EP0291491B1 - Lenk- und Tragevorrichtung für ein Eisenbahnfahrzeug - Google Patents

Lenk- und Tragevorrichtung für ein Eisenbahnfahrzeug Download PDF

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Publication number
EP0291491B1
EP0291491B1 EP88870090A EP88870090A EP0291491B1 EP 0291491 B1 EP0291491 B1 EP 0291491B1 EP 88870090 A EP88870090 A EP 88870090A EP 88870090 A EP88870090 A EP 88870090A EP 0291491 B1 EP0291491 B1 EP 0291491B1
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EP
European Patent Office
Prior art keywords
wheels
transverse member
longitudinal
side members
pivot
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.)
Expired - Lifetime
Application number
EP88870090A
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English (en)
French (fr)
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EP0291491A1 (de
Inventor
Michel De Ro
Pierre Hecq
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Constructions Ferroviaires et Metalliques SA
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Constructions Ferroviaires et Metalliques SA
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Publication of EP0291491A1 publication Critical patent/EP0291491A1/de
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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
    • 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
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
    • B61D11/00—Mine cars
    • 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
    • B61F3/16—Types of bogies with a separate axle for each wheel
    • 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

Definitions

  • the present invention relates to a device for guiding and supporting a railway vehicle, consisting of a bogie with independent wheels comprising a cross member secured to a body of the vehicle so as to be perpendicular to the vertical plane containing the longitudinal axis of the vehicle in the vicinity of one end of this body as well as two side members each provided with at least two wheels and, mounted in the longitudinal direction on the first articulation means carried by the cross member on either side of the above-mentioned vertical plane , the side members being connected to each other by means of a spacer mounted on ball joints, so as to allow the wheels carried by the side members, to follow the curvatures and to overcome the unevenness of the track, the longitudinal members each consisting of a longitudinal frame element extended by a directional arm provided at its free end with a guide wheel.
  • a large number of lift devices for railway vehicles are already known which are capable of ensuring the dynamic stability of these vehicles, both in rectilinear trajectory and in curved trajectory recorded at high speed.
  • European patent No. 0 060 000 describes a lifting and guiding device for a railway vehicle, equipped with at least four wheels mounted on a support intended to be secured to the body of a vehicle, in the vicinity of a end of this case.
  • This device consists of a crosspiece held perpendicular to the vertical plane containing the longitudinal axis of the vehicle and two longitudinal members arranged, in the service position, in the longitudinal direction of the body, on either side of the above vertical plane.
  • These beams are connected to each other by means of a rod mounted on ball joints. They are articulated to the common crosspiece by pivots capable of taking a certain inclination in a substantially vertical plane.
  • These pivots are connected to each other by ball joints and a lifter secured to the cross member by a pivot perpendicular to the plane formed by the cross member and the longitudinal axis of the vehicle.
  • the side members pivot with respect to the cross member around substantially vertical pivots and form the opposite sides of a deformable parallelogram, while the cross member remains perpendicular to the longitudinal axis of the vehicle body.
  • the rigidity of the beams prevents the wheels carried by the same beam and resting on the same rail file, from turning simultaneously tangentially to said rail.
  • the present invention aims to remedy this drawback. It relates to a device for guiding and supporting a railway vehicle, consisting of a bogie with independent wheels capable of pivoting about a vertical axis and of moving independently in a vertical plane on each of the rail lines.
  • the bogie includes a cross member secured to a body of the vehicle so as to be perpendicular to the vertical plane containing the longitudinal axis of the vehicle in the vicinity of one end of this body as well as two side members each provided with at least two wheels and mounted in the longitudinal direction, on the first articulation means carried by the cross member on either side of the above-mentioned vertical plane, the side members being connected to one another by means of a spacer mounted on ball joints, so as to allow the wheels carried by the longitudinal members to follow the curvatures and to cross the track unevenness, the longitudinal members each consisting of a longitudinal structural element extended by a directional arm provided at its free end with a wheel guidance.
  • This device is essentially characterized in that the longitudinal members each comprise a second articulation with a vertical axis connecting each element of longitudinal frame articulated to the cross member and to the directional arm extending the longitudinal frame element, each directional arm being connected to the spacer by rods forming articulated quadrilaterals ensuring the correct orientation of the wheels relative to the rail in curves.
