EP0369241A2 - Spatial suspension of individually sprung railway vehicle wheels - Google Patents

Spatial suspension of individually sprung railway vehicle wheels Download PDF

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Publication number
EP0369241A2
EP0369241A2 EP89120278A EP89120278A EP0369241A2 EP 0369241 A2 EP0369241 A2 EP 0369241A2 EP 89120278 A EP89120278 A EP 89120278A EP 89120278 A EP89120278 A EP 89120278A EP 0369241 A2 EP0369241 A2 EP 0369241A2
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EP
European Patent Office
Prior art keywords
wheel
vehicle
suspension according
spatial independent
handlebar
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Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
EP89120278A
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German (de)
French (fr)
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EP0369241B1 (en
EP0369241A3 (en
Inventor
Heinrich Dr. Potthoff
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Bergische Stahl Industrie
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Bergische Stahl Industrie
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Application filed by Bergische Stahl Industrie filed Critical Bergische Stahl Industrie
Priority to AT89120278T priority Critical patent/ATE91098T1/en
Publication of EP0369241A2 publication Critical patent/EP0369241A2/en
Publication of EP0369241A3 publication Critical patent/EP0369241A3/en
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Publication of EP0369241B1 publication Critical patent/EP0369241B1/en
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    • 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
    • B61F5/26—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

Definitions

  • the invention relates to a spatial independent wheel suspension for wheels of rail vehicles, in which the wheel unit consisting of the wheel, the wheel bearing, the non-rotating wheel carrier and optionally a drive and / or braking device with respect to the vehicle can perform steering movements and / or spring movements, and in which the wheel carriers are connected movably to the vehicle and to a handlebar acting as a tie rod through or via intermediate elements to the wheel carrier of the opposite wheel via links which have joints at their ends.
  • the invention is therefore based on the object of avoiding the known disadvantages of bogies and rigid axles and, moreover, of creating a wheel linkage on the rail vehicle which brings the aforementioned improvements.
  • the solution to the problem is that the articulation point of at least one handlebar on the vehicle can be adjusted depending on the driving state, such as driving forwards or backwards, straight or cornering, braking or driving and / or depending on the state of wear of the wheel tires.
  • the links are advantageously arranged essentially on the side of the wheel unit facing away from the center of the vehicle the momentary steering axis defined by the arrangement of the handlebars lies at least approximately in the plane perpendicular to the axis of rotation of the non-pivoted wheel, which plane also contains the wheel-rail contact point (wheel contact point).
  • the advantage of the independent wheel suspension according to the invention is, above all, that no bogie is required and thus saves a considerable amount of weight in the unsprung masses, which again benefits the smooth running of the rail vehicle. Furthermore, by eliminating the rigid axle, the invention allows the floor height of the vehicle to be lowered considerably (low-floor vehicle), which makes it easier to get in and out and thus increases the comfort of the passengers. By guiding the wheel on the handlebars and the virtual swivel axis thus formed the entire installation space within the wheel stands for the drive, for example through a wheel hub motor with a planetary gear.
  • an example embodiment of the invention is shown schematically using a rail wheel 11 which rolls on a rail 12 and forms the wheel contact point 13 there.
  • the wheel 11 rotates on an axis 14 which is firmly connected to the non-rotating wheel carrier 15, 16.
  • Drive and / or braking devices can also be arranged on the wheel 11 in a known manner.
  • the wheel unit consisting of wheel 11, wheel bearing on axle 14 and non-rotating wheel carrier 15, 16 is articulated on vehicle 21 with four links 17.18.19 and 20 such that the articulation points on the vehicle are at a greater distance than on part 16 of wheel carrier 15, 16.
  • the handlebars 17 - 20 are essentially on the side facing away from the center of the vehicle Wheel unit 15, 16 is arranged, the momentary steering axis 22 defined by the arrangement of the links 17-20 being at least approximately in the plane 23 lying perpendicular to the axis of rotation 14 of the non-pivoted wheel 11, which also contains the point of contact wheel-rail (wheel contact point 13) .
  • a spring 24 is arranged on a handlebar 19, which is supported on the vehicle 21.
  • a tie rod 25 is articulated on the wheel carrier 15, 16, which is connected to the wheel carrier of the opposite wheel.
  • the two links 17 and 18 are articulated on the vehicle 21 such that their articulation points on the vehicle side can be moved horizontally in a guide 26, 27 and approximately parallel to the longitudinal axis of the vehicle.
  • the two guides 26 and 27 are of the same length and are arranged such that the steering axis 22 is still in the plane 23 even when the control arms 17 and 18 are moved into the respective end position.
  • links 17-20 On one or more links 17-20, elements known per se from vehicle construction, such as springs 24 and / or damping elements, are arranged.
  • control arms 17 and 18 in the guides 26, 27 can be adjusted by electrical, pneumatic and / or hydraulic devices depending on the direction of travel, longitudinal or lateral accelerations or decelerations and / or the state of loading of the vehicle.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Vehicle Body Suspensions (AREA)
  • Automatic Cycles, And Cycles In General (AREA)
  • Platform Screen Doors And Railroad Systems (AREA)
  • Axle Suspensions And Sidecars For Cycles (AREA)
  • Braking Arrangements (AREA)

