CA2106252A1 - Traction vehicle, in particular railway traction vehicle - Google Patents
Traction vehicle, in particular railway traction vehicleInfo
- Publication number
- CA2106252A1 CA2106252A1 CA002106252A CA2106252A CA2106252A1 CA 2106252 A1 CA2106252 A1 CA 2106252A1 CA 002106252 A CA002106252 A CA 002106252A CA 2106252 A CA2106252 A CA 2106252A CA 2106252 A1 CA2106252 A1 CA 2106252A1
- Authority
- CA
- Canada
- Prior art keywords
- chassis
- vehicle
- bogey
- unit
- motor
- 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
- B61C—LOCOMOTIVES; MOTOR RAILCARS
- B61C9/00—Locomotives or motor railcars characterised by the type of transmission system used; Transmission systems specially adapted for locomotives or motor railcars
- B61C9/38—Transmission systems in or for locomotives or motor railcars with electric motor propulsion
- B61C9/48—Transmission systems in or for locomotives or motor railcars with electric motor propulsion with motors supported on vehicle frames and driving axles, e.g. axle or nose suspension
- B61C9/50—Transmission systems in or for locomotives or motor railcars with electric motor propulsion with motors supported on vehicle frames and driving axles, e.g. axle or nose suspension in bogies
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
- 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
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Transportation (AREA)
- Arrangement Or Mounting Of Propulsion Units For Vehicles (AREA)
- Lubricants (AREA)
- Vehicle Body Suspensions (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
- Mechanical Operated Clutches (AREA)
Abstract
ABSTRACT
The invention relates to a traction vehicle, in particular railway traction vehicle comprising a bogey chassis mounted on wheel axles including a vehicle chassis spring-mounted on the bogey chassis and at least one motor-transmission unit mounted underneath the vehicle chassis and within the bogey chassis close to the wheel axle driven by this unit, this unit being suspended from pendulum suspension means close to the set of wheels in the bogey chassis as well as being suspended in the vehicle chassis, wherein the suspension of the motor-transmission unit (1,2) is effected on the vehicle chassis in a manner known per se by way of a pendulum suspension means (7) and the unit (1,2) is connected to the vehicle chassis and/or the bogey chassis by way of two connecting rods (8,9), the axes of which intersect.
(Fig.1)
The invention relates to a traction vehicle, in particular railway traction vehicle comprising a bogey chassis mounted on wheel axles including a vehicle chassis spring-mounted on the bogey chassis and at least one motor-transmission unit mounted underneath the vehicle chassis and within the bogey chassis close to the wheel axle driven by this unit, this unit being suspended from pendulum suspension means close to the set of wheels in the bogey chassis as well as being suspended in the vehicle chassis, wherein the suspension of the motor-transmission unit (1,2) is effected on the vehicle chassis in a manner known per se by way of a pendulum suspension means (7) and the unit (1,2) is connected to the vehicle chassis and/or the bogey chassis by way of two connecting rods (8,9), the axes of which intersect.
(Fig.1)
Description
Back~round of the ~vention and Plior Qrt The invention relates to a ~action vehicle, in particular railway trac~on vehicle comprising a bogey chassis mounted on wheel a~le~s including a vehicle chassis spring-mounted on the bogey chassis and at least one motor-transmission unit 5 mounted underneath the vehicle chassis and within the bogey chassis close to the wheel axle driven by this unit, this unit being suspended from pendulum suspension means close to the set of wheels in the bogey chassis as well as being suspended in the vehicle chassis.
.
Such a construction of a power bogey in which the motor-transmission unit is 10 suspended at three points is known for example from DE-PS 28 22 992. Ln that case the unit is mounted close to the wheel set from pendulum suspension means and close to the ph~oting pin of the bogey, as a pivoting point, in the locomotive box in order to uncouple the mass of the motor-transmission unit from the bogey chassis and at the same time to reduce relatiYe movements between the .
15 transmission and the set of wheels to a minimum. This results in the major part of the mass of the unit being secondarily sprung together with the locomotive box and in the pivoting point in the carriage box being fixed close to the high axle of the bogey.
However, the known linkage of the motor to ~he locomotive box causes large .
.
