CA2162829C - Tilting system for railway rolling stock - Google Patents
Tilting system for railway rolling stock Download PDFInfo
- Publication number
- CA2162829C CA2162829C CA002162829A CA2162829A CA2162829C CA 2162829 C CA2162829 C CA 2162829C CA 002162829 A CA002162829 A CA 002162829A CA 2162829 A CA2162829 A CA 2162829A CA 2162829 C CA2162829 C CA 2162829C
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- Canada
- Prior art keywords
- tilting
- vehicle
- parameters
- railway vehicle
- curve
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- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired - Fee Related
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- 238000005096 rolling process Methods 0.000 title description 2
- 239000000725 suspension Substances 0.000 claims description 12
- 230000006399 behavior Effects 0.000 claims description 4
- 230000000694 effects Effects 0.000 claims description 4
- 238000005094 computer simulation Methods 0.000 claims description 3
- 230000001133 acceleration Effects 0.000 description 8
- 230000007704 transition Effects 0.000 description 5
- 230000006870 function Effects 0.000 description 3
- 238000004364 calculation method Methods 0.000 description 2
- 238000006073 displacement reaction Methods 0.000 description 2
- ONIBWKKTOPOVIA-BYPYZUCNSA-N L-Proline Chemical compound OC(=O)[C@@H]1CCCN1 ONIBWKKTOPOVIA-BYPYZUCNSA-N 0.000 description 1
- 238000004458 analytical method Methods 0.000 description 1
- 230000003466 anti-cipated effect Effects 0.000 description 1
- 238000011217 control strategy Methods 0.000 description 1
- 238000001514 detection method Methods 0.000 description 1
- 238000010586 diagram Methods 0.000 description 1
- 230000005484 gravity Effects 0.000 description 1
- 238000011017 operating method Methods 0.000 description 1
- 230000004044 response Effects 0.000 description 1
- 238000004088 simulation Methods 0.000 description 1
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L15/00—Indicators provided on the vehicle or train for signalling purposes
- B61L15/0092—Memory means reproducing during the running of the vehicle or vehicle train, e.g. smart cards
-
- 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
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Vehicle Body Suspensions (AREA)
Abstract
Tilting system for railway vehicle, having a memory unit with the parameters of the sections of the route, a position detector system which continually communicates the parameters of speed and actual absolute position of the vehicle to an intelligent control unit in which a set of standard commands has been established, quantified using the values of the parameters which are received from the memory unit and the position detector system, establishing a set of standard instructions which are sent to tilting actuators placed between the bogie chassis and the frame of the vehicle.
Description
;c ~1628~9 "TiL'Ti~IG SYSTETJI !=OR RAILWAY ROLLING STOCK'°
Tilting trains offer a solution to the pPoblem of comfort when running in a curve at high speeds. However, the increase in speed in the curve also gives rise to an increase in the stresses on the carriage wheel which in the majority of circumstances prevents the exploitation of all the possibilities of increasing speed provided by the tilting system.
Tilting trains which have been designed to date operate by the detection and identification of characteristics of the curves encountered in real time.
They utilise the parameters related to the dynamic response of the veh(cle, for example speed and acceleration which the sensors fixed in the train pick up.
When among the signals produced through track variations measured by the on-board sensors (normal cornering speed meters and accelerometers) an approach to a curve is identified, this operates the tilting devices giving rise to the inclination of the vehicle in relation to the bogie by meahs of some pre-fixed control strategies.
This form'of operation gives rise to a number of disadvantages which we list belooV:
- By definition, there is delay in identification of the curve. A specified lapse of time has to pass before the system detects that there is a curve.
-The standard of inclination of the vehidie produced by the tilting systems at -. ,- present in service is not the best one from the poirit of view of passenger comfort.
- Anticipated operation of the system, if it exists, is independent of the type of curve which is approaching.
Tilting trains offer a solution to the pPoblem of comfort when running in a curve at high speeds. However, the increase in speed in the curve also gives rise to an increase in the stresses on the carriage wheel which in the majority of circumstances prevents the exploitation of all the possibilities of increasing speed provided by the tilting system.
Tilting trains which have been designed to date operate by the detection and identification of characteristics of the curves encountered in real time.
