EP0100513A2 - Suspension à ressorts pour véhicules ferroviaires à roues indépendantes - Google Patents

Suspension à ressorts pour véhicules ferroviaires à roues indépendantes Download PDF

Info

Publication number
EP0100513A2
EP0100513A2 EP83107321A EP83107321A EP0100513A2 EP 0100513 A2 EP0100513 A2 EP 0100513A2 EP 83107321 A EP83107321 A EP 83107321A EP 83107321 A EP83107321 A EP 83107321A EP 0100513 A2 EP0100513 A2 EP 0100513A2
Authority
EP
European Patent Office
Prior art keywords
suspension
pressure medium
spring
pressure
suspension according
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
Application number
EP83107321A
Other languages
German (de)
English (en)
Other versions
EP0100513A3 (en
EP0100513B1 (fr
Inventor
Axel Dr. Schelle
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Knorr Bremse AG
Original Assignee
Knorr Bremse AG
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by Knorr Bremse AG filed Critical Knorr Bremse AG
Publication of EP0100513A2 publication Critical patent/EP0100513A2/fr
Publication of EP0100513A3 publication Critical patent/EP0100513A3/de
Application granted granted Critical
Publication of EP0100513B1 publication Critical patent/EP0100513B1/fr
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

Links

Images

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
    • 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
    • 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
    • B61F15/00—Axle-boxes
    • B61F15/02—Axle-boxes with journal bearings
    • B61F15/08—Axle-boxes with journal bearings the axle being slidable or tiltable in the bearings
    • B61F15/10—Axle-boxes with journal bearings the axle being slidable or tiltable in the bearings and having springs opposing such movements
    • 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
    • B61F5/26—Mounting or securing axle-boxes in vehicle or bogie underframes
    • B61F5/30—Axle-boxes mounted for movement under spring control in vehicle or bogie underframes
    • B61F5/307—Axle-boxes mounted for movement under spring control in vehicle or bogie underframes incorporating fluid springs

