CA2354611A1 - Rail road freight car with resilient suspension - Google Patents
Rail road freight car with resilient suspension Download PDFInfo
- Publication number
- CA2354611A1 CA2354611A1 CA002354611A CA2354611A CA2354611A1 CA 2354611 A1 CA2354611 A1 CA 2354611A1 CA 002354611 A CA002354611 A CA 002354611A CA 2354611 A CA2354611 A CA 2354611A CA 2354611 A1 CA2354611 A1 CA 2354611A1
- Authority
- CA
- Canada
- Prior art keywords
- car
- rail
- rail road
- truck
- trucks
- 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.)
- Granted
Links
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
- B61D3/00—Wagons or vans
- B61D3/16—Wagons or vans adapted for carrying special loads
- B61D3/18—Wagons or vans adapted for carrying special loads for vehicles
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
- B61D3/00—Wagons or vans
- B61D3/10—Articulated vehicles
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
- 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
- B61F5/04—Bolster supports or mountings
- B61F5/12—Bolster supports or mountings incorporating dampers
- B61F5/122—Bolster supports or mountings incorporating dampers with friction surfaces
Abstract
An auto rack rail road freight car is provided for carrying low density, relatively high value, relatively fragile lading. The car has a relatively soft suspension and an empty vertical bounce natural frequency of less than 2.0 Hz. The car also ha s additional ballast to increase the dead sprung weight of the car relative to the weight of the lading. In the embodiments in which multi-unit articulated freight cars are employed , such as for auto rack rail cars, the ballast is located preferentially toward the couple r end trucks. The trucks for the railcar have an increased wheelbase and damping located t o provide a greater moment arm and bearing face to encourage a higher threshhold for rai l car hunting.
Claims (49)
1. A rail road freight car having:
at least one rail car unit, said rail road freight car being supported by three piece rail car trucks for rolling motion along rail road tracks;
each of said three piece trucks having a rigid truck bolster and a pair of first and second side frame assemblies, the bolster having first and second ends and the side frames being mounted at either end of the truck bolster;
said three piece trucks each having a resilient suspension mounted between said truck bolster and said side frames;
said rail road freight car having a sprung mass;
a first portion of said sprung mass being carried by a first of said rail car trucks;
said resilient suspensions of said first of said trucks having a vertical bounce spring rate; and said rail car truck suspension having a natural vertical bounce frequency, said frequency being the square root of the value obtained by dividing said first spring rate by said first portion of said sprung mass; and said natural vertical bounce frequency of rail road car being less than 4.0 Hz.
when said rail road car is unloaded.
at least one rail car unit, said rail road freight car being supported by three piece rail car trucks for rolling motion along rail road tracks;
each of said three piece trucks having a rigid truck bolster and a pair of first and second side frame assemblies, the bolster having first and second ends and the side frames being mounted at either end of the truck bolster;
said three piece trucks each having a resilient suspension mounted between said truck bolster and said side frames;
said rail road freight car having a sprung mass;
a first portion of said sprung mass being carried by a first of said rail car trucks;
said resilient suspensions of said first of said trucks having a vertical bounce spring rate; and said rail car truck suspension having a natural vertical bounce frequency, said frequency being the square root of the value obtained by dividing said first spring rate by said first portion of said sprung mass; and said natural vertical bounce frequency of rail road car being less than 4.0 Hz.
when said rail road car is unloaded.
2. The rail road freight car of claim 1 wherein:
each of said trucks bears a respective portion of said sprung mass of said rail road car, each of said trucks has a vertical bounce spring rate, and each respective natural vertical bounce frequency of each of said trucks is less than 3.0 Hz.
when said rail road car is empty.
each of said trucks bears a respective portion of said sprung mass of said rail road car, each of said trucks has a vertical bounce spring rate, and each respective natural vertical bounce frequency of each of said trucks is less than 3.0 Hz.
when said rail road car is empty.