Abstract

The invention relates to a spacial suspension of individually sprung railway vehicle wheels, in which the wheel unit comprising the wheel, the wheel bearing, the non-rotating wheel carrier and, if applicable, a drive and/or brake mechanism can perform steering and/or suspension movements with respect to the vehicle, and in which the wheel carriers are movably connected via links to the vehicle and to the wheel carrier of the opposite wheel and the point of articulation of at least one link (17-20) on the vehicle (21) can be adjusted according to the travelling state, such as forward or reverse travelling, travelling straight or round a bend, braking or driving and/or according to the state of wear of the wheel rims. <IMAGE>

Description

Die Erfindung betrifft eine räumliche Einzelradaufhängung für Räder von Schienenfahrzeugen, bei der die Radeinheit bestehend aus dem Rad, der Radlagerung, dem nicht rotierenden Radträger sowie gegebenenfalls einer Antriebs- und/oder Bremsvorrichtung gegenüber dem Fahrzeug Lenkbewegungen und/oder Federbewegungen ausführen kann, und bei der die Radträger über Lenker, die an ihren Enden Gelenke aufweisen, beweglich mit dem Fahrzeug sowie mit einem als Spurstange wirkenden Lenker durch oder über Zwischenelemente mit dem Radträger des gegenüber liegenden Rades verbunden sind.The invention relates to a spatial independent wheel suspension for wheels of rail vehicles, in which the wheel unit consisting of the wheel, the wheel bearing, the non-rotating wheel carrier and optionally a drive and / or braking device with respect to the vehicle can perform steering movements and / or spring movements, and in which the wheel carriers are connected movably to the vehicle and to a handlebar acting as a tie rod through or via intermediate elements to the wheel carrier of the opposite wheel via links which have joints at their ends.

Bisher sind keine Schienenfahrzeuge bekanntgeworden, bei denen das einzelne Rad mit Lenkern oder ähnlichen Elementen am Fahr­zeug angeordnet oder angelenkt ist. Es sind aber Bestrebungen vorhanden, unter Vermeidung eines Drehgestells möglichst viel Raum auch zwischen den Rädern freizuhalten und den Lauf der Räder auf der Schiene durch selbsttätiges Einstellen der Räder tangential zur Schiene zu verbessern und das Geräusch- und Ver­schleissverhalten der Schienenfahrzeug-Räder zu verbessern, wobei die ungefederten Massen verringert werden können, was sich günstig auf den Fahrkomfort auswirkt.So far, no rail vehicles have become known in which the single wheel is arranged or articulated on the vehicle with handlebars or similar elements. However, efforts are being made to keep as much space as possible between the wheels while avoiding a bogie and to improve the running of the wheels on the rail by automatically adjusting the wheels tangentially to the rail and to improve the noise and wear behavior of the rail vehicle wheels, whereby the unsprung masses can be reduced, which has a favorable effect on driving comfort.