Definitions

  • the invention relates to a suspension for vehicle wheels, in particular for individually sprung wheels, in particular idler wheels of rail vehicles, with at least two spring elements arranged in series or parallel to one another.
  • Such suspensions are known for two- or three-axle vehicles as well as for bogie vehicles with single- or multi-axle bogies.
  • the individual spring elements can be designed differently from one another, for example one of the spring elements can be a helical spring and the other an air spring (DE-PS 1 146 519), but both spring elements are always during each deflection or rebound operation of the entire suspension process in a similar manner to each other.
  • suspensions With these suspensions, a compromise is generally to be made in such a way that on the one hand the suspension is sufficiently soft and thus the ride with the vehicle is sufficiently comfortable, but on the other hand it is also so hard that when the vehicle wheels are subjected to shock loads, they do not spring to an emergency stop, but rather the Deflections are intercepted in good time before the emergency stop takes effect.
  • the suspensions are often designed to be progressive, in such a way that, when deflecting to the Einfeäerhub, they generate disproportionately increasing restoring forces produce. When the vehicle is loaded, however, this results in overall hard cushioning.
  • Vehicles with single or idler wheels have the disadvantage over bogie vehicles that shock loads on the vehicle wheels are transmitted to the vehicle to a greater extent because the wheel deflections are not translated both in terms of their lifting height and their lifting speed as in the bogie vehicles.
  • a very soft suspension could at least alleviate this deficiency, but here too there would be the already mentioned danger of impermissibly large deflection strokes.
  • a characteristic curve for the suspension should be aimed for, which is shown in FIG. 1, where F is the spring force exerted by the suspension, s the stroke of the suspension and t the time period during which the Impact load of the wheel continues.
  • F the spring force exerted by the suspension
  • s the stroke of the suspension
  • t the time period during which the Impact load of the wheel continues.
  • Additional shock absorbers which do not enter the characteristic curve and which are to be arranged parallel to the suspension can prevent a rocking by several such impacts.
  • a suspension characteristic curve can be achieved, at least similarly to Fig. 1: With short-term shock loads, only some of Spring elements effective, whereby a soft suspension with a flat spring characteristic can be set, and only after some time lasting shock loading of the wheel will the other spring elements also become effective, which makes the suspension harder and the spring characteristic is therefore steeper.
  • a vehicle wheel 1 with a wheel bearing 2 assigned to it is shown.
  • a first spring element 3, designed as a helical spring, is supported on the wheel bearing 2 and carries a seismic mass4.
  • the first spring element 3 is therefore between the wheel bearing 2 and the seismic mass 4 and the second spring element 5 is between the seismic mass 4 and the vehicle frame or vehicle body 6 arranged.
  • a shock-insensitive part of the vehicle undercarriage for example a vehicle part corresponding to a heavy bogie frame, can serve as seismic mass4.
  • a seismic mass 4 ' can also be assigned to a plurality of vehicle wheels 1, 1'.
  • the first spring element 3 assigned to the vehicle wheel 1 is supported on its wheel bearing 2 and the first spring element 3 ', which is assigned to the vehicle wheel 1', on its wheel bearing 2 '.
  • Both first spring elements 3 and 3 ' together carry the seismic dimensions e4', from which, in turn, one or more second spring elements extend in a manner not shown, corresponding to FIG. 2, to the vehicle frame or vehicle body 6.
  • the seismic mass 4 ' is preferably to be guided on the vehicle frame or vehicle body 6 in such a way that it is at least about horizontal axes which are perpendicular to the connecting line of the connecting vehicle lines 1 and 1 'and possibly further connecting lines, not shown in FIG. 3 and also extending with their first spring elements also attacking the seismic mass 4 1 , extend non-rotatably but are vertically displaceable.
  • the entire seismic mass 4' then acts to reduce the shock or the second spring element to relieve the shock, with the mass of the seismic mass 4 'doubled to FIG. 1, there is thus no doubling of the total for that
  • the seismic mass to be provided for the vehicle is a double-effective shock elimination for the vehicle frame 6. Only when the vehicle wheels 1 and 1 'are subjected to a simultaneous impact does the arrangement according to FIG. 2 again result in corresponding shock loads for the vehicle frame 6.
  • the suspension is designed with two pressure medium suspensions 7 and 8 as spring elements.
  • the pressure of the two pressure medium suspensions 7 and 8 can be controlled in a manner not shown in terms of their pressure by conventional control valves which become effective with a delay, depending on the vehicle load.
  • the two pressure medium suspensions 7 and 8 are arranged parallel to one another between the wheel bearing 2, which is only indicated in FIG. 4, and the vehicle frame or body 6.
  • Both pressure medium suspensions 7 and 8 each have a cylinder body 9 or 10 connected to the vehicle frame or body 6, in which a piston 11 or 12 coupled to the wheel bearing 2 is movable.
  • the interiors 13 and 14 of the cylinder bodies 9 and 10 are filled with the suspension medium air, a gas or a liquid; it can be provided for the two interiors 13 and 14 different suspension medium.
  • a pressure medium line 15 leads from the interior 13 of the cylinder body 9 Via a shut-off valve 16 into a cylinder space 18 separated from a piston 17 from the interior 14 of the cylinder body 10.
  • the shut-off valve 16 belongs to a control device (not shown) which normally keeps the shut-off valve 16 closed and only delays it at the start of an impact load of the vehicle wheel opens until the initial suspension state is restored; to open the shut-off valve 16, the control device can be triggered by the increase in load on the wheel bearing 2 occurring at the start of the shock, the reduction in distance between the wheel bearing 2 and the vehicle frame 6 or by the pressure increase in the suspension medium, in particular in the interior 13.
  • a soft pressure accumulator can be connected to the cylinder space 18 via a further shut-off valve.
  • the suspension state shown in FIG. 5 is thus achieved.
  • pressure medium then flows through the pressure medium line 15 and the shut-off valve 16 into the cylinder space 18 and presses the piston 17 toward the piston 12 while increasing the volume thereof, so that the volume of the inner space 14 is reduced and in this Interior pressure medium 14 thus experiences an increase in pressure.