Such a construction of a power bogey in which the motor-transmission unit is 10 suspended at three points is known for example from DE-PS 28 22 992. Ln that case the unit is mounted close to the wheel set from pendulum suspension means and close to the ph~oting pin of the bogey, as a pivoting point, in the locomotive box in order to uncouple the mass of the motor-transmission unit from the bogey chassis and at the same time to reduce relatiYe movements between the .
15 transmission and the set of wheels to a minimum. This results in the major part of the mass of the unit being secondarily sprung together with the locomotive box and in the pivoting point in the carriage box being fixed close to the high axle of the bogey.
However, the known linkage of the motor to ~he locomotive box causes large .
2 0 relative displacements between the transmission and the wheel set shaft.
MoreoYer, due to ~h~s type of suspension it is necessary to place the pivotlng point of the motor-transmission unit close to the bogey high access regardless OI
conflicting requirements, e.g. with a view to ridi~g st~bility, since othe~se the ` afore-said movements would become too large for currently employed 2 s transmission couplings.
. .' ~
~'.`' .
:., 1 ~ :
: , , 2~2~2 In a bogey construction according to DE-OS ~6 50 035 the suspension of the motor-transmission unit proceeds by way of pendulum suspension means all of which are fitted to the vehicle chassis. Moreover and in addition to a single connecting rod parallel to the longitudinal axis of the vehicle a rather 5 complicated and heavy servo-mechanism is provided. In a bogey construction according to DE-AS 10 89 405 the motor is suspended by way of pendulum suspension means and is guided along in fixed relationship to the bogey in all horizontal diTections by an arrangement of three connecting rods and without the possibility to pivot in relation to the bogey.
.
10 CH-PS 338 856 finally discloses an apparatus for the lateral support of a drive ; motor of a locomo~ive. Ihe puIpose of this apparatus composed of a V-shaped bracket is to relieve stresses applied to the cross bar of the bogey.
:;., ~ .
`~ General DescFiption of the l~vention .
The object of the present invention is a traction vehicle of the afore-said type15 comprising a suspension for the motor-transmission unit which uncouples the mass thereof from the bogey chassis, keeps relative movements between the transmission and the set of wheels to a minimum and yet at the sarne time permits greater freedom regarding ~e a~angement of the pivoting point of the motor-transmission unit.
`, 2 o This object is attained according to the invention in that the suspension of the motor-transmission unit is effected on the vehicle chassis in a manner ~own per se by way of a pendulum suspension means and the unit is connected to the ` ` vehicle chassis and/or ~e bogey chassis by way of two connec~ng rods the a~es of which intersect. The suspension by way of the pendulum suspension means, 2 5 obviously in conjunction with the provision of a spring shock absorber element between the motor-transmission unit and the bogey chassis, br~ngs about the desired uncoupling, ~e pivo~ng point of ~e uni~ being determined by the point "~2 2 ' '. ' . . .. .
2 ~ 2 of intersection of the axes of the two connecting rods and can in principle be provided at any desired position by appropriate orientation of the connecting rods. In this manner the pivoting point can be brought into whatever position ismost advantageous, be it in relation to stability conditions for the travelling 5 vehicle, ~or attaining the least possible relative movements between the unit and the axle of the wheel set etc.
According to a further feature both connecting rods can be arranged p~allel in relation to the verticaVlongitudinal central plane of the vehicle or of the bogey chassis. This results in an intersection of the axes of the connecting rods at 1 o infinity so that the motor-transmission unit is suspended movably purely translatorically transve~sely to the afore-said longi~udinal central plane.
Advantageously one of the connecting rods is linked to the vehicle chassis, suchconnecting rod being positioned preferably parallel to the vehicle longitudinal axis. In that case the motor-transmission unit is longitudinally uncoupled by the - 15 bogey which offers the advantage that the mass of the Ullit in the ~vent of an ~ over-run impact need not be absorbed by the bog~y.
:
.
If according to a further feature of the invention bolh connecting rods are linked to the vehicle ehassis, the centre of gyration is fixed in relation to the former and all moments of force derived from the motor-transmission unit can be absorbed by the vehicle chassis without stressing the bogey.
By way of contrast, in an alternative embodiment in which both connecting rods are linked to the bogey chassis, a gylatory pole fi~ed in relation to the bogey results which offers the advantage that the relative movements between the wheel set and the transn~ission can be kept very small.
.:1 . .. .