They utilise the parameters related to the dynamic response of the veh(cle, for example speed and acceleration which the sensors fixed in the train pick up.
When among the signals produced through track variations measured by the on-board sensors (normal cornering speed meters and accelerometers) an approach to a curve is identified, this operates the tilting devices giving rise to the inclination of the vehicle in relation to the bogie by meahs of some pre-fixed control strategies.
This form'of operation gives rise to a number of disadvantages which we list belooV:
- By definition, there is delay in identification of the curve. A specified lapse of time has to pass before the system detects that there is a curve.
-The standard of inclination of the vehidie produced by the tilting systems at -. ,- present in service is not the best one from the poirit of view of passenger comfort.
- Anticipated operation of the system, if it exists, is independent of the type of curve which is approaching.
In order to avoid these problems, the system which is the subject of the invention makes use of previous knowledge of the journey and utilises s equipment (called SDP) which detects the position of the train continuously with accuracy of a few metres, this consisting of an intelligent control unit programmed with a standard set of command parameters obtained by means of the application of a conventional programme of dynamic simulation of behaviour of the vehicle in a curve having a calculation of inverse io dynamics, these establishing that the dynamic parameter is the lateral acceleration of the passenger in the vehicle in accordance with a pre-fixed profile.
According to a broad aspect of the present invention, there is provided is a tilting system which is mounted completely on a railway vehicle. The system comprises a memory unit containing memorized parameters of a plurality of routes. The memorized parameters of each of the routes are divided into sections. Each of the sections is identified at least by radius of curvature, length of curve, difference in curves of inner and outer rails and 2o memorized absolute position. A position detector system continually sends actual parameters of speed and actual absolute position of the vehicle to an intelligent control unit establishing a set of instructions on the basis of the values of the memorized parameters and actual parameters. Tilting actuator units are placed between a bogie chassis and a vehicle frame and Zs connected to the control unit to receive the instructions so as to effect the orientation of the vehicle frame at track curves.
Figure 1 is a block diagram of the system which is the subject of the invention.
Figure 2 is a diagrammatic view of a practical implementation of the invention in which the chassis of the bogie and the frame of a railway vehicle are indicated by a quadrilateral outline.
3s Figure 3 is a sectional view in elevation of another practical implementation of the invention.
2a Figure 4 is a diagrammatic view of the tilting actuator in figure 3.
s Figure 5 is a representation with coordinates of a profile of accelerations (a) to be used for the system.
In what follows we describe an example of a practical implementation, which is not limitative, of the present invention. We do not discount to absolutely other forms of implementation in which minor changes can be introduced which do not detract from the fundamental idea; on the contrary, this invention embraces all its variants.
216$29 This system of tilting consists of the following units (figure 1):
- The position detector system (1) (tailed SDI') which is responsible for determining at any moment the speed and absolute position of the vehicle on the (rack.
- The fitting control unit (2) (UCB), which generates the instructions for tilting and controls their execution in real time.
- Axle orientation system (3) which, causes the lateral carriage wheel stresses in the two axles of one and the same bogie to be equalised and, in addition, Deduces its maximum value in a curve. In this way the velocity of the vehicle in the curve is increased.
- The tilting actuators (4) are responsible for executing in a mechanical manner the tilting instructions generated by the (UCB).
- Vehicle (6).
A memory unit (5) of the journey which is divided into sections identified by their parameters such as absolute position, radius of curvature, length of each section of curve, etc.
each curve has an entry transition curve (cte), the curve (c) as such and an exit transition curve (cts) (figure 5).
6n this unit (5) there are identified the sections of curve in which the operation of the tilting system is to corriinerice:
The operating method of the tilting system is as follows. The (SDP) (1) 21~282~
informs the (LICB) (2) of the absolute real position and travelling velocity of the vehicle. The (UCB) (2) receives this information and consults Its journey memory (5) in order to find out the route parameters at this point. If this positron coincides with a section of curve in which the tilting system has to operate, an instruction signal (cur) is generated for the tilting actuators (4) and for the axle orientation system (3) in accordance with a standard set of parameters related to the travelling velocity and the characteristics of the route.
