and bear the corresponding body part of a low-platform articulated vehicle consisting of at least two body parts and via motors suspendsd from said body part and reduction gears accelerate the articulated vehicle or, via suspended brakes, decelerate it, a steering linkage with a corresponding step-up ratio for the setting in correct radial position of the individual running gears transmitting the angle of bend of the body parts to the running gear.
In this way, upon travel around curves, the an~le of bend, which is established between a body part leading in the direction of travel and below which a running gear in accordance with the invention is located and a trailing body part which for insta~ce is also axle-supported, is transmitted to the steerable individual running gears so that the desired radial position around curves of the pairs of wheels results.
Similarly, the detecting of the angle of bend resulting upon travel around a curve can also be ef f ected between two axle-supported body parts which are pivotally connected to each other by an axle-free body part, a running gear in accordance with the invention again being present in each case under said body parts.
As compared with comparable articulated vehicles which are equipped with known trucks, there is thus obtained a reduction in the number of sets of running gears, which goes hand in hand with a substantial reduction in weight and consequently represents a reduction in cost of purchase and maintenance. This trend is further increased by the 2~9~9 simple and light construction of the running gear of the invention. To this there contribute both the adjustability in radial position of individual running gears upon travel around curves as well as the fact that the drive and brake equipment is suspended from the axle-supported body part.
Further embodiments of the running gear of the invention furthermore permit a two-stage springing of the steerable sets of individual running gears, whereby the unsprung masses are reduced to a minimum.
Further advantases of the soluti~n in accordance with the invention are as follows:
- The flexurally stiff connection between the two steerable individual running gears is torsionally soft and thus satisfies all requirements as to safety against derailing with respect to non-uniform wheel pressures or changes in wheel load as a result of travel around curves upon winding portions of tracks.
20 - By the special development - serving also for support of the body - of the connection of the two individual running gears, the turning-out movement upon travel along curves is kept away from the body spring suspension and thus the resistance to turning out is reduced to a minimum.
- The supporting of the body part is obtained over a broad base so that additional wobble stabilizers can be dispensed with.
30 - Forces of reaction from drive and brakes as well as differences in wheel diameters are taken up by the system and, for instance, leave the ~039~ 9 g adjustability in radial position upon curves unaffected.
- For the mutual control of the radial position of the two individual running gears which are S connected to each other, the most different known steering linkages can be used, as desired.
The invention will be explained by way of example with reference to the following figures of the drawing, in which:
Fig. 1 shows a running gear which is driven from both sides with individual-wheel running gears, seen in top view;
Fig. 2 is a side view of the running gear of Fig. 1, Fig. 3 is a front view of the running gear of Fig. l;
Fig. 4 is a running gear driven from one side with single-axle individual running gears seen in top view;
Fig. 5 is a side view of the running gear of Fig. 4;
Fig. 6 is a front view of the running gear of Fig. 4;
Fig. 7 shows a driven running gear along the section line VII-VII of Fig. 3, but with two-step springing;
Fig. 8 shows a further embodiment of a two-step springing for a driven running gear seen along the section line VIII-VIII of Fig. 6;
Fig. 9 shows a running gear driven from one side with individual-wheel individual running gears according to Fig. 4 and a variant of the curve control, seen in top view.
A driven running gear 1 shown in Figs. 1 to 3 consists of two individual-wheel sets of individual running gears 2, 2' of substantially the same construction which are steerable in opposite directions and are connected in inseparable manner with each other by a flexurally stiff and torsionally soft connecting member 3 which receives both the driving and braking forces and fixes their axial spacing.
In the present embodiment, each individual running gear 2, 2' is provided on all its outer corner points with four support arms 4, 4', lying below the axle center in order to receive a common low-platform body part.
The supporting of the body part is effected, sprung in one step, on the outside of the wheel on a very large base on the support arms 4, 4' developed in ~-shape on the ends of the connecting member 3. As a whole, eight spring means 5, 5' arranged on the transversely directed support arms 4, 4' permit vertical springing and horizontal transverse springing of the body part and are damped, for instance per pair of springs, by a vertical damper 6, 6'.
For the turning-out movement as a result of travel along a curve, each individual running gear 2, 2' preferably has a known ball turning rim 7, 7' which rests with large surface on a downward bent wheel bridge 9, 9' which connects the two inner individual wheels 8, 8' with each other and thus makes the horizontal tilting of the wheel bridge 9, 9' in the individual running gear 2, 2' impossible.
