EP0439574B1 - Chassis entraine a appareils de roulement individuels man uvrables - Google Patents

Chassis entraine a appareils de roulement individuels man uvrables Download PDF

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Publication number
EP0439574B1
EP0439574B1 EP90911997A EP90911997A EP0439574B1 EP 0439574 B1 EP0439574 B1 EP 0439574B1 EP 90911997 A EP90911997 A EP 90911997A EP 90911997 A EP90911997 A EP 90911997A EP 0439574 B1 EP0439574 B1 EP 0439574B1
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EP
European Patent Office
Prior art keywords
running gear
individual
chassis according
driven chassis
body unit
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
EP90911997A
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German (de)
English (en)
Other versions
EP0439574A1 (fr
Inventor
Willy Dipl.-Ing. VAN EEUWIJK
Gabor Dipl.-Ing. HARSY
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.)
Schweizerische Industrie Gesellschaft
Original Assignee
Schweizerische Industrie Gesellschaft
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 Schweizerische Industrie Gesellschaft filed Critical Schweizerische Industrie Gesellschaft
Publication of EP0439574A1 publication Critical patent/EP0439574A1/fr
Application granted granted Critical
Publication of EP0439574B1 publication Critical patent/EP0439574B1/fr
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61G—COUPLINGS; DRAUGHT AND BUFFING APPLIANCES
    • B61G5/00—Couplings for special purposes not otherwise provided for
    • B61G5/02—Couplings for special purposes not otherwise provided for for coupling articulated trains, locomotives and tenders or the bogies of a vehicle; Coupling by means of a single coupling bar; Couplings preventing or limiting relative lateral movement of vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
    • B61D13/00—Tramway vehicles
    • 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
    • B61F3/02—Types of bogies with more than one axle
    • B61F3/04—Types of bogies with more than one axle with driven axles or wheels
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
    • B61F5/00—Constructional details of bogies; Connections between bogies and vehicle underframes; Arrangements or devices for adjusting or allowing self-adjustment of wheel axles or bogies when rounding curves
    • B61F5/38—Arrangements or devices for adjusting or allowing self- adjustment of wheel axles or bogies when rounding curves, e.g. sliding axles, swinging axles
    • B61F5/44—Adjustment controlled by movements of vehicle body

