EP0054830A1 - Device for the orientation of a single-axle bogie round a curve - Google Patents
Device for the orientation of a single-axle bogie round a curve Download PDFInfo
- Publication number
- EP0054830A1 EP0054830A1 EP19810110232 EP81110232A EP0054830A1 EP 0054830 A1 EP0054830 A1 EP 0054830A1 EP 19810110232 EP19810110232 EP 19810110232 EP 81110232 A EP81110232 A EP 81110232A EP 0054830 A1 EP0054830 A1 EP 0054830A1
- Authority
- EP
- European Patent Office
- Prior art keywords
- point
- articulation
- vehicle
- points
- vehicles
- 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
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Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
- B61F3/00—Types of bogies
- B61F3/12—Types of bogies specially modified for carrying adjacent vehicle bodies of articulated trains
- B61F3/125—Types of bogies specially modified for carrying adjacent vehicle bodies of articulated trains with more than one axle or wheel set
-
- 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
- B61F5/38—Arrangements or devices for adjusting or allowing self- adjustment of wheel axles or bogies when rounding curves, e.g. sliding axles, swinging axles
- B61F5/44—Adjustment controlled by movements of vehicle body
Definitions
- the present invention relates to a device for orienting a bogie to an axle in a curve.
- motor or towed vehicles were mounted on two axles arranged perpendicular to the longitudinal median plane of the vehicle, and fixed orientation relative to this plane.
- the invention of the two-axle bogie made it possible to produce longer vehicles, while limiting the angle of attack of the axles relative to the track; Indeed, the bogie allows a certain orientation of these, where it follows that the angle of attack is reduced and becomes a function of the length of the bogie and no longer that of the vehicle.
- the device satisfies these requirements.
- the device is capable of being installed on a train composed of at least two vehicles with two axles, imposing on these axles a suitable orientation in a curve, relative to the track, that is to say a position radial to it.
- the subject of the present invention is a device for orienting the curve of a bogie with an axle in the radial direction of the track applicable to one end of a first vehicle adjacent to a second vehicle, characterized in that it comprises two fixed anchor points arranged on either side of the longitudinal axes of said first and second vehicles at a distance a from each of these axes, the first fixed anchor point being on one end of said first vehicle, the second fixed anchor point being on the end opposite said second vehicle and on each bogie two articulation points arranged on either side of each of the longitudinal axes of the two vehicles at a distance b from each of these axes and called respectively first and second articulation points for said first vehicle and third and fourth articulation points for said second vehicle and at least four connecting rods, the first and second connecting rods respectively connecting said second articulation point and said fourth articulation point to said first anchoring point, the third and the fourth connecting rods respectively connecting said first articulation point and said third articulation point to said second anchoring point.
- it further comprises vertical levers suspended from third and fourth anchor points each disposed respectively opposite said first and second anchor points on the opposite end of the adjacent vehicle and in that six longitudinal connecting rods connect said first second third and fourth points of articulation and the four above-mentioned anchoring points so that, on one side of said longitudinal axis of vehicles, a connecting rod connects the second point d articulation to said vertical lever suspended from said third anchoring point which is connected, on the one hand by a connecting rod to the fourth articulation point and by the end of said lever to the first anchoring point, on the other hand, by a other connecting rod and that on the other side of said longitudinal axis of the vehicle there are three symmetrical connections of the preceding connections.
- the fixed point 31 attaches two longitudinal connecting rods 11 and 21; the connecting rod 11 is linked to the articulation point 51 of the axle 5 of the same box, the connecting rod 21 is linked to the articulation point 61 of the axle 6 of the adjacent box.
- the fixed anchor point 32 attaches two longitudinal connecting rods 12 and 22, the connecting rod 22 is linked to the articulation point 62 of the axle 6 of the same body, the connecting rod 12 is linked to the articulation point 52 axle 5 of the adjacent body.
- the axle 5 pivots around the articulation point 51, linked to the vehicle body 1 by the connecting rod 11 and the fixed anchor point 31, likewise the axle 6 pivots around the articulation point 62, linked to the vehicle body 2 by the connecting rod 22 and the fixed anchor point 32. If the connecting rods 11, 12, 21, 22 are strictly longitudinal, the axles 5 and 6 take an orientation parallel to the external bisector of the angle; they remain parallel to each other, and their position relative to the track is not perfectly radial.