  • each spar has an appendage extending inwardly of the bogie in a transverse direction substantially perpendicular to that of the arm and having joints on which the spacer is fixed.
  • Each directional arm advantageously carries in the vicinity of its free end an appendage extending towards the inside of the bogie in a transverse direction, on which is fixed a rod integral with the above-mentioned spacer.
  • the distance between the points of attachment of the spacer to the spar is advantageously determined as a function of the wheelbase, the track width and the position of the articulations of the structural members to the cross member and of the directional arm relative to the structural element.
  • the ratio of the distance between the plane of the guide wheel and the articulation means which secures the rod to the appendage of the directional arm and that between said plane of the guide wheel and the hinge means which secures the rod to the spacer is chosen so that the plane of the guide wheel is substantially tangent to the line of the rail so as to favorably influence the inscription in curve of the bogie.
  • the rods are connected to the appendages of the arms by means of ball joints and to the spacer by means of pivots.
  • An advantage of the invention lies in the fact that a pair of wheels of the device according to the invention leaning on the same line of rail, can be oriented simultaneously tangentially to the curvature of the track.
  • the self-centering characteristics of the guidance and lift device are not reduced, because the directional arms and the side members are held in vertical planes strictly parallel to each other in pairs.
  • the rotational speeds of each of the wheels, driving or not, are independent.
  • the guidance and lift device designated as a whole by the reference sign 1 of a railway vehicle, is a bogie with independent wheels intended to carry a body or part of a body 2 of the said railway vehicle.
  • the floor is shown in phantom in Figures 1 and 2 above, in the vicinity of one end of this box 2.
  • This device 1 comprises a cross member 3 arranged perpendicular to the vertical plane containing the longitudinal axis XX ′ of the box 2 and two longitudinal members 4 which, in the service position of the device, extend in the longitudinal direction of the body 2, on either side of the vertical plane containing the longitudinal axis XX ′.
  • Each spar 4 is made up of two parts hinged together. The first of these parts is a longitudinal frame element 5 carrying a wheel 6, possibly driving.
  • This longitudinal frame element 5 is extended by a directional arm 7 articulated to the longitudinal frame element 5 around a pivot 8 substantially vertical.
  • the directional arm 7 also carries at least one wheel 9. Each spar therefore carries a pair of wheels 6, 9 intended to follow the same line of rail, shown diagrammatically by lines 10.
  • the longitudinal frame element 5 preferably carries wheels 6 of large diameter which constitute carrying wheels possibly motorized. These wheels 6 are mounted on the outside in the vicinity of one end of the beam 4.
  • the directional arms 7 will preferably carry small diameter wheels which are guide wheels 9. These guide wheels 9 are mounted in a fork 11 provided at the free end of the directional arms 7.
  • articulation means 12 carrying the cross member 3 so as to be able, on the one hand, to pivot in the direction of the arrows Y ( Figure 1), and on the other hand, to tilt in the direction arrows Z ( Figure 2).
  • These articulation means can be pivots 13 carried by lateral bosses not shown. These pivots 13 are capable of taking a certain inclination in a substantially vertical plane around axes 14 parallel to the longitudinal axis of the cross-member 3, so that the longitudinal members 4, that is to say the longitudinal frame elements 5 and the directional arms 7 can tilt in the direction of the arrows Z.
  • Each longitudinal frame element 5 has a first appendage 15 which extends towards the inside of the bogie, in a transverse direction substantially perpendicular to that of a part of the spar 4 joining the pivot 13 to the pivot 8. According to the invention, these appendages 15 are used for fixing by means of an articulation 16 of a spacer 17 connecting the beams 4 to one another.
  • Each directional arm 7 carries in the vicinity of its free end a second appendage 18 which extends towards the inside of the bogie in a direction perpendicular to the arm 7.
  • this second appendage 18 is articulated using a ball joint 20, a rod 19 secured to the spacer 17 using a ball joint 21.
  • the directional arms 7, the second appendages 18, the rods 19 and the spacer 17 form articulated quadrilaterals, which secure the directional arms 7 to the longitudinal members 4.
  • the guide wheels 9 separate the directional arms 7 to the left or the right in order to follow the curvatures of the rail 10 while being oriented tangentially to said rail 10. These deviations of the directional arms 7 cause a movement for pivoting the longitudinal frame elements 5 with respect to the cross member 3 around the substantially vertical pivots 13.