3. The rail road freight car of claim 1 wherein:
each of said trucks bears a respective portion of said sprung mass of said rail road car, each of said trucks has a vertical bounce spring rate, and said rail road car has an overall natural vertical bounce frequency of less than 2.0 Hz.
when said rail road car is empty.
each of said trucks bears a respective portion of said sprung mass of said rail road car, each of said trucks has a vertical bounce spring rate, and said rail road car has an overall natural vertical bounce frequency of less than 2.0 Hz.
when said rail road car is empty.
4. The rail road freight car of claim 1 wherein:
said first rail car truck has a gross rail load limit, said first rail car truck carries a first live load when said rail road car is fully loaded;
said gross rail limit for said first truck is at least as great as said first portion of said rail car mass and said first live load when added together; and said first rail car truck having a natural vertical bounce frequency less than 1.5 Hz.
when said rail road car is fully loaded.
said first rail car truck has a gross rail load limit, said first rail car truck carries a first live load when said rail road car is fully loaded;
said gross rail limit for said first truck is at least as great as said first portion of said rail car mass and said first live load when added together; and said first rail car truck having a natural vertical bounce frequency less than 1.5 Hz.
when said rail road car is fully loaded.
5. The rail road freight car of claim 1 wherein:
said rail road car has a fully loaded live load mass; and when fully loaded, said rail road car has a natural vertical bounce frequency of less than 1.5 hz.
said rail road car has a fully loaded live load mass; and when fully loaded, said rail road car has a natural vertical bounce frequency of less than 1.5 hz.
6. The rail road freight car of claim 5 wherein said rail road car has a natural vertical bounce frequency of less than 1.4 Hz.
7. The rail road car of claim 1 wherein said rail road car has at least one end-loading deck for carrying wheeled vehicles.
8. The rail road car of claim 7 wherein said rail road car is an auto rack car.
9. The rail road car of claim 1 wherein said rail road car is an articulated rail road car.
10. The rail road car of claim 9 wherein said rail road car is a three pack auto rack rail road car.
11. The rail road car of claim 10 wherein said three pack autorack rail road car has a center unit and first and second end units joined at articulated connectors to said center unit, said center unit has two of said trucks mounted thereunder, and each of said end units has a single one of said trucks mounted thereunder, said articulated connectors being longitudinally offset from said trucks mounted under said center unit.
12. The rail road car of claim 1 wherein said rail road car includes at least one rail car unit, and said rail car unit has a light car weight and a fully loaded weight, and said light car weight is at least half as great as said fully loaded weight.
13. The rail road car of claim 1 wherein said rail road car is an articulated auto rack rail road car including at least two auto rack rail car units joined at an articulated connection, at least one of said auto rack rail car units is an end unit, and said end unit has a sprung weight of at least 65,000 lbs.
14. The rail road car of claim 1 wherein:
said rail road car is an articulated rail road car including at least two rail car units joined at an articulated connection;
at least two of said rail car units being first and second end units;
each said end unit having a first end having a releasable coupler mounted thereto, and a second end connected by said articulated connection to an adjacent rail car unit;
said first end unit having one of said three piece trucks mounted thereunder closer to said first end having said releasable coupler than to said second end joined by said articulated connector to said adjacent car;
said first end unit having a weight, and a weight distribution of said weight biased toward said coupler end thereof.
said rail road car is an articulated rail road car including at least two rail car units joined at an articulated connection;
at least two of said rail car units being first and second end units;
each said end unit having a first end having a releasable coupler mounted thereto, and a second end connected by said articulated connection to an adjacent rail car unit;
said first end unit having one of said three piece trucks mounted thereunder closer to said first end having said releasable coupler than to said second end joined by said articulated connector to said adjacent car;
said first end unit having a weight, and a weight distribution of said weight biased toward said coupler end thereof.
15. The rail road car of claim 14 wherein said end unit has at least one ballast member mounted closer to said coupler end thereof than to said articulated connector end thereof.
16. The rail road car of claim 15 wherein said ballast member is a deck plate.
17. The rail road car of claim 14 wherein, as unloaded, at least 60 % of said weight is carried by the truck mounted closer to said coupler end than to said articulated connector end.
18. The rail road car of claim 17 wherein, as unloaded, at least 2/3 of said weight is carried by the truck mounted closer to said coupler end than to said articulated connector end.