- the distance a from fixed anchor points under boxes 31 and 32 to the longitudinal axis of the vehicles is less than the distance b from the articulation points 51, 52, 61, 62 to which the connecting rods longitudinal hooks to axles 5 and 6 with respect to this same axis.
- the optimal a / b ratio depends on the longitudinal dimensions of the vehicles but is always less than 1.
- This device has a drawback, the longitudinal traction forces exerted by an axle are transmitted by one of the connecting rods to the body it carries, but by the other connecting rod to the adjacent body.
- the body 1 receives by the rod 11 the forces exerted by the axle 6 of the adjacent body. This creates in some cases, a pivoting torque of the vehicles, which can be troublesome.
- FIG. 4 represents a view in elevation and perspective of this variant, taken in the vertical plane of the fixed point 31 of the body 1.
- This body 1 rests at its end adjacent to the body 2 on the axle 5 and the body 2 rests by its end adjacent to the body 1 on the axle 6.
- Connecting rods 111 and 211 respectively connect the articulation point 51 of the axle 5 and the articulation point 61 of the axle 6 to a vertical lever 35 suspended at the anchor point 34 of the body 2, and the other end of which is linked by a longitudinal link 36 to the fixed anchor point 31 of the body 1.
- the forces exerted by the axles 5 and 6 s '' apply half to the body 1 by the fixed anchor point 31 and to the body 2 by the fixed anchor point 34.
- a device symmetrical to that shown in FIG. 4 exists in the vertical plane of the fixed point 32 of the body 2. This variant makes it possible, as in the previous case, to provide the axles in the curves with the desired radial orientation.
- each axle is oriented by the action of the body of the adjacent vehicle, which cannot be achieved for the end axles of the train.
- the orientation of these axles could however be controlled by that of the most neighboring axle, by means of any known device, usually designated by the name of coupling between bogies.
- the applications are in the field of railway, train or metro technology.
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- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Vehicle Body Suspensions (AREA)
Abstract
Description
La présente invention concerne un dispositif d'orientation en courbe d'un bogie à un essieu.The present invention relates to a device for orienting a bogie to an axle in a curve.
A l'origine du chemin de fer, les véhicules moteurs ou remorqués étaient montés sur deux essieux disposés perpendiculairement au plan médian longitudinal du véhicule, et d'orientation fixe par rapport à ce plan.At the origin of the railway, motor or towed vehicles were mounted on two axles arranged perpendicular to the longitudinal median plane of the vehicle, and fixed orientation relative to this plane.
Lors du franchissement de courbes de faible rayon, ces essieux et notamment l'essieu avant dans le sens de marche, présentaient un angle d'attaque important par rapport à la voie, ce qui provoquait des usures et des risques de déraillement. De ce fait, la longueur des véhicules était limitée.When crossing curves of small radius, these axles and in particular the front axle in the direction of travel, had a large angle of attack relative to the track, which caused wear and the risk of derailment. As a result, the length of the vehicles was limited.
L'invention du bogie à deux essieux a permis de réaliser des véhicules plus longs, tout en limitant l'angle d'attaque des essieux par rapport à la voie ; en effet, le bogie permet une certaine orientation de ceux-ci, d'où il résulte que l'angle d'attaque est réduit et devient fonction de la longueur du bogie et non plus de celle du véhicule.The invention of the two-axle bogie made it possible to produce longer vehicles, while limiting the angle of attack of the axles relative to the track; Indeed, the bogie allows a certain orientation of these, where it follows that the angle of attack is reduced and becomes a function of the length of the bogie and no longer that of the vehicle.