By the arrangement of a ball turning rim described and in particular by the special development 2~91~9 of the connecting member 3 for the simultaneous supporting of the body, the turning-out movement upon travel around curves i3 kept away from the spring means 5, 5'. In this way, the latter are acted on only vertically and horizontally-transversely and upon travel around a curve remain in unchanged position with respect to their supporting height and vertical position. A lowering o the body part upon tight curves, as known from flexi-stressed springs, is therefore avoided.
In this way the turning-out resistance of the individual running gears 2, 2' is reduced to a minimum and adjustment in proper curve-radial position is made easier.
For the curve-radial positionin~ of the individual runniny gears 2, 2', the angle of bend between two adjacent body parts which are articulated to each other is first of all transmitted via a steering rod 11 to a toggle lever 12 mounted on the end side on the individual running gear 2 in the longitudinal center plane 10 with a rotary bearing 17 and thus deflected transverse to the direction of travel to a connecting rod 13 which acts on an extension 14 present on one side on the wheel bridge 9.
For the opposite steering of the individual running gears 2, 2', each wheel bridge 9, 9' has a drawbar-like extension 15, 15' lying outside the longitudinal center planes 10, which extensions are connected to each other, facing each other in rotary symmetry, with a connecting rod 16 in the articulation points 18.
The longitudinal entrainment between body part and running gear takes place preferably via two ~913.~
longitudinal conn~ctlng rods 19 mounted on the individual running gear 2 at articulation points 18 and arranged, for instance, in parallel on both sides of the longitudinal center planes 10.
By the motorization shown, the two individual runninq gears 2, 2', which are connected with each other in the manner described above, become a driven running gear 1.
For this purpose, for instance on each longitudinal side of the running gear, a drive motor 21, 21' together with reduction gearings 22, 22', as well as brake discs 23, 23' present on the driven side thereof and the corresponding brake actuations 24, 24' are suspended from the sprung body part.
The transmission of force is effected from there, on both sides, by means of telescopic universal shafts 25, 25' to the bevel gearings 26, 26' arranged on each side of the outer side of the wheel on the stub shafts of the individual wheels 8, 3'.
Figs. 4 to 6 show, as further preferred embodiment, a particularly light running gear 51 in accordance with the invention which consists of two oppositely steerable single-axle individual running gears 52, 52' which are substantially of the same construction and which are connected in a non-separable manner to each other by a flexurally rigid and torsionally soft connecting member 3 which establishes their center-to-center spacing and receives the drive and braking forces.
In the present embodiment, each individual running gear 52, 52' is provided at its outer corner points with two support arms 4, 4' lying below the 2~139 center of the axle to receive a common low~platform body part.
The supporting of the body part is effected, sprung in one step, on the outside of the wheel on a very large base on the support arms 4, 4' developed in T-shape on the ends of the connecting member 3. A
total of four spring means 5, 5' arranged on the transversely directed support arms 4, 4' permit vertical springing and horizontal transverse springing of the body part and are damped for instance per spring by a vertical damper 6, 6', not shown.
For the turning-out movement as a result of travel around curves, each individual running gear 52, 52' preferably has a known ball turning rim 7, 7' which rests with large area on an axle frame 59, 59' which is guided on both sides parallel to an axle 56, 56' and contains the inner mount 70, 70' of the wheel sets 58, 58' and thus prevents horizontal tilting of the axle frame 59, 59' in the individual runnin~ gear 52, 52'.
By the above-described arrangement of a ball turning rim 7, 7', and in particular by the special development of the connecting member 3 for the simultaneous supporting of the body, the turning-out movement is kept away from the spring means 5, 5' upon travel around curves.
In this way, the latter are merely acted on vertically and horizontally-transversely and remain in unchanged position with respect to their support height and vertical position upon travel along curves. In this way a lowering of the body part in the case of tight curves, as is known in the case of flexi-stress springs, is avoided.
2 0 ~ 9 In this way, the turning-out resistance of the individual running gears 2, 2' is reduced to a minimum and their easier placing in proper curve-radial position made possible.
The longitudinal entrainment and the placing of the individual running gear~ 52, S2' in their proper curve-radial position is effected in the same manner as already described with reference to Figs. 1 to 3. Por the opposite guiding of the individual running gears 52, 52', there is provided, diagonally offset from each other on each axle frame 59, 59', an articulation point 18, the two articulation points being connected by at least one connecting rod 77 passed obliquely below the connecting member 3.
