EP0410407B1 - Sous-châssis de roulement pour un véhicule ou un bogie ferroviaires - Google Patents

Sous-châssis de roulement pour un véhicule ou un bogie ferroviaires Download PDF

Info

Publication number
EP0410407B1
EP0410407B1 EP90114227A EP90114227A EP0410407B1 EP 0410407 B1 EP0410407 B1 EP 0410407B1 EP 90114227 A EP90114227 A EP 90114227A EP 90114227 A EP90114227 A EP 90114227A EP 0410407 B1 EP0410407 B1 EP 0410407B1
Authority
EP
European Patent Office
Prior art keywords
chassis
bogie
central
frame
group 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.)
Expired - Lifetime
Application number
EP90114227A
Other languages
German (de)
English (en)
Other versions
EP0410407A3 (en
EP0410407A2 (fr
Inventor
Helmut Dipl.-Ing. Hiden
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.)
Jenbacher Transportsysteme AG
Original Assignee
Jenbacher Transportsysteme 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 Jenbacher Transportsysteme AG filed Critical Jenbacher Transportsysteme AG
Publication of EP0410407A2 publication Critical patent/EP0410407A2/fr
Publication of EP0410407A3 publication Critical patent/EP0410407A3/de
Application granted granted Critical
Publication of EP0410407B1 publication Critical patent/EP0410407B1/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
    • B61F1/00—Underframes
    • B61F1/08—Details
    • B61F1/14—Attaching or supporting vehicle body-structure
    • 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
    • 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
    • B61F5/42—Adjustment controlled by buffer or coupling gear