2 5 Pinally it is ad~antageous to provide bet~,veen the motor-transmission unit and ~ . the bogey a combined s~nng-shoc~-absorbing element.
: ',.
: ~. :
.. . . . . . . : ., . ...... .~ . ...... . ., ,,.. .. .... ; . . .....
... . . . ., .. . . , .. . . ,,, ; ... . . . .
2~2~
; ~ Brief Description of the Drawm~s In the following detailed description a working example of the subject of the invention is to be further explained by way of e~ample with reference to the accompanying drawings.
s Therein is shown in ~ig 1 a side elevation of one half of a power bogey according to the invention, Fig 2 a plan view onto that haLf of the bogey according to fig 1 and Pig 3 a similar plan view, in which, however, the two connecting rods are 10 arranged pa~allel to each other.
~ .
Descripffon of Spe~ciflc Embodimen~s .
~` The drive motor 1 with its transmission 2 flanged rigidly thereto is arranged parallel close to the wheel axle 3 driven thereby and having its running wheels on the inside of the bogey chassis 4. Close to the wheel set 3 the unit 1,2 is 15 suspended by way of two pendulum suspension means 5 from the bogey chassis 4. On the motor side the suspension of the unit 1,2 is brought about by a ; ~ pendulum sus~ension means 7 in the lo~motive box.
, .
The position OI the unit 1,2 in longitudinal direction is defined by the . ~i .
connecting rods 8 between the motor 1 and ~he locomotive box positioned 20 preferably parallel to the vehicle longitudinal axis. This parallel orientation permits absorbing the longitudinal forces arising during acceleration or decelerations in spite of the lightest possible and simplest construction of the : :
. . .:
:, :-.. .
. ~ . .
. . . , . ., . ., ... ... ... ;,.,., . .. : ~ . ~ ~ .. . . . . . .
2 ~ 2 connecting rod 8 and its mounting. A seeond connec~ng rod 9 causes the unit 1,2 in the illustrated example to be guided from the bogey chassis 4. However, it is possible for both connec~ng lods to be either linked to the locomo~ive boxor to the bogey chassis.
5 The intersection of the lines of action of the two connecting rods 8,9 respesents an instantaneous centre of rotation for the motor 1 and the transmission 2 respectively the unit fo~med thereby. The pivoting pole, being the intersection of the lines of action which are defined by the axes of the connecting rods 8,9 can be brought into almost any desired point, for example, as illustrated, into 10 the centre of gravity of the unit 1,2.
:" . .
For attaining the desired elasticity and dampmg characteristics between the motor-kansmission unit 1,2 and the bogey chassis 4 a combined spring-shock-absorbing element 6 is provided, the task of which can obviously with equal effect also be performed by two or more separate elements.
15 The claims which follow are to be considered an integral part of the present disclosure. Reference numbers (directed to the drawings) shown in the clairns serve to facilitate the correlation of integers of the claims with illustrated features of the preferred embodiment(s), but are not intended to restrict in anyway the language o~ the claims to what is shown in the drawings, unless the 2 0 contrary is clea~ly ap~arent from the context.
~, ~ 5 .
. ' . ! , ' ' . ' ' . . ::, . ... . . . ..
MoreoYer, due to ~h~s type of suspension it is necessary to place the pivotlng point of the motor-transmission unit close to the bogey high access regardless OI
conflicting requirements, e.g. with a view to ridi~g st~bility, since othe~se the ` afore-said movements would become too large for currently employed 2 s transmission couplings.
. .' ~
~'.`' .
:., 1 ~ :
: , , 2~2~2 In a bogey construction according to DE-OS ~6 50 035 the suspension of the motor-transmission unit proceeds by way of pendulum suspension means all of which are fitted to the vehicle chassis. Moreover and in addition to a single connecting rod parallel to the longitudinal axis of the vehicle a rather 5 complicated and heavy servo-mechanism is provided. In a bogey construction according to DE-AS 10 89 405 the motor is suspended by way of pendulum suspension means and is guided along in fixed relationship to the bogey in all horizontal diTections by an arrangement of three connecting rods and without the possibility to pivot in relation to the bogey.
.
10 CH-PS 338 856 finally discloses an apparatus for the lateral support of a drive ; motor of a locomo~ive. Ihe puIpose of this apparatus composed of a V-shaped bracket is to relieve stresses applied to the cross bar of the bogey.
:;., ~ .