Toutefois, les techniques modernes de construction ont permis d'alléger considérablement les véhicules, grâce à l'utilisation de l'électronique dans les équipements électriques et des alliages légers dans la partie mécanique. Des véhicules relativement longs peuvent de nouveau être montés sur deux essieux, au lieu de quatre, ce qui contribue d'ailleurs à améliorer les gains de masse. Pour qu'une telle disposition ne conduise pas à des usures des trains de roulement et des risques de déraillement, il faut obliger l'essieu à prendre une orientation correcte par rapport à la voie.However, modern construction techniques have made it possible to lighten vehicles considerably, thanks to the use of electronics in electrical equipment and light alloys in the mechanical part. Relatively long vehicles can again be mounted on two axles, instead of four, which also contributes to improving mass savings. So that such an arrangement does not lead to wear on the undercarriages and the risk of derailment, the axle must be forced to take a correct orientation with respect to the track.
Le dispositif selon la présente invention satisfait à ces impératifs. En effet, le dispositif est susceptible d'être installé sur une rame composés d'au moins deux véhicules à deux essieux, imposant à ces essieux une orientation convenable en courbe, par rapport à la voie, c'est-à-dire une position radiale par rapport à celle-ci.The device according to the present invention satisfies these requirements. Indeed, the device is capable of being installed on a train composed of at least two vehicles with two axles, imposing on these axles a suitable orientation in a curve, relative to the track, that is to say a position radial to it.
La présente invention a pour objet un dispositif d'orientation en courbe d'un bogie à un essieu dans le sens radial de la voie applicable à une extrémité d'un premier véhicule adjacent à un second véhicule, caractérisé en ce qu'il comporte deux points fixes d'ancrage disposés de part et d'autre des axes longitudinaux desdits premier et second véhicules à une distance a de chacun de ces axes, le premier point fixe d'ancrage étant sur une extrémité dudit premier véhicule, le deuxième point fixe d'ancrage étant sur l'extrémité en regard dudit second véhicule et sur chaque bogie deux points d'articulation disposés de part et d'autre de chacun des axes longitudinaux des deux véhicules à une distance b de chacun de ces axes et appelés respectivement premier et deuxième points d'articulation pour ledit premier véhicule et troisième et quatrième points d'articulation pour ledit deuxième véhicule et au moins quatre bielles, la première et la deuxième bielles reliant respectivement ledit deuxième point d'articulation et ledit quatrième point d'articulation audit premier point d'ancrage, la troisième et la quatrième bielles reliant respectivement ledit premier point d'articulation et ledit troisième point d'articulation audit deuxième point d'ancrage.The subject of the present invention is a device for orienting the curve of a bogie with an axle in the radial direction of the track applicable to one end of a first vehicle adjacent to a second vehicle, characterized in that it comprises two fixed anchor points arranged on either side of the longitudinal axes of said first and second vehicles at a distance a from each of these axes, the first fixed anchor point being on one end of said first vehicle, the second fixed anchor point being on the end opposite said second vehicle and on each bogie two articulation points arranged on either side of each of the longitudinal axes of the two vehicles at a distance b from each of these axes and called respectively first and second articulation points for said first vehicle and third and fourth articulation points for said second vehicle and at least four connecting rods, the first and second connecting rods respectively connecting said second articulation point and said fourth articulation point to said first anchoring point, the third and the fourth connecting rods respectively connecting said first articulation point and said third articulation point to said second anchoring point.
Selon une particularité d'une mise en oeuvre préférée de l'invention il comporte en outre des leviers verticaux suspendus à des troisième et quatrième points d'ancrage disposés chacun respectivement face auxdits premier et second points d'ancrage sur l'extrémité en regard du véhicule adjacent et en ce que six bielles longitudinales relient lesdits premier deuxième troisième et quatrième points d'articulation et les quatre points d'ancrage précités de telle sorte, que d'un côté dudit axe longitudinal des véhicules, une bielle relie le second point d'articulation audit levier vertical suspendu audit troisième point d'ancrage lequel est relié, d'une part par une bielle au quatrième point d'articulation et par l'extrémité dudit levier au premier point d'ancrage, d'autre part, par une autre bielle et que de l'autre côté dudit axe longitudinal du véhicule existent trois liaisons symétriques des liaisons précédentes.According to a feature of a preferred implementation of the invention, it further comprises vertical levers suspended from third and fourth anchor points each disposed respectively opposite said first and second anchor points on the opposite end of the adjacent vehicle and in that six longitudinal connecting rods connect said first second third and fourth points of articulation and the four above-mentioned anchoring points so that, on one side of said longitudinal axis of vehicles, a connecting rod connects the second point d articulation to said vertical lever suspended from said third anchoring point which is connected, on the one hand by a connecting rod to the fourth articulation point and by the end of said lever to the first anchoring point, on the other hand, by a other connecting rod and that on the other side of said longitudinal axis of the vehicle there are three symmetrical connections of the preceding connections.
