EP0655378A1 - Dispositif pour orienter les roues, en particulier les essieux, des véhicules ferroviaires - Google Patents

Dispositif pour orienter les roues, en particulier les essieux, des véhicules ferroviaires Download PDF

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Publication number
EP0655378A1
EP0655378A1 EP94118409A EP94118409A EP0655378A1 EP 0655378 A1 EP0655378 A1 EP 0655378A1 EP 94118409 A EP94118409 A EP 94118409A EP 94118409 A EP94118409 A EP 94118409A EP 0655378 A1 EP0655378 A1 EP 0655378A1
Authority
EP
European Patent Office
Prior art keywords
counterforce
restoring force
generating
undercarriage
axle
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
EP94118409A
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German (de)
English (en)
Other versions
EP0655378B1 (fr
Inventor
Hiden Helmut
Rudolf Sommerer
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.)
INTEGRAL VERKEHRSTECHNIK AG
Original Assignee
Jenbacher Energiesysteme AG
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.)
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Publication date
Application filed by Jenbacher Energiesysteme AG, Jenbacher Transportsysteme AG filed Critical Jenbacher Energiesysteme AG
Priority to EP96119274A priority Critical patent/EP0765791B1/fr
Publication of EP0655378A1 publication Critical patent/EP0655378A1/fr
Application granted granted Critical
Publication of EP0655378B1 publication Critical patent/EP0655378B1/fr
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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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
    • B61F5/386—Arrangements or devices for adjusting or allowing self- adjustment of wheel axles or bogies when rounding curves, e.g. sliding axles, swinging axles fluid actuated