Definitions

  • the invention relates to a driven undercarriage with two mutually connected and mutually steerable individual drives for low-floor rail vehicles, in particular for articulated vehicles which consist of at least two articulated box parts, in which a steering linkage for the radial adjustment of the individual drives transfers the articulation angle of the box parts to the chassis .
  • Comfortable boarding conditions and the resulting lower vehicle floor which should extend continuously over the entire length of the vehicle, are some of the essential requirements that passengers place on the comfort of today's rail-bound vehicles, especially urban traffic.
  • stable straight running and low-wear cornering are required, the latter being closely associated with the elimination of the squeaking of curves which is perceived as disturbing.
  • two idler gears are each connected to an axle bridge arranged underneath their axle centers, which is otherwise essentially L-shaped and is rotationally symmetrically hung at the end of its long-beam-like leg with an opposing axle bridge carrying the second pair of idler gears in the vertical direction to form an unsprung bogie frame.
  • the axle bridges In their center, the axle bridges each hold a central air spring, both of which have a multi-part swivel joint on their top.
  • the two outward-facing end box parts, as well as a subframe support frame connecting the two air springs and serving as a central box part, which is articulated in the longitudinal direction via a handlebar on the axle bridges, are supported.
  • the drive equipment consists of a motor, which is located between the two pairs of idler gears and is mounted elastically on the unsprung bogie frame with double-sided output on the idler gears, whereby the power is transmitted by means of cardan shafts to bevel gearboxes with spur gears, which are arranged on the outside of the axle stubs.
  • the brake equipment consisting of block and magnetic rail brakes, is also suspended from the unsprung bogie frame.
  • the disadvantages are essentially that the solution shown is based on the design of a bogie, in which neither a curve-dependent control is provided by at least one of the box parts, nor is it possible to adjust the wheels radially when cornering.
  • the bogie frame disclosed there including all weighted attachments, such as motors and brakes, is to be counted among the unsprung bogie dimensions.
  • two idler gears are each connected to an axle bridge arranged below their axle centers, which otherwise has a rigid coupling part and, with this, longitudinally displaceably comprises the rigid coupling part of a mirror-symmetrically opposed axle bridge carrying the second idler gear pair.
  • the axle bridges are used in their center to accommodate a central air spring, which is rotatably arranged on its underside on a ball slewing ring and on its upper side carry the respective end box parts via support arms by means of an annular support, which has a combined axial / radial bearing, in that engages the pivot of the joint floor part.
  • the ring-shaped supports of both end box parts are connected to one another via a rod coupling, which is articulated in the longitudinal direction via links on the two telescopically telescoping coupling parts which are rigidly arranged on the axle bridges.
  • the end box parts are also connected to the axle bridges via anti-roll supports.
  • the brake equipment consists of external disc brakes, the brake discs of which are arranged on the stub axles, the brake actuation parts being suspended from a support of the axle bridge without being suspended.
  • a multi-part rail vehicle which has a driven chassis with at least two articulated box parts, two individual drives equipped with steering means being pivotally connected to one another about their horizontal axis.
  • the present invention seeks to remedy this.
  • such a driven undercarriage is characterized in that two mutually steerable individual drives of a lower, cranked type are connected to one another and carry the respective box part of a low-floor articulated vehicle consisting of at least two box parts and accelerate or articulate the articulated vehicle via motors and reduction gears suspended from this box part Decelerate via the brakes suspended there, a steering linkage with a corresponding transmission for the radial adjustment of the individual drives transmits the articulation angle of the box parts to the chassis.
  • the bend angle between a box part leading in the direction of travel, under which a chassis according to the invention is located, and a subsequent, for example likewise axially supported box part is transferred to the steerable individual drives, so that the desired curve-radial setting of the wheel pairs results.
  • the tapping angle that results when cornering can also be tapped between two axle-supported box parts, which are articulated by an axle-free box part, under each of which, in turn, there is a chassis according to the invention.
  • undercarriage according to the invention also allow a two-stage cushioning of the steerable individual drives, so that the unsprung masses are reduced to a minimum.
  • a driven undercarriage 1 shown in FIGS. 1 to 3 consists of two mutually steerable, essentially identical single wheel single drives 2, 2 ', which are inseparable from one another by a rigid and torsionally flexible connecting member 3 which defines their axial distance and which absorbs the drive and braking forces are connected.
  • each individual drive 2, 2 ' is provided at all of its outer corner points with four support arms 4, 4' located below the center of the axis for receiving a common, low-floor box part.
  • the box part is supported, single-stage suspension, on the outside of the wheel on a very large base on the support arms 4, 4 'formed at the ends of the connecting member 3'.