By the motorization shown, the two individual running gears 52, 52', which are connected together in the manner described, are developed into a driven running gear 51.
For this purpose, a drive motor 21 and reduction gears 22 as well as a brake disc 23 present on the one driven side thereof and its corresponding brake actuation 24 are suspended on one longitudinal side of the running gear from the sprung body part.
The transmission of force takes place from there on both sides by means of telescopic universal - shafts 25 to the bevel gearings 26, 26' arranged on one side of the outside of the wheel on the wheel sets 58, 58'.
By the arrangement in accordance with the invention, in the two above-described embodiments the forces of reaction coming from drive and brake as well as any differences in wheel diameter are taken up by ~V3~
this system, without the possibility of placing in proper curve-radial position being, for instance, impaired thereby.
At the same time, the torsionally soft connection of the two individual running gears satîsfies all conditions for assurance against derailing with respect to non-uniform wheel pressures as well as changes in wheel load as a result of travel around curves in the case of winding tracks.
Fig. 7 shows a driven running gear 1 such as described above, but having a two-stage springing of the body part. In this case, the additional spring means 55, 55' serving for the pure vertical springing are arranged between the wheel bridges 9, 9' and, in each case, a ball turning rim 7, 7'.
Another possibility for a two-stage springing of the body part is shown in Fig. 8. In this case, the axle frames 59, 59' are supported, arranged on both sides alon~ the inner mounting 70, 70', on known spring means 78, 78'.
As an alternative, in the case of a two-stage springing on both sides of the wheel bridge 9, 9' or of the axle frame 59, 59' and for the lowest possible construction, ball turning rim segments known per se, arranged nested in height with respect to them, are provided, which receive the spring means 55, 55'.
Fig. 9, on the example of a driven running gear 51 which has been previously described, shows a variant 51' with a different opposite steering of the individual running gears 52, 52'. In this case, a swing lever 66 is mounted rotatably in a bearing 17 on the connecting member 3 at half the axle spacing and 203$31~9 connected at its articulation points 18 via connecting rods 79, 79' with the corresponding articulation points 18 of the two axle frames 59, 59' in the manner shown.
The embodiments of a driven running gear 1, 51, 51' shown in Figs. 1 to 9 can also contain the optional combination of the features shown (for instance drive, springing, steering) and all refer to a general inventive concept in accordance with the wording o~ one of the claims.
Claims (16)
1. A driven running gear for low-platform rail vehicles having at least two body parts articulated to each other, preferably in accordance with at least one of the claims, characterized by the fact that two individual running gears (2, 2', 52, 52') equipped with steering means (15, 15', 16, 77, 66, 79, 79') are connected, swingable about their horizontal axis, below the axial center of the wheels (8, 8', 58, 58') to each other by a connecting member (3) which is provided at its ends with transversely directed support arms (4, 4') for the supporting of a body part to which there are fastened at least one motor (21) and one brake (23, 24') which for instance drive and brake the running gear (1, 51, 51') via telescopic universal shafts (25, 25') and the bevel gearings (26, 26') which are arranged on the wheel outer side on both individual running gears (2, 2', 52, 52'),
2. A driven running gear, preferably according to at least one of the claims, characterized by the fact that a connecting member (3) is developed flexurally stiff in itself with respect to its longitudinal center planes (10) and torsionally soft with respect to its transversely directed support arms (4, 4').
3. A driven running gear, preferably according to at least one of the claims, characterized by the fact that the transversely directed support arms (4, 4') lie below the axial center of the wheels (8, 8', 58, 58') and surround the latter either in H-shape on both sides or in T-shape on one side and are provided on the outer side of the wheel on a large base with spring means (5, 5') for the supporting of a body part.
4. A driven running gear, preferably according to at least one of the claims, characterized by the fact that a connecting member (3) has at least one pivot bearing (17) in which a steering linkage (11, 12, 13) is mounted which transmits the angle of bend between two body parts articulated to each other to an individual running gear (2, 2', 52, 52') which, for this purpose, has for instance a draw-bar-like extension (14).