Definitions

  • the invention relates to a chassis group for a rail vehicle or for a bogie of a rail vehicle, with two two-wheeled end carriages adjustable in their steering angle, the chassis frames of which are each cushioned in the vertical direction against the car body of the rail vehicle or the bogie by at least one spring element, and with one between the two end bogies, the middle bogie, the deflection that occurs in track arches transversely to the longitudinal direction of the rail vehicle or the bogie controls the steering angle of the two end bogies via coupling devices, the bogie frame of the middle bogie movable transversely to the longitudinal device of the rail vehicle or the bogie at the central area of the Carriage body or the bogie is mounted or guided relative to this and the chassis frame of the middle chassis via at least one spring element in the vertical direction against the car body or w. the bogie is cushioned.
  • the rolling radius difference between the wheel profiles creates a torque about the vertical axis within certain limits, which leads the wheelset in the curve to an almost radial angular position (self-steering effect). Due to the above-mentioned mutual interaction, which occurs when wheel sets and positive control are used at the same time, there is longitudinal slip and longitudinal forces in the contact surfaces of the wheels (wear) and high forces in the control mechanism. This must therefore have a high strength and thus a high weight.
  • the object of the invention is to provide a chassis group for a rail vehicle or for a bogie of a rail vehicle of the type mentioned, which is characterized by low wear on wheels and rails when driving through bends and which even with larger loads with relatively light compact end carriages gets along.
  • the middle chassis should be precisely guided relative to the rail vehicle.
  • the invention is based initially on the knowledge that the idea of a three-axle rail vehicle which is positively controlled via the transverse deflection of the middle chassis can be implemented cheaply in practice if single wheels (idler wheels) are used.
  • idler gears In contrast to gear sets, idler gears have no self-steering effect. The wear due to the forced longitudinal slip is therefore eliminated. The forces for adjusting the turning angle (steering angle of the two end trolleys) are therefore also small, which allows a light and inexpensive design of the control mechanism.
  • Idler wheels are known per se (DE-A-12 08 329) and, in addition to reduced wheel and rail wear, have stable running at high speeds.
  • the positive control required for the idler gears is mainly derived from the angular position between adjacent follower wagons, which, among other things, requires special couplings.
  • the size of the steering angle of the end chassis is derived from the position of the vehicle's own middle chassis . So you don't need any special couplings and you have an autonomous vehicle that can easily be placed in the normal train set.
  • the middle chassis is guided in this way relative to the car body or bogie or is mounted on the latter that the projection of the imaginary connecting straight line through the wheel center points onto a horizontal plane remains parallel to itself during deflections transverse to the longitudinal direction of the vehicle.
  • the undercarriage frame of the middle undercarriage runs essentially in the longitudinal direction of the rail vehicle or bogie and runs parallel to one another transversely to this longitudinal direction and is arranged between the undercarriage frame and the body or bogie.
  • Such parallel guide links are in general rods of the same length, which are articulated on both sides (for example by means of cardanic joints).
  • the middle chassis In the transverse deflection describes the middle chassis thus a total of an arc, but always remains parallel to itself.
  • the stated center position is the position that the middle running gear occupies on a straight track section.
  • the middle chassis can be moved transversely due to the above-mentioned mounting, that is to say transversely to the longitudinal direction of the rail vehicle or the bogie, but cannot make a steering or turning movement about a vertical axis during this transverse movement.
  • transverse deflection of the middle chassis can be used as a well-defined control variable for the steering angle of the two end chassis via simple mechanical coupling devices, such as, for example, cross-guided coupling rods.
  • simple mechanical coupling devices such as, for example, cross-guided coupling rods.
  • the middle chassis takes over a substantial part of the weight on the chassis group.
  • the two end trolleys therefore do not have to carry the entire load and can be made more compact and lighter.
  • the middle chassis is therefore also a control chassis (its transverse deflection controls the steering angle of the two end chassis) and a load-bearing chassis that takes over part of the load.