Der Erfindung liegt daher die Aufgabe zugrunde, die bekannten Nachteile von Drehgestellen und Starrachsen zu vermeiden und darüberhinaus eine Radanlenkung am Schienenfahrzeug zu schaffen, die die vorgenannten Verbesserungen bringt.The invention is therefore based on the object of avoiding the known disadvantages of bogies and rigid axles and, moreover, of creating a wheel linkage on the rail vehicle which brings the aforementioned improvements.

Die Lösung der Aufgabe besteht darin, dass der Anlenkpunkt mindestens eines Lenkers am Fahrzeug in Abhängigkeit vom Fahr­zustand, wie Vor- oder Rückwärtsfahrt, Gerade- oder Kurvenfahrt, Bremsen oder Antrieb und/oder in Abhängigkeit vom Verschleiss­zustand der Radreifen verstellbar ist.The solution to the problem is that the articulation point of at least one handlebar on the vehicle can be adjusted depending on the driving state, such as driving forwards or backwards, straight or cornering, braking or driving and / or depending on the state of wear of the wheel tires.

Vorteilhaft sind die Lenker im wesentlichen auf der der Fahr­zeugmitte abgewandten Seite der Radeinheit angeordnet und die durch die Anordnung der Lenker festgelegte momentane Lenk­achse liegt zumindest näherungsweise in der senkrecht zur Rotationsachse des nicht verschwenkten Rades gelegenen Ebene, die auch den Berührpunkt Rad-Schiene (Radaufstandspunkt) enthält.The links are advantageously arranged essentially on the side of the wheel unit facing away from the center of the vehicle the momentary steering axis defined by the arrangement of the handlebars lies at least approximately in the plane perpendicular to the axis of rotation of the non-pivoted wheel, which plane also contains the wheel-rail contact point (wheel contact point).

Der Vorteil der erfindungsgemässen Einzelradaufhängung liegt vor allem darin, dass man kein Drehgestell benötigt und damit erheblich Gewicht der ungefederten Massen einspart, was wieder der Laufruhe des Schienenfahrzeugs zugute kommt. Weiter lässt sich mit der Erfindung durch den Wegfall der starren Achse die Fussbodenhöhe des Fahrzeugs erheblich absenken (Niederflurfahr­zeug), was den Ein- und Ausstieg erleichtert und so den Komfort der Fahrgäste erhöht.Durch die Führung des Rades an Lenkern und die dadurch gebildete virtuelle Schwenkachse steht der ge­samte Bauraum innerhalb des Rades für den Antrieb z.B. durch einen Radnabenmotor mit nachgeschaltetem Planetengetriebe zur Verfügung.The advantage of the independent wheel suspension according to the invention is, above all, that no bogie is required and thus saves a considerable amount of weight in the unsprung masses, which again benefits the smooth running of the rail vehicle. Furthermore, by eliminating the rigid axle, the invention allows the floor height of the vehicle to be lowered considerably (low-floor vehicle), which makes it easier to get in and out and thus increases the comfort of the passengers. By guiding the wheel on the handlebars and the virtual swivel axis thus formed the entire installation space within the wheel stands for the drive, for example through a wheel hub motor with a planetary gear.

Da die selbstlenkenden Räder sich stets tangential zur Schiene einstellen, entfällt das von den Drehgestellen bekannte Kurven­quietschen in engen Gleisbögen, was sich auch günstig auf das Verschleissverhalten der Radreifen auswirkt.Since the self-steering wheels are always tangential to the rail, there is no need for the squeaking of curves known from the bogies in narrow track arches, which also has a favorable effect on the wear behavior of the wheel tires.

In der Zeichnung ist eine beispielsweise Ausführungsform der Erfindung schematisch anhand eines Schienenrades 11 dargestellt, welches auf einer Schiene 12 rollt, und dort den Radaufstands­punkt 13 bildet. Das Rad 11 rotiert auf einer Achse 14, welche fest mit dem nichtrotierenden Radträger 15,16 verbunden ist. Am Rad 11 können noch in bekannter Weise (nicht dargestellte) Antriebs- und/oder Bremsvorrichtungen angeordenet sein.In the drawing, an example embodiment of the invention is shown schematically using a rail wheel 11 which rolls on a rail 12 and forms the wheel contact point 13 there. The wheel 11 rotates on an axis 14 which is firmly connected to the non-rotating wheel carrier 15, 16. Drive and / or braking devices (not shown) can also be arranged on the wheel 11 in a known manner.