En se référant aux figures schématiques 1 à ci-jointes on va décrire ci-après deux exemples de mise en oeuvre de la présente invention exemple donné à titre purement illustratif et nullement limitatif.
- La figure 1 représente une vue en plan du dispositif d'orientation en courbe, les véhicules étant dans l'alignement sur la voie ;
- La figure 2 représente une vue en élévation et perspective de ce même dispositif, les véhicules étant alignés.
- La figure 3 représente la même vue en plan du dispositif que la figure 1, mais les deux véhicules sont disposés sur une voie en courbe ; la figure 4 représente en élévation et perspective une variante du dispositif représenté aux figures 1, 2 et 3.
- Figure 1 shows a plan view of the cornering orientation device, the vehicles being in alignment with the track;
- FIG. 2 represents a view in elevation and perspective of this same device, the vehicles being aligned.
- Figure 3 shows the same plan view of the device as Figure 1, but the two vehicles are arranged on a curved track; FIG. 4 shows in elevation and perspective a variant of the device shown in FIGS. 1, 2 and 3.
Sur les figures 1 et 2, on voit les extrémités voisines de deux véhicules adjacents, 1 et 2, liés par une articulation 3 d'un modèle quelconque connu. Ces extrémités de véhicules reposent, chacune, au moyen d'organes de suspension non représentés sur un essieu, la caisse 1 sur l'essieu 5, la caisse 2 sur l'essieu 6 ; elles comportent chacune un point fixe dit d'ancrage 31 pour la caisse 1, 32 pour la caisse 2.In Figures 1 and 2, we see the neighboring ends of two adjacent vehicles, 1 and 2, linked by a
Le point fixe 31 attache deux bielles longitudinales 11 et 21 ; la bielle 11 est liée au point d'articulation 51 de l'essieu 5 de la même caisse, la bielle 21 est liée au point d'articulation 61 de l'essieu 6 de la caisse adjacente. De même, le point fixe d'ancrage 32 attache deux bielles longitudinales 12 et 22, la bielle 22 est liée au point d'articulation 62 de l'essieu 6 de la même caisse, la bielle 12 est liée au point d'articulation 52 de l'essieu 5 de la caisse adjacente.The
Lorsque la rame est sur une voie en courbe, les axes des deux véhicules adjacents 1 et 2 font entre eux un angle et la position des organes décrits ci-dessus devient celle qui est représentée à la figure 3. L'essieu 5 pivote autour du point d'articulation 51, lié à la caisse du véhicule 1 par la bielle 11 et le point fixe d'ancrage 31, de même l'essieu 6 pivote autour du point d'articulation 62, lié à la caisse du véhicule 2 par la bielle 22 et le point fixe d'ancrage 32. Si les bielles 11, 12, 21, 22 sont rigoureusement longitudinales, les essieux 5 et 6 prennent une orientation parallèle à la bissectrice extérieure de l'angle ; ils restent parallèles entre eux, et leur position par rapport à la voie n'est pas parfaitement radiale. Pour obtenir ce résultat, il suffit que la distance a des points fixes d'ancrage sous caisses 31 et 32 à l'axe longitudinal des véhicules soit inférieure à la distance b des points d'articulation 51, 52, 61, 62 auxquels les bielles longitudinales s'accrochent aux essieux 5 et 6 par rapport à ce même axe. Le rapport a/b optimal est fonction des dimensions longitudinales des véhicules mais est toujours inférieur à 1.When the train is on a curved track, the axes of the two
Ce dispositif, tel que décrit ci-dessus, présente un inconvénient, les efforts longitudinaux de traction exercés par un essieu sont transmis par l'une des bielles à la caisse qu'il porte, mais par l'autre bielle à la caisse adjacente. C'est ainsi que, dans le plan vertical du point fixe 31, la caisse 1 reçoit par la bielle 11 les efforts exercés par l'essieu 6 de la caisse adjacente. Ceci crée dans certains cas, un couple de pivotement des véhicules, qui peut être gênant.This device, as described above, has a drawback, the longitudinal traction forces exerted by an axle are transmitted by one of the connecting rods to the body it carries, but by the other connecting rod to the adjacent body. Thus, in the vertical plane of the
La variante au dispositif précédent, représentée à la figure 4, a pour objectif d'éviter l'inconvénient précité.The variant of the previous device, shown in Figure 4, aims to avoid the aforementioned drawback.