This standard set of parameters is a standardised curve (cur) with abscissas and ordinates of the following form:
cur = func.param(vel,Lt,R,per,pos) where:
cur = instruction standae'd func.param = function of the parameters vel = travelling velocity of vehicle Lt = length of the transition curve R = radius of curvature of the route per = difference in curvature between inner and.
outer Pail pos = absolute position for which cur is evalu-ated.
The set of parameters is drawn up using, for example, polynomial or harmonic functions.
The set of parameters (func.param) is unique for all curves and for each type of vehicle. in order to obtain the standard instruction (cur) in each case it is sufficient to input the values of vel, Lt, Fl, per and pos in the previous fotmula.
According to a broad aspect of the present invention, there is provided is a tilting system which is mounted completely on a railway vehicle. The system comprises a memory unit containing memorized parameters of a plurality of routes. The memorized parameters of each of the routes are divided into sections. Each of the sections is identified at least by radius of curvature, length of curve, difference in curves of inner and outer rails and 2o memorized absolute position. A position detector system continually sends actual parameters of speed and actual absolute position of the vehicle to an intelligent control unit establishing a set of instructions on the basis of the values of the memorized parameters and actual parameters. Tilting actuator units are placed between a bogie chassis and a vehicle frame and Zs connected to the control unit to receive the instructions so as to effect the orientation of the vehicle frame at track curves.
Figure 1 is a block diagram of the system which is the subject of the invention.
Figure 2 is a diagrammatic view of a practical implementation of the invention in which the chassis of the bogie and the frame of a railway vehicle are indicated by a quadrilateral outline.
3s Figure 3 is a sectional view in elevation of another practical implementation of the invention.
2a Figure 4 is a diagrammatic view of the tilting actuator in figure 3.
s Figure 5 is a representation with coordinates of a profile of accelerations (a) to be used for the system.
In what follows we describe an example of a practical implementation, which is not limitative, of the present invention. We do not discount to absolutely other forms of implementation in which minor changes can be introduced which do not detract from the fundamental idea; on the contrary, this invention embraces all its variants.
216$29 This system of tilting consists of the following units (figure 1):
- The position detector system (1) (tailed SDI') which is responsible for determining at any moment the speed and absolute position of the vehicle on the (rack.
- The fitting control unit (2) (UCB), which generates the instructions for tilting and controls their execution in real time.
- Axle orientation system (3) which, causes the lateral carriage wheel stresses in the two axles of one and the same bogie to be equalised and, in addition, Deduces its maximum value in a curve. In this way the velocity of the vehicle in the curve is increased.
- The tilting actuators (4) are responsible for executing in a mechanical manner the tilting instructions generated by the (UCB).
- Vehicle (6).
A memory unit (5) of the journey which is divided into sections identified by their parameters such as absolute position, radius of curvature, length of each section of curve, etc.
each curve has an entry transition curve (cte), the curve (c) as such and an exit transition curve (cts) (figure 5).
6n this unit (5) there are identified the sections of curve in which the operation of the tilting system is to corriinerice:
The operating method of the tilting system is as follows. The (SDP) (1) 21~282~
informs the (LICB) (2) of the absolute real position and travelling velocity of the vehicle. The (UCB) (2) receives this information and consults Its journey memory (5) in order to find out the route parameters at this point. If this positron coincides with a section of curve in which the tilting system has to operate, an instruction signal (cur) is generated for the tilting actuators (4) and for the axle orientation system (3) in accordance with a standard set of parameters related to the travelling velocity and the characteristics of the route.
This standard set of parameters is a standardised curve (cur) with abscissas and ordinates of the following form:
cur = func.param(vel,Lt,R,per,pos) where:
cur = instruction standae'd func.param = function of the parameters vel = travelling velocity of vehicle Lt = length of the transition curve R = radius of curvature of the route per = difference in curvature between inner and.
outer Pail pos = absolute position for which cur is evalu-ated.
The set of parameters is drawn up using, for example, polynomial or harmonic functions.
The set of parameters (func.param) is unique for all curves and for each type of vehicle. in order to obtain the standard instruction (cur) in each case it is sufficient to input the values of vel, Lt, Fl, per and pos in the previous fotmula.