Die aus Rad 11, Radlagerung auf der Achse 14 und nichtrotier­endem Radträger 15,16 bestehende Radeinheit ist mit 4 Lenkern 17.18.19 und 20 derart am Fahrzeug 21 angelenkt, dass die Anlenkpunkte am Fahrzeug einen grösseren Abstand besitzen als am Teil 16 des Radträgers 15,16. Die Lenker 17 - 20 sind im wesentlichen auf der von der Fahrzeugmitte abgewandten Seite der Radeinheit 15,16 angeordnet, wobei die durch die Anordnung der Lenker 17 - 20 festgelegte momentane Lenkachse 22 zumindest näherungsweise in der senkrecht zur Rotationsachse 14 des nicht verschwenkten Rades 11 liegenden Ebene 23 liegt, die auch den Berührungspunkt Rad-Schiene (Radaufstandspunkt 13) enthält. Weiter ist an einem Lenker 19 eine Feder 24 angeordnet, welche sich am Fahrzeug 21 abstützt. Ausserdem ist am Rad­träger 15,16 eine Spurstange 25 angelenkt, welche mit dem Radträger des gegenüber liegenden Rades verbunden ist.The wheel unit consisting of wheel 11, wheel bearing on axle 14 and non-rotating wheel carrier 15, 16 is articulated on vehicle 21 with four links 17.18.19 and 20 such that the articulation points on the vehicle are at a greater distance than on part 16 of wheel carrier 15, 16. The handlebars 17 - 20 are essentially on the side facing away from the center of the vehicle Wheel unit 15, 16 is arranged, the momentary steering axis 22 defined by the arrangement of the links 17-20 being at least approximately in the plane 23 lying perpendicular to the axis of rotation 14 of the non-pivoted wheel 11, which also contains the point of contact wheel-rail (wheel contact point 13) . Furthermore, a spring 24 is arranged on a handlebar 19, which is supported on the vehicle 21. In addition, a tie rod 25 is articulated on the wheel carrier 15, 16, which is connected to the wheel carrier of the opposite wheel.

Die beiden Lenker 17 und 18 sind gemäss der Erfindung so am Fahrzeug 21 angelenkt, dass sich ihre fahrzeugseitigen Anlenk­punkte in je einer Führung 26,27 waagrecht und etwa parallel zur Fahrzeuglängsachse verschieben lassen. Die beiden Führungen 26 und 27 sind gleich lang und so angeordnet, dass auch bei in die jeweilige Endlage verschobenen Lenker 17 und 18 die Lenk­achse 22 noch immer in der Ebene 23 liegt.According to the invention, the two links 17 and 18 are articulated on the vehicle 21 such that their articulation points on the vehicle side can be moved horizontally in a guide 26, 27 and approximately parallel to the longitudinal axis of the vehicle. The two guides 26 and 27 are of the same length and are arranged such that the steering axis 22 is still in the plane 23 even when the control arms 17 and 18 are moved into the respective end position.

An einem oder mehreren Lenkern 17 - 20 sind an sich aus dem Fahrzeugbau bekannte Elemente, wie Federn 24 und/oder Dämpfungs­elemente angeordnet.On one or more links 17-20, elements known per se from vehicle construction, such as springs 24 and / or damping elements, are arranged.

Die Verstellung der Lenker 17 und 18 in den Führungen 26,27 kann durch elektrische, pneumatische und/oder hydraulische Einrichtungen in Abhängigkeit von Fahrtrichtung, Längs- oder Querbeschleunigungen bzw. -verzögerungen und/oder Beladungszu­stand des Fahrzeugs erfolgen.The control arms 17 and 18 in the guides 26, 27 can be adjusted by electrical, pneumatic and / or hydraulic devices depending on the direction of travel, longitudinal or lateral accelerations or decelerations and / or the state of loading of the vehicle.