19. The rail road car of claim 14 wherein:
said rail road car has a three piece truck mounted closer to said articulation connection end of said end rail car truck than any other truck of said rail road car;
when said rail road car is empty, said three piece truck mounted closer to said coupler end of said end car unit bears a dead sprung load D1, said three piece truck closest to said articulated connector bears a dead sprung load D2; and D1 lies in the range of 2/3 of D2 to 4/3 of D2.
said rail road car has a three piece truck mounted closer to said articulation connection end of said end rail car truck than any other truck of said rail road car;
when said rail road car is empty, said three piece truck mounted closer to said coupler end of said end car unit bears a dead sprung load D1, said three piece truck closest to said articulated connector bears a dead sprung load D2; and D1 lies in the range of 2/3 of D2 to 4/3 of D2.
20. The rail road car of claim 19 wherein D1 is in the range of 4/5 to 6/5 of D2.
21. The rail road car of claim 19 wherein D1 is in the range of 90 % of D2 to % of D2.
22. The rail road car of claim 1 wherein said first three piece truck has a wheelbase of greater than 72 inches.
23. The rail road car of claim 1 wherein said first three piece truck has a wheelbase of greater than 80 inches.
24. The rail road car of claim 1 wherein said first three piece truck has a track width corresponding to a railroad gauge width, and a wheelbase length; and the ratio of said wheelbase length to the gauge width is at least as great as 1.3 : 1Ø
25. The rail road car of claim 16 wherein said ratio is at least as great as 1.4 : 1Ø
26. The rail road car of claim 1 wherein said first rail car truck has a set of wheels for engaging a rail road track, and said rail road car has a body having a clearance above said wheels of more than 5 inches.
27. The rail road car of claim 1 wherein said clearance is at least 7 inches.
28. The rail road car of claim 1 wherein said car has a light weight corresponding to a first mass Ml when unloaded, and is rated to carry a live load of a maximum mass M2, and the ratio of M1 : M2 is at least as great as 1.2 : 1.
29. The rail road car of claim 20 wherein said ratio is at least as great as 1.5 : 1
30. The rail road car of claim 1 wherein said rail road car has a deck for carrying lading above said first rail car truck, and said deck for lading lies at a height of greater than 42 inches relative to top of rail.
31. The rail road car of claim 1 wherein said first rail car truck has a rating at least as great as "70 Ton".
32. The rail road freight car of claim 1 wherein said car exceeds 19' - 0" in height measured from top of rail.
33. The rail road freight car of claim 1 wherein:
said rail road car has a first coupler end and a second coupler end;
a draft gear is mounted to said railcar at said first coupler end, and a releasable coupler mounted to said draft gear; and said draft gear has a deflection of less than 2 1/2 inches under a buff load of 500,000 Lbs.
said rail road car has a first coupler end and a second coupler end;
a draft gear is mounted to said railcar at said first coupler end, and a releasable coupler mounted to said draft gear; and said draft gear has a deflection of less than 2 1/2 inches under a buff load of 500,000 Lbs.
34. The rail road car of claim 1 wherein said resilient suspension included a spring group mounted between one end of said truck bolster and one of said side frames, and a second spring group mounted between the other end of said truck bolster and the other side frame, and each of said spring groups has a spring rate constant lying in the range of 6,000 lbs/in to 10,000 lbs/in.
35. The rail road car of claim 34 wherein said spring rate constant of each of said groups has a value lying in the range of 7000 lbs/in and 9500 lbs/in.
36. An articulated rail road freight car comprising:
at least a first rail car unit and a second rail car unit joined at an articulated connection;
said articulated rail road car being carried by rail car trucks for rolling motion along rail road tracks;
at least two of said rail car units being end units;
said first rail car unit being one of said end units;
said first end unit having a first end and a second end;
said first end of said first rail car unit having a releasable couple mounted thereto and said second end being joined by said articulated connection to said second rail car unit;
a first of said trucks being mounted to said first rail car unit at a first truck center, said first truck center lying closer to said first end of said first rail car unit than to said second end;
a second of said trucks being mounted closer to said articulation between said first and second rail car units than any other of said trucks;
said first car unit having a weight and a dead load weight distribution;
said dead load weight distribution of said first rail car unit being biased toward said first end of said first rail car unit.
