CA2145238A1 - Vehicle with a cabin and at least two running gears - Google Patents
Vehicle with a cabin and at least two running gearsInfo
- Publication number
- CA2145238A1 CA2145238A1 CA002145238A CA2145238A CA2145238A1 CA 2145238 A1 CA2145238 A1 CA 2145238A1 CA 002145238 A CA002145238 A CA 002145238A CA 2145238 A CA2145238 A CA 2145238A CA 2145238 A1 CA2145238 A1 CA 2145238A1
- Authority
- CA
- Canada
- Prior art keywords
- frame portion
- vehicle according
- cabin
- vehicle
- disposed
- 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
- B61B—RAILWAY SYSTEMS; EQUIPMENT THEREFOR NOT OTHERWISE PROVIDED FOR
- B61B9/00—Tramway or funicular systems with rigid track and cable traction
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61B—RAILWAY SYSTEMS; EQUIPMENT THEREFOR NOT OTHERWISE PROVIDED FOR
- B61B13/00—Other railway systems
- B61B13/12—Systems with propulsion devices between or alongside the rails, e.g. pneumatic systems
-
- 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
- B61F5/16—Centre bearings or other swivel connections between underframes and bolsters or bogies
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Transportation (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Body Structure For Vehicles (AREA)
- Platform Screen Doors And Railroad Systems (AREA)
Abstract
A vehicle comprises at least two running gears (2), which carry a cabin (11) or the like via spring elements (25). Each running gear (2) comprises an upper frame portion (21) and a lower frame portion (23), between which there are disposed spring elements (25), whereby the cabin (11) is held at the upper frame portion (21) and the running wheels (12) are mounted at the lower frame portion (23), and, furthermore, a substantially vertical guide element (30) is disposed between the upper frame portion (21) and the lower frame portion (23), which guide element (30) is swivellably supported in the upper frame portion (21) and which allows a variation in the mutual vertical spacing between the two frame portions (21, 23).
Description
` ~ ~ 21~2~Y
The present invention pertains to a vehicle which comprises at least two running gears, which carry a cabin or the like by means of spring elements.
In prior art systems in which vehicles are driven along a track by means of a drive cable, decelerating and accelerating wheels are disposed at the stations which come into contact with the vehicle cars. As soon as the vehicle enters the region of a station, it is decoupled from the drive cable and the decelerating wheels come to act, whereby the travel speed of the vehicle is strongly reduced or decreased down to a stillstand, so that passengers may exit or enter. When the vehicle is to be accelerated, the accelerating wheels bring it to the speed with which the drive cable is driven, whereupon it is coupled thereto.
In accordance with a suggestion which does not belong to the prior art, the decelerating and accelerating wheels are disposed below the vehicle, they are rotatable about substantially horizontal axes and they come into contact with contact surfaces disposed at the bottom of the vehicle. That structural configuration may be disadvantageous in that jolts caused by the decelerating and accelerating wheels are transmitted to the vehicle cabin. It may furthermore happen with uneven loading of the vehicle cabin that, if the contact surface is rigidly connected at the vehicle cabin, not all of the decelerating and accelerating wheels in its vicinity are _ 21~a238 effective thereupon, whereby the vehicle is not decelerated or accelerated in the required manner.
The subject invention is therefore based on the object to provide a vehicle with which the above-mentioned disadvantages are avoided. This is attained in that the running frame has an upper frame portion and a lower frame portion between which there are disposed spring elements, whereby the vehicle cabin is carried on the upper frame portion and the running wheels are mounted at the lower frame portion, and that furthermore a substantially vertical guide element is disposed between the upper and the lower frame portion, which guide element is pivotally mounted in the upper frame portion and which allows a change in the mutual vertical spacing of the two frame portions.
This effects an attachment of the vehicle cabin at the running gears which is sufficiently sprung so as to prevent the transmission of jolts or bumps onto the vehicle cabin, yet which is sufficiently stable to assure the proper operation of the vehicle independently of the respective load condition of the vehicle. The vehicle cabin is advantageously pivotally mounted on the upper frame portion.