Selbstverständlich kann man auch alle Lenker 17 - 20 in Führ­ungen anordnen, sodass sich die Anlenkpunkte aller Lenker ver­schieben lassen. Dies hat gegenüber der Verstellung von max. 2 Lenkern -bei allerdings grösserem Bauaufwand- den Vorteil, dass eine kleinere Verschiebung der Anlenkpunkte ausreicht, um eine gleich grosse Neigung der virtuellen Lenkachse zu erzielen.Of course, you can also arrange all handlebars 17 - 20 in guides so that the pivot points of all handlebars can be moved. Compared to the adjustment of max. 2 handlebars - but with a greater construction effort - the advantage that a smaller displacement of the articulation points is sufficient to achieve an equally large inclination of the virtual steering axis.

Claims (7)

1) Räumliche Einzelradaufhängung für Räder von Schienenfahrzeugen, bei der die Radeinheit bestehend aus dem Rad, der Radlagerung, dem nichtrotierenden Radträger sowie gegebenenfalls einer An­triebs- und/oder Bremsvorrichtung gegenüber dem Fahrzeug Lenk­bewegungen und/oder Federbewegungen ausführen kann, und bei der die Radträger über Lenker, die an ihren Enden Gelenke aufweisen, beweglich mit dem Fahrzeug sowie mit einem als Spurstange wirkenden Lenker durch oder über Zwischenelemente mit dem Rad­träger des gegenüber liegenden Rades verbunden sind,. dadurch gekennzeichnet, dass der Anlenkpunkt mindestens eines Lenkers (17-20) am Fahrzeug (21) in Abhängigkeit vom Fahrzustand, wie Vor- oder Rückwärtsfahrt, Gerade- oder Kurvenfahrt, Bremsen oder Antrieb und/oder in Abhängigkeit vom Verschleisszustand der Radreifen verstellbar ist.1) Spatial independent wheel suspension for wheels of rail vehicles, in which the wheel unit consisting of the wheel, the wheel bearing, the non-rotating wheel carrier and possibly a drive and / or braking device can perform steering movements and / or spring movements relative to the vehicle, and in which the wheel carrier can Handlebars, which have joints at their ends, are movably connected to the vehicle and to a handlebar acting as a tie rod through or via intermediate elements with the wheel carrier of the opposite wheel. characterized in that the articulation point of at least one handlebar (17-20) on the vehicle (21) is adjustable depending on the driving state, such as driving forward or backward, straight or cornering, braking or driving and / or depending on the state of wear of the wheel tires. 2) Räumliche Einzelradaufhängung nach Anspruch 1, dadurch gekenn­zeichnet, dass an mindestens einem Lenker (17-20) eine Feder (24) zur Aufnahme der Radlast angeordnet ist.2) Spatial independent wheel suspension according to claim 1, characterized in that a spring (24) for receiving the wheel load is arranged on at least one link (17-20). 3) Räumliche Einzelradaufhängung nach Anspruch 1 oder 2, dadurch gekennzeichnet, dass an mindestens einem der Lenker (17-20) ein Dämpfer angeordnet ist.3) Spatial independent wheel suspension according to claim 1 or 2, characterized in that a damper is arranged on at least one of the links (17-20). 4) Räumliche Einzelradaufhängung nach einem der Ansprüche 1 bis 3, dadurch gekennzeichnet, dass mindestens eine Feder (24) und/­oder mindestens ein Dämpfer zwischen Radträger (15,16) und Fahrzeug (21) angeordnet ist.4) Spatial independent wheel suspension according to one of claims 1 to 3, characterized in that at least one spring (24) and / or at least one damper between the wheel carrier (15, 16) and vehicle (21) is arranged. 5) Räumliche Einzelradaufhängung nach einem der Ansprüche 1 bis 4 dadurch gekennzeichnet, dass die Lenker (17-20) im wesentlichen auf der der Fahrzeugmitte abgewandten Seite der Radeinheit (15,16) angeordnet sind und dass die durch die Anordnung der Lenker festgelegte momentane Lenkachse zumindest näherungsweise in derjenigen senkrecht zur Rotationsachse des Rades gelegenen Ebene liegt, die auch den Berührpunkt Rad-Schiene (Radaufstands­punkt) enthält.5) Spatial independent wheel suspension according to one of claims 1 to 4, characterized in that the handlebars (17-20) are arranged essentially on the side of the wheel unit (15, 16) facing away from the vehicle center and that the momentary steering axis determined by the arrangement of the handlebars is at least approximately in the plane perpendicular to the axis of rotation of the wheel, which plane also contains the wheel-rail contact point (wheel contact point). 6) Räumliche Einzelradaufhängung nach einem der Ansprüche 1 bis 5, dadurch gekennzeichnet, dass der oder die Anlenkpunkte des oder der Lenker (17-20) am Fahrzeug (21) mit an sich bekannten elektrischen, pneumatischen oder hydraulischen Einrichtungen in den Führungen (26,27) verstellt wird bzw. werden.6) Spatial independent wheel suspension according to one of claims 1 to 5, characterized in that the or the articulation points of the handlebar (17-20) on the vehicle (21) with known electrical, pneumatic or hydraulic devices in the guides (26, 27) is or will be adjusted. 7) Räumliche Einzelradaufhängung nach einem der Ansprüche 1 bis 5, dadurch gekennzeichent, dass die Verstellung der Anlenkpunkte des oder der Lenker (17-20) am Fahrzeug (21) mittel- oder unmittelbar durch die Trägheitskraft einer unter dem Einfluss von Quer- oder Längsbeschleunigungen befindlichen Masse erfolgt.7) Spatial independent wheel suspension according to one of claims 1 to 5, characterized in that the adjustment of the articulation points of the handlebar (17-20) on the vehicle (21) directly or indirectly by the inertia of one under the influence of lateral or longitudinal accelerations located mass takes place.
EP89120278A 1988-11-17 1989-11-02 Spatial suspension of individually sprung railway vehicle wheels Expired - Lifetime EP0369241B1 (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
AT89120278T ATE91098T1 (en) 1988-11-17 1989-11-02 SPATIAL INDIVIDUAL SUSPENSION FOR RAIL VEHICLE WHEELS.