  • pivots 13 can moreover incline in a substantially vertical plane around axes 14 parallel to the longitudinal axis of the cross-member 3, so that the longitudinal frame elements 5 and the directional arms 7 can themselves 'tilt in the direction of the arrows Z and ensure permanent contact between the wheels 6, 9 and the track, whatever the level variations of the rails 10, as described in European Patent No. 0 060 000.
  • the spacer 17 takes a horizontal position, when the rails 10 are at the same level. This spacer 17 is substantially parallel to cross-member 3 in the rectilinear paths and then extends perpendicular to the two longitudinal members 4.
  • the pivoting of the directional arms 7 relative to the longitudinal frame elements 5 ensures the correct and simultaneous orientation of the wheels carried by the same beams, tangentially to the curvature of the rail file 10 which carries them.
  • the longitudinal members 4 constitute levers which can both pivot and tilt relative to the cross-member 3 under the action of the directional arms 7.
  • the pivots 13 around which the longitudinal members 4 can pivot are articulated on the one hand around axes 14 integral with the cross-member 3 by ball joints with a lifter 22.
  • This lifter 22 which has a vertical pivot 23 integral with the cross member 3, maintains the axes of the pivots 13 of the side members 4 in substantially vertical planes while allowing them to tilt in these planes.
  • the crosspiece 3 is provided with a lateral boss 23 which serves as a fulcrum for means for connecting the cross-member 3 to the floor of the body 2.
  • These means comprise, in a known manner, a coil spring 24, one end of which bears on the lateral boss 23 and the opposite end of which bears on the floor of the body 2.
  • a rod 25 provided at one of its ends with a first ball joint 26 secured to the cross-member 3 and at its opposite end with a second ball joint 27, integral with a lug 28 fixed to the floor of the body 2, keeps the cross member substantially perpendicular to the longitudinal axis of the body, while allowing lateral movement in the direction of the arrows W of the cross member 3 relative to the body 2 This lateral displacement is limited. Stop parts carried by the cross member 3 and by the body 2 limit the lateral displacement of the cross member and limit the compression of the coil springs 24.
  • Each large diameter wheel 6 can be individually connected to a one-piece motor-reducer assembly 29 secured to the longitudinal frame element 5, the wheel being wedged on the output shaft 30 of this assembly.
  • the guidance and lift device which is the subject of the present invention can be provided with auxiliary equipment, such as motors, disc brakes, brakes with magnetic pad on rails, anti-derailment stop, etc.
  • a directional arm 7 and a longitudinal frame element 5 secured to one another by the articulated quadrilateral allows the device according to the invention to attack very sharp turns. tight since it allows the wheels to orient themselves tangentially to the curvature of the track. This avoids the sliding of the flanges 31 against the rail 10.
  • the adjustment of the length of the rods 19 and the choice of their point of attachment to the appendages 18 of the directional arms 7 and on the spacer 17 makes it possible to preset a perfect parallelism of the wheels guide 9 or compensate for wear by a certain degree of pinching.
  • This device ensures self-centering of the vehicle thanks to a truncated shape of the tires 34 of the wheels 6, 9.
  • This device also makes it possible to preserve in addition the numerous advantages already mentioned in European patent n ° 0 060 000. It is of low weight. Its reduced size makes it possible to reduce the height of the vehicle floor relative to the track, thereby improving the accessibility of said vehicle and reducing the size.
  • FIG. 4 A view in longitudinal section of the pivot 8 is shown in FIG. 4.
  • the pivot 8 rests on two tapered roller bearings 35 whose housings 36 are mounted on the longitudinal frame elements 5.
  • the device kinematically deforms without showing any stresses or restoring efforts.
  • the distribution of the loads between the wheels 6, 9 is practically independent of the external elements such as the cant, the track unevenness and the body movements of the vehicle.
  • Dynamic stability is also improved and the risks of derailment are reduced.
  • side rails 4 may have a shape different from that shown in Figures 1, 3 and 4 and be for example rectilinear.
  • the wheels 6, 9 are then mounted on the same side of the beam 4.
  • the side members 4 can be articulated to the cross member 3 by a ball joint not shown carried by said cross member 3.
  • the side members 4 must then be held in place by a ball joint 32 fixed to the lifter 22, which is integral with the cross member 3 by a substantially vertical pivot 23 in the operating position of the device or by a third ball joint.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Platform Screen Doors And Railroad Systems (AREA)
  • Vehicle Body Suspensions (AREA)
  • Train Traffic Observation, Control, And Security (AREA)
  • Chain Conveyers (AREA)
  • Handcart (AREA)
  • Hydraulic Control Valves For Brake Systems (AREA)
  • Forklifts And Lifting Vehicles (AREA)
  • Pivots And Pivotal Connections (AREA)
  • Steering-Linkage Mechanisms And Four-Wheel Steering (AREA)
  • Replacing, Conveying, And Pick-Finding For Filamentary Materials (AREA)
  • Aiming, Guidance, Guns With A Light Source, Armor, Camouflage, And Targets (AREA)
  • Ticket-Dispensing Machines (AREA)