Definitions

  • the invention relates to a device for controlling wheels, in particular wheel sets, of a rail vehicle with a device for generating a restoring force against the steering deflection of the wheels or wheel sets occurring when traveling on a curved track.
  • a wheel set of a rail vehicle which has a corresponding profile of the wheel tread, can perform an independent steering movement about a vertical axis when cornering on a curved track.
  • a tapered profile of the tread for example, there is a rolling radius difference between the inside and outside tread circle on a curved track, which causes a radial adjustment movement of the wheel set.
  • the lowest possible contact angle between the wheel and the rail is desirable for favorable wear behavior.
  • the wheel set should be restricted as little as possible in its freedom of movement about the vertical axis.
  • sine or wave running occurs during running in a straight line, which in itself is harmless.
  • the critical speed is referred to as the critical speed, it essentially determines the maximum permissible speed of the vehicle.
  • a device for generating a restoring force which acts against radial rotation of the wheel set is therefore known to be used.
  • the restoring force is determined by at least one elastic spring element acting on the wheelset.
  • a known solution provides that the steering deflection of the wheelset is set by positive control, i.e. by mechanically coupling the steering deflection of the wheel set with a further mechanical variable that depends on the radius of the track curve.
  • This size is e.g. the deflection angle between a bogie used to support two wheel sets and the body.
  • the turning angle of the wheelset is not generated by the forces occurring between the wheel and the rail, but mechanically due to purely geometric conditions.
  • the object of the invention is to avoid the disadvantages of the known solutions and to provide a device for controlling wheels, in particular wheel sets, of rail vehicles, which ensures stable straight running both at high speeds and also achieves good sheet running properties with low wear.
  • this is achieved by a device for generating a counterforce which acts on the radius of the track curve and acts against the restoring force.
  • the restoring force can be set high in the device according to the invention, as a result of which the desired stability of the running of the vehicle is achieved at a high limit speed.
  • a counterforce acting against the restoring force is exerted depending on the radius of the curve. This gives the wheelset a pre-control effect.
  • this does not mean any forced control, since the angular position of the wheel set that is precisely adapted to the track curve is still set independently by the forces occurring between the wheel and the rail.
  • the result is a very small run-up angle between the wheel and the rail and therefore excellent wear behavior.
  • the two contradictory requirements of a high limit speed and good sheet running properties were thus met by the device according to the invention in an almost ideal manner.
  • the strength of the counterforce is set approximately inversely proportional to the radius of the curve (or proportional to the curvature of the curve).
  • the radius of the track curve is detected by a corresponding device, for example by evaluating the deflection angle of a bogie used to support two wheel sets.
  • the counterforce in contrast to the restoring force, is a path-independent force, i.e. it is independent of the deflection of the wheelset.
  • At least one proportional pressure control valve, one proportional pressure relief valve or one pressure-controlled Pump can be used.
  • the counterforce acting against the restoring force is preferably only exerted from a certain threshold value of the detected radius of the circular arc.
  • Fig.1 is a schematic representation of the control according to the invention of two wheel sets mounted on a bogie with the aid of a device for generating a counterforce and an electro-hydraulic control device
  • Fig. 2 shows a second embodiment of the electro-hydraulic control device
  • Fig. 3 is a diagram of the characteristic of the restoring force without (a) and in combination with the counterforce (b);
  • Fig. 4 devices combined to form a structural unit for generating the restoring force and for generating the counterforce
  • Fig. 5 is a schematic representation of an individually suspended wheelset
  • Fig. 6 is a plan view of a single-axis drive according to the invention
  • Fig. 7 the view of the chassis from Fig. 6 from the front
  • Fig. 8 its side view
  • Fig. 9 is a schematic illustration of a centering spring element and Fig. 10 the force-displacement characteristic.
  • Fig. 1 two wheel sets 1, 1 'rotatable about a vertical axis are shown, which at the two ends of a bogie 8, also rotatable about a vertical axis are stored.
  • the wheel sets 1, 1 'are deflected by an angle ⁇ or their axle bearings 3 are displaced by a distance S.
  • Resilient elements for example springs 6, act on the axle bearings 3 and exert a restoring force which acts against a deflection ⁇ of the wheel sets.
  • a counterforce acting against the restoring force can be exerted.