5. A driven running gear, preferably according to at least one of the claims, characterized by the fact that a connecting member (3) rests on a large surface, swingable via a ball turning rim (7, 7') in the horizontal plane on the wheel bridge (9, 9') or the axle frame (59, 59') of an individual running gear (2, 2', 52, 52') and in this way the support height and vertical position of the spring means (5, 5') remain unchanged upon the turning-out as a result of travel along a curve and the turning-out resistance is reduced to a minimum.
6. A driven running gear, preferably according to at least one of the claims, characterized by the fact that the spring means (5, 5') serve exclusively for the vertical body springing and permit horizontal transverse movements of the body part and a good positioning in proper curve-radial manner of the individual running gears (2, 2', 52, 52') with the steering means (15, 15', 16, 77, 79, 79') via a ball turning rim (7, 7') is made possible.
7. A driven running gear, preferably according to at least one of the claims, characterized by the fact that the spring means (5, 5') are dampened either per individual spring or, in case of parallel arrangement thereof, by a vertical damper (6, 6').
8. A driven running gear, preferably according to at least one of the claims, characterized by the fact that an individual running gear has either a downwardly cranked wheel bridge (9, 9') which connects the two inwardly mounted individual wheels (8, 8') to each other or an axle frame (59, 59') which is guided on both sides parallel to an axle (56, 56') and contains the inner mounting (70, 70') of a wheel set (58, 58').
9. A driven running gear, preferably according to at least one of the claims, characterized by the fact that the wheel bridges (9, 9') of both individual running gears (2, 2') and the axle frames (59, 59') of both individual running gears (52, 52') are connected to each other for the purpose of opposite control by steering means arranged on both sides (15, 15', 16), on one side (79, 79', 66) or diagonally (77).
10. A driven running gear, preferably according to at least one of the claims, characterized by the fact that two individual running gears (2, 2', 52, 52') which are connected to each other by a connecting member (3) have at least one drive motor (21, 21') which is suspended on the body part, sprung via spring means (5, 5'), on one longitudinal side of the running gear together with the reduction gearings (22, 22'), as well as a brake disc (23) with corresponding brake actuation (23) present on the driven side thereof.
11. A driven running gear, preferably according to at least one of the claims, characterized by the fact that the transmission of power from the drive is effected by means of telescopic universal shafts (25, 25') to the bevel gearings (26, 26') arranged on the outside of the wheel on the individual wheels (8, 8') or the wheel sets (58, 58').
12. A driven running gear, preferably according to at least one of the claims, characterized by the fact that the forces of reaction from drive (21, 22, 25) and brake (23, 24) as well as differences in the diameters of the wheels (8, 8', 58, 58') leave the steering means (15, 15', 16, 77, 66, 79, 79') for the placing in proper curve-radial position of the individual running gears (2, 21, 52, 521) uninfluenced.
13. A driven running gear, preferably according to at least one of the claims, characterized by the fact that two longitudinal guides (19) supported in articulation points (18) on an individual running gear (2, 2', 52, 52') are provided for the longitudinal entrainment between body part and running gear.
14. A driven running gear, preferably according to at least one of the claims, characterized by the fact that for the reduction of the unsprung masses, a two-stage springing of the body part with spring means (55, 55') arranged between the wheel bridge (9, 9') and the ball turning rim (7, 7') or spring means (78, 78') located alongside of the inner mounting (70, 70') of the axle frame (59, 59') are provided.
15. A driven running gear, preferably according to at least one of the claim, characterized by the fact that for a two-stage springing of the body part, ball turning rim segments arranged on both sides of the wheel bridge (9, 9') or of the axle frame (59, 59') and nested with respect to same in height are provided which receive the spring means (55, 55').
16. A driven running gear for low-platform rail vehicles having at least two body parts articulated to each other, preferably according to at least one of the claims, characterized by the fact that two individual running gears (2, 2', 52, 52') equipped with steering means (15, 15', 16, 77, 66, 79, 79') are connected to each other by a connecting member (3) which at its ends has transversely directed support arms (4, 4') for supporting a body part, at least one motor (21) and a brake (23, 24') being preferably provided which drive and brake the running gear (1, 51, 51') for instance via telescopic universal shafts (25, 25') and the bevel gearings (26, 26') arranged on the wheel outer side on both individual running gears (2, 2', 52, 52').