`~ General DescFiption of the l~vention .
The object of the present invention is a traction vehicle of the afore-said type15 comprising a suspension for the motor-transmission unit which uncouples the mass thereof from the bogey chassis, keeps relative movements between the transmission and the set of wheels to a minimum and yet at the sarne time permits greater freedom regarding ~e a~angement of the pivoting point of the motor-transmission unit.
`, 2 o This object is attained according to the invention in that the suspension of the motor-transmission unit is effected on the vehicle chassis in a manner ~own per se by way of a pendulum suspension means and the unit is connected to the ` ` vehicle chassis and/or ~e bogey chassis by way of two connec~ng rods the a~es of which intersect. The suspension by way of the pendulum suspension means, 2 5 obviously in conjunction with the provision of a spring shock absorber element between the motor-transmission unit and the bogey chassis, br~ngs about the desired uncoupling, ~e pivo~ng point of ~e uni~ being determined by the point "~2 2 ' '. ' . . .. .
2 ~ 2 of intersection of the axes of the two connecting rods and can in principle be provided at any desired position by appropriate orientation of the connecting rods. In this manner the pivoting point can be brought into whatever position ismost advantageous, be it in relation to stability conditions for the travelling 5 vehicle, ~or attaining the least possible relative movements between the unit and the axle of the wheel set etc.
According to a further feature both connecting rods can be arranged p~allel in relation to the verticaVlongitudinal central plane of the vehicle or of the bogey chassis. This results in an intersection of the axes of the connecting rods at 1 o infinity so that the motor-transmission unit is suspended movably purely translatorically transve~sely to the afore-said longi~udinal central plane.
Advantageously one of the connecting rods is linked to the vehicle chassis, suchconnecting rod being positioned preferably parallel to the vehicle longitudinal axis. In that case the motor-transmission unit is longitudinally uncoupled by the - 15 bogey which offers the advantage that the mass of the Ullit in the ~vent of an ~ over-run impact need not be absorbed by the bog~y.
:
.
If according to a further feature of the invention bolh connecting rods are linked to the vehicle ehassis, the centre of gyration is fixed in relation to the former and all moments of force derived from the motor-transmission unit can be absorbed by the vehicle chassis without stressing the bogey.
By way of contrast, in an alternative embodiment in which both connecting rods are linked to the bogey chassis, a gylatory pole fi~ed in relation to the bogey results which offers the advantage that the relative movements between the wheel set and the transn~ission can be kept very small.
.:1 . .. .
2 5 Pinally it is ad~antageous to provide bet~,veen the motor-transmission unit and ~ . the bogey a combined s~nng-shoc~-absorbing element.
: ',.
: ~. :
.. . . . . . . : ., . ...... .~ . ...... . ., ,,.. .. .... ; . . .....
... . . . ., .. . . , .. . . ,,, ; ... . . . .
2~2~
; ~ Brief Description of the Drawm~s In the following detailed description a working example of the subject of the invention is to be further explained by way of e~ample with reference to the accompanying drawings.
s Therein is shown in ~ig 1 a side elevation of one half of a power bogey according to the invention, Fig 2 a plan view onto that haLf of the bogey according to fig 1 and Pig 3 a similar plan view, in which, however, the two connecting rods are 10 arranged pa~allel to each other.
~ .
Descripffon of Spe~ciflc Embodimen~s .
~` The drive motor 1 with its transmission 2 flanged rigidly thereto is arranged parallel close to the wheel axle 3 driven thereby and having its running wheels on the inside of the bogey chassis 4. Close to the wheel set 3 the unit 1,2 is 15 suspended by way of two pendulum suspension means 5 from the bogey chassis 4. On the motor side the suspension of the unit 1,2 is brought about by a ; ~ pendulum sus~ension means 7 in the lo~motive box.
, .
The position OI the unit 1,2 in longitudinal direction is defined by the . ~i .
connecting rods 8 between the motor 1 and ~he locomotive box positioned 20 preferably parallel to the vehicle longitudinal axis. This parallel orientation permits absorbing the longitudinal forces arising during acceleration or decelerations in spite of the lightest possible and simplest construction of the : :
. . .:
:, :-.. .
. ~ . .
. . . , . ., . ., ... ... ... ;,.,., . .. : ~ . ~ ~ .. . . . . . .
