CA2048889A1 - Pendulum vehicle - Google Patents
Pendulum vehicleInfo
- Publication number
- CA2048889A1 CA2048889A1 CA 2048889 CA2048889A CA2048889A1 CA 2048889 A1 CA2048889 A1 CA 2048889A1 CA 2048889 CA2048889 CA 2048889 CA 2048889 A CA2048889 A CA 2048889A CA 2048889 A1 CA2048889 A1 CA 2048889A1
- Authority
- CA
- Canada
- Prior art keywords
- vehicle
- vehicle body
- point
- uncouple
- pendulum
- 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
- B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
- B61F5/00—Constructional details of bogies; Connections between bogies and vehicle underframes; Arrangements or devices for adjusting or allowing self-adjustment of wheel axles or bogies when rounding curves
- B61F5/02—Arrangements permitting limited transverse relative movements between vehicle underframe or bolster and bogie; Connections between underframes and bogies
- B61F5/22—Guiding of the vehicle underframes with respect to the bogies
Abstract
ABSTRACT
A pendulum vehicle comprising: a vehicle body; a plurality of trucks each having a truck frame provided below the vehicle body; and a pair of transversely ar-ranged resilient members provided on the truck frame for supporting the vehicle body; wherein axes of the resil-ient members tilt so as to approach each other, and an uncouple point of the vehicle is positioned higher than center of gravity of the vehicle body. The uncouple point is defined as a point where the vehicle body does not tilt but moves only horizontally in case that trans-verse load is applied to the point on the vehicle. By virtue of the simple structure of the pendulum vehicle according to the present invention, maintenance work are simplified. Further, stationary transverse acceleration felt by passengers when passing through curves can be reduced to achieve comfortable drive.
A pendulum vehicle comprising: a vehicle body; a plurality of trucks each having a truck frame provided below the vehicle body; and a pair of transversely ar-ranged resilient members provided on the truck frame for supporting the vehicle body; wherein axes of the resil-ient members tilt so as to approach each other, and an uncouple point of the vehicle is positioned higher than center of gravity of the vehicle body. The uncouple point is defined as a point where the vehicle body does not tilt but moves only horizontally in case that trans-verse load is applied to the point on the vehicle. By virtue of the simple structure of the pendulum vehicle according to the present invention, maintenance work are simplified. Further, stationary transverse acceleration felt by passengers when passing through curves can be reduced to achieve comfortable drive.
Description
204~9 ~ACKGROUND OF THR INVENTION
1~ Field of the Inventiorl This invention relates to a pendulum vehicle, and in partiular to structures for a railway vehicle having pendulum function.
1~ Field of the Inventiorl This invention relates to a pendulum vehicle, and in partiular to structures for a railway vehicle having pendulum function.
2. Description of the Prior Art An example of a typical prior art is disclosed in Japanese Patent Laid-Open Showa 59-143760. In the prior art, on a truck frame is provided a rotating beam which can rotate about the axis of a center pin. On the rotat-ing beam is mounted a swing bolster by means of rollers arranged at both ends of the beam. Further, on the swing beam is supported a vehicle body by air springs.
In the prior art described above, the pendulum vehicle is provided with the rollers and the swing bol-ster, which makes the structure of the vehicle compara-tively complicated, resulting in worrisome maintenance work. Further, the structure with dusttight and dipproof functions is required for the rollers, which also brings about worrisome maintenance work.
SUMMARY OF THE INVENTION
It is therefore the object of the present invention to provide a pendulum vehicle in which the structure and the maintenance work are simplified, and comfortable drive is guaranteed.
A pendulum vehicle according to the present inven-tion comprises: a vehicle body; a plurality of trucks each having a truck frame provided below the vehicle ~048~8 :3 body; and a pair of transversely arranged resilient mem-bers provided o~ the truck frame for supporting the vehicle body; wherein axes of the resilient n~embers tilt so as to approach each other as height rises, and uncou-ple point, which is defined as a point where the vehicle body does not tilt but moves only horizontally in case that transverse load is applied to the point on the vehicle, is arranged at the position higher than the center of gravity of the vehicle.