  • Another advantage of using individual wheels that are not connected to one another by a wheelset shaft is possibly an acoustic behavior that is favorable compared to wheelsets with rigid axles. Since the undercarriage group according to the invention has positively steered undercarriages or wheels, the disadvantage of the lack of self-steering effect of individual wheels is not present.
  • the chassis group according to the invention therefore has very good running properties both on straight lines and in tight bends.
  • the bogie group according to the invention provides the necessary precise angle adjustment of the wheels in the track curve, ie an exact tangential position of the wheels on the rail (wheel center plane parallel to the tangent to the rail).
  • Non-steered axles have an inclined run across the entire track curve, which leads to wear on wheels and rails.
  • the middle running gear is designed with two wheels ("single-axis").
  • a further guide link is arranged below or above the level of the parallel guide link, which on one end on the chassis frame of the middle chassis and on the other end on the car body or is articulated on the bogie or a part that is fixed to the car body or bogie.
  • the transverse deflection of the middle chassis occurring in track arches will also be small and it is then conceivable that a spring element of the middle chassis is firmly connected to the middle chassis frame at the bottom and firmly to the body or bogie at the top is, the spring element is bent or sheared even with a transverse movement of the middle chassis (for example, so-called flexicoil springs are suitable).
  • the spring element (s) arranged between the car body or the bogie and the chassis frame of the middle chassis preferably on the car body side or bogie-side end, is or are displaceably mounted in at least one slide bearing or roller bearing transversely to the vehicle longitudinal direction or bogie longitudinal direction.
  • other spring-loaded bearings of the middle chassis are also possible, which allow a large transverse displacement.
  • suspended pendulum suspensions are quite conceivable and possible.
  • Mechanical coupling devices such as crossed coupling rods, cable pull mechanisms or rack and pinion drives, can be provided for transmitting the transverse deflection of the middle chassis to the steering movement of the end carriages, but hydraulic and electrical coupling devices are also conceivable and possible.
  • the chassis group according to the invention is suitable for both driven and non-driven wheel sets.
  • FIG. 1 shows a schematic top view of the front and middle undercarriage of an exemplary embodiment of the undercarriage group according to the invention
  • FIG. 2 shows a corresponding side view
  • FIG. 3 shows a schematic top view of the middle undercarriage and the rear end undercarriage of the same rail vehicle as in FIG. 1 (the middle undercarriage is shown both in FIG. 1 and in FIG. 3)
  • FIG. 4 shows a corresponding side view
  • FIG. 5 shows a schematic illustration of an undercarriage group according to the invention in a track curve.
  • the rail vehicle shown in FIGS. 1 to 4 has a car body 1, of which the lower region is shown schematically in the figures. On this car body 1, two end driving stations, generally designated by the reference numbers 2 and 3, and a middle chassis 4 are mounted.
  • the two Endfahrverke 2 and 3 are essentially identical constructed, which is why only the final chassis 2 shown in FIGS. 1 and 2 is described in detail below.
  • the end chassis 2 is mounted on two superimposed parallel guide arms 5 on the carriage part fixed to the holding part 6.
  • the two parallel guide rods 5 have gimbals 7 acting on both sides.
  • the chassis frame 8 is suspended vertically against the body 1 of the rail vehicle via an air spring 9.
  • the air spring 9 is firmly attached to the body 1 at the top and to the chassis frame 8 at the bottom.
  • the end chassis 2 can perform the following movements.
  • the parallel guide link 5 allow compression in the vertical direction.
  • the end gear 2 can perform a steering lock movement about a vertical axis about the cardanic joints 7 of the parallel guide links 5.
  • a transverse displacement transversely to the longitudinal direction of the vehicle is also possible.
  • This transverse displacement movement is known per se, is used for transverse suspension of the vehicle and can be limited by rubber-suspended transverse stops.
  • the end carriage 2 can also execute a so-called roll movement about a central longitudinal axis. The extent of the roll movement is limited by a roll stabilizer 10 in the form of a U-shaped bracket.
  • the wheels 11 of the uniaxial front end chassis 2 are independent wheels mounted independently of one another in the chassis frame 8 (bearings not shown in detail), which can rotate at different angular speeds (idler wheel principle).