at least a first rail car unit and a second rail car unit joined at an articulated connection;
said articulated rail road car being carried by rail car trucks for rolling motion along rail road tracks;
at least two of said rail car units being end units;
said first rail car unit being one of said end units;
said first end unit having a first end and a second end;
said first end of said first rail car unit having a releasable couple mounted thereto and said second end being joined by said articulated connection to said second rail car unit;
a first of said trucks being mounted to said first rail car unit at a first truck center, said first truck center lying closer to said first end of said first rail car unit than to said second end;
a second of said trucks being mounted closer to said articulation between said first and second rail car units than any other of said trucks;
said first car unit having a weight and a dead load weight distribution;
said dead load weight distribution of said first rail car unit being biased toward said first end of said first rail car unit.
37. The rail road freight car of claim 32 wherein, as empty, at least 60 % of said weight of said first rail car unit is borne by said first truck.
38. The rail road freight car of claim 33 wherein, as empty, at least 2/3 of said weight of said first rail car unit is borne by said first truck.
39. The rail road freight car of claim 32 wherein said second rail car unit has a weight distributed between said second rail car truck and a third rail car truck, and, when said rail road car is empty, said first rail car truck bears a first dead load, D1, said second rail car truck bears a second dead load, D2, and D1 is in the range of 2/3 to 4/3 of D2.
40. The rail road freight car of claim 33 wherein D1 is in the range of 90 %
to 110 of D2.
to 110 of D2.
41. An articulated rail road freight car comprising:
a number of rail car units connected at a number of articulated connectors, said rail car units being supported for rolling direction along rail road tracks by a number of rail car trucks;
the number of articulated connectors being one less than the number of railcar units, each articulated connector being located between a two adjacent ones of said rail car units;
the number of rail car trucks being one greater than the number of rail car units;
said rail car units each have a dead sprung weight, said dead sprung weights of said rail cars being distributed among said trucks;
an average dead sprung weight per truck, W0, being equal to the total dead sprung weight of all of said rail car units divided by the total number of said trucks;
each of said rail car truck bears a dead sprung weight, WDS; and for each of said trucks WDS lies in the range of 2/3 to 4/3 of W0.
a number of rail car units connected at a number of articulated connectors, said rail car units being supported for rolling direction along rail road tracks by a number of rail car trucks;
the number of articulated connectors being one less than the number of railcar units, each articulated connector being located between a two adjacent ones of said rail car units;
the number of rail car trucks being one greater than the number of rail car units;
said rail car units each have a dead sprung weight, said dead sprung weights of said rail cars being distributed among said trucks;
an average dead sprung weight per truck, W0, being equal to the total dead sprung weight of all of said rail car units divided by the total number of said trucks;
each of said rail car truck bears a dead sprung weight, WDS; and for each of said trucks WDS lies in the range of 2/3 to 4/3 of W0.
42. The articulated rail road freight car of claim 37 wherein for each of said trucks WDS lies in the range of 90 % to 110 % of W0.
43. The articulated rail road freight car of claim 37 wherein each of said trucks has a resilient suspension having an overall vertical bounce spring rate in the range of 13,000 to 20,000 lbs per inch.
44. The articulated rail road freight car of claim 37 wherein each of said trucks has a resilient suspension having an overall vertical bounce spring rate, k, and the value of the square root of the dividend obtained by dividing k by a mass equal to WO/g yields a natural frequency of less than 2 Hz when said articulated freight car is unloaded.
45. The articulated rail road freight car of claim 37 wherein at least one of said rail car trucks has a wheelbase to track gauge width ratio greater than 1.3.