  • the suspension thus becomes harder overall, receives a higher spring constant, and the compression process is ended immediately without exceeding a permissible compression stroke.
  • the suspension spring After the increased force acting on the vehicle wheel due to the long-lasting impact has subsided, the suspension springs out again and all parts return to the rest position shown in FIG. 4.
  • the control device then closes the shut-off valve 16 again and connects the piston chamber 18 to the pressure accumulator, if necessary.
  • the spring characteristic of the pressure medium suspension 8, but not the pressure medium suspension 7, is dependent on the compression time and / or the compression stroke when certain limits are exceeded values increased, whereby different suspension characteristics according to Fig.1 can be achieved.
  • FIG. 7 shows a suspension which essentially corresponds to the suspension according to FIG. 4 and whose parts corresponding to FIG. 4 are provided with reference numbers corresponding to FIG. 4.
  • the pressure transmitter 19 is arranged on the part of the interior 13 in front of the shut-off valve 16 in the pressure medium line 15, so that the shut-off valve 16 monitors the connection of the interior 14 with the pressure transmitter 19.
  • the pressure transmitter 19 is structurally separate from the pressure medium suspensions 7 and 8, but it could also be combined with this to form structural units.
  • the second shut-off valve 21 is shown in FIG. 7, which monitors the connection or disconnection of the pressure accumulator 22 to and from the interior 14 of the pressure medium suspension 8.
  • a helical suspension 23 arranged parallel to these is also shown, which is a third spring element for the suspension. 7 corresponds to that of FIG. 4.
  • the function of the suspension according to FIG. 7 ent speaks the one as it was described in relation to FIGS. 4-6, only adding the portion of the coil spring 23 in addition to the spring force exerted by the suspension; the helical suspension 23 can have a linear or progressive characteristic curve depending on the deflection stroke. Further functional explanations for the suspension according to FIG. 7 are therefore unnecessary.
  • the pressure transmitter 19 has a simple piston 17, so that pressure levels are generally the same on both sides of the piston 17 and the pressure transmitter 19 thus has a pressure transmission ratio between its two sides of 1: 1.
  • FIG. 8 shows a modified version of the pressure intensifier under the reference symbol 19 ', which has a gear ratio that differs from the gear ratio 1: 1.
  • the piston of the pressure transmitter 19 ' is designed as a differential piston with two piston surfaces 24 and 25, the differential surface between the two piston surfaces 24 and 25 being subjected to atmospheric pressure.
  • the smaller piston surface 25 can be acted upon by the pressure medium pressure in the interior 14 via the shut-off valve 16 according to FIG. 7 and the pressure in the interior 13 by the larger piston surface 24.
  • a higher pressure is set in the pressure medium suspension 8 in accordance with the area ratio of the piston surfaces 24 and 25 than in the pressure medium suspension 7, the pressure medium suspension 8 thus exerts a substantially increased spring force after opening the shut-off valve 16 and the suspension thus receives a total a much harder characteristic than when the shut-off valve 16 is closed.
  • the ratio of the piston surfaces 24 and 25 can be chosen according to the respective requirements, it is also possible to choose the reverse of the embodiment according to FIG. 8. 9 again two pressure medium suspensions 26 and 27 are provided, the one pressure medium suspension 26 being constantly connected to a relatively small pressure accumulator 28, so that this pressure medium suspension 26 has a relatively large spring constant and is accordingly hard.
  • the pressure medium chamber of the other pressure medium suspension 27 is in the idle state of the suspension via a switching valve 29 belonging to the control device already mentioned; as indicated by the solid lines in the switching valve 29, a relatively large pressure medium reservoir 30 is assigned, such that this pressure medium suspension 27 has a small spring constant in the idle state of the suspension and is therefore correspondingly soft.
  • a switching valve 29 belonging to the control device already mentioned; as indicated by the solid lines in the switching valve 29, a relatively large pressure medium reservoir 30 is assigned, such that this pressure medium suspension 27 has a small spring constant in the idle state of the suspension and is therefore correspondingly soft.
  • only brief deflection processes that is to say brief shock loads on the vehicle wheel
  • only the pressure medium suspension 26 thus changes its spring force in accordance with the deflection processes, while the pressure medium suspension 27 exerts a relatively constant spring force.
  • the suspension thus has a relatively soft characteristic overall during these brief suspension processes.
  • a pressure transmitter 19 or 19 'corresponding to the embodiment according to FIGS. 7 or 8 can be arranged in the connecting line 31 from the pressure medium reservoir 28 or the pressure medium suspension 26 to the switching valve 29 or from the switching valve 29 to the pressure medium suspension 27 will.
  • the pressure medium accumulators 22, 28 and / or 30 can be designed as simple containers, but, as indicated in FIG. 9, they can also have a piston or a corresponding membrane acted upon by the pressure medium and on the other hand by a spring force.
  • the gaseous or hydraulic basic filling of the pressure medium suspensions 26 and 27 can, as already mentioned above, take place by means of delayed, conventional control valves - height control valves or air suspension valves.
  • the control device for switching the shut-off valves 16, 21 and / or 29 can expediently have an electrical resonant circuit which, according to its frequency at the start of a wheel shock load, controls the valves mentioned by means of electrical pulses and triggers their switching.
  • the delay time for the switching of the shut-off or switching valves 16, 21 and / or 29 is expediently selected in accordance with the time travel distance of rail joints in the order of magnitude of 0.25 sec for bogie vehicles, if necessary can be a vehicle speed dependent control of the V ER- be delay time is provided.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Vehicle Body Suspensions (AREA)
EP83107321A 1982-07-30 1983-07-26 Suspension à ressorts pour véhicules ferroviaires à roues indépendantes Expired - Lifetime EP0100513B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE19823228603 DE3228603A1 (de) 1982-07-30 1982-07-30 Federung fuer fahrzeugraeder
DE3228603 1982-07-30