When transverse load is applied to the point higher than the uncouple point, the portion on the vehicle which is higher than the uncouple point will tilt with displacement larger than the displacement at the uncouple point. On the other hand, when the transverse load is applied to the point lower than the uncouple point, the portion on the vehicle which is lower than the uncouple point will tilt with displacement larger than the displacement at the uncouple point.
In the present invention, on the truck frame sup-porting wheel axles is supported a vehicle body by means of resilient members such as air springs. The axles of the resilient members tilt so as to approach each other as height rises. Therefore, the point where the axles of the resilient members and the axle of the vehicle cross each other is positioned over the truck frame and the uncouple point is also formed over the truck frame.
In the present invention, since the uncouple point is designed so as to be positioned higher than the center ~04~
of gravity of the vehicl.e body when transverse load because of centrifugal t`orce is appl.ied to the center of gravity of the vehicle body when passing -through curves, the portion of the vehicle body which is lower than the uncouple point moves with displacement larger than the displacement at the uncouple point, causing the vehicle body to tilt inwardly, which permits pendulum function of the vehicle.
BRIEF DESCRIPTION OF THE DRAWINGS
The present invention will be more apparent from the ensuring description with reference to the accompanying drawing wherein:
Figure 1 is a plan view showing one embodiment of the present invention;
Figure 2 is a side view showing the emhodiment of Fig. 1;
Figure 3 is a front view of the truck 2;
Figure 4 shows ~he cross section taken along the line IV-IV of Fig. 2;
Figure 5 shows the cross section adjacent to the wheel lOa;
Figure 6 is a diagrammatic illustration showing the configuration of the air springs 9;
Figures 7A and 7B are drawings to explain spring constants of the air springs 9;
Figure 8 is a drawing briefly illustrating the structure of the air springs 9; and Figure 9 is a drawing briefly showing the structure 20~8 ,~'9 of the resilien~ member 9a accoIding to another embod-i-ment of the present invention.
DETAII.ED DESCRIPTION OF PRE~ERR~t~ EMBODIMENTS
A prererred embodiment o~ a perldu1ulll vehicle accord-ing to the present invention will now be described with reference to drawings.
Figure 1 is a plan view of the pendulum vehicle according to one embodiment of -the present invention and Fig.2 is a side view of the vehicle. In a railway vehi-cle in accordance with the present invention, a vehicle body 1 is supported by a pair of two-axle trucks 2 ar-ranged at both ends of the vehicle. Between a pair of rails 3 along a service route on the ground is provided reaction plates constituting a linear motor. On the truck 2 is mounted coils 5 opposing to the reaction plates to get propulsion. Over the rails 3 is arranged a substantially H-shaped truck frame 6. Adjacent to a lateral mid-portion of side beams 7 of the truck frame 6 is installed air springs 9 as a pair of transversely arranged resilient members through supporting members 8, which support the vehicle body 1.
Figure 3 is a front view of the truck 2 and Fig. 4 shows a cross-section taken along the line IV-IV of Fig.
2. Figure 5 shows a cross-section of the portion adja-cent to wheels lOa. The wheels 10a are fixed to axles 11, which are supported on bearings 12 in cylindrical bearing hoxes 13a adjacent to the wheels 10a. At the axial mid-portion of the bearing body 13a is formed a 204~
shaft 1~a projecting upward. The sha~t 1~a is rotatably mounted in a supporting hole 16 which is formed on a mountin~ member 15. To the mounting member 16 i~ fixed the reaction plate 5. The side beam 7 of the truck frame 6 is supported by abrasion plate or resilient member 17a such as springs which is positioned between the beam and the bearing box 13a in the vicinity of the bearing 12.