  • the rear end chassis 3 shown in FIGS. 3 and 4 is essentially the same as the front end chassis 2 shown in FIGS. 1 and 2, the same reference numerals designating the same or equivalent parts.
  • the middle chassis 4 shown both in FIGS. 1 and 2 and in FIGS. 3 and 4 is, according to the invention, movably mounted on the central region of the car body 1 transversely to the longitudinal direction of the rail vehicle or is guided relative thereto.
  • two parallel guide links 13, which are arranged in the center position of the middle chassis 4 and run essentially in the longitudinal direction of the rail vehicle and are arranged next to one another transversely to this longitudinal direction, are provided for this purpose and are arranged between the chassis frame 12 and the car body 1.
  • the parallel guide arms 13 have gimbal-type joints on both sides, which allow deflection of the middle running gear 4 transversely to the longitudinal direction of the rail vehicle in track curves, as is shown, for example, in FIG. 5.
  • the middle chassis 4 describes a circular movement as a whole, but always remains parallel to itself, that is to say does not perform a turning movement about a vertical axis.
  • a further guide link 14 is arranged below the level of the two parallel guide links 13, which is articulated at one end on the chassis frame 12 and at the other end on the part 15 fixed to the body.
  • the middle undercarriage 4 is designed with two wheels, the wheels 16 being independent individual wheels, which are not connected to one another by a wheelset shaft, and which can rotate at different angular speeds. This also allows the running gear group to have good running properties with low weight.
  • the undercarriage frame 12 of the middle undercarriage 4 is also cushioned in the vertical direction against the car body 1 via the centrally arranged spring element 17, whereby the middle undercarriage 4 takes over a substantial part of the load, that is to say in addition to its control function for the steering angle of the two end undercarriages to be described is also a load-bearing chassis.
  • the spring element 17 is like the spring elements 9 of the front and rear end carriages 2 or 3 according to a preferred embodiment of the invention, an air spring that allows movements of the respective chassis frame relative to the car body. In the case of longer rail vehicles, such as the wagon shown schematically in FIGS.
  • the transverse mobility of such an air spring will not be sufficient to allow sufficient transverse deflection of the middle running gear even in narrow curves. Therefore, in the case of longer rail vehicles with large center distances, according to a preferred embodiment it is provided that the air spring 17 is guided in a slide bearing 18, which allows a displacement transverse to the longitudinal direction of the vehicle. In addition to plain bearings, roller bearings or the like are also conceivable and possible.
  • the middle chassis also allows a roll movement about a central imaginary axis running in the longitudinal direction of the vehicle.
  • the transverse deflection of the middle undercarriage 4 controls the steering angle of the two end undercarriages 2 and 3 in such a way that an exact tangential position of the wheels on the rail is given in a constant circular arc. (In this position, the straight line runs through the wheel centers of the respective trolleys, straight through the center of the circular arc (precise radial setting).)
  • the setting of the undercarriage group in a track curve is shown schematically in FIG. 5.
  • two cross-guided coupling rods 19 are provided in the embodiment shown in FIGS. 1 to 4, which are articulated at one end on the middle chassis frame 12 and are connected at the other end to the end chassis 2 or 3.
  • one coupling rod 19 has an extension with a recess in the area of intersection through which the other coupling rod 19 is passed (not shown in FIGS. 1 and 4).
  • the coupling rods 19 are not articulated directly on the chassis frame 8 of the two end carriages, but on levers 20 which are non-rotatable a torsion bar 21 lying transversely to the longitudinal direction of the vehicle, which is rotatably mounted about its own axis.
  • an electrical or hydraulic device is provided for detecting the transverse deflection of the middle chassis and the steering angle of the end carriages is determined by a hydraulic or electrical actuating device as a function of the transverse deflection of the middle chassis detected by this device.
  • FIGS. 1 to 4 Another advantage of the wagons shown in FIGS. 1 to 4 is that it represents an autonomous rail vehicle that can be coupled with other rail vehicles in a conventional manner.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Vehicle Body Suspensions (AREA)
  • Automatic Cycles, And Cycles In General (AREA)
  • Train Traffic Observation, Control, And Security (AREA)
  • Investigating Or Analyzing Materials By The Use Of Ultrasonic Waves (AREA)
  • Platform Screen Doors And Railroad Systems (AREA)
  • Machines For Laying And Maintaining Railways (AREA)