  • the electrohydraulic control device 20 consists of a hydraulic fluid reservoir 21, a pump 22, an overpressure return 23, a throttle 24 and two electronically controlled proportional pressure control valves 12, 13, the pressure on the output side of which is set by a voltage which the control device 11 outputs .
  • the bogie 2 When traveling on a curved track, the bogie 2 rotates relative to the car body (not shown) by an angle ⁇ which is proportional to the curvature of the curved track.
  • a sensor 10 which in this exemplary embodiment essentially contains a potentiometer, the deflection angle ⁇ of the bogie is converted into a control voltage U.
  • the amount of this tension is proportional to the deflection angle ⁇ (and thus to the curvature of the curve) and its sign depends on the direction of rotation.
  • Threshold elements 30, 31 subsequently check the magnitude and the sign of the voltage U. If U is above a certain threshold value U o , the voltage U is switched through to the output of the threshold element 30. It is then amplified by the amplifier 32 and for control of the pressure control valve 12 used. As a result, the pistons of the cylinders 7 are acted upon by a pressure proportional to U via the hydraulic line 40.
  • the pressure on the pistons of the cylinders 7 is always exerted in such a way that a force acts against the restoring force of the springs.
  • the upper wheel set will move clockwise by a certain angle ⁇ .
  • the springs 6 exert a restoring force against this deflection.
  • the left piston of the upper wheel set In order to apply a force against the restoring force, the left piston of the upper wheel set must be pressurized on its side remote from the axle, the right one on its side near the axle.
  • both outputs of the threshold members 30, 31 are de-energized and the outputs of the pressure control valves are depressurized, so that no force is exerted on the pistons of the cylinders 7. This ensures stable straight running, even if there are small deflections of the bogie. If the outputs of the two threshold elements 30, 31 are de-energized, this also applies to the output of the OR gate 34. A switching element 35 then switches off the pump motor 22 a after a predetermined time delay via a switch 36. The pump 22 thus only works when cornering.
  • FIG. 2 An alternative embodiment of the electro-hydraulic control device 20 is shown in Fig. 2.
  • the control voltage U controls two electronically controlled proportional pressure relief valves 112, 113 from Mannesmann Rexroth, type DBETE St / 200 624.
  • the valves 112, 113 only respond to positive values of U, which means that the hydraulic line 140 or 141 to be pressurized is selected in connection with the inverter 111.
  • the valves 112, 113 also have a setting for specifying a threshold value U o for the voltage U, below which no pressure is exerted on the pistons.
  • the adhesion limit F G between rail and wheels indicates the maximum size of the radial adjustment force due to the self-steering effect.
  • the intersection of F x and F G in a conventional axle control determines the maximum axle bearing displacement S m , which can be achieved during an arc travel against the restoring force.
  • the ideal axle bearing displacement, in which the steering deflection of the wheel set is optimally adapted to the radius of the track curve, can, however, be at a larger value S i .
  • the track radius S m is far below S i with a small radius, so that a large run-up angle between wheel and rail results in unfavorable wear behavior.
  • Fig. 3b shows the situation with the device according to the invention.
  • the counterforce against the restoring force can be represented as a downward shift of the straight line F x by a value F y .
  • F y corresponds to the force applied to the cylinders 7 (see Fig. 1).
  • the size of F y is chosen so that the shifted straight line F x 'intersects the x-axis approximately at S i .
  • F y does not have to be set very precisely, but can lie in a relatively large range, which is given by the fact that the intersection of F x 'with the x-axis lies within the free adjustment range FE between S i -S m and S i + S m lies within which the wheelset can adjust itself automatically to the optimal steering deflection S i .
  • F y Since S i is proportional to the radius of the curve, F y must also be approximately proportional to the curve, so that the x-axis intersection of F x lies between S i -S m and S i + S m for every curve of the curve.
  • the proportionality constant of F y is determined by the spring constant c of the return spring.
  • FIG. 4 Another possible embodiment of the device according to the invention is shown in Fig. 4.
  • the devices for generating the restoring force and for generating the counterforce are combined to form a structural unit.
  • a hydraulic or pneumatic piston 70 is elastically clamped against the cylinder 71 in which it is guided, for example in the manner shown with a spring 72. Via hydraulic lines 73, 74, the cylinder can be pressed with a pressure against the deflection of the spring Force applied by the spring.
  • two sets of wheels do not have to be mounted together on a bogie.
  • Fig. 5 it is also possible with individually mounted wheel sets 1 to attach devices 7 which counteract the restoring force of resilient elements 6 exercise.
  • the device for detecting the radius of the track curve cannot, of course, use the deflection angle of a bogie, but must work in a different way.
  • the angle between two car bodies could be used to measure the radius of the track curve.