  • a total of eight spring means 5.5 'arranged on the transverse support arms 4,4' enable vertical deflection and horizontal transverse suspension of the box part and are damped, for example, by a vertical damper 6,6 'per pair of springs.
  • each individual drive 2, 2 ' preferably has a known ball slewing ring 7, 7', which rests over a large area on a wheel bridge 9, 9 ', which connects the two internally mounted single wheels 8, 8' to each other, and a horizontal tilting of the wheel bridge 9.9 'in the single drive 2.2' is impossible.
  • each wheel bridge 9, 9' has a tiller-like extension 15, 15 'which lies outside the longitudinal center planes 10 and which is connected to one another in a rotationally symmetrical manner with a steering rod 16 in the articulation points 18.
  • the longitudinal entrainment between the box part and the chassis is preferably carried out via two longitudinal links 19 mounted on the single drive 2 at articulation points 18, for example parallel on both sides of the longitudinal center planes 10.
  • a drive motor 21, 21 'including reduction gears 22, 22', as well as brake disks 23, 23 'on its output side, and the associated brake actuations 24, 24', are suspended on the sprung box section on each long side of the chassis.
  • the power transmission takes place from there on both sides by means of extendable cardan shafts 25, 25 ', to the bevel gear transmissions 26, 26' arranged on the outer axles of the individual wheels 8, 8 '.
  • a particularly light chassis 51 which consists of two mutually steerable, essentially identical single-axle single drives 52, 52 ', which are defined by a distance that defines their axis, as well as the drive and Braking forces absorbing rigid and torsionally flexible connector 3 are not separably connected.
  • each individual drive 52, 52 ' is provided at its outer corner points with two support arms 4, 4' located below the center of the axis for receiving a common, low-floor box part.
  • the box part is supported, spring-loaded in one step, on the outside of the wheel on a very large base on the support arms 4, 4 'formed at the ends of the connecting member 3'.
  • a total of four spring means 5.5 'arranged on the transverse support arms 4,4' enable vertical deflection and horizontal transverse suspension of the box part and are damped, for example, by a vertical damper 6,6 ', not shown, per spring.
  • each individual drive 52, 52 ' preferably has a known ball slewing ring 7, 7', which is guided on an inner bearing 70, 70 'of the wheel set 58, 58' on both sides parallel to an axis 56, 56 '. containing the axis frame 59,59 'over a large area, making horizontal tilting of the axis frame 59,59' in the individual drive 52,52 'impossible.
  • a drive motor 21 including reduction gears 22 and a brake disk 23 on its one output side, along with its associated brake actuation 24, are suspended from the spring-loaded box part on a longitudinal side of the chassis.
  • the power transmission takes place from there on both sides by means of extendable cardan shafts 25 to the bevel gear transmissions 26, 26 'arranged on one side of the wheel outside on the wheel sets 58, 58'.
  • the torsionally soft connection of the two individual drives fulfills all conditions for derailment safety with regard to uneven wheel pressures, as well as wheel load changes due to cornering when the track twists.
  • Figure 7 shows a previously described driven chassis 1, but with a two-stage cushioning of the box part. Additional spring means 55, 55 'serving purely vertical suspension are arranged between the wheel bridges 9, 9' and a respective ball slewing ring 7.7 '.
  • FIG. 1 Another possibility for a two-stage cushioning of the box part is shown in FIG.
  • the axle frames 59, 59 ' are supported by known spring means 78, 78' arranged on both sides next to the inner bearing 70, 70 '.
  • nested spherical ring segments can be provided, which are spring-loaded, and which are the spring means 55,55 ' record, tape.
  • FIG. 9 shows, using the example of a previously driven undercarriage 51, a variant 51 'with a different mutual steering of the individual drives 52, 52'.
  • a pivot lever 66 is rotatably mounted in a bearing 17 on the connecting member 3 over half the axis distance and is connected in its articulated points 18 via steering rods 79, 79 'to the corresponding articulated points 18 of the two axle frames 59, 59' in the form shown.
  • FIGS. 1 to 9 can also include the optional combination of the features shown (e.g. drive, suspension, steering) and all relate to a general inventive concept according to the wording of one of the claims.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Vehicle Body Suspensions (AREA)
  • Automatic Cycles, And Cycles In General (AREA)
  • Gear Transmission (AREA)
  • Lubrication Of Internal Combustion Engines (AREA)
  • Platform Screen Doors And Railroad Systems (AREA)
  • Nitrogen And Oxygen Or Sulfur-Condensed Heterocyclic Ring Systems (AREA)
  • Auxiliary Devices For And Details Of Packaging Control (AREA)
  • Control Of Multiple Motors (AREA)
  • Turbine Rotor Nozzle Sealing (AREA)
  • Rear-View Mirror Devices That Are Mounted On The Exterior Of The Vehicle (AREA)
  • Carriers, Traveling Bodies, And Overhead Traveling Cranes (AREA)
  • Control Of Throttle Valves Provided In The Intake System Or In The Exhaust System (AREA)
  • Electrical Discharge Machining, Electrochemical Machining, And Combined Machining (AREA)
  • Auxiliary Drives, Propulsion Controls, And Safety Devices (AREA)
  • Electronic Switches (AREA)
  • Braking Arrangements (AREA)
  • Motorcycle And Bicycle Frame (AREA)
  • Non-Deflectable Wheels, Steering Of Trailers, Or Other Steering (AREA)
  • Steering-Linkage Mechanisms And Four-Wheel Steering (AREA)
  • Seats For Vehicles (AREA)