Claims (14)

  1. Train de roulement pour un véhicule sur rails ou pour un bogie d'un véhicule sur rails, avec deux bogies d'extrémités (2, 3) à deux roues, à braquage réglable, dont les châssis (8) sont chacun appuyés élastiquement en sens vertical par au moins un élément élastique (9) contre la caisse du véhicule sur rail et/ou contre le bogie, et avec un bogie médian (4) situé entre les deux bogies d'extrémités, dont la déviation se produisant dans les courbes de la voie, transversalement au sens longitudinal du wagon et/ou du bogie, commande par l'intermédiaire de dispositifs de couplage (19) le braquage des deux bogies d'extrémités (2, 3), le châssis (12) du bogie médian (4) étant monté mobile transversalement au sens longitudinal du véhicule ou du bogie dans la région médiane de la caisse du wagon ou du bogie ou étant guidé par rapport à celui-ci, et le châssis (12) du bogie médian (4) étant appuyé élastiquement en sens vertical par au moins un élément élastique (17) contre la caisse du wagon et/ou contre le bogie, caractérisé en ce que les roues du bogie médian (4), de préférence à deux roues, ainsi que les roues des bogies d'extrémités (2, 3) à deux roues sont chacune des roues indépendantes, non reliées l'une à l'autre par un arbre d'essieu, et en ce que le châssis (12) du bogie médian (4) est guidé par des organes de direction (13) à guidage parallèle s'étendant, dans la position médiane du bogie médian (4), essentiellement dans le sens longitudinal du véhicule ou du bogie, disposés côte à côte transversalement à ce sens longitudinal, entre le châssis (12) du bogie et la caisse du wagon (1) et/ou le bogie.
  2. Train de roulement selon la revendication 1, caractérisé en ce qu'un autre organe de direction (14) est disposé en dessous ou au-dessus du plan de l'organe de direction (13) à guidage parallèle, en étant articulé à une extrémité avec le châssis (12) du bogie médian (4) et à l'autre extrémité avec la caisse (1) du wagon ou au bogie ou à une pièce (15) fixe sur la caisse du wagon ou sur le bogie.
  3. Train de roulement selon la revendication 1 ou 2, caractérisé en ce que le bogie médian (4) est monté pivotant autour d'un axe s'étendant dans le sens longitudinal du véhicule.
  4. Train de roulement selon une des revendications 1 à 3, caractérisé en ce qu'il est prévu pour chaque bogie (2, 3, 4) un seul organe de suspension pneumatique (9, 17) disposé au milieu, en tant qu'élément élastique.
  5. Train de roulement selon une des revendications 1 à 4, caractérisé en ce qu'une barre de torsion (21) est montée rotative transversalement au sens longitudinal du véhicule ou du bogie sur le châssis (8) d'un bogie d'extrémité et/ou sur le châssis (12) du bogie médian, sur les extrémités de laquelle s'écartent deux leviers (20) solidaires avec elle en rotation, et en ce que sur les extrémités (29) de ces leviers sont articulées deux bielles (19) d'accouplement croisées entre elles, de manière connue en soi, qui relient respectivement le bogie médian (4) à chacun des bogies d'extrémités(2, 3).
  6. Train de roulement selon une des revendications 1 à 4, caractérisé en ce que la transmission de la déviation transversale du bogie médian au mouvement de braquage des bogies d'extrémités a lieu au moyen d'un mécanisme à palan.
  7. Train de roulement selon une des revendications 1 à 4, caractérisé en ce que, pour la transmission de la déviation transversale du bogie médian au mouvement de braquage des bogies d'extrémités, une crémaillère est disposée sur le châssis du bogie médian, laquelle entraîne, par l'intermédiaire d'un pignon, un arbre rotatif qui s'étend essentiellement dans le sens longitudinal du véhicule et/ou du bogie, lequel arbre détermine de son côté, par exemple par l'intermédiaire d'une transmission à pignons droits, un mouvement de braquage du bogie d'extrémité correspondant.
  8. Train de roulement selon une des revendications 1 à 4, caractérisé en ce qu'il est prévu un dispositif électrique ou hydraulique pour mesurer la déviation transversale du bogie médian et que le braquage des bogies d'extrémités est déterminé en fonction de la déviation transversale du bogie médian, mesurée par ce dispositif, par un dispositif de commande hydraulique ou électrique.
  9. Train de roulement selon une des revendications 1 à 8, caractérisé en ce que, pour la transmission de la déviation transversale du bogie médian au mouvement de braquage des bogies d'extrémités, il est prévu deux tringleries (22, 23, 26, 27, 28, 29), qui sont disposées des deux côtés latéralement à l'extérieur des roues (11, 16), de préférence symétriquement par rapport au plan longitudinal médian du véhicule et/ou du bogie.
  10. Train de roulement selon la revendication 9, caractérisé en ce que chaque tringlerie présente un arbre (23) monté rotatif sur la caisse (1) du wagon ou sur le bogie, ou sur une pièce (24) fixée à celle-ci ou à celui-ci, à partir duquel arbre s'écarte un levier (22) solidaire en rotation avec lui, qui est articulé par son extrémité sur le châssis du bogie médian, et à partir duquel arbre s'écarte, de préférence à angle droit par rapport audit levier, un autre levier (26, 27) solidaire en rotation avec cet arbre (23), qui est en liaison par une tige (28, 29) articulée des deux côtés avec le châssis (8) d'un bogie d'extrémité.
  11. Train de roulement selon la revendication 10, caractérisé en ce que s'écartent à partir de l'arbre (23) deux astres leviers, de préférence en sens opposés, dont un (26) est en liaison par une barre (28) avec le châssis (8) du bogie d'extrémité avant et l'autre (27) est en liaison par une barre (29) avec le châssis (8) du bogie d'extrémité arrière.
  12. Train de roulement selon la revendication 10 ou 11, caractérisé en ce que l'arbre (23) est vertical et que les leviers (22, 26, 27) s'écartent de lui à des endroits superposés.
  13. Train de roulement selon une des revendications 1 à 12, caractérisé en ce que chacun des deux bogies d'extrémités est guidé par deux organes (5) de guidage parallèle superposés l'un à l'autre, qui sont articulés respectivement par une extrémité sur le châssis (8) d'un bogie d'extrémité (2, 3) et par l'autre extrémité sur la caisse (1) du wagon ou sur le bogie ou sur une pièce (6) fixée à la caisse du wagon ou solidaire en rotation.
  14. Train de roulement selon une des revendications 1 à 13, caractérisé en ce que les deux bogies d'extrémités sont chacun sollicités par des ressorts qui exercent, lors d'un braquage, une force de rappel tendant à les ramener dans la position médiane de marche en ligne droite.
EP90114227A 1989-07-27 1990-07-25 Sous-châssis de roulement pour un véhicule ou un bogie ferroviaires Expired - Lifetime EP0410407B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
AT181489 1989-07-27
AT1814/89 1989-07-27