Claims (11)

1. Lenk- bzw. Führungs- und Trage- bzw. Abstützvorrichtung für ein Eisenbahnfahrzeug, die von einem Fahrgestell mit unabhängigen Rädern gebildet wird, umfassend eine Querschwelle (3), die an einem Gehäuse (2) des Fahrzeuges nahe einem Ende dieses Gehäuses (2) so befestigt ist, daß sie senkrecht zur vertikalen Ebene steht, die die Längsachse (X-X′) des Fahrzeugs umfaßt, und zwei Längsträger (4), von denen jeder mit wenigstens zwei Rädern (6, 9) versehen und in Längsrichtung auf ersten Gelenkeinrichtungen (12) montiert ist, die von der Querschwelle (3) beiderseits der genannten vertikalen Ebene getragen werden, wobei die Längsträger miteinander unter Zwischenschaltung einer Querverbindung bzw. Verstrebung (17) verbunden sind, die auf Kugelgelenken (16) montiert ist, um zu ermöglichen, daß die von den Längsträgern (4) getragenen Räder (6, 9) die Kurven verfolgen und die Unebenheiten bzw. Ungleichheiten des Schienenwegs überwinden bzw. ausgleichen, wobei jeder der Längsträger (4) von einem in Längsrichtung verlaufenden Tragelement (5) gebildet wird, das durch einen Richtarm (7) verlängert wird, der an seinem freien Ende mit einem Führungsrad (9) versehen ist, dadurch gekennzeichnet, daß die Längsträger (4) jeweils eine zweite Gelenkverbindung (8) mit vertikaler Achse aufweisen, die jedes Längstragelement (5) verbindet, an der Querschwelle (3) angelenkt und am Richtarm (7) verlängert ist, der das Längstragelement (5) verlängert, wobei jeder Richtarm (7) mit der Verstrebung (17) durch Gestänge (19) verbunden ist, die Gelenkvierecke bilden, die die richtige Orientierung der Räder (9) in bezug auf die Schiene in der Kurve gewährleisten.
2. Vorrichtung nach Anspruch 1, dadurch gekennzeichnet, daß jeder Längsträger (4) einen Appendix bzw. Fortsatz (15) aufweist, der sich gegen das Innere des Fahrgestells in einer Querrichtung im wesentlichen senkrecht zu jener des Armes (7) erstreckt und Gelenkverbindungen aufweist, auf denen die Verstrebung (17) befestigt ist.
3. Vorrichtung nach einem der vorhergehenden Ansprüche, dadurch gekennzeichnet, daß jeder Richtarm (7) nahe seinem freien Ende einen Appendix bzw. Fortsatz (18) trägt, der sich gegen das Innere des Fahrgestells in einer Querrichtung erstreckt, auf dem ein Gestänge (19) befestigt ist, das fest mit der genannten Verstrebung (17) verbunden ist.
4. Vorrichtung nach einem der vorhergehenden Ansprüche, dadurch gekennzeichnet, daß das Verhältnis des Abstandes zwischen der Ebene des Führungsrades (9) und der Gelenkeinrichtung, die das Gestänge (19) mit dem Appendix bzw. Fortsatz (18) des Richtarmes (7) verbindet, und des Abstandes zwischen der genannten Ebene des Führungsrades (9) und der Gelenkeinrichtung, die das Gestänge (19) mit der Verstrebung (17) verbindet, so gewählt ist, daß die Ebene des Führungsrades im wesentlichen den Schienenstrang so tangiert, daß sie die Einstellung des Fahrgestells in der Kurve günstig beeinflußt.