Publications (3)

Publication Number Publication Date
EP0100513A2 true EP0100513A2 (fr) 1984-02-15
EP0100513A3 EP0100513A3 (en) 1987-02-04
EP0100513B1 EP0100513B1 (fr) 1990-01-03

Family

ID=6169778

Family Applications (1)

Application Number Title Priority Date Filing Date
EP83107321A Expired - Lifetime EP0100513B1 (fr) 1982-07-30 1983-07-26 Suspension à ressorts pour véhicules ferroviaires à roues indépendantes

Country Status (2)

Country Link
EP (1) EP0100513B1 (fr)
DE (2) DE3228603A1 (fr)

Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0219663A1 (fr) * 1985-10-19 1987-04-29 Messerschmitt-Bölkow-Blohm Gesellschaft mit beschränkter Haftung Suspension active à ressorts, en particulier pour train à grande vitesse
EP0785122A1 (fr) * 1996-01-16 1997-07-23 Linke-Hofmann-Busch Gesellschaft mit beschränkter Haftung Agencement avec suspension primaire et secondaire pour améliorer le confort de conduite
EP0794100A2 (fr) * 1996-03-06 1997-09-10 Linke-Hofmann-Busch Gesellschaft mit beschränkter Haftung Procédé pour améliorer le confort de conduite notamment pour véhicules ferroviaires
EP3121090A1 (fr) * 2015-07-23 2017-01-25 Bombardier Transportation GmbH Systeme d'amortisseur pneumatique pour vehicule sur rails et vehicule sur rails comprenant un systeme d'amortisseur pneumatique
CN111267893A (zh) * 2020-03-13 2020-06-12 中车株洲电力机车有限公司 一种轨道车辆构架