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CH3`042/89-0 | 1989-08-21 | ||
| CH304289 | 1989-08-21 |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CA2039139A1 true CA2039139A1 (en) | 1991-02-22 |
Family
ID=4247319
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA002039139A Abandoned CA2039139A1 (en) | 1989-08-21 | 1990-08-17 | Driven running gear with steerable individual running gears |
Country Status (22)
| Country | Link |
|---|---|
| EP (1) | EP0439574B1 (en) |
| JP (1) | JPH04501244A (en) |
| AT (1) | ATE95126T1 (en) |
| AU (1) | AU635557B2 (en) |
| BG (1) | BG60049B2 (en) |
| CA (1) | CA2039139A1 (en) |
| CS (1) | CS405890A2 (en) |
| DD (1) | DD297121A5 (en) |
| DE (1) | DE59002942D1 (en) |
| DK (1) | DK0439574T3 (en) |
| ES (1) | ES2045940T3 (en) |
| FI (1) | FI911895A0 (en) |
| GR (1) | GR1000948B (en) |
| HU (1) | HUT57135A (en) |
| NO (1) | NO177049C (en) |
| PL (1) | PL164166B1 (en) |
| PT (1) | PT95048B (en) |
| RO (1) | RO114108B1 (en) |
| SU (1) | SU1838167A3 (en) |
| WO (1) | WO1991002673A1 (en) |
| YU (1) | YU47663B (en) |
| ZA (1) | ZA906569B (en) |
Families Citing this family (11)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| IT219394Z2 (en) * | 1990-03-13 | 1993-02-26 | INDEPENDENT WHEEL MOTORIZED TROLLEY FOR LOWERED VEHICLES | |
| DE4414293C1 (en) * | 1994-04-23 | 1995-09-14 | Duewag Ag | Running gear for rail vehicles |
| DE4419362A1 (en) * | 1994-06-03 | 1995-12-07 | Bergische Stahlindustrie | Articulated carriage with low corridor, for inner city rail networks |
| DE4422109C2 (en) * | 1994-06-24 | 1996-05-09 | Sig Schweiz Industrieges | Couplable undercarriage arrangement for supporting and transverse inclination of a car body |
| DE4429889A1 (en) | 1994-08-24 | 1996-02-29 | Bergische Stahlindustrie | Powered undercarriage for rail vehicles |
| AT406569B (en) * | 1995-03-23 | 2000-06-26 | Elin Ebg Traction Gmbh | CHASSIS FOR A RAIL VEHICLE, IN PARTICULAR LOW-FLOOR TRAM |
| DE29508462U1 (en) * | 1995-05-24 | 1996-09-26 | Duewag Ag, 47829 Krefeld | Running gear for rail vehicles, especially low-floor light rail vehicles, and vehicle drive module equipped with them |
| DE19918071C1 (en) * | 1999-04-21 | 2000-07-06 | Siemens Ag | Method of track guidance of steerable single free wheels for railway vehicles |
| DE102013001973B3 (en) * | 2013-02-05 | 2014-01-16 | Josef Staltmeir | Track guide for high-speed train, has traction motors controlled to optimize operation behavior of driving module and head bogie on railway and backwardly guide head bogie into central position, and sensors arranged in flange of wheel |
| DE102014014493A1 (en) * | 2014-09-25 | 2016-03-31 | Süddeutsche Gelenkscheibenfabrik GmbH & Co. KG | Thread-reinforced hinge device and coupling device for a vehicle drive |
| DE102014014490B4 (en) | 2014-09-25 | 2024-02-22 | Süddeutsche Gelenkscheibenfabrik GmbH & Co. KG | Coupling device |
Family Cites Families (8)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US2921539A (en) * | 1953-06-18 | 1960-01-19 | American Car & Foundry Co | Articulated railway car |
| DE1096399B (en) * | 1957-05-24 | 1961-01-05 | Uerdingen Ag Waggonfabrik | Separable, two-axle bogie for rail vehicles |
| US3066617A (en) * | 1960-03-24 | 1962-12-04 | Sidney H Bingham | Light weight rapid transit truck |
| BE639836A (en) * | 1962-11-13 | |||