  • Auxiliary wheels or optical devices are also conceivable and possible for this purpose.
  • These alternative devices for detecting the radius of the track curve can of course also be used with wheel sets mounted on a bogie.
  • mount devices for exerting a restoring force and a counterforce against the restoring force even in the case of individually mounted wheels in a manner analogous to that of wheel sets.
  • All conceivable resilient devices such as rubber bellows or pneumatic springs, can be used to exert the restoring force.
  • All force-generating elements which generate an essentially location-independent force for example hydraulic cylinders, pneumatic cylinders or air spring bellows, can be used to exert the counterforce.
  • FIGS. 6-8 A single-axle drive according to the invention with a wheel set 51 guided individually in a chassis frame 50 is shown in FIGS. 6-8.
  • the wheelset 51 can be driven by a motor 52 via a gear 53 and a clutch 54.
  • the wheels 59, 59 'of the wheel set 51 are rigidly connected to one another via a wheel set shaft 65.
  • the wheel set 51 is supported in the axle bearings 55 (see FIG. 8), which are connected to the chassis frame 50 via a primary suspension 56.
  • the chassis frame 50 is connected to the car body 60 via a secondary suspension, which is formed by air springs 57.
  • the undercarriage frame 50 is connected in an articulated manner to a guide crossmember or a yoke 58.
  • This connection is made by two pairs of links 61 and 61 ', which are rotatable about vertical axes and which are on the one hand on the chassis frame 50, on the other hand are articulated on the yoke 58.
  • the yoke 58 in turn is connected in an articulated manner to guide brackets 63, 63 'fixed to the carriage via longitudinal links 62, 62'. If the joints of the trailing arms 62, 62 'are formed by ball joints, displacements of the guide cross member 58 with respect to the car body are possible not only in the horizontal but also in the vertical direction.
  • the primary suspension between wheel set 51 and undercarriage frame 50 has such a hard spring constant in the longitudinal direction that virtually no steering movements of the wheel set 51 with respect to the undercarriage frame 50 are possible.
  • a force-controlled actuator 7 is provided to apply a counterforce acting against the restoring force.
  • a pitch support 69 is provided, which prevents the chassis frame 50 from rotating about a transverse axis.
  • a roll support not shown, can be provided, which prevents the chassis frame 50 from rotating about a longitudinal axis. Transverse movements of the chassis frame 50 are limited or cushioned by transverse stop buffers 68, 68 'attached to carriage brackets 63, 63'.
  • the resilient element 6 is advantageously formed by a centering spring element, shown in Fig. 9.
  • This has a housing 80 with stops 80a fixed to the housing, against which stop rings 83 rest in the idle state. Between the stop rings 83 a spring 81 is placed under prestress.
  • the rod 84 passing through the housing 80 has two flanges 85 within the housing 80 at a distance from the stops 80a of the housing 80, between which the stop rings 83 lie.
  • the behavior of the centering spring element in the event of a force exerted on the rod 84 is described by the characteristic curve shown in FIG. 10. With a force that is below a certain threshold value F s , there is no displacement of the rod 84, since the spring 81 is under a prestress.
  • the chassis frame can be centered with only a single spring element 6 and the characteristic curve of the centering spring element shown in FIG. 10 leads to an improvement in the stability of the drive according to the invention when driving straight ahead.
  • a sensor 65 for example an inductive displacement sensor, could therefore be provided, which detects the actual value of the steering deflection.
  • this actual value could subsequently be compared with the target value of the radial setting of the wheel set 51, which is predetermined as a function of the radius of the track curve, and in the event of a deviation, the counterforce exerted by the force-controlled actuator can be readjusted until the target value is reached.
  • this control mechanism advantageously has a large time constant in comparison to the sinusoidal running frequency of the wheelset.
  • a sensor 65 could also be used to detect a malfunction, for example in the hydraulic system.
  • the single-axle drive shown in Fig. 6 - 8 is extremely comfortable to drive, as it perfectly fulfills the diverse requirements of a drive. Even if the hydraulics fail, safety is guaranteed, due to the self-centering of the wheel set 51 by means of the spring element 6.
  • An advantage over conventional bogie bogies is the possible saving of axles, which leads to a reduction in costs.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Vehicle Body Suspensions (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Regulating Braking Force (AREA)
  • Platform Screen Doors And Railroad Systems (AREA)
  • Machines For Laying And Maintaining Railways (AREA)
EP94118409A 1993-11-26 1994-11-23 Dispositif et procédé pour orienter les essieux des véhicules ferroviaires Expired - Lifetime EP0655378B1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
EP96119274A EP0765791B1 (fr) 1993-11-26 1994-11-23 Train de roulement à essieu unique pour un véhicule ferroviaire