Claims (15)

  1. Châssis entraîné pour véhicules sur rails à plate-forme basse formés d'au moins deux éléments de caisse reliés entre eux de manière articulée, comportant deux trains de roulement (2, 2', 52, 52') équipés de moyens de direction (15, 15', 16, 77, 66, 79, 79') et aptes à pivoter autour de leur axe horizontal, caractérisé en ce qu'un organe de liaison (3) reliant entre eux les trains de roulement est disposé au-dessous du milieu d'essieu des roues (8, 8', 58, 58') et comporte, à ses extrémités, des bras de support (4, 4') orientés transversalement pour l'appui d'un élément de caisse auquel sont fixés au moins un moteur (21) et un frein (23, 24') qui entraînent et freinent le châssis (1, 51, 51') par l'intermédiaire d'engrenages coniques (26, 26') disposés au niveau des deux trains de roulement individuels (2, 2', 52, 52'), sur le côté extérieur des roues.
  2. Châssis entraîné selon la revendication 1, caractérisé en ce qu'un organe de liaison (3) est en soi résistant à la flexion par rapport à son plan médian longitudinal (10) et apte à la torsion par rapport à ses bras de support (4, 4') orientés transversalement.
  3. Châssis entraîné selon l'une des revendications 1 ou 2, caractérisé en ce que les bras de support (4, 4') orientés transversalement se trouvent au-dessous du milieu d'essieu des roues (8, 8', 58, 58') et entourent celles-ci bilatéralement en forme de H, ou unilatéralement en forme de T, et comportent, sur le côté extérieur des roues, des moyens formant ressorts (5, 5') servant sur une grande base à l'appui d'un élément de caisse.
  4. Châssis entraîné selon l'une des revendications 1 à 3, caractérisé en ce qu'un organe de liaison (3) comporte au moins un coussinet de pivotement (17) dans lequel est monté un mécanisme de direction (11, 12, 13) qui transmet l'angle de pivotement de deux éléments de caisse reliés entre eux de manière articulée à un train de roulement individuel (2, 2', 52, 52'), lequel comporte à cet effet un prolongement en forme de timon (14), par exemple.
  5. Châssis entraîné selon l'une des revendications 1 à 4, caractérisé en ce qu'un organe de liaison (3) s'appuie sur une grande surface, par l'intermédiaire d'une couronne pivotante à billes (7, 7'), en pivotant dans le plan horizontal, sur le pont de roues (9, 9') ou le châssis d'essieu (59, 59') d'un train de roulement à roues individuelles (2, 2', 52, 52'), et qu'ainsi, la hauteur d'appui et le réglage vertical des moyens formant ressorts (5, 5') restent inchangés lors du pivotement dû au passage d'une courbe, et la résistance au pivotement est réduite à un minimum.
  6. Châssis entraîné selon l'une des revendications 3 à 5, caractérisé en ce que les moyens formant ressorts (5, 5') servent exclusivement à la suspension verticale de la caisse et autorisent des mouvements transversaux horizontaux de l'élément de caisse, et un bon réglage radial de courbe des trains de roulement individuels (2, 2', 52, 52') est possible à l'aide des moyens de direction (15, 15', 16, 77, 79, 79'), par l'intermédiaire d'une couronne pivotante à billes (7, 7').
  7. Châssis entraîné selon l'une des revendications 3 à 6, caractérisé en ce que les moyens formant ressorts (5, 5') sont amortis pour chaque ressort individuel ou moyennant une disposition parallèle des ressorts par un amortisseur vertical (6, 6').
  8. Châssis entraîné selon l'une des revendications 1 à 7, caractérisé en ce qu'un train de roulement individuel comporte soit un pont de roues (9, 9') coudé vers le bas qui relie entre elles les deux roues individuelles (8, 8') montées à l'intérieur, soit un châssis d'essieu (59, 59') guidé bilatéralement, parallèlement à un essieu (56, 56') et contenant le montage intérieur (70, 70') d'un jeu de roues (58, 58').
  9. Châssis entraîné selon l'une des revendications 1 à 8, caractérisé en ce que les ponts de roues (9, 9') des deux trains de roulement individuels (2, 2') et les châssis d'essieux (59, 59') des deux trains de roulement individuels (52, 52') sont reliés entre eux, en vue d'une commande mutuelle, par des moyens de direction disposés bilatéralement (15, 15', 16), unilatéralement (79, 79', 66) ou en diagonale (77).
  10. Châssis entraîné selon l'une des revendications 1 à 9, caractérisé en ce que deux trains de roulement individuels (2, 2', 52, 52') reliés entre eux par un organe de liaison (3) comportent au moins un moteur d'entraînement (21, 21') qui est accroché à l'élément de caisse, sur un côté longitudinal du châssis, avec des engrenages réducteurs (22, 22') et un disque de frein situé côté sortie dudit moteur et pourvu d'une commande de frein associée (23), suspendus par l'intermédiaire de moyens formant ressorts (5, 5').
  11. Châssis entraîné selon l'une des revendications 1 à 10, caractérisé en ce que la transmission de force à partir de l'entraînement se fait à l'aide d'arbres articulés extensibles (25, 25') vers les engrenages coniques (26, 26') disposés sur les roues individuelles (8, 8') ou sur les jeux de roues (58, 58'), sur le côté extérieur des roues.
  12. Châssis entraîné selon l'une des revendications 1 à 11, caractérisé en ce que les forces de réaction provenant de l'entraînement (21, 22, 25) et du frein (23, 24), ainsi que des différences de diamètre des roues (8, 8', 58, 58') n'influent pas sur les moyens de direction (15, 15', 16, 77, 66, 79, 79') destinés au réglage radial de courbe des trains de roulement individuels (2, 2', 52, 52').
  13. Châssis entraîné selon l'une des revendications 1 à 12, caractérisé en ce qu'il est prévu, pour l'entraînement longitudinal entre l'élément de caisse et le chassis, deux bras oscillants longitudinaux (19) montés sur un train de roulement individuel (2, 2', 52, 52') au niveau de points d'articulation (18).
  14. Châssis entraîné selon l'une des revendications 1 à 13, caractérisé en ce qu'il est prévu, pour la réduction des masses non suspendues, une suspension à ressorts à deux étages de l'élément de caisse, comportant des moyens formant ressorts (55, 55') disposés entre le pont de roues (9, 9') et la couronne pivotante à billes (7, 7'), ou des moyens formant ressorts (78, 78') situés près du montage intérieur (70, 70') du châssis d'essieu (59, 59').
  15. Châssis entraîné selon l'une des revendications 1 à 14, caractérisé en ce qu'il est prévu, pour une suspension à deux étages de l'élément de caisse, disposés des deux côtés du pont de roues (9, 9') ou du châssis d'essieu (59, 59') et intercalés en hauteur par rapport à ceux-ci, des segments de couronne pivotante à billes qui reçoivent les moyens formant ressorts (55, 55').
EP90911997A 1989-08-21 1990-08-17 Chassis entraine a appareils de roulement individuels man uvrables Expired - Lifetime EP0439574B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
CH3042/89 1989-08-21
CH304289 1989-08-21