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE3838845 1988-11-17
DE3838845A DE3838845A1 (en) 1988-11-17 1988-11-17 SPATIAL SINGLE WHEEL SUSPENSION FOR WHEELS OF RAIL VEHICLES

Publications (3)

Publication Number Publication Date
EP0369241A2 true EP0369241A2 (en) 1990-05-23
EP0369241A3 EP0369241A3 (en) 1990-07-18
EP0369241B1 EP0369241B1 (en) 1993-06-30

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EP89120278A Expired - Lifetime EP0369241B1 (en) 1988-11-17 1989-11-02 Spatial suspension of individually sprung railway vehicle wheels

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US (1) US5020446A (en)
EP (1) EP0369241B1 (en)
AT (1) ATE91098T1 (en)
DE (2) DE3838845A1 (en)

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DE3111087A1 (en) * 1981-03-20 1982-09-30 Knorr-Bremse GmbH, 8000 München "SINGLE WHEEL ARRANGEMENT FOR RAILWAY VEHICLES"
EP0247389A2 (en) * 1986-05-30 1987-12-02 Siemens Aktiengesellschaft Rocking arm guide for horizontally displaceable railway wheels with an external drive
EP0290930A1 (en) * 1987-05-12 1988-11-17 Siemens Aktiengesellschaft Railway system for operating a derailing proof high speed railway vehicle

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE4127304A1 (en) * 1991-08-17 1993-02-18 Deutsche Forsch Luft Raumfahrt Wheel structure with flanged wheels for rail vehicle operation - has wheel plates inclined through predetermined fixed or variable adjustable small dash angle in relation to vertical
EP0678435A1 (en) * 1994-04-23 1995-10-25 Duewag Aktiengesellschaft Running gear for railway vehicles

Also Published As

Publication number Publication date
EP0369241B1 (en) 1993-06-30
DE3838845A1 (en) 1990-05-23
EP0369241A3 (en) 1990-07-18
DE58904839D1 (en) 1993-08-05
US5020446A (en) 1991-06-04
ATE91098T1 (en) 1993-07-15

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