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
AT240293 1993-11-26
AT0240293A AT407140B (de) 1993-11-26 1993-11-26 Einrichtung zur steuerung eines rades, insbesondere eines radsatzes eines schienenfahrzeuges
AT2402/93 1993-11-26

Related Child Applications (1)

Application Number Title Priority Date Filing Date
EP96119274A Division EP0765791B1 (fr) 1993-11-26 1994-11-23 Train de roulement à essieu unique pour un véhicule ferroviaire

Publications (2)

Publication Number Publication Date
EP0655378A1 true EP0655378A1 (fr) 1995-05-31
EP0655378B1 EP0655378B1 (fr) 2000-02-23

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EP96119274A Expired - Lifetime EP0765791B1 (fr) 1993-11-26 1994-11-23 Train de roulement à essieu unique pour un véhicule ferroviaire
EP94118409A Expired - Lifetime EP0655378B1 (fr) 1993-11-26 1994-11-23 Dispositif et procédé pour orienter les essieux des véhicules ferroviaires

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EP96119274A Expired - Lifetime EP0765791B1 (fr) 1993-11-26 1994-11-23 Train de roulement à essieu unique pour un véhicule ferroviaire

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EP (2) EP0765791B1 (fr)
AT (3) AT407140B (fr)
DE (2) DE59407754D1 (fr)
ES (1) ES2144479T3 (fr)

Cited By (15)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO1997041022A1 (fr) * 1996-04-27 1997-11-06 Abb Daimler-Benz Transportation (Deutschland) Gmbh Vehicule sur rails a train de roulement a essieu simple
EP0862529A1 (fr) * 1995-11-20 1998-09-09 Transportation Investor Services Corp. Bogie a linearite de direction
ES2127060A1 (es) * 1995-06-28 1999-04-01 Const Y Aux Ferrocarriles Sa Sistema de oreintacion de ejes para vehiculo ferroviario.
EP0981472A1 (fr) * 1997-05-13 2000-03-01 Transportation Investor Services Corp. Boggie lineairement orientable
ES2146497A1 (es) * 1996-03-18 2000-08-01 Alstom Transporte S A Sistema de autoguiado para bogies de vehiculos ferroviarios.
EP1116637A1 (fr) * 2000-01-14 2001-07-18 Siemens Krauss-Maffei Lokomotiven GmbH Bogie de véhicule ferroviaire avec un dispositif d'orientation actif
EP1193154A1 (fr) * 2000-09-26 2002-04-03 ALSTOM LHB GmbH Méthode et dispositif pour stabiliser les oscillations de lacet d' essieux ferroviaires
WO2008155185A1 (fr) * 2007-06-19 2008-12-24 Siemens Transportation Systems Gmbh & Co. Kg Procédé pour minimiser les endommagements des surfaces de roulement et l'usure des profils des roues d'un véhicule ferroviaire
US8276522B2 (en) 2007-02-22 2012-10-02 Central Queensland University Steering railway bogie
EP2517943A4 (fr) * 2009-12-24 2017-01-11 Korea Railroad Research Institute Dispositif de commande active de direction et procédé pour véhicule ferroviaire
AT518698A1 (de) * 2016-04-28 2017-12-15 Siemens Ag Oesterreich Kraftgeregelte Spurführung für ein Schienenfahrzeug
CN110155113A (zh) * 2019-05-29 2019-08-23 中国铁建重工集团股份有限公司 单轨走行装置和单轨车辆
EP3659894A1 (fr) 2018-11-22 2020-06-03 Bombardier Transportation GmbH Train roulant doté d'une seule paire de roues indépendantes gauche et droite et de moyens d'arrêt latéraux et véhicule ferroviaire associé à plancher bas
DE102019129457A1 (de) * 2019-10-31 2021-05-06 Liebherr-Transportation Systems Gmbh & Co Kg Hydromechanisches Radsatzsteuerungssystem für ein Schienenfahrzeug
CN114162165A (zh) * 2020-09-10 2022-03-11 利勃海尔交通系统股份有限公司 用于轨道车辆的主动式轮组控制装置

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DE19715148A1 (de) * 1997-04-11 1998-10-15 Deutsche Waggonbau Ag Verfahren und Einrichtung zur Radsatzführung von Schienenfahrzeugen
AT406470B (de) 1998-07-01 2000-05-25 Integral Verkehrstechnik Ag Schienenfahrzeug
DE19826448C2 (de) * 1998-06-13 2001-07-26 Daimler Chrysler Ag Fahrwerk für ein Schienenfahrzeug
DE19826446C2 (de) * 1998-06-13 2000-06-08 Daimler Chrysler Ag Fahrwerk für ein Schienenfahrzeug
DE69920527T2 (de) * 1999-08-31 2005-09-29 Construcciones Y Auxiliar de Ferrocarriles, S.A. -CAF-, Beasain Vorrichtung zur steuerung der achsen eines schienenfahrzeuges
FR2798895