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CH205746A (de) * 1937-07-13 1939-06-30 Schweizerische Lokomotiv Schienenfahrzeug mit mindestens einem Drehgestell.
GB852889A (en) * 1957-01-04 1960-11-02 Boge Gmbh Pneumatic spring structures
FR2218229A1 (fr) * 1973-02-20 1974-09-13 Dunlop Ltd
DE2406987A1 (de) * 1974-02-14 1975-09-04 Tuczek Franz Stabilisierte federung, insbesondere fuer kraftfahrzeuge
DE2926326A1 (de) * 1979-06-29 1981-01-22 Volkswagenwerk Ag Hydropneumatische federung fuer kraftfahrzeuge mit einer niveauregeleinrichtung

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CH205746A (de) * 1937-07-13 1939-06-30 Schweizerische Lokomotiv Schienenfahrzeug mit mindestens einem Drehgestell.
GB852889A (en) * 1957-01-04 1960-11-02 Boge Gmbh Pneumatic spring structures
FR2218229A1 (fr) * 1973-02-20 1974-09-13 Dunlop Ltd
DE2406987A1 (de) * 1974-02-14 1975-09-04 Tuczek Franz Stabilisierte federung, insbesondere fuer kraftfahrzeuge
DE2926326A1 (de) * 1979-06-29 1981-01-22 Volkswagenwerk Ag Hydropneumatische federung fuer kraftfahrzeuge mit einer niveauregeleinrichtung

Cited By (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0219663A1 (fr) * 1985-10-19 1987-04-29 Messerschmitt-Bölkow-Blohm Gesellschaft mit beschränkter Haftung Suspension active à ressorts, en particulier pour train à grande vitesse
EP0785122A1 (fr) * 1996-01-16 1997-07-23 Linke-Hofmann-Busch Gesellschaft mit beschränkter Haftung Agencement avec suspension primaire et secondaire pour améliorer le confort de conduite
EP0794100A2 (fr) * 1996-03-06 1997-09-10 Linke-Hofmann-Busch Gesellschaft mit beschränkter Haftung Procédé pour améliorer le confort de conduite notamment pour véhicules ferroviaires
EP0794100A3 (fr) * 1996-03-06 1998-12-30 Linke-Hofmann-Busch Gesellschaft mit beschränkter Haftung Procédé pour améliorer le confort de conduite notamment pour véhicules ferroviaires
EP3121090A1 (fr) * 2015-07-23 2017-01-25 Bombardier Transportation GmbH Systeme d'amortisseur pneumatique pour vehicule sur rails et vehicule sur rails comprenant un systeme d'amortisseur pneumatique
EP3121090B1 (fr) 2015-07-23 2019-09-04 Bombardier Transportation GmbH Systeme d'amortisseur pneumatique pour vehicule sur rails et vehicule sur rails comprenant un systeme d'amortisseur pneumatique
CN111267893A (zh) * 2020-03-13 2020-06-12 中车株洲电力机车有限公司 一种轨道车辆构架
CN111267893B (zh) * 2020-03-13 2021-10-26 中车株洲电力机车有限公司 一种轨道车辆构架

Also Published As

Publication number Publication date
DE3381044D1 (de) 1990-02-08
EP0100513A3 (en) 1987-02-04
DE3228603A1 (de) 1984-02-02
EP0100513B1 (fr) 1990-01-03