This standard set of parameters or standard behaviour of the vehicle in the curve is de$ned for the user as the most suitable for the type of route to be taken by the vehicle and it is d2pendent upon the dynamic characteristics of the vehicle, the type of actuator used, as well as its physical location and this can be obtained in conventional manner by means of theoretical or practical methods of analysis.
An example of how to obtain this standard set of parameters for a cohc~ete case is as follows. Given the type of route to be covered, the dynamic characteristics of the vehicle, the type of actuator and its location in the vehicle, a dynamic simulation is produced by computer of the behaviour of the vehicle in a curve.
These (conventional) simulation programmes have, among other facilities, an inverse dynamic calculation package. ~IVith this faciliiy it is possible to find out what standard has to be followed by a commahd signal (standard commahd) of an actuator in order for a dynamic parameter of the vehicle to follow a pre-established standard. This is to say, knowing beforehand what is tE'~e answer to the problem (the pre-established standard for a dynamic parari~eter of the vehicle) one has to find out what is the question (,the standard for the actuator). the standard obtained is adjusteii and given parameters by means of a con-ventional metfiod, this being by use of polynomial or harmonic functions.
For this system of tilting the pre-established standard which has been - .fixed as the objective is a trapezoidal outline for the lateral acceleration (a) experienced by the passenger (figure ~). The shape of this curve is proportional to the profile of the curvature of the route (I/R) and the amplitude of maximum lateral acceleration (amax) of the passenger, which is for example, limited to 0.55 m/sz.
_ ~ ~~62&2~ _ s cte =-entry transition curve c = curve proper cts = exit transition curve Pa = absolute position The actuators (4) are what initiate the tilting. They are positioned between the chassis of the bogie (8) and, directly or indirectly, the frame of the vehicle (7). They can be of various types, such as: hydraulic, eieciro-mechanical, etc. In order to produce in the frame (4) the desired effect of tilting, they may have certain mechanical elements between the bogie and the frame which ensure a relative turn between both. They also incorporate some turning meters (9) which supply the (UCB) (2).
We describe hereafter two examples of practical implementation, which are hot limitative, showing the mechanical configuration of a tilting vehicle: articulated configuratien and configur-ation with differentiated suspension.
Configuration 1: articulated (figure 2) This configuration is based upon the ihcorporation between the bogie chassis (8) and the frame (7) of a rail vehicle of a tilt-ing cross-beam (10) shown by means of a quadrilateral outline; for example by means of the shafts (11). This tilting dross-beam (10) supports the base of the secondary vertical suspension (12) which can be of conventional type with springs or pneumatic cylinders. The only relative movePnent permitted between tfie bogie chassis aiid the tilting cross-beam is one of turning in the directiori of movement (balancing tum).
Configuration 2: secondary differentiated suspension (figures 3 and 4).
The other possible configuratioh for the tilting system consists of fixing in a conventional bogie two tilting actuators (4) between the bogie chassis (81 ) and the base (b) of the secondary vertical suspension (13). The task of s these actuators (4) is that of creating a relative displacement of the base (b) of the secondary vertical suspension in relation to the bogie chassis (8~).
We describe hereafter an example of the application of this solution which consists of incorporating two hydraulic cylinders (14) of simple uo effect and of tipping types supported within the base of the helicoidal springs (15) of the secondary suspension of a conventional passenger bogie. The body of the cylinder is contained within the interior space of the spring.
The prol'Slem created by this solution is that the cylinder (14) ~s has to bear the weighs: of the frame (7) which is above it.
Figure ~~ shows a transverse section of a conventional bogie having spring type vertical suspension in which one can see the assembly of the tilting cylinder bas~sd upon this configuration.
zo It will bE~ understood that in place of the profile of lateral and angular acceleration, one can programme the profile of the speed or displacement (only if it is to be derived) of the vehicle/passenger, or with uncompensated acceleration what is the uncompensated lateral acceleration .'s through gravity or othE~r related variable.
An example of how to obtain this standard set of parameters for a cohc~ete case is as follows. Given the type of route to be covered, the dynamic characteristics of the vehicle, the type of actuator and its location in the vehicle, a dynamic simulation is produced by computer of the behaviour of the vehicle in a curve.