Another wheel 10b has the same structure as the wheel 10a and the portions of the wheel lOb corresponding to those of the wheel 10a are described by the same reference number with a subscript b. Propulsion, which is applied to the coil 5 on the vehicle, is transmitted to the truck frame 6 via a propulsion transmitting means 18, and is further transmitted to the vehicle body 1 via a propul-sion transmitting link device 50. The propulsion trans-mitting link device 50 comprises links 19a and l9b, a tracking beam 20, and a center pin 21. When the vehicle body does not move laterally, vertical axis of the center pin 21 substantially corresponds to the center of the truck. At both ends of the link l9a are arranged spheri-cal bearings or resilient members. One end of the link l9a is rotatably connected to a front side-beam 6a and the other end is to the right side of the tracking beam 20 of the truck frame 6 by means of spherical bearings or resilient members. One end of the link l9b is also rotatably connected to a rear side-beam 6b and the other end is to the left side of the tracking beam 20 of the truck frame in the same manner as the link l9a. Both 2ol~g~
].inks l9a ~nd 19b are arran8ed so as to be parallel to each other. The center pin 21, which is posi.tioned at the middle of the links t9a and l9b arranged at both ends the tracking beam 20, rotatably connects the vehi.cle body 1 to the tracking beam 20 about the vertical axis 23 of the center pin 21.
By virtue of the propulsion transmitting link device 50 of the structure described above, propulsion, braking force or the like is transmitted in the longitudinal direction between the vehicle body 1 and truck frame 6 while permitting relative transverse disposition and rotation between them.
Figure 6 is a diagrammatic illustration showing the arrangement of the air springs 9 and others. The axes 26 of the pair of air springs 9 tilt in the same vertical plane so that the axes approach to each other to cross at intersection 27 as height rises under the condition that the vehicle passes through horizontally liner truck.
This intersection 27 is the geometrical center of the air spring in the direction of the axis of the air spring.
The center of gravity of the vehicle body is located in the vicinity of the perpendicular bisector 29 of the line 28 passing through the centers of the pair of air springs 9. The uncouple point 30, which corresponds to the center of oscillation of this pendulum vehicle, is on the perpendicular bisector 29. Even when load P as a trans-verse load is applied to the uncouple poi.nt 30, the vehicle body 1 moves only horizontally and does not tilt.
2 ~ '3 This transverxe Load comprises centrifugal force and the like, which acts ~n a vehicle when passi.ng through curves. Tn the present invention, the uncouple point is designed so as to be higher than the center of gravity of the vehicle body 1.
Referring to Figs. 7A and 7B, where spring constant of the air spring 9 in the direction of the axis 26 is defined as Kr and that of the spring 9 in the direction perpendicular to the axis 26 is defined as Kl, and fur-ther, spring constant of the air spring 9 in the direc-tion parallel to the perpendicular bisector 29 is deter-mined as Kx and that of the spring in the direction parallel to the line 28 is Ky, the following formula holds. In the formula, the distance between the line 28 and the intersection 27 is H1; the distance between the centers of the pair of air springs is 2B; and the angle between the axis 26 and the perpendicular bisector 29 is ~.
H 1 = B / t a n a (1 ) K x = K r c o s2a + K 1 s i n2a . . . (2 ) K y = K r s i n2a + K 1 c o s2a (3 ) Therefore, the height C of the uncouple point 30, that is, the distance between the point 30 and the line 28 is determined by formula 4.
~ c o t a C = - K r B ~ ~ (4 ) 1 + c o t a K r The spring constant Kx described above is determined so as to have around 1 Hz of characteristic frequency of the vehicle body, as an example. The transverse sprin~
constant Kl of the air spring 9 is selected so as to be comparatively small. Further, the axial spring constant Kr is determined in such a manner that the spring con-stant Kx as described above is to be obtained.