Publications (3)

Publication Number Publication Date
EP0410407A2 EP0410407A2 (fr) 1991-01-30
EP0410407A3 EP0410407A3 (en) 1991-11-27
EP0410407B1 true EP0410407B1 (fr) 1995-01-25

Family

ID=3521564

Family Applications (1)

Application Number Title Priority Date Filing Date
EP90114227A Expired - Lifetime EP0410407B1 (fr) 1989-07-27 1990-07-25 Sous-châssis de roulement pour un véhicule ou un bogie ferroviaires

Country Status (3)

Country Link
EP (1) EP0410407B1 (fr)
AT (1) ATE117635T1 (fr)
DE (1) DE59008340D1 (fr)

Families Citing this family (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DK0705192T3 (da) * 1994-04-26 2000-06-13 Sig Schweiz Industrieges Affjedret enkelthjulsæt-hjulstel
DE19507021C2 (de) * 1995-03-01 1999-12-16 Wax Ebeling Juergen Fahrwerk für Eisenbahnfahrzeuge
DE102018210880A1 (de) * 2018-07-03 2020-01-09 Siemens Aktiengesellschaft Radsatzzwischenrahmen für ein Schienenfahrzeug
DE102018133153A1 (de) 2018-12-20 2020-06-25 Bombardier Transportation Gmbh Fahrwerkseinrichtung für ein schienenfahrzeug

Family Cites Families (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CH126953A (de) * 1927-03-11 1928-07-16 Jacob Werz Gelenkiges Untergestell für dreiachsige Schienen-Triebfahrzeuge.
DE590867C (de) * 1931-11-06 1934-01-12 Waggonfabrik A G Lenkachssteuerung, insbesondere fuer Schienenfahrzeuge mit mittlerer Steuerachse
DE1208329B (de) * 1959-08-29 1966-01-05 Friedrich Helmrich Dipl Ing Dreiteiliger Schienengelenkwagen
DE3718254A1 (de) * 1987-05-30 1988-12-15 Fritz Prof Dr Ing Frederich Fahrwerk fuer schienenfahrzeuge

Also Published As

Publication number Publication date
EP0410407A3 (en) 1991-11-27
DE59008340D1 (de) 1995-03-09
EP0410407A2 (fr) 1991-01-30
ATE117635T1 (de) 1995-02-15