Similar Documents

Publication Publication Date Title
EP0662882B1 (fr) Systeme de suspension hydropneumatique
EP0052782B1 (fr) Système de suspension pour véhicules
DE4102787C2 (de) Federungssystem, insbesondere für Kraftfahrzeuge
EP0824412B1 (fr) Suspension hydropneumatique
EP0495442B1 (fr) Système de suspension hydropneumatique notamment pour cabine de conducteur de véhicules utilitaires
DE9407167U1 (de) Hydropneumatisches Federungssystem mit Stabilisierung
DE112013004595B4 (de) Aufhängungsvorrichtung
DE10360516A1 (de) Vorrichtung zur Sekundärfederung eines Wagenkastens bei einem Schienenfahrzeug mit einem aktiven Federelement
DE69211432T2 (de) Drehmoment-Angleich-Vorrichtung, insbesondere für Fahrzeugkabinen
DE4343608C2 (de) Anordnung zur Übertragung von Bewegungen und Kräften zwischen Bauteilen insbesondere von Schienenfahrzeugen
DE4234217C2 (de) Hydropneumatisches Federungssystem
EP0100513B1 (fr) Suspension à ressorts pour véhicules ferroviaires à roues indépendantes
DE1800020A1 (de) Von aussen blockierbare,hydropneumatische Kolbenzylinderanordnung
EP2404078B1 (fr) Système d'amortissement pour amortissement de butée
EP0529320A1 (fr) Système de ressort oléopneumatique pour l'essieu relevable d'un véhicule
DE802211C (de) Fluessigkeitsstossdaempfer, insbesondere fuer Kraftfahrzeuge
DE102007026472A1 (de) Federanordnung für ein Fahrzeug
DE4221126C2 (de) Hydropneumatisches Federungssystem
WO1999039930A1 (fr) Systeme amortisseur pour un vehicule
DE3503153A1 (de) Schwingungsdaempfer fuer fahrzeuge
EP2353962A1 (fr) Agencement de chassis pour un véhicule sur rail
DE1134695B (de) Hydro-pneumatische Federung fuer Fahrzeuge, insbesondere Eisenbahnfahrzeuge
EP3892515B1 (fr) Suspension hydropneumatique pour un véhicule
EP1754911B1 (fr) Dispositif amortisseur pour le train de roulement d'un véhicule
EP2107031A1 (fr) Amortisseur hydraulique pour le guidage d'un assenseur

Legal Events

Date Code Title Description
PUAI Public reference made under article 153(3) epc to a published international application that has entered the european phase

Free format text: ORIGINAL CODE: 0009012

AK Designated contracting states

Designated state(s): BE DE FR IT NL

RAP1 Party data changed (applicant data changed or rights of an application transferred)

Owner name: KNORR-BREMSE AG

PUAL Search report despatched

Free format text: ORIGINAL CODE: 0009013

AK Designated contracting states

Kind code of ref document: A3

Designated state(s): BE DE FR IT NL

17P Request for examination filed

Effective date: 19870527

17Q First examination report despatched

Effective date: 19880225

ITF It: translation for a ep patent filed

Owner name: BARZANO' E ZANARDO ROMA S.P.A.

GRAA (expected) grant

Free format text: ORIGINAL CODE: 0009210

AK Designated contracting states

Kind code of ref document: B1

Designated state(s): BE DE FR IT NL

REF Corresponds to:

Ref document number: 3381044

Country of ref document: DE

Date of ref document: 19900208

ET Fr: translation filed
PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: BE

Payment date: 19900601

Year of fee payment: 8

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: NL

Payment date: 19900731

Year of fee payment: 8

PLBE No opposition filed within time limit

Free format text: ORIGINAL CODE: 0009261

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: NO OPPOSITION FILED WITHIN TIME LIMIT

26N No opposition filed
PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: BE

Effective date: 19910731

BERE Be: lapsed

Owner name: KNORR-BREMSE A.G.

Effective date: 19910731

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: NL

Effective date: 19920201

NLV4 Nl: lapsed or anulled due to non-payment of the annual fee
ITTA It: last paid annual fee
PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: FR

Payment date: 19960716

Year of fee payment: 14

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: DE

Payment date: 19960920

Year of fee payment: 14

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: FR

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 19980331

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: DE

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 19980401

REG Reference to a national code

Ref country code: FR

Ref legal event code: ST