As shown in Fig. 8, the air spring 9 described above is realized with the structure in which a pair of sub-stantially flat suppor-ting plates 32 and 33 are provided on upper and lower surfaces of air-filled bag 31 with resiliency by rubber or the like, and auxiliary air chamber 36. The structure permits the air spring 9 to have the axial spring constant Kr and the transverse spring constant Kl thereof with the following relation with ease.
Kr > Kl . . ~(5) The transverse load because of the centrifugal force described above acts on the center of gravity of the vehicle body 1. Since the uncouple point is posi-tioned higher than the center of gravity of the vehicle body 1, when transverse load acts on the vehicle when passing through curves, the vehicle body tilts inwardly with respect to the uncouple point 30, which can reduce transverse acceleration felt by passengers by the pendu]um function.
As another embodiment ot` the present inventiorl, springs 9a may be used in place of the air sprirlgs 9a.
The springs 9a are formed by accumulating a plurality of resilient pieces 34 made of thin rubber or the like and interposing stiff flat plates 35 such as steel plates each between the resilient pieces.
Other structure may be applied to attain the object instead of the air springs 9 and the resilient members shown in Fig. 9.
In the present invention as described above, since a pair of transversely arranged resilient members, of which axes tilt so as to approach each other as height rises, support a vehicle body on a truck frame and uncouple point formed by the above structure is designed in such a manner as to be higher than the center of gravity of the vehicle body, pendulum function of the vehicle body is obtained without rollers and a swing bolster disclosed in the prior art. Therefore, the s-tructure and maintenance work are simplified. Further, stationary transverse acceleration felt by passengers when passing through curves can be reduced to achieve comfortable drive, which improves the vehicle speed on a curved track.
In the prior art described above, the pendulum vehicle is provided with the rollers and the swing bol-ster, which makes the structure of the vehicle compara-tively complicated, resulting in worrisome maintenance work. Further, the structure with dusttight and dipproof functions is required for the rollers, which also brings about worrisome maintenance work.
SUMMARY OF THE INVENTION
It is therefore the object of the present invention to provide a pendulum vehicle in which the structure and the maintenance work are simplified, and comfortable drive is guaranteed.
A pendulum vehicle according to the present inven-tion comprises: a vehicle body; a plurality of trucks each having a truck frame provided below the vehicle ~048~8 :3 body; and a pair of transversely arranged resilient mem-bers provided o~ the truck frame for supporting the vehicle body; wherein axes of the resilient n~embers tilt so as to approach each other as height rises, and uncou-ple point, which is defined as a point where the vehicle body does not tilt but moves only horizontally in case that transverse load is applied to the point on the vehicle, is arranged at the position higher than the center of gravity of the vehicle.
When transverse load is applied to the point higher than the uncouple point, the portion on the vehicle which is higher than the uncouple point will tilt with displacement larger than the displacement at the uncouple point. On the other hand, when the transverse load is applied to the point lower than the uncouple point, the portion on the vehicle which is lower than the uncouple point will tilt with displacement larger than the displacement at the uncouple point.
In the present invention, on the truck frame sup-porting wheel axles is supported a vehicle body by means of resilient members such as air springs. The axles of the resilient members tilt so as to approach each other as height rises. Therefore, the point where the axles of the resilient members and the axle of the vehicle cross each other is positioned over the truck frame and the uncouple point is also formed over the truck frame.
In the present invention, since the uncouple point is designed so as to be positioned higher than the center ~04~
of gravity of the vehicl.e body when transverse load because of centrifugal t`orce is appl.ied to the center of gravity of the vehicle body when passing -through curves, the portion of the vehicle body which is lower than the uncouple point moves with displacement larger than the displacement at the uncouple point, causing the vehicle body to tilt inwardly, which permits pendulum function of the vehicle.