Similar Documents

Publication Publication Date Title
DE69428683T2 (de) Sich selbsttätig einstellendes drehgestell
EP0565676B1 (fr) Chassis pour wagons a plate-forme surbaissee
EP0262163B1 (fr) Vehicule, notamment vehicule ferroviaire
DE4213948A1 (de) Schienenfahrzeug
EP0282738B1 (fr) Bogie à essieu unique avec des roues folles pour véhicules ferroviaires
EP0135877B1 (fr) Train de roulement pour véhicules ferroviaires
DE69002686T2 (de) Drehgestellkonstruktion für ein Eisenbahnfahrzeug.
CH671930A5 (fr)
EP0598353B1 (fr) Train de roulement pour rames à plate-forme surbaissée
EP0649782B1 (fr) Véhicule ferroviaire et train de roulement pour un tel véhicule
EP0168578B1 (fr) Train de roues pour véhicules ferroviaires
EP0295462B1 (fr) Train de roulement pour véhicules ferroviaires
EP0580995B1 (fr) Système de véhicules guidés consistant d'au moins deux véhicules avec des trains de roulement commandés avec des trains de roues uniques
EP0266374B1 (fr) Bogie pour vehicules a voie, notamment pour vehicules sur rails
EP0410407B1 (fr) Sous-châssis de roulement pour un véhicule ou un bogie ferroviaires
EP0855326B1 (fr) Train de roulement avec deux essieux pour système de transport sur rails.
DE696273C (de) Dreiachsiges Deichsellaufgestell fuer Schienenfahrzeuge
DE19507021C2 (de) Fahrwerk für Eisenbahnfahrzeuge
EP0100893B1 (fr) Boggie à trois essieux pour véhicules ferroviaires
EP0388999A2 (fr) Dispositif mécanique pour supporter des véhicules ferroviaires
CH671929A5 (fr)
EP0678435B1 (fr) Train de roulement pour véhicules ferroviaires
DE3744983C2 (en) Suspension system for railway vehicle
DE69611399T2 (de) Schienenfahrzeuge für eine optimierte Ausnutzung des Lichtraumprofils von Bahngleisen
DE9214101U1 (de) Aufhängung zur Führung der in einem Drehgestell von Schienenfahrzeugen angeordneten Antriebsaggregate

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

Kind code of ref document: A2

Designated state(s): AT CH DE ES FR IT LI SE

PUAL Search report despatched

Free format text: ORIGINAL CODE: 0009013

AK Designated contracting states

Kind code of ref document: A3

Designated state(s): AT CH DE ES FR IT LI SE

17P Request for examination filed

Effective date: 19920523

17Q First examination report despatched

Effective date: 19930901

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

Owner name: JENBACHER TRANSPORTSYSTEME AG

GRAA (expected) grant

Free format text: ORIGINAL CODE: 0009210

AK Designated contracting states

Kind code of ref document: B1

Designated state(s): AT CH DE ES FR IT LI SE

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

Ref country code: FR

Effective date: 19950125

Ref country code: IT

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRE;WARNING: LAPSES OF ITALIAN PATENTS WITH EFFECTIVE DATE BEFORE 2007 MAY HAVE OCCURRED AT ANY TIME BEFORE 2007. THE CORRECT EFFECTIVE DATE MAY BE DIFFERENT FROM THE ONE RECORDED.SCRIBED TIME-LIMIT

Effective date: 19950125

Ref country code: ES

Free format text: THE PATENT HAS BEEN ANNULLED BY A DECISION OF A NATIONAL AUTHORITY

Effective date: 19950125

REF Corresponds to:

Ref document number: 117635

Country of ref document: AT

Date of ref document: 19950215

Kind code of ref document: T

REF Corresponds to:

Ref document number: 59008340

Country of ref document: DE

Date of ref document: 19950309

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

Ref country code: SE

Effective date: 19950425

EN Fr: translation not filed
PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: CH

Effective date: 19950731

Ref country code: LI

Effective date: 19950731

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
REG Reference to a national code

Ref country code: CH

Ref legal event code: PL

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

Ref country code: AT

Payment date: 19960712

Year of fee payment: 7

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

Ref country code: DE

Payment date: 19970722

Year of fee payment: 8

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

Ref country code: AT

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

Effective date: 19970725

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: 19990501