2 ~ 2 connecting rod 8 and its mounting. A seeond connec~ng rod 9 causes the unit 1,2 in the illustrated example to be guided from the bogey chassis 4. However, it is possible for both connec~ng lods to be either linked to the locomo~ive boxor to the bogey chassis.
5 The intersection of the lines of action of the two connecting rods 8,9 respesents an instantaneous centre of rotation for the motor 1 and the transmission 2 respectively the unit fo~med thereby. The pivoting pole, being the intersection of the lines of action which are defined by the axes of the connecting rods 8,9 can be brought into almost any desired point, for example, as illustrated, into 10 the centre of gravity of the unit 1,2.
:" . .
For attaining the desired elasticity and dampmg characteristics between the motor-kansmission unit 1,2 and the bogey chassis 4 a combined spring-shock-absorbing element 6 is provided, the task of which can obviously with equal effect also be performed by two or more separate elements.
15 The claims which follow are to be considered an integral part of the present disclosure. Reference numbers (directed to the drawings) shown in the clairns serve to facilitate the correlation of integers of the claims with illustrated features of the preferred embodiment(s), but are not intended to restrict in anyway the language o~ the claims to what is shown in the drawings, unless the 2 0 contrary is clea~ly ap~arent from the context.
~, ~ 5 .
. ' . ! , ' ' . ' ' . . ::, . ... . . . ..
Claims (7)
1. A traction vehicle, comprising a bogey chassis mounted on wheel axles including a vehicle chassis spring-mounted on the bogey chassis and at least one motor-transmission unit mounted underneath the vehicle chassis and within the bogey chassis close to the wheel axle driven by this unit, this unit being suspended from pendulum suspension means close to the set of wheels in the bogey chassis as well as being suspended in the vehicle chassis, and wherein the suspension of the motor-transmission unit (1,2) is effected on the vehicle chassis in a manner known per se by way of a pendulum suspension means (7) and the unit (1,2) is connected to the vehicle chassis and/or the bogey chassis by way of two connecting rods (8,9), the axes of which intersect.
2. A traction vehicle as claimed in claim 1 which is a railway traction vehicle.
3. A traction vehicle according to claim 1, wherein both connecting rods (8,9) are arranged parallel in relation to the vertical/longitudinal central plane of the vehicle or of the bogey chassis (4).
4. A traction vehicle according to claim 1, wherein one of the connecting rods (8) is linked to the vehicle chassis, such connecting rod (8) being preferably positioned parallel to the longitudinal vehicle axis.
5. A traction vehicle according to claim 1, wherein both connecting rods (8,93 are linked to the vehicle chassis.
6. A traction vehicle according to claim 1, wherein both connecting rods (8,93 are linked to the bogey chassis (4).
7. A traction vehicle according to claim 1, wherein between the motor-transmission unit (1,2) and the bogey chassis (4) a combined spring-shockabsorbing element (6) is provided.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| AT187692 | 1992-09-21 | ||
| ATA1876/92 | 1992-09-21 |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CA2106252A1 true CA2106252A1 (en) | 1994-03-22 |
Family
ID=3522929
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA002106252A Abandoned CA2106252A1 (en) | 1992-09-21 | 1993-09-15 | Traction vehicle, in particular railway traction vehicle |
Country Status (7)
| Country | Link |
|---|---|
| EP (1) | EP0589864B1 (en) |
| AT (1) | ATE155090T1 (en) |
| CA (1) | CA2106252A1 (en) |
| DE (1) | DE59306868D1 (en) |
| ES (1) | ES2105203T3 (en) |
| GR (1) | GR3024729T3 (en) |