La figure 4 représente une vue en élévation et perspective de cette variante, prise dans le plan vertical du point fixe 31 de la caisse 1. Cette caisse 1 repose par son extrémité adjacente à la caisse 2 sur l'essieu 5 et la caisse 2 repose par son extrémité adjacente à la caisse 1 sur l'essieu 6. Des bielles 111 et 211 relient respectivement le point d'articulation 51 de l'essieu 5 et le point d'articulation 61 de l'essieu 6 à un levier vertical 35 suspendu au point d'ancrage 34 de la caisse 2, et dont l'autre extrémité est liée par une bielle longitudinale 36 au point fixe d'ancrage 31 de la caisse 1. De la sorte, les efforts exercés par les essieux 5 et 6 s'appliquent pour moitié à la caisse 1 par le point fixe d'ancrage 31 et à la caisse 2 par le point fixe d'ancrage 34.FIG. 4 represents a view in elevation and perspective of this variant, taken in the vertical plane of the
Un dispositif symétrique à celui représenté en figure 4 existe dans le plan vertical du point fixe 32 de la caisse 2. Cette variante permet, comme dans le cas précédent, d'assurer aux essieux dans les courbes l'orientation radiale recherchée.A device symmetrical to that shown in FIG. 4 exists in the vertical plane of the
Le dispositif décrit ci-dessus est applicable à tous les essieux de tous les véhicules constituant une rame, sauf aux essieux extrêmes de cette rame. En effet, chaque essieu est orienté par l'action de la caisse du véhicule adjacent, ce qui ne peut être réalisé pour les essieux extrêmes de la rame. L'orientation de ces essieux pourrait toutefois être commandée par celle de l'essieu le-plus voisin, grâce à un dispositif quelconque connu, désigné habituellement sous le nom d'attelage entre bogies.The device described above is applicable to all the axles of all the vehicles constituting a train, except for the extreme axles of this train. Indeed, each axle is oriented by the action of the body of the adjacent vehicle, which cannot be achieved for the end axles of the train. The orientation of these axles could however be controlled by that of the most neighboring axle, by means of any known device, usually designated by the name of coupling between bogies.
Les applications sont du domaine de la technique ferroviaire, train ou métro.The applications are in the field of railway, train or metro technology.
Claims (3)
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| FR8026459 | 1980-12-12 | ||
| FR8026459A FR2496031A1 (en) | 1980-12-12 | 1980-12-12 | CURVED ORIENTATION DEVICE OF A BOGIE WITH AN AXLE |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| EP0054830A1 true EP0054830A1 (en) | 1982-06-30 |
| EP0054830B1 EP0054830B1 (en) | 1986-07-23 |
Family
ID=9249032
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| EP19810110232 Expired EP0054830B1 (en) | 1980-12-12 | 1981-12-08 | Device for the orientation of a single-axle bogie round a curve |
Country Status (5)
| Country | Link |
|---|---|
| EP (1) | EP0054830B1 (en) |
| JP (1) | JPS57121964A (en) |
| CA (1) | CA1169702A (en) |
| DE (1) | DE3174998D1 (en) |
| FR (1) | FR2496031A1 (en) |
Cited By (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| WO1991013788A1 (en) * | 1990-03-15 | 1991-09-19 | Utdc Inc. | Chassis for steerable truck |
| EP0749881A1 (en) * | 1995-06-23 | 1996-12-27 | Sébastien Lange | Railway vehicles for an optimised use of the clearance gauge of railway tracks |