5. Vorrichtung nach einem der vorhergehenden Ansprüche, dadurch gekennzeichnet, daß die Einrichtungen (12), mittels derer die Längsträger (4) an der gemeinsamen Querschwelle (3) angelenkt sind, Drehzapfen (13) sind, die dazu geeignet sind, in der Arbeitsstellung der Vorrichtung eine gewisse bzw. bestimmte Neigung in einer annähernd vertikalen Ebene einzunehmen und miteinander mittels eines Ortscheites bzw. Zangenbalkens (22) verbunden sind, das bzw. der an diesen Drehzapfen (13) mittels Kugelgelenken (26) angelenkt ist und mit der Querschwelle (3) in Arbeitsstellung der Vorrichtung durch einen im wesentlichen vertikalen Drehzapfen (23) oder mittels eines Kugelgelenks (27) verbunden ist.
6. Vorrichtung nach Anspruch 5, dadurch gekennzeichnet, daß die Längsträger (4) auf Drehzapfen (13) montiert sind, die miteinander mittels eines Ortscheites bzw. Zangenbalkens (22) und mit der gemeinsamen Querschwelle (3) unter Zwischenschaltung von Kugelgelenken (31) auf solche Weise verbunden sind, daß sie zulassen, daß sich diese Längsträger (4) auch um ihre Längsachse herum verschwenken.
7. Vorrichtung nach Anspruch 1, dadurch gekennzeichnet, daß die Querschwelle (3) in wenigstens zwei Teile (33) geteilt ist, die sich in bezug aufeinander um die Längsachse der genannten Querschwelle (3) herum verschwenken können.
8. Vorrichtung nach Anspruch 7, dadurch gekennzeichnet, daß jedes Ende der genannten Querschwelle (3) einen Drehzapfen (13) trägt, auf dem ein Längsträger (4) auf solche Weise montiert ist, daß er gleichzeitig einer Schwenkbewegung im Sinne der Pfeile (4) um eine annähernd vertikale Achse unterworfen werden und eine gewisse bzw. bestimmte Neigung im Sinne der Pfeile (Z) in einer annähernd vertikalen Ebene in Arbeitsstellung der Vorrichtung einnehmen kann.
9. Vorrichtung nach Anspruch 2, dadurch gekennzeichnet, daß jeder der Längsträger (4) einerseits an der Querschwelle (3) mittels eines ersten Kugelgelenks (31) angelenkt ist, das von der genannten Querschwelle (3) getragen wird, und anderseits mittels eines zweiten Kugelgelenks (32) an einem Ortscheit bzw. Zangenbalken (22) angelenkt ist, das bzw. der mit der Querschwelle (3) mittels eines in Arbeitsstellung der Vorrichtung annähernd vertikalen Drehzapfens (23) oder mittels eines dritten Kugelgelenks verbunden ist.
10. Vorrichtung nach Anspruch 2, dadurch gekennzeichnet, daß die Gestänge (19) mit den Appendices bzw. Fortsätzen (15) der Arme (7) unter Zwischenschaltung von Gelenkverbindungen (16) und mit der Verstrebung (17) unter Zwischenschaltung von Drehzapfen (21) verbunden sind.
11. Vorrichtung nach einem der vorhergehenden Ansprüche, dadurch gekennzeichnet, daß der Grad der Vorspur der Führungsräder (9) und/oder ein Radius des negativen Lenkungsausschlags durch die Wahl und Anordnung der Appendices bzw. Fortsätze (18) der Richtarme (7) und der Längstragelemente (5) und der Befestigung der Gestänge (19) an der Verstrebung (17) erzielt wird.
EP88870090A 1987-05-13 1988-05-11 Lenk- und Tragevorrichtung für ein Eisenbahnfahrzeug Expired - Lifetime EP0291491B1 (de)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
BE8700527 1987-05-13
BE8700527A BE1000530A4 (fr) 1987-05-13 1987-05-13 Dispositif de guidage et de sustentation d'un vehicule ferroviaire.