BRIEF DESCRIPTION OF THE DRAWINGS
The present invention will be more apparent from the ensuring description with reference to the accompanying drawing wherein:
Figure 1 is a plan view showing one embodiment of the present invention;
Figure 2 is a side view showing the emhodiment of Fig. 1;
Figure 3 is a front view of the truck 2;
Figure 4 shows ~he cross section taken along the line IV-IV of Fig. 2;
Figure 5 shows the cross section adjacent to the wheel lOa;
Figure 6 is a diagrammatic illustration showing the configuration of the air springs 9;
Figures 7A and 7B are drawings to explain spring constants of the air springs 9;
Figure 8 is a drawing briefly illustrating the structure of the air springs 9; and Figure 9 is a drawing briefly showing the structure 20~8 ,~'9 of the resilien~ member 9a accoIding to another embod-i-ment of the present invention.
DETAII.ED DESCRIPTION OF PRE~ERR~t~ EMBODIMENTS
A prererred embodiment o~ a perldu1ulll vehicle accord-ing to the present invention will now be described with reference to drawings.
Figure 1 is a plan view of the pendulum vehicle according to one embodiment of -the present invention and Fig.2 is a side view of the vehicle. In a railway vehi-cle in accordance with the present invention, a vehicle body 1 is supported by a pair of two-axle trucks 2 ar-ranged at both ends of the vehicle. Between a pair of rails 3 along a service route on the ground is provided reaction plates constituting a linear motor. On the truck 2 is mounted coils 5 opposing to the reaction plates to get propulsion. Over the rails 3 is arranged a substantially H-shaped truck frame 6. Adjacent to a lateral mid-portion of side beams 7 of the truck frame 6 is installed air springs 9 as a pair of transversely arranged resilient members through supporting members 8, which support the vehicle body 1.
Figure 3 is a front view of the truck 2 and Fig. 4 shows a cross-section taken along the line IV-IV of Fig.
2. Figure 5 shows a cross-section of the portion adja-cent to wheels lOa. The wheels 10a are fixed to axles 11, which are supported on bearings 12 in cylindrical bearing hoxes 13a adjacent to the wheels 10a. At the axial mid-portion of the bearing body 13a is formed a 204~
shaft 1~a projecting upward. The sha~t 1~a is rotatably mounted in a supporting hole 16 which is formed on a mountin~ member 15. To the mounting member 16 i~ fixed the reaction plate 5. The side beam 7 of the truck frame 6 is supported by abrasion plate or resilient member 17a such as springs which is positioned between the beam and the bearing box 13a in the vicinity of the bearing 12.
Another wheel 10b has the same structure as the wheel 10a and the portions of the wheel lOb corresponding to those of the wheel 10a are described by the same reference number with a subscript b. Propulsion, which is applied to the coil 5 on the vehicle, is transmitted to the truck frame 6 via a propulsion transmitting means 18, and is further transmitted to the vehicle body 1 via a propul-sion transmitting link device 50. The propulsion trans-mitting link device 50 comprises links 19a and l9b, a tracking beam 20, and a center pin 21. When the vehicle body does not move laterally, vertical axis of the center pin 21 substantially corresponds to the center of the truck. At both ends of the link l9a are arranged spheri-cal bearings or resilient members. One end of the link l9a is rotatably connected to a front side-beam 6a and the other end is to the right side of the tracking beam 20 of the truck frame 6 by means of spherical bearings or resilient members. One end of the link l9b is also rotatably connected to a rear side-beam 6b and the other end is to the left side of the tracking beam 20 of the truck frame in the same manner as the link l9a. Both 2ol~g~
].inks l9a ~nd 19b are arran8ed so as to be parallel to each other. The center pin 21, which is posi.tioned at the middle of the links t9a and l9b arranged at both ends the tracking beam 20, rotatably connects the vehi.cle body 1 to the tracking beam 20 about the vertical axis 23 of the center pin 21.
By virtue of the propulsion transmitting link device 50 of the structure described above, propulsion, braking force or the like is transmitted in the longitudinal direction between the vehicle body 1 and truck frame 6 while permitting relative transverse disposition and rotation between them.