| DE2258645A1 (en) * | 1972-11-30 | 1974-06-20 | Orenstein & Koppel Ag | ELECTRIC MOTORS FOR THE SIMULTANEOUS DRIVE OF TWO AXES MOUNTED IN A RAILWAY TURNTABLE |
| EP0144821B1 (en) * | 1983-11-28 | 1989-07-05 | Duewag Aktiengesellschaft | Double drive for rail vehicles |
| IT1174114B (en) * | 1984-05-30 | 1987-07-01 | Umberto Vigliani | ARTICULATION WITH NON-CONVENTIONAL TROLLEY WITH INDEPENDENT WHEELS FOR VEHICLES ON LOW-FLOOR RAIL |
| CH679767A5 (en) * | 1986-03-25 | 1992-04-15 | Sig Schweiz Industrieges |
-
1990
- 1990-08-09 GR GR900100602A patent/GR1000948B/en unknown
- 1990-08-15 DD DD90343470A patent/DD297121A5/en not_active IP Right Cessation
- 1990-08-17 DK DK90911997.6T patent/DK0439574T3/en not_active Application Discontinuation
- 1990-08-17 DE DE90911997T patent/DE59002942D1/en not_active Expired - Fee Related
- 1990-08-17 WO PCT/CH1990/000195 patent/WO1991002673A1/en active IP Right Grant
- 1990-08-17 RO RO147383A patent/RO114108B1/en unknown
- 1990-08-17 AT AT90911997T patent/ATE95126T1/en not_active IP Right Cessation
- 1990-08-17 EP EP90911997A patent/EP0439574B1/en not_active Expired - Lifetime
- 1990-08-17 JP JP2511169A patent/JPH04501244A/en active Pending
- 1990-08-17 CA CA002039139A patent/CA2039139A1/en not_active Abandoned
- 1990-08-17 HU HU906758A patent/HUT57135A/en unknown
- 1990-08-17 ES ES90911997T patent/ES2045940T3/en not_active Expired - Lifetime
- 1990-08-17 AU AU61575/90A patent/AU635557B2/en not_active Ceased
- 1990-08-20 CS CS904058A patent/CS405890A2/en unknown
- 1990-08-20 ZA ZA906569A patent/ZA906569B/en unknown
- 1990-08-20 PL PL90286557A patent/PL164166B1/en unknown
- 1990-08-21 PT PT95048A patent/PT95048B/en not_active IP Right Cessation
- 1990-08-21 YU YU160090A patent/YU47663B/en unknown
-
1991
- 1991-04-19 SU SU914895172A patent/SU1838167A3/en active
- 1991-04-19 FI FI911895A patent/FI911895A0/en not_active Application Discontinuation
- 1991-04-19 NO NO911559A patent/NO177049C/en unknown
- 1991-04-22 BG BG094295A patent/BG60049B2/en unknown
Also Published As
| Publication number | Publication date |
|---|---|
| AU635557B2 (en) | 1993-03-25 |
| AU6157590A (en) | 1991-04-03 |
| NO177049B (en) | 1995-04-03 |
| WO1991002673A1 (en) | 1991-03-07 |
| ES2045940T3 (en) | 1994-01-16 |
| SU1838167A3 (en) | 1993-08-30 |
| BG60049B2 (en) | 1993-08-30 |
| DD297121A5 (en) | 1992-01-02 |
| GR1000948B (en) | 1993-03-16 |
| JPH04501244A (en) | 1992-03-05 |
| EP0439574B1 (en) | 1993-09-29 |
| GR900100602A (en) | 1991-12-30 |
| NO911559D0 (en) | 1991-04-19 |
| ZA906569B (en) | 1991-05-29 |
| DE59002942D1 (en) | 1993-11-04 |
| ATE95126T1 (en) | 1993-10-15 |
| RO114108B1 (en) | 1999-01-29 |
| YU160090A (en) | 1994-05-10 |
| DK0439574T3 (en) | 1994-02-21 |
| HU906758D0 (en) | 1991-07-29 |
| FI911895A0 (en) | 1991-04-19 |
| PT95048A (en) | 1992-03-31 |
| CS405890A2 (en) | 1991-12-17 |
| YU47663B (en) | 1995-12-04 |
| NO911559L (en) | 1991-04-19 |
| PL164166B1 (en) | 1994-06-30 |
| PT95048B (en) | 1998-04-30 |
| EP0439574A1 (en) | 1991-08-07 |
| NO177049C (en) | 1995-07-12 |
| PL286557A1 (en) | 1991-03-25 |
| HUT57135A (en) | 1991-11-28 |
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| PL301365A1 (en) | Double-axle wagon bogie | |
| JPH078647B2 (en) | Orbital vehicle |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| FZDE | Discontinued |