Publications (2)

Publication Number Publication Date
EP0439574A1 EP0439574A1 (fr) 1991-08-07
EP0439574B1 true EP0439574B1 (fr) 1993-09-29

Family

ID=4247319

Family Applications (1)

Application Number Title Priority Date Filing Date
EP90911997A Expired - Lifetime EP0439574B1 (fr) 1989-08-21 1990-08-17 Chassis entraine a appareils de roulement individuels man uvrables

Country Status (22)

Country Link
EP (1) EP0439574B1 (fr)
JP (1) JPH04501244A (fr)
AT (1) ATE95126T1 (fr)
AU (1) AU635557B2 (fr)
BG (1) BG60049B2 (fr)
CA (1) CA2039139A1 (fr)
CS (1) CS405890A2 (fr)
DD (1) DD297121A5 (fr)
DE (1) DE59002942D1 (fr)
DK (1) DK0439574T3 (fr)
ES (1) ES2045940T3 (fr)
FI (1) FI911895A0 (fr)
GR (1) GR1000948B (fr)
HU (1) HUT57135A (fr)
NO (1) NO177049C (fr)
PL (1) PL164166B1 (fr)
PT (1) PT95048B (fr)
RO (1) RO114108B1 (fr)
SU (1) SU1838167A3 (fr)
WO (1) WO1991002673A1 (fr)
YU (1) YU47663B (fr)
ZA (1) ZA906569B (fr)

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE4429889A1 (de) * 1994-08-24 1996-02-29 Bergische Stahlindustrie Angetriebenes Fahrwerk für Schienenfahrzeuge
DE29508462U1 (de) * 1995-05-24 1996-09-26 Duewag Ag, 47829 Krefeld Fahrwerk für Schienenfahrzeuge, insbesondere Niederflur-Stadtbahnwagen, und damit ausgerüstetes Fahrzeug-Antriebsmodul
DE19918071C1 (de) * 1999-04-21 2000-07-06 Siemens Ag Verfahren und Vorrichtung zur Spurführung von lenkbaren Einzellosrädern bei Schienenfahrzeugen