In accordance with a preferred embodiment, the upper frame portion is formed as a rectangular frame which is provided with a bearing for the cabin and the guide element is rigidly ~1~5238 mounted in the lower frame portion. The bearing for the cabin disposed in the upper frame portion can thereby be formed with a pipe in which the guide element is supported by means of a spherical surface.
Additionally, inside the pipe there may be provided a sleeve which is shiftable relative to the pipe and inside which the upper end of the guide element is supported. The lower frame is preferably also formed as a rectangular frame, at the lateral beams of which there are mounted the running wheels.
In a preferred embodiment, the spring elements, preferably helical compression springs, and optionally damping elements, preferably shock absorbers, are disposed between the upper frame portion and the lower frame portion. Counter rollers and coupling clamps for a drive cable are furthermore preferably disposed at the lower frame portion.
In case the vehicle is provided with a contact surface for contacting with decelerating and accelerating wheels, the lower end of the guide element is preferably formed as a bearing for the contact surface provided below the cabin. The lower end of the guide element can thereby be formed with a spherical surface onto which there is pressed a spherical cup provided at the contact surface. Additionally, at least one joint, in particular a universal coupling (Cardan coupling), is preferably disposed between the chassis of the vehicle cabin and the contact surface. In this, the contact surface `- ` 2145238 is movable relative to the vehicle cabin which prevents jolts or bumps acting vertically onto the contact surface from reaching the vehicle cabin. Still, the braking and accelerating forces effected respectively by the decelerating and accelerating wheels are directly transmitted to the vehicle cabin.
The inventive vehicle is described in more detail with the aid of an exemplary embodiment illustrated in the drawing.
There is shown:
Fig. 1 a vehicle according to the invention, in a partly broken-away side view;
Fig. 2 the vehicle, in section along the lines II-II and IIa-IIa of Fig. l; and Figs. 3 and 4 the details C and D of Fig. 2, each on a magnified scale.
An inventive vehicle l with a vehicle cabin ll comprises two running gears 2 at which there are supported running wheels 12 on which it is driven along rails 4. Clamping devices are provided at the running gears 2 with which the vehicle can be coupled to a drive cable 6, which moves at a constant speed.
Decelerating and accelerating wheels 7 are provided in stations, and the wheels 7 come into contact with a contact surface 8 disposed on the bottom of the vehicle cabin 11.
~145238 As it can be seen particularly from Fig. 2, the running gear 2 comprises an upper frame portion 21, which is pivotally mounted about a substantially vertical axis at the chassis 13 of the vehicle 1 by means of a bearing 22. The running gear 2 furthermore has a lower frame portion 23, which is formed with lateral flanges 24 at which running wheels 12 and also counter rollers 14 are supported. Helical compression springs 25 and shock absorbers 26 are located between the upper frame portion 21 and the lower frame portion 23. Furthermore, guide rollers 15 are mounted at the lower frame portion 23, which guide rollers contact the inner surfaces of the vertical webs 41 of the rails 4.
The lower frame portion 23 also carries the clamping device 5, the clamping jaws 51 of which are adjustable by means of a cam roller 52 which runs onto guide tracks 53 disposed in the stations, thereby effecting a decoupling from the drive cable 6.
Furthermore, a plunger 30 is provided between the upper frame portion 21 and the lower frame portion 23 whose upper end --as seen in Fig. 3 -- is formed with a spherical surface 31, which is swivellably held in a bearing cup 32. The bearing cup 32 is disposed in a sleeve 33, which is vertically shiftable by means of a glide sleeve 34 in a pipe 35, which is rigidly connected with the chassis 13.
~1~32~8 As can be seen in Fig. 4, the plunger 30 is rigidly connected at its lower end with a support plate 23a of the lower frame portion 23. The lower end of the plunger 30 is formed with a spherical surface 36 on which a bearing cup 81 of the contact surface 8 is supported. The contact surface 8 is disposed at the bottom of a beam 80, whose cross section is substantially rectangular and which is coupled with the chassis 13 of the vehicle cabin by means of a universal coupling 82.