Figure 6 is a diagrammatic illustration showing the arrangement of the air springs 9 and others. The axes 26 of the pair of air springs 9 tilt in the same vertical plane so that the axes approach to each other to cross at intersection 27 as height rises under the condition that the vehicle passes through horizontally liner truck.
This intersection 27 is the geometrical center of the air spring in the direction of the axis of the air spring.
The center of gravity of the vehicle body is located in the vicinity of the perpendicular bisector 29 of the line 28 passing through the centers of the pair of air springs 9. The uncouple point 30, which corresponds to the center of oscillation of this pendulum vehicle, is on the perpendicular bisector 29. Even when load P as a trans-verse load is applied to the uncouple poi.nt 30, the vehicle body 1 moves only horizontally and does not tilt.
2 ~ '3 This transverxe Load comprises centrifugal force and the like, which acts ~n a vehicle when passi.ng through curves. Tn the present invention, the uncouple point is designed so as to be higher than the center of gravity of the vehicle body 1.
Referring to Figs. 7A and 7B, where spring constant of the air spring 9 in the direction of the axis 26 is defined as Kr and that of the spring 9 in the direction perpendicular to the axis 26 is defined as Kl, and fur-ther, spring constant of the air spring 9 in the direc-tion parallel to the perpendicular bisector 29 is deter-mined as Kx and that of the spring in the direction parallel to the line 28 is Ky, the following formula holds. In the formula, the distance between the line 28 and the intersection 27 is H1; the distance between the centers of the pair of air springs is 2B; and the angle between the axis 26 and the perpendicular bisector 29 is ~.
H 1 = B / t a n a (1 ) K x = K r c o s2a + K 1 s i n2a . . . (2 ) K y = K r s i n2a + K 1 c o s2a (3 ) Therefore, the height C of the uncouple point 30, that is, the distance between the point 30 and the line 28 is determined by formula 4.
~ c o t a C = - K r B ~ ~ (4 ) 1 + c o t a K r The spring constant Kx described above is determined so as to have around 1 Hz of characteristic frequency of the vehicle body, as an example. The transverse sprin~
constant Kl of the air spring 9 is selected so as to be comparatively small. Further, the axial spring constant Kr is determined in such a manner that the spring con-stant Kx as described above is to be obtained.
As shown in Fig. 8, the air spring 9 described above is realized with the structure in which a pair of sub-stantially flat suppor-ting plates 32 and 33 are provided on upper and lower surfaces of air-filled bag 31 with resiliency by rubber or the like, and auxiliary air chamber 36. The structure permits the air spring 9 to have the axial spring constant Kr and the transverse spring constant Kl thereof with the following relation with ease.
Kr > Kl . . ~(5) The transverse load because of the centrifugal force described above acts on the center of gravity of the vehicle body 1. Since the uncouple point is posi-tioned higher than the center of gravity of the vehicle body 1, when transverse load acts on the vehicle when passing through curves, the vehicle body tilts inwardly with respect to the uncouple point 30, which can reduce transverse acceleration felt by passengers by the pendu]um function.
As another embodiment ot` the present inventiorl, springs 9a may be used in place of the air sprirlgs 9a.
The springs 9a are formed by accumulating a plurality of resilient pieces 34 made of thin rubber or the like and interposing stiff flat plates 35 such as steel plates each between the resilient pieces.
Other structure may be applied to attain the object instead of the air springs 9 and the resilient members shown in Fig. 9.
In the present invention as described above, since a pair of transversely arranged resilient members, of which axes tilt so as to approach each other as height rises, support a vehicle body on a truck frame and uncouple point formed by the above structure is designed in such a manner as to be higher than the center of gravity of the vehicle body, pendulum function of the vehicle body is obtained without rollers and a swing bolster disclosed in the prior art. Therefore, the s-tructure and maintenance work are simplified. Further, stationary transverse acceleration felt by passengers when passing through curves can be reduced to achieve comfortable drive, which improves the vehicle speed on a curved track.