Publications (2)

Publication Number Publication Date
EP0291491A1 EP0291491A1 (de) 1988-11-17
EP0291491B1 true EP0291491B1 (de) 1991-03-13

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Family Applications (2)

Application Number Title Priority Date Filing Date
EP88870090A Expired - Lifetime EP0291491B1 (de) 1987-05-13 1988-05-11 Lenk- und Tragevorrichtung für ein Eisenbahnfahrzeug
EP88904451A Expired - Lifetime EP0358697B1 (de) 1987-05-13 1988-05-11 Lenk- und tragevorrichtung für ein eisenbahnfahrzeug

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EP88904451A Expired - Lifetime EP0358697B1 (de) 1987-05-13 1988-05-11 Lenk- und tragevorrichtung für ein eisenbahnfahrzeug

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Country Link
US (1) US5081934A (de)
EP (2) EP0291491B1 (de)
JP (1) JPH02503412A (de)
AT (1) ATE78224T1 (de)
BE (1) BE1000530A4 (de)
CA (1) CA1304988C (de)
DE (1) DE3872876T2 (de)
ES (1) ES2022719B3 (de)
FI (1) FI95892C (de)
GR (1) GR3002094T3 (de)
NO (1) NO170321C (de)
WO (1) WO1988008802A1 (de)

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DE19826448C2 (de) * 1998-06-13 2001-07-26 Daimler Chrysler Ag Fahrwerk für ein Schienenfahrzeug
FR2802883A1 (fr) 1999-12-24 2001-06-29 Poma Otis Systemes De Transp Dispositif de guidage d'un galet porteur, et vehicule ferroviaire comprenant un tel dispositif
JP5121191B2 (ja) * 2006-09-05 2013-01-16 川崎重工業株式会社 低床式鉄道車両および低床式路面電車
DE102010029804B4 (de) * 2010-06-08 2016-09-29 Deutsches Zentrum für Luft- und Raumfahrt e.V. Fahrwerkseinheit
CN106004913B (zh) * 2016-06-21 2019-03-19 中车唐山机车车辆有限公司 转向架
CN112849187B (zh) * 2019-11-27 2022-07-26 中车唐山机车车辆有限公司 转向装置及磁悬浮车辆

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FR1014449A (fr) * 1950-03-14 1952-08-14 Bogie à roues indépendantes pour véhicules sur rails
US3066617A (en) * 1960-03-24 1962-12-04 Sidney H Bingham Light weight rapid transit truck
US3254610A (en) * 1963-12-27 1966-06-07 Roley Robert Neel Railway car truck
FR2102922A5 (de) * 1970-08-28 1972-04-07 Julien Maurice
JPS5113285A (ja) * 1974-07-23 1976-02-02 Shinho Kogyo Kk Dejitarudenryokukeisokusochi
US3974779A (en) * 1974-10-31 1976-08-17 Automatisk Doseringskompensator Ab Vehicle bogie
IT1118694B (it) * 1979-05-24 1986-03-03 Fiat Ricerche Carrello per veicoli ferroviari
LU83193A1 (fr) * 1981-03-05 1983-02-22 Ferroviaires Construct & Metal Dispositif de sustentation et de guidage de vehicules ferroviaires

Also Published As

Publication number Publication date
FI895329A0 (fi) 1989-11-09
EP0291491A1 (de) 1988-11-17
EP0358697A1 (de) 1990-03-21
NO890137D0 (no) 1989-01-12
NO170321B (no) 1992-06-29
NO890137L (no) 1989-03-13
ES2022719B3 (es) 1991-12-01
JPH02503412A (ja) 1990-10-18
DE3872876T2 (de) 1993-03-25
GR3002094T3 (en) 1992-12-30
FI95892B (fi) 1995-12-29
ATE78224T1 (de) 1992-08-15
NO170321C (no) 1992-10-07
US5081934A (en) 1992-01-21
DE3872876D1 (de) 1992-08-20
WO1988008802A1 (fr) 1988-11-17
EP0358697B1 (de) 1992-07-15
FI95892C (fi) 1996-04-10
CA1304988C (fr) 1992-07-14
BE1000530A4 (fr) 1989-01-17

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