These (conventional) simulation programmes have, among other facilities, an inverse dynamic calculation package. ~IVith this faciliiy it is possible to find out what standard has to be followed by a commahd signal (standard commahd) of an actuator in order for a dynamic parameter of the vehicle to follow a pre-established standard. This is to say, knowing beforehand what is tE'~e answer to the problem (the pre-established standard for a dynamic parari~eter of the vehicle) one has to find out what is the question (,the standard for the actuator). the standard obtained is adjusteii and given parameters by means of a con-ventional metfiod, this being by use of polynomial or harmonic functions.
For this system of tilting the pre-established standard which has been - .fixed as the objective is a trapezoidal outline for the lateral acceleration (a) experienced by the passenger (figure ~). The shape of this curve is proportional to the profile of the curvature of the route (I/R) and the amplitude of maximum lateral acceleration (amax) of the passenger, which is for example, limited to 0.55 m/sz.
_ ~ ~~62&2~ _ s cte =-entry transition curve c = curve proper cts = exit transition curve Pa = absolute position The actuators (4) are what initiate the tilting. They are positioned between the chassis of the bogie (8) and, directly or indirectly, the frame of the vehicle (7). They can be of various types, such as: hydraulic, eieciro-mechanical, etc. In order to produce in the frame (4) the desired effect of tilting, they may have certain mechanical elements between the bogie and the frame which ensure a relative turn between both. They also incorporate some turning meters (9) which supply the (UCB) (2).
We describe hereafter two examples of practical implementation, which are hot limitative, showing the mechanical configuration of a tilting vehicle: articulated configuratien and configur-ation with differentiated suspension.
Configuration 1: articulated (figure 2) This configuration is based upon the ihcorporation between the bogie chassis (8) and the frame (7) of a rail vehicle of a tilt-ing cross-beam (10) shown by means of a quadrilateral outline; for example by means of the shafts (11). This tilting dross-beam (10) supports the base of the secondary vertical suspension (12) which can be of conventional type with springs or pneumatic cylinders. The only relative movePnent permitted between tfie bogie chassis aiid the tilting cross-beam is one of turning in the directiori of movement (balancing tum).
Configuration 2: secondary differentiated suspension (figures 3 and 4).
The other possible configuratioh for the tilting system consists of fixing in a conventional bogie two tilting actuators (4) between the bogie chassis (81 ) and the base (b) of the secondary vertical suspension (13). The task of s these actuators (4) is that of creating a relative displacement of the base (b) of the secondary vertical suspension in relation to the bogie chassis (8~).
We describe hereafter an example of the application of this solution which consists of incorporating two hydraulic cylinders (14) of simple uo effect and of tipping types supported within the base of the helicoidal springs (15) of the secondary suspension of a conventional passenger bogie. The body of the cylinder is contained within the interior space of the spring.
The prol'Slem created by this solution is that the cylinder (14) ~s has to bear the weighs: of the frame (7) which is above it.
Figure ~~ shows a transverse section of a conventional bogie having spring type vertical suspension in which one can see the assembly of the tilting cylinder bas~sd upon this configuration.
zo It will bE~ understood that in place of the profile of lateral and angular acceleration, one can programme the profile of the speed or displacement (only if it is to be derived) of the vehicle/passenger, or with uncompensated acceleration what is the uncompensated lateral acceleration .'s through gravity or othE~r related variable.
Claims (8)
1. Tilting system mounted completely on a railway vehicle comprising:
a) a memory unit containing memorized parameters of a plurality of routes, the memorized parameters of each of said routes divided into sections, each of said sections being identified at least by radius of curvature, length of curve, difference in curves of inner and outer rails and memorized absolute position;
b) a position detector system which continually sends actual parameters of speed and actual absolute position of the vehicle to c) an intelligent control unit establishing a set of instructions on the basis of the values of said memorized parameters and actual parameters; and d) tilting actuator units placed between a bogie chassis and a vehicle frame, and connected to said control unit to receive said instructions so as to effect the orientation of said vehicle frame at track curves.
a) a memory unit containing memorized parameters of a plurality of routes, the memorized parameters of each of said routes divided into sections, each of said sections being identified at least by radius of curvature, length of curve, difference in curves of inner and outer rails and memorized absolute position;
b) a position detector system which continually sends actual parameters of speed and actual absolute position of the vehicle to c) an intelligent control unit establishing a set of instructions on the basis of the values of said memorized parameters and actual parameters; and d) tilting actuator units placed between a bogie chassis and a vehicle frame, and connected to said control unit to receive said instructions so as to effect the orientation of said vehicle frame at track curves.