| US5680819A (en) * | 1992-07-24 | 1997-10-28 | Linke-Hofmann-Busch Gmbh | Vehicle combination with at least two vehicles with steered single-wheelset chassis |
| EP0838386A1 (en) * | 1996-10-23 | 1998-04-29 | SLM Schweizerische Lokomotiv- und Maschinenfabrik AG | Railway vehicle with at least one running gear and running gear for such a vehicle |
| CN101204963B (en) * | 2006-12-22 | 2010-05-12 | 西南交通大学 | Independent wheel direct single axis bogie flexible coupling radial adjusting agency |
Citations (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| FR809635A (en) * | 1935-08-17 | 1937-03-08 | V R L | Bogie fitted with axles or axles that can be steered in the radial direction |
| FR1104364A (en) * | 1953-01-28 | 1955-11-18 | Talgo Patentes | Steered wheel railway train |
| DE1186096B (en) * | 1955-01-19 | 1965-01-28 | Deutsche Bundesbahn | Articulated rail train, consisting of self-contained vehicles |
| CH427889A (en) * | 1962-11-13 | 1967-01-15 | Schweiz Wagons Aufzuegefab | Multi-part articulated rail vehicle |
-
1980
- 1980-12-12 FR FR8026459A patent/FR2496031A1/en active Granted
-
1981
- 1981-12-08 EP EP19810110232 patent/EP0054830B1/en not_active Expired
- 1981-12-08 DE DE8181110232T patent/DE3174998D1/en not_active Expired
- 1981-12-10 JP JP19943981A patent/JPS57121964A/en active Granted
- 1981-12-11 CA CA000392107A patent/CA1169702A/en not_active Expired
Patent Citations (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| FR809635A (en) * | 1935-08-17 | 1937-03-08 | V R L | Bogie fitted with axles or axles that can be steered in the radial direction |
| DE657293C (en) * | 1935-08-17 | 1938-03-01 | V R L Internationale Ges Zur A | Bogie for railway vehicles |
| FR1104364A (en) * | 1953-01-28 | 1955-11-18 | Talgo Patentes | Steered wheel railway train |
| DE1186096B (en) * | 1955-01-19 | 1965-01-28 | Deutsche Bundesbahn | Articulated rail train, consisting of self-contained vehicles |
| CH427889A (en) * | 1962-11-13 | 1967-01-15 | Schweiz Wagons Aufzuegefab | Multi-part articulated rail vehicle |
| DE1455185A1 (en) * | 1962-11-13 | 1969-12-18 | Schweizerische Waggon Und Aufz | Multi-part articulated rail vehicle |
Cited By (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| WO1991013788A1 (en) * | 1990-03-15 | 1991-09-19 | Utdc Inc. | Chassis for steerable truck |
| US5680819A (en) * | 1992-07-24 | 1997-10-28 | Linke-Hofmann-Busch Gmbh | Vehicle combination with at least two vehicles with steered single-wheelset chassis |
| EP0749881A1 (en) * | 1995-06-23 | 1996-12-27 | Sébastien Lange | Railway vehicles for an optimised use of the clearance gauge of railway tracks |
| FR2735740A1 (en) * | 1995-06-23 | 1996-12-27 | Sebastien Lange | RAILWAY VEHICLES FOR OPTIMIZED USE OF THE RAILWAY JIG |
| EP0838386A1 (en) * | 1996-10-23 | 1998-04-29 | SLM Schweizerische Lokomotiv- und Maschinenfabrik AG | Railway vehicle with at least one running gear and running gear for such a vehicle |
| CN101204963B (en) * | 2006-12-22 | 2010-05-12 | 西南交通大学 | Independent wheel direct single axis bogie flexible coupling radial adjusting agency |
Also Published As
| Publication number | Publication date |
|---|---|
| EP0054830B1 (en) | 1986-07-23 |
| FR2496031B1 (en) | 1984-12-14 |
| FR2496031A1 (en) | 1982-06-18 |
| CA1169702A (en) | 1984-06-26 |
| JPS57121964A (en) | 1982-07-29 |
| JPS5761613B2 (en) | 1982-12-25 |
| DE3174998D1 (en) | 1986-08-28 |
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