The operation of the vehicle 1 is explained in more detail as follows:
As long as the vehicle 1 is coupled to the drive cable 6 by means of the clamping device 5, it is driven along the rails 4 at the speed of the drive cable 6 of, for instance, 8 m/sec. As soon as it reaches a station, the clamping device 5 is opened, which causes a decoupling of the vehicle 1 from the drive cable 6. At this point, decelerating wheels 7 come into contact with the contact surface 8, whereby the speed of the vehicle 1 is strongly reduced or decreased to a stillstand, whereas passengers may enter or exit the vehicle at the station. The vehicle 1 is subsequently accelerated by accelerating wheels 7 back to the speed of the drive cable 6, whereupon it is coupled thereto and driven to the next station.
Due to the fact that the decelerating and accelerating wheels 7 are disposed below the vehicle 1, that they are rotatable 21~32~8 about substantially horizontal axes, and that they come into contact with a contact surface 8 which is disposed on the bottom of the vehicle 1 and which extends substantially horizontally, the track may run in curved segments even in the region of the stations without causing difficulties with regard to decelerating or accelerating the vehicles 1.
Due to the construction of the running gears 2 with two frame portions 21 and 23, between which there are disposed spring elements, in particular helical compression springs 25 and shock absorbers 26, jolts and bumps from the decelerating and accelerating wheels 7 are not transmitted to the vehicle cabin 11.
Due to the plunger 30 disposed between the two frame portions 21 and 23, on whose upper end the upper frame portion 21 is pivotally and height-adjustably supported by means of the bearing cup 32 and the sleeve 33, the necessary stability and the attachment of the vehicle cabin 11 at the running gears 2 is assured. In addition, this prevents any transfer of vertical jolts and bumps which the decelerating and accelerating wheels 7 impact on the contact surface 8.
In order to transmit the forces for decelerating and accelerating the vehicle 1 introduced by the decelerating and accelerating wheels 7 not through the running gears 2, but instead directly to the vehicle cabin 11, the beam 80 at whose bottom the contact surface 8 is located is coupled with the chassis 13 of the vehicle by means of at least one joint 82, in particular a universal coupling. The joint 82 allows the vehicle cabin ll to be rotated or swivelled about axes relative to the contact surface which extend in the travel direction and transversely thereto. Still, the forces introduced by the decelerating and accelerating wheels are directly transmitted to the vehicle cabin 11.
The present invention pertains to a vehicle which comprises at least two running gears, which carry a cabin or the like by means of spring elements.
In prior art systems in which vehicles are driven along a track by means of a drive cable, decelerating and accelerating wheels are disposed at the stations which come into contact with the vehicle cars. As soon as the vehicle enters the region of a station, it is decoupled from the drive cable and the decelerating wheels come to act, whereby the travel speed of the vehicle is strongly reduced or decreased down to a stillstand, so that passengers may exit or enter. When the vehicle is to be accelerated, the accelerating wheels bring it to the speed with which the drive cable is driven, whereupon it is coupled thereto.
In accordance with a suggestion which does not belong to the prior art, the decelerating and accelerating wheels are disposed below the vehicle, they are rotatable about substantially horizontal axes and they come into contact with contact surfaces disposed at the bottom of the vehicle. That structural configuration may be disadvantageous in that jolts caused by the decelerating and accelerating wheels are transmitted to the vehicle cabin. It may furthermore happen with uneven loading of the vehicle cabin that, if the contact surface is rigidly connected at the vehicle cabin, not all of the decelerating and accelerating wheels in its vicinity are _ 21~a238 effective thereupon, whereby the vehicle is not decelerated or accelerated in the required manner.
The subject invention is therefore based on the object to provide a vehicle with which the above-mentioned disadvantages are avoided. This is attained in that the running frame has an upper frame portion and a lower frame portion between which there are disposed spring elements, whereby the vehicle cabin is carried on the upper frame portion and the running wheels are mounted at the lower frame portion, and that furthermore a substantially vertical guide element is disposed between the upper and the lower frame portion, which guide element is pivotally mounted in the upper frame portion and which allows a change in the mutual vertical spacing of the two frame portions.
This effects an attachment of the vehicle cabin at the running gears which is sufficiently sprung so as to prevent the transmission of jolts or bumps onto the vehicle cabin, yet which is sufficiently stable to assure the proper operation of the vehicle independently of the respective load condition of the vehicle. The vehicle cabin is advantageously pivotally mounted on the upper frame portion.
In accordance with a preferred embodiment, the upper frame portion is formed as a rectangular frame which is provided with a bearing for the cabin and the guide element is rigidly ~1~5238 mounted in the lower frame portion. The bearing for the cabin disposed in the upper frame portion can thereby be formed with a pipe in which the guide element is supported by means of a spherical surface.
Additionally, inside the pipe there may be provided a sleeve which is shiftable relative to the pipe and inside which the upper end of the guide element is supported. The lower frame is preferably also formed as a rectangular frame, at the lateral beams of which there are mounted the running wheels.
In a preferred embodiment, the spring elements, preferably helical compression springs, and optionally damping elements, preferably shock absorbers, are disposed between the upper frame portion and the lower frame portion. Counter rollers and coupling clamps for a drive cable are furthermore preferably disposed at the lower frame portion.
In case the vehicle is provided with a contact surface for contacting with decelerating and accelerating wheels, the lower end of the guide element is preferably formed as a bearing for the contact surface provided below the cabin. The lower end of the guide element can thereby be formed with a spherical surface onto which there is pressed a spherical cup provided at the contact surface. Additionally, at least one joint, in particular a universal coupling (Cardan coupling), is preferably disposed between the chassis of the vehicle cabin and the contact surface. In this, the contact surface `- ` 2145238 is movable relative to the vehicle cabin which prevents jolts or bumps acting vertically onto the contact surface from reaching the vehicle cabin. Still, the braking and accelerating forces effected respectively by the decelerating and accelerating wheels are directly transmitted to the vehicle cabin.
The inventive vehicle is described in more detail with the aid of an exemplary embodiment illustrated in the drawing.
There is shown:
Fig. 1 a vehicle according to the invention, in a partly broken-away side view;
Fig. 2 the vehicle, in section along the lines II-II and IIa-IIa of Fig. l; and Figs. 3 and 4 the details C and D of Fig. 2, each on a magnified scale.
An inventive vehicle l with a vehicle cabin ll comprises two running gears 2 at which there are supported running wheels 12 on which it is driven along rails 4. Clamping devices are provided at the running gears 2 with which the vehicle can be coupled to a drive cable 6, which moves at a constant speed.
Decelerating and accelerating wheels 7 are provided in stations, and the wheels 7 come into contact with a contact surface 8 disposed on the bottom of the vehicle cabin 11.
~145238 As it can be seen particularly from Fig. 2, the running gear 2 comprises an upper frame portion 21, which is pivotally mounted about a substantially vertical axis at the chassis 13 of the vehicle 1 by means of a bearing 22. The running gear 2 furthermore has a lower frame portion 23, which is formed with lateral flanges 24 at which running wheels 12 and also counter rollers 14 are supported. Helical compression springs 25 and shock absorbers 26 are located between the upper frame portion 21 and the lower frame portion 23. Furthermore, guide rollers 15 are mounted at the lower frame portion 23, which guide rollers contact the inner surfaces of the vertical webs 41 of the rails 4.
The lower frame portion 23 also carries the clamping device 5, the clamping jaws 51 of which are adjustable by means of a cam roller 52 which runs onto guide tracks 53 disposed in the stations, thereby effecting a decoupling from the drive cable 6.
Furthermore, a plunger 30 is provided between the upper frame portion 21 and the lower frame portion 23 whose upper end --as seen in Fig. 3 -- is formed with a spherical surface 31, which is swivellably held in a bearing cup 32. The bearing cup 32 is disposed in a sleeve 33, which is vertically shiftable by means of a glide sleeve 34 in a pipe 35, which is rigidly connected with the chassis 13.
~1~32~8 As can be seen in Fig. 4, the plunger 30 is rigidly connected at its lower end with a support plate 23a of the lower frame portion 23. The lower end of the plunger 30 is formed with a spherical surface 36 on which a bearing cup 81 of the contact surface 8 is supported. The contact surface 8 is disposed at the bottom of a beam 80, whose cross section is substantially rectangular and which is coupled with the chassis 13 of the vehicle cabin by means of a universal coupling 82.
The operation of the vehicle 1 is explained in more detail as follows:
As long as the vehicle 1 is coupled to the drive cable 6 by means of the clamping device 5, it is driven along the rails 4 at the speed of the drive cable 6 of, for instance, 8 m/sec. As soon as it reaches a station, the clamping device 5 is opened, which causes a decoupling of the vehicle 1 from the drive cable 6. At this point, decelerating wheels 7 come into contact with the contact surface 8, whereby the speed of the vehicle 1 is strongly reduced or decreased to a stillstand, whereas passengers may enter or exit the vehicle at the station. The vehicle 1 is subsequently accelerated by accelerating wheels 7 back to the speed of the drive cable 6, whereupon it is coupled thereto and driven to the next station.
Due to the fact that the decelerating and accelerating wheels 7 are disposed below the vehicle 1, that they are rotatable 21~32~8 about substantially horizontal axes, and that they come into contact with a contact surface 8 which is disposed on the bottom of the vehicle 1 and which extends substantially horizontally, the track may run in curved segments even in the region of the stations without causing difficulties with regard to decelerating or accelerating the vehicles 1.
Due to the construction of the running gears 2 with two frame portions 21 and 23, between which there are disposed spring elements, in particular helical compression springs 25 and shock absorbers 26, jolts and bumps from the decelerating and accelerating wheels 7 are not transmitted to the vehicle cabin 11.
Due to the plunger 30 disposed between the two frame portions 21 and 23, on whose upper end the upper frame portion 21 is pivotally and height-adjustably supported by means of the bearing cup 32 and the sleeve 33, the necessary stability and the attachment of the vehicle cabin 11 at the running gears 2 is assured. In addition, this prevents any transfer of vertical jolts and bumps which the decelerating and accelerating wheels 7 impact on the contact surface 8.
In order to transmit the forces for decelerating and accelerating the vehicle 1 introduced by the decelerating and accelerating wheels 7 not through the running gears 2, but instead directly to the vehicle cabin 11, the beam 80 at whose bottom the contact surface 8 is located is coupled with the chassis 13 of the vehicle by means of at least one joint 82, in particular a universal coupling. The joint 82 allows the vehicle cabin ll to be rotated or swivelled about axes relative to the contact surface which extend in the travel direction and transversely thereto. Still, the forces introduced by the decelerating and accelerating wheels are directly transmitted to the vehicle cabin 11.
Claims (13)
1. Vehicle comprising at least two running gears (2), which carry a cabin (11) or the like via spring elements (25), characterized in that each running gear (2) comprises an upper frame portion (21) and a lower frame portion (23), between which there are disposed spring elements (25), whereby the cabin (11) is held at the upper frame portion (21) and the running wheels (12) are mounted at the lower frame portion (23), and in that, furthermore, a substantially vertical guide element (30) is disposed between the upper frame portion (21) and the lower frame portion (23), which guide element (30) is swivellably supported in the upper frame portion (21) and which allows a variation in the mutual vertical spacing between the two frame portions (21, 23).
2. Vehicle according to claim 1, characterized in that the cabin (11) is pivotally supported at the upper frame portion (21) about a substantially vertical axis.
3. Vehicle according to one of claims 1 and 2, characterized in that the upper frame portion (21) is formed as a rectangular frame which is provided with a bearing (22) for the cabin (11).
4. Vehicle according to one of claims 1 to 3, characterized in that the guide element (30) is rigidly attached in the lower frame portion (23).
5. Vehicle according to one of claims 1 to 4, characterized in that the bearing (22) for the cabin (11) disposed in the upper frame portion (21) is formed with a pipe (35) in which the guide element (30) is supported by means of a spherical surface (31).
6. Vehicle according to claim 5, characterized in that a sleeve (33) is disposed inside the pipe (35) which is shiftable relative to the pipe (35) and inside of which there is supported the upper end of the guide element (30).
7. Vehicle according to one of claims 1 to 6, characterized in that the lower frame portion (23) is also formed as a rectangular frame at whose lateral beams the running wheels (12) are supported.
8. Vehicle according to one of claims 1 to 7, characterized in that the spring elements, preferably helical compression springs (25), and optionally damping elements, preferably shock absorbers (26), are disposed between the upper frame portion (21) and the lower frame portion (23).
9. Vehicle according to one of claims 1 to 8, characterized in that counter rollers (14) are supported at the lower frame portion (23).
10. Vehicle according to one of claims 1 to 9, characterized in that a clamping device (5) for a drive cable (6) is disposed at the lower frame portion.
11. Vehicle according to one of claims 1 to 10, characterized in that the lower end of the guide element (30) is formed as a bearing for a contact surface (8) provided below the cabin (11) for decelerating and accelerating wheels (7).
12. Vehicle according to claim 11, characterized in that the lower end of the guide element (30) is formed with a spherical surface (36) on which there is supported a bearing cup (81) formed at the contact surface (8).
13. Vehicle according to one of claims 1 to 12, characterized in that at least one joint (82), in particular a universal coupling, is disposed between the vehicle cabin (11) and the contact surface (8).
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| ATA613/94 | 1994-03-23 | ||
| AT0061394A AT404457B (en) | 1994-03-23 | 1994-03-23 | VEHICLE WITH AT LEAST TWO CHASSIS |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CA2145238A1 true CA2145238A1 (en) | 1995-09-24 |
Family
ID=3495236
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA002145238A Abandoned CA2145238A1 (en) | 1994-03-23 | 1995-03-22 | Vehicle with a cabin and at least two running gears |
Country Status (6)
| Country | Link |
|---|---|
| EP (1) | EP0673818A1 (en) |
| JP (1) | JPH07267080A (en) |
| KR (1) | KR0156806B1 (en) |
| CN (1) | CN1113196A (en) |
| AT (1) | AT404457B (en) |
| CA (1) | CA2145238A1 (en) |
Families Citing this family (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| AT403786B (en) * | 1996-03-26 | 1998-05-25 | Doppelmayr & Sohn | SYSTEM FOR THE TRANSPORT OF PEOPLE AND OR OF GOODS |
| ITMI20130609A1 (en) * | 2013-04-12 | 2014-10-13 | Rolic Internat S A R L | TROLLEY FOR ROPE TRANSPORTATION SYSTEMS AND ROPE TRANSPORTATION SYSTEM INCLUDING THIS TROLLEY |
| CN106740965B (en) * | 2017-02-17 | 2019-03-19 | 秦皇岛鸿鼎轨道交通设备有限公司 | Suspended structure with compartment guiding suspension and clamp rail structure on rack rail road railer |
| CN113696930A (en) * | 2021-08-14 | 2021-11-26 | 湘潭市恒欣实业有限公司 | Rail clamping auxiliary trailer |
Family Cites Families (8)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE94991C (en) * | ||||
| GB854985A (en) * | 1957-06-18 | 1960-11-23 | Luxembourg Brev Participations | Improvements in railway trucks or carriages |
| FR1285959A (en) * | 1961-01-16 | 1962-03-02 | Loire Atel Forges | Improvements to bogies |
| US3599574A (en) * | 1969-04-01 | 1971-08-17 | Amsted Ind Inc | Center plate wear liner ring |
| BE874750A (en) * | 1978-05-23 | 1979-09-12 | Dresser Ind | WAGON RADIAL BOGIE |
| US4658734A (en) * | 1985-03-11 | 1987-04-21 | Joseph Mroz | Independent suspension railway bogie |
| EP0461098A1 (en) * | 1990-06-06 | 1991-12-11 | KONRAD DOPPELMAYR & SOHN MASCHINENFABRIK GESELLSCHAFT M.B.H. & CO. KG. | Installation for transporting persons or goods |
| ATE105533T1 (en) * | 1990-06-29 | 1994-05-15 | Streiff Ag Mathias | CHASSIS FOR A TRACK-LIMITED VEHICLE. |
-
1994
- 1994-03-23 AT AT0061394A patent/AT404457B/en not_active IP Right Cessation
-
1995
- 1995-02-21 EP EP95890036A patent/EP0673818A1/en not_active Withdrawn
- 1995-03-21 KR KR1019950005975A patent/KR0156806B1/en not_active IP Right Cessation
- 1995-03-22 CA CA002145238A patent/CA2145238A1/en not_active Abandoned
- 1995-03-23 CN CN95103081A patent/CN1113196A/en active Pending
- 1995-03-23 JP JP7090206A patent/JPH07267080A/en active Pending
Also Published As
| Publication number | Publication date |
|---|---|
| KR950026709A (en) | 1995-10-16 |
| ATA61394A (en) | 1998-04-15 |
| KR0156806B1 (en) | 1999-02-18 |
| EP0673818A1 (en) | 1995-09-27 |
| CN1113196A (en) | 1995-12-13 |
| JPH07267080A (en) | 1995-10-17 |
| AT404457B (en) | 1998-11-25 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| KR101456595B1 (en) | Railway vehicle comprising pivoting end bogies | |
| JP2502911B2 (en) | Railcar bogie | |
| US8590459B2 (en) | Bogie for variable rail gauge and changing station of the rail gauge | |
| RU2123951C1 (en) | Guide system for two four-wheel bogies with adjustable wheel-to-wheel cross distance and guide system for four-wheel bogie with adjustable wheel-to-wheel cross distance | |
| US4986190A (en) | Vehicle, particularly track vehicle | |
| US3439629A (en) | Monorail truck | |
| CZ281043B6 (en) | Bogie for low-clearance tracks | |
| SK88396A3 (en) | Wagon for laying of the track for loading and unloading rails | |
| JPH06144224A (en) | Gauge changing method for carriage, variable-gauge carriage, and ground facility | |
| CA2091312A1 (en) | Rail lubrication application system | |
| US3888187A (en) | Dampened axle bearing mounting | |
| US6178891B1 (en) | Suspension monorail with climbing trolley | |
| US5001989A (en) | Single axle suspension system for railway car truck | |
| US2044134A (en) | Transportation apparatus | |
| EP3812236B1 (en) | Lateral buffer system for a rail vehicle and associated rail vehicle | |
| US4429637A (en) | Railway vehicle truck | |
| US5638757A (en) | Rail vehicle and truck for such a vehicle | |
| CA2145238A1 (en) | Vehicle with a cabin and at least two running gears | |
| US4480554A (en) | Articulated rail car for vehicular trailers | |
| US5005489A (en) | Stand alone well car with double axle suspension system | |
| US6397760B1 (en) | Device for transmitting the longitudinal forces of a bogie to the superstructure of a rail vehicle, in particular a motor vehicle with high tractive power | |
| EP0134201B1 (en) | Two-axle load-bearing bogie | |
| US4817535A (en) | Stand alone well car with double axle suspension system | |
| AU697292B2 (en) | Suspension unit for rolling stock | |
| CN221393481U (en) | Derailment-preventing rail clamping device |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| EEER | Examination request | ||
| FZDE | Dead |