46. A three piece freight car truck comprising:
a rigid truck bolster having a first end and a second end;
a first side frame mounted at said first end of said truck bolster;
a second side frame mounted at said second end of said bolster;
a first spring group mounted between said first side frame and said first end of said bolster;
a second spring group mounted between said second side frame and said second end of said truck bolster;
wheel sets each having a first and second wheel mounted on a pair of first and second axles;
said first and second wheels being spaced apart from each other a distance corresponding to a track gauge width;
said first and second axles being mounted between said first and second side frames;
said wheel sets having a wheel base length that is (a) greater than 72 inches and (b) at least 1.3 times as great as said track gauge width.
a rigid truck bolster having a first end and a second end;
a first side frame mounted at said first end of said truck bolster;
a second side frame mounted at said second end of said bolster;
a first spring group mounted between said first side frame and said first end of said bolster;
a second spring group mounted between said second side frame and said second end of said truck bolster;
wheel sets each having a first and second wheel mounted on a pair of first and second axles;
said first and second wheels being spaced apart from each other a distance corresponding to a track gauge width;
said first and second axles being mounted between said first and second side frames;
said wheel sets having a wheel base length that is (a) greater than 72 inches and (b) at least 1.3 times as great as said track gauge width.
47. The three piece rail car truck of claim 42 wherein said truck has a load carrying capacity at least as great as an AAR 70 Ton truck, and each of said spring groups has a vertical spring rate constant of less than 10,000 lbs./in.
48. A three piece freight car truck comprising:
a rigid truck bolster having a first end and a second end, said truck bolster having a center plate and a truck center, said truck bolster extending in along a transverse axis defined through said truck center;
a first side frame mounted at said first end of said truck bolster;
a second side frame mounted at said second end of said bolster;
said side frames extending in a longitudinal direction relative to said truck bolster;
a first spring group mounted between said first side frame and said first end of said bolster;
a second spring group mounted between said second side frame and said second end of said truck bolster;
wheel sets each having a first and second wheel mounted on a pair of first and second axles;
said first and second axles being mounted between said first and second side frames and spaced in a longitudinal direction relative to each other;
friction dampers mounted to provide damping to said spring groups during motion of said side frames relative to said truck bolster;
each of said side frames having a first pair of friction dampers and a second pair of friction dampers;
said first pair of friction dampers being mounted longitudinally to one side of a vertical transverse plane passing through said truck center of said truck bolster, said second pair of friction dampers being mounted to the other side of said vertical transverse plane;
said first pair of friction dampers including a first inboard damper and a first outboard damper, said first outboard damper being located transversely outboard of said first inboard damper;
said second pair of friction dampers including a second inboard damper and a second outboard damper, said second outboard damper being located transversely outboard of said second inboard damper;
each of said first inboard and first outboard friction dampers being independently sprung; and each of said second inboard and second outboard dampers being independently sprung.
a rigid truck bolster having a first end and a second end, said truck bolster having a center plate and a truck center, said truck bolster extending in along a transverse axis defined through said truck center;
a first side frame mounted at said first end of said truck bolster;
a second side frame mounted at said second end of said bolster;
said side frames extending in a longitudinal direction relative to said truck bolster;
a first spring group mounted between said first side frame and said first end of said bolster;
a second spring group mounted between said second side frame and said second end of said truck bolster;
wheel sets each having a first and second wheel mounted on a pair of first and second axles;
said first and second axles being mounted between said first and second side frames and spaced in a longitudinal direction relative to each other;
friction dampers mounted to provide damping to said spring groups during motion of said side frames relative to said truck bolster;
each of said side frames having a first pair of friction dampers and a second pair of friction dampers;
said first pair of friction dampers being mounted longitudinally to one side of a vertical transverse plane passing through said truck center of said truck bolster, said second pair of friction dampers being mounted to the other side of said vertical transverse plane;
said first pair of friction dampers including a first inboard damper and a first outboard damper, said first outboard damper being located transversely outboard of said first inboard damper;
said second pair of friction dampers including a second inboard damper and a second outboard damper, said second outboard damper being located transversely outboard of said second inboard damper;
each of said first inboard and first outboard friction dampers being independently sprung; and each of said second inboard and second outboard dampers being independently sprung.