Claims (3)
1. A pendulum vehicle comprising:
a vehicle body;
a plurality of trucks each having a truck frame provided below said vehicle body; and a pair of transversely arranged resilient members provided on said truck frame for supporting said vehicle body; wherein axes of the resilient members tilt so as to approach each other as height rises, and an uncouple point of the vehicle is positioned higher than center of gravity of the vehicle body.
a vehicle body;
a plurality of trucks each having a truck frame provided below said vehicle body; and a pair of transversely arranged resilient members provided on said truck frame for supporting said vehicle body; wherein axes of the resilient members tilt so as to approach each other as height rises, and an uncouple point of the vehicle is positioned higher than center of gravity of the vehicle body.
2. A pendulum vehicle as claimed in claim 1, wherein said pair of resilient members include air springs.
3. A pendulum vehicle as claimed in claim 1, wherein said pair of resilient members include springs formed by accumulating a plurality of resilient pieces made of thin rubber and interposing stiff flat plates made of steel plates each between the resilient pieces.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2-214652 | 1990-08-13 | ||
| JP2214652A JP2870603B2 (en) | 1990-08-13 | 1990-08-13 | Railway pendulum vehicle |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CA2048889A1 true CA2048889A1 (en) | 1992-02-14 |
Family
ID=16659314
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA 2048889 Abandoned CA2048889A1 (en) | 1990-08-13 | 1991-08-09 | Pendulum vehicle |
Country Status (4)
| Country | Link |
|---|---|
| EP (1) | EP0471304B1 (en) |
| JP (1) | JP2870603B2 (en) |
| CA (1) | CA2048889A1 (en) |
| DE (1) | DE69101290T2 (en) |
Families Citing this family (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| AT406570B (en) * | 1998-01-16 | 2000-06-26 | Siemens Ag Oesterreich | BOG FOR A TILTABLE RAIL VEHICLE |
| CN107697091B (en) * | 2017-09-27 | 2019-12-27 | 中车长春轨道客车股份有限公司 | Compact bogie with built-in axle box for metro vehicle |
| CN109484424A (en) * | 2018-11-19 | 2019-03-19 | 中车长春轨道客车股份有限公司 | A kind of independent wheel bogie of linear motor driving |
Family Cites Families (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US2225242A (en) * | 1938-03-07 | 1940-12-17 | Pacific Railway Equipment Comp | Suspension system for vehicles |
| US2910014A (en) * | 1956-03-16 | 1959-10-27 | Pullman Standard Car Mfg Co | Suspension system saddle support |
| GB962822A (en) * | 1960-12-22 | 1964-07-01 | Ernst Florian Kreissig | Improvements in or relating to a vehicle and suspension system thereof |
| JPS4827510U (en) * | 1971-08-11 | 1973-04-03 | ||
| ES424615A1 (en) * | 1974-03-25 | 1976-06-01 | Talgo Patentes | Train having a pendular suspension system |
| US4368672A (en) * | 1980-12-29 | 1983-01-18 | The Budd Company | Secondary suspension system for a railway car |
-
1990
- 1990-08-13 JP JP2214652A patent/JP2870603B2/en not_active Expired - Fee Related
-
1991
- 1991-08-09 DE DE1991601290 patent/DE69101290T2/en not_active Expired - Fee Related
- 1991-08-09 CA CA 2048889 patent/CA2048889A1/en not_active Abandoned
- 1991-08-09 EP EP19910113381 patent/EP0471304B1/en not_active Expired - Lifetime
Also Published As
| Publication number | Publication date |
|---|---|
| JP2870603B2 (en) | 1999-03-17 |
| EP0471304A1 (en) | 1992-02-19 |
| JPH0495564A (en) | 1992-03-27 |
| DE69101290T2 (en) | 1994-06-09 |
| EP0471304B1 (en) | 1994-03-02 |
| DE69101290D1 (en) | 1994-04-07 |
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| EEER | Examination request | ||
| FZDE | Dead |