| HU (1) | HU217701B (en) |
Families Citing this family (10)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE19620962C2 (en) * | 1996-05-24 | 2001-05-17 | Daimler Chrysler Ag | bogie |
| AT408642B (en) * | 1997-12-18 | 2002-01-25 | Siemens Sgp Verkehrstech Gmbh | MOTOR VEHICLE, IN PARTICULAR RAILWAY HIGH-SPEED MOTOR VEHICLE |
| FR2884210B1 (en) * | 2005-04-12 | 2007-06-15 | Hutchinson Sa | DEVICE FOR SUSPENDING AN ENGINE ON A BOGIE CHASSIS |
| FR2914606B1 (en) * | 2007-04-04 | 2009-07-10 | Alstom Transport Sa | BOGIE FOR RAILWAY VEHICLE |
| DE102007031891A1 (en) * | 2007-07-09 | 2009-01-22 | Voith Patent Gmbh | Bogie for a rail vehicle, which has a drive |
| AT505902B1 (en) | 2007-10-31 | 2009-05-15 | Siemens Transportation Systems | ROTATING FRAME FOR A LOCOMOTIVE WITH AXISALLY ORIENTED GEARS |
| DE102010063500B4 (en) * | 2010-12-20 | 2018-03-29 | Zf Friedrichshafen Ag | Gearbox suspension on a rail vehicle |
| RU2543129C2 (en) * | 2013-03-05 | 2015-02-27 | Федеральное государственное бюджетное образовательное учреждение высшего профессионального образования "Елецкий государственный университет им. И.А. Бунина" | Diesel locomotive geared wheel unit |
| US11400961B2 (en) | 2017-03-14 | 2022-08-02 | Siemens Mobility Austria Gmbh | Chassis for rail vehicle |
| RU180215U1 (en) * | 2017-09-11 | 2018-06-06 | Общество с ограниченной ответственностью "Уральские локомотивы" | PENDULUM BASIC AND AXIAL SUSPENSION OF A LOCOMOTIVE POWER ELECTRIC MOTOR |
Family Cites Families (9)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| FR355717A (en) * | 1905-06-09 | 1905-11-10 | Ganz & Cie, De Fonderie Et Fabrication De Machines | Suspension device for engines and chassis for mechanical traction vehicles |
| DE1155464B (en) * | 1956-05-18 | 1963-10-10 | Metalastik Ltd | Linkage for the lateral guidance of traction motors on bogies of electric locomotives |
| DE1089405B (en) * | 1958-02-01 | 1960-09-22 | Krauss Maffei Ag | Storage of the drive motors in high-performance electric bogie locomotives |
| DE2650035C2 (en) * | 1976-10-30 | 1986-07-03 | M.A.N. Maschinenfabrik Augsburg-Nürnberg AG, 8500 Nürnberg | Bogie arrangement for high-speed electric rail-powered vehicles |
| DE2822992A1 (en) * | 1978-05-26 | 1979-11-29 | Bbc Brown Boveri & Cie | Railway locomotive motor and transmission suspension - has coupling to main or bogie frame for straight or curved travel |
| GB2024124B (en) * | 1978-05-26 | 1982-11-10 | Bbc Brown Boveri & Cie | Railway traction vehicle |
| CH670228A5 (en) * | 1986-02-27 | 1989-05-31 | Schweizerische Lokomotiv | |
| EP0444016B1 (en) * | 1990-02-22 | 1994-11-23 | SGP Verkehrstechnik Gesellschaft m.b.H. | Motorized bogie for electric locomotives |
| DE9214101U1 (en) * | 1992-10-01 | 1992-12-17 | Aeg Schienenfahrzeuge Gmbh, O-1422 Hennigsdorf, De |
-
1993
- 1993-09-01 DE DE59306868T patent/DE59306868D1/en not_active Expired - Fee Related
- 1993-09-01 AT AT93890167T patent/ATE155090T1/en not_active IP Right Cessation
- 1993-09-01 EP EP93890167A patent/EP0589864B1/en not_active Expired - Lifetime
- 1993-09-01 ES ES93890167T patent/ES2105203T3/en not_active Expired - Lifetime
- 1993-09-15 CA CA002106252A patent/CA2106252A1/en not_active Abandoned
- 1993-09-20 HU HU9302646A patent/HU217701B/en not_active IP Right Cessation
-
1997
- 1997-09-16 GR GR970402373T patent/GR3024729T3/en unknown
Also Published As
| Publication number | Publication date |
|---|---|
| EP0589864A1 (en) | 1994-03-30 |
| GR3024729T3 (en) | 1997-12-31 |
| HU217701B (en) | 2000-04-28 |
| ATE155090T1 (en) | 1997-07-15 |
| DE59306868D1 (en) | 1997-08-14 |
| ES2105203T3 (en) | 1997-10-16 |
| HUT65920A (en) | 1994-07-28 |
| EP0589864B1 (en) | 1997-07-09 |
| HU9302646D0 (en) | 1993-12-28 |
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| FZDE | Discontinued |