49. The three piece truck of claim 44 wherein:
each of said first and second side frames has a lower frame member, an upper frame member, and fore and aft vertical columns, said upper frame member;
said lower frame member and said columns co-operating to define an opening in said side frame through which one end of said truck bolster is introduced;
said lower frame member having a spring seat;
said spring group having an inboard row of springs and an outboard row of springs seated in said spring seat of said lower frame member;
each of said columns having an inboard friction bearing surface portion and an outboard friction bearing surface portion.
each of said first and second side frames has a lower frame member, an upper frame member, and fore and aft vertical columns, said upper frame member;
said lower frame member and said columns co-operating to define an opening in said side frame through which one end of said truck bolster is introduced;
said lower frame member having a spring seat;
said spring group having an inboard row of springs and an outboard row of springs seated in said spring seat of said lower frame member;
each of said columns having an inboard friction bearing surface portion and an outboard friction bearing surface portion.
Priority Applications (7)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CA2707417A CA2707417C (en) | 2001-08-01 | 2001-08-01 | Rail road freight car with resilient suspension |
| CA2354611A CA2354611C (en) | 2001-08-01 | 2001-08-01 | Rail road freight car with resilient suspension |
| CA2872781A CA2872781C (en) | 2001-08-01 | 2002-08-01 | Rail road car truck with rocking sideframe |
| CA2396525A CA2396525C (en) | 2001-08-01 | 2002-08-01 | Rail road car truck with rocking sideframe |
| CA2396483A CA2396483C (en) | 2001-08-01 | 2002-08-01 | Rail road freight car with damped suspension |
| CA2797026A CA2797026C (en) | 2001-08-01 | 2002-08-01 | Rail road freight car with damped suspension |
| CA2797275A CA2797275C (en) | 2001-08-01 | 2002-08-01 | Rail road car truck with rocking sideframe |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CA2354611A CA2354611C (en) | 2001-08-01 | 2001-08-01 | Rail road freight car with resilient suspension |
Related Child Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA2707417A Division CA2707417C (en) | 2001-08-01 | 2001-08-01 | Rail road freight car with resilient suspension |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CA2354611A1 true CA2354611A1 (en) | 2003-02-01 |
| CA2354611C CA2354611C (en) | 2010-09-28 |
Family
ID=4169651
Family Applications (3)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA2354611A Expired - Lifetime CA2354611C (en) | 2001-08-01 | 2001-08-01 | Rail road freight car with resilient suspension |
| CA2707417A Expired - Lifetime CA2707417C (en) | 2001-08-01 | 2001-08-01 | Rail road freight car with resilient suspension |
| CA2872781A Expired - Lifetime CA2872781C (en) | 2001-08-01 | 2002-08-01 | Rail road car truck with rocking sideframe |
Family Applications After (2)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA2707417A Expired - Lifetime CA2707417C (en) | 2001-08-01 | 2001-08-01 | Rail road freight car with resilient suspension |
| CA2872781A Expired - Lifetime CA2872781C (en) | 2001-08-01 | 2002-08-01 | Rail road car truck with rocking sideframe |
Country Status (1)
| Country | Link |
|---|---|
| CA (3) | CA2354611C (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN113329929A (en) * | 2018-11-01 | 2021-08-31 | 阿母斯替德铁路公司 | Side bearing of rail car |
-
2001
- 2001-08-01 CA CA2354611A patent/CA2354611C/en not_active Expired - Lifetime
- 2001-08-01 CA CA2707417A patent/CA2707417C/en not_active Expired - Lifetime
-
2002
- 2002-08-01 CA CA2872781A patent/CA2872781C/en not_active Expired - Lifetime
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN113329929A (en) * | 2018-11-01 | 2021-08-31 | 阿母斯替德铁路公司 | Side bearing of rail car |
| CN113329929B (en) * | 2018-11-01 | 2024-03-01 | 阿母斯替德铁路公司 | Side bearing of railway car |
Also Published As
| Publication number | Publication date |
|---|---|
| CA2707417C (en) | 2015-04-07 |
| CA2707417A1 (en) | 2003-02-01 |
| CA2872781A1 (en) | 2003-02-01 |
| CA2872781C (en) | 2017-02-14 |
| CA2354611C (en) | 2010-09-28 |
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Legal Events
| Date | Code | Title | Description |
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| MKEX | Expiry |
Effective date: 20210803 |