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Publication number Priority date Publication date Assignee Title
IT219394Z2 (it) * 1990-03-13 1993-02-26 Carrello motorizzato a ruote indipendenti per veicoli a pianale ribassato
DE4414293C1 (de) * 1994-04-23 1995-09-14 Duewag Ag Fahrwerk für Schienenfahrzeuge
DE4419362A1 (de) * 1994-06-03 1995-12-07 Bergische Stahlindustrie Niederflur-Gelenktriebwagen, insbesondere für den Personenverkehr auf innerstädtischen Schienennetzen
DE4422109C2 (de) * 1994-06-24 1996-05-09 Sig Schweiz Industrieges Kuppelbare Fahrwerkanordnung zum Tragen und Querneigen eines Wagenkastens
AT406569B (de) * 1995-03-23 2000-06-26 Elin Ebg Traction Gmbh Fahrwerk für ein schienenfahrzeug, insbesondere niederflurstrassenbahn
DE102013001973B3 (de) * 2013-02-05 2014-01-16 Josef Staltmeir Spurführung eines Schienenfahrzeugs
DE102014014493A1 (de) * 2014-09-25 2016-03-31 Süddeutsche Gelenkscheibenfabrik GmbH & Co. KG Fadenverstärkte Gelenkvorrichtung und Kupplungsvorrichtung für einen Fahrzeugantrieb
DE102014014490B4 (de) 2014-09-25 2024-02-22 Süddeutsche Gelenkscheibenfabrik GmbH & Co. KG Kupplungsvorrichtung

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US2921539A (en) * 1953-06-18 1960-01-19 American Car & Foundry Co Articulated railway car
DE1096399B (de) * 1957-05-24 1961-01-05 Uerdingen Ag Waggonfabrik Trennbares, zweiachsiges Drehgestell fuer Schienenfahrzeuge
US3066617A (en) * 1960-03-24 1962-12-04 Sidney H Bingham Light weight rapid transit truck
BE639836A (fr) * 1962-11-13
DE2258645A1 (de) * 1972-11-30 1974-06-20 Orenstein & Koppel Ag Elektromotoren zum gleichzeitigen antrieb von zwei in einem eisenbahn-drehgestell gelagerten achsen
EP0144821B1 (fr) * 1983-11-28 1989-07-05 Duewag Aktiengesellschaft Train de roulement double pour véhicules ferroviaires
IT1174114B (it) * 1984-05-30 1987-07-01 Umberto Vigliani Articolazione con carello non convenzionale con ruote indipendenti per veicoli su rotaia a pianale ribassato
CH679767A5 (fr) * 1986-03-25 1992-04-15 Sig Schweiz Industrieges

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE4429889A1 (de) * 1994-08-24 1996-02-29 Bergische Stahlindustrie Angetriebenes Fahrwerk für Schienenfahrzeuge
DE29508462U1 (de) * 1995-05-24 1996-09-26 Duewag Ag, 47829 Krefeld Fahrwerk für Schienenfahrzeuge, insbesondere Niederflur-Stadtbahnwagen, und damit ausgerüstetes Fahrzeug-Antriebsmodul
DE19918071C1 (de) * 1999-04-21 2000-07-06 Siemens Ag Verfahren und Vorrichtung zur Spurführung von lenkbaren Einzellosrädern bei Schienenfahrzeugen

Also Published As

Publication number Publication date
AU635557B2 (en) 1993-03-25
AU6157590A (en) 1991-04-03
CA2039139A1 (fr) 1991-02-22
NO177049B (no) 1995-04-03
WO1991002673A1 (fr) 1991-03-07
ES2045940T3 (es) 1994-01-16
SU1838167A3 (ru) 1993-08-30
BG60049B2 (bg) 1993-08-30
DD297121A5 (de) 1992-01-02
GR1000948B (el) 1993-03-16
JPH04501244A (ja) 1992-03-05
GR900100602A (en) 1991-12-30
NO911559D0 (no) 1991-04-19
ZA906569B (en) 1991-05-29
DE59002942D1 (de) 1993-11-04
ATE95126T1 (de) 1993-10-15
RO114108B1 (ro) 1999-01-29
YU160090A (sh) 1994-05-10
DK0439574T3 (da) 1994-02-21
HU906758D0 (en) 1991-07-29
FI911895A0 (fi) 1991-04-19
PT95048A (pt) 1992-03-31
CS405890A2 (en) 1991-12-17
YU47663B (sh) 1995-12-04
NO911559L (no) 1991-04-19
PL164166B1 (pl) 1994-06-30
PT95048B (pt) 1998-04-30
EP0439574A1 (fr) 1991-08-07
NO177049C (no) 1995-07-12
PL286557A1 (en) 1991-03-25
HUT57135A (en) 1991-11-28

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