2. Tilting system for railway vehicle of claim 1 wherein said system has relative movement measuring units between the vehicle frame and the bogie chassis, from which signals are sent to the control unit.
3. Tilting system for railway vehicle of claim 1 further comprising a system for axle orientation reducing imbalance of lateral wheel-carriage stresses in two axles of the bogie chassis.
4. Tilting system for railway vehicle of claim 1 further comprising a tilting cross-beam positioned between the vehicle frame and the bogie chassis.
5. Tilting system for railway vehicle of claim 1 wherein said vehicle has a secondary vertical suspension and said tilting actuator units are placed between the bogie chassis and a base of said secondary vertical suspension.
6. Tilting system for railway vehicle of claim 5 wherein said secondary vertical suspension are suspension springs and each said tilting actuator unit is a fluidic cylinder supported within said springs.
7. Tilting system for railway vehicle of claim 1 wherein said set of instructions is obtained by an application of a program of dynamic simulation of behavior of the vehicle in a curve.
8. Tilting system for railway vehicle of claim 1 further comprising a secondary suspension comprising helicoidal springs and wherein the tilting actuator units are located within said springs.
Priority Applications (7)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| SE9503928A SE509153C2 (en) | 1995-11-07 | 1995-11-07 | Tilt system for railway wagons |
| CH03172/95A CH691119A5 (en) | 1995-11-07 | 1995-11-09 | Tilting train system for railway rolling stock |
| FR9513703A FR2741026B1 (en) | 1995-11-07 | 1995-11-10 | TILTING SYSTEM FOR RAIL VEHICLE |
| GB9523146A GB2306932B (en) | 1995-11-07 | 1995-11-11 | Tilting system for railway rolling stock |
| US08/556,274 US5636576A (en) | 1995-11-07 | 1995-11-13 | Tilting system for railway rolling stock |
| CA002162829A CA2162829C (en) | 1978-12-08 | 1995-11-14 | Tilting system for railway rolling stock |
| DE19542369A DE19542369C2 (en) | 1995-11-07 | 1995-11-14 | Pendulum system for rail vehicles |
Applications Claiming Priority (7)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CA317,595A CA1113608A (en) | 1978-04-07 | 1978-12-08 | Fault tolerant bubble memory with a single major loop having an integral stationary register |
| SE9503928A SE509153C2 (en) | 1995-11-07 | 1995-11-07 | Tilt system for railway wagons |
| FR9513703A FR2741026B1 (en) | 1995-11-07 | 1995-11-10 | TILTING SYSTEM FOR RAIL VEHICLE |
| GB9523146A GB2306932B (en) | 1995-11-07 | 1995-11-11 | Tilting system for railway rolling stock |
| US08/556,274 US5636576A (en) | 1995-11-07 | 1995-11-13 | Tilting system for railway rolling stock |
| CA002162829A CA2162829C (en) | 1978-12-08 | 1995-11-14 | Tilting system for railway rolling stock |
| DE19542369A DE19542369C2 (en) | 1995-11-07 | 1995-11-14 | Pendulum system for rail vehicles |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CA2162829A1 CA2162829A1 (en) | 1997-05-15 |
| CA2162829C true CA2162829C (en) | 2001-02-20 |
Family
ID=27560895
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA002162829A Expired - Fee Related CA2162829C (en) | 1978-12-08 | 1995-11-14 | Tilting system for railway rolling stock |
Country Status (1)
| Country | Link |
|---|---|
| CA (1) | CA2162829C (en) |
-
1995
- 1995-11-14 CA CA002162829A patent/CA2162829C/en not_active Expired - Fee Related
Also Published As
| Publication number | Publication date |
|---|---|
| CA2162829A1 (en) | 1997-05-15 |
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| EEER | Examination request | ||
| MKLA | Lapsed |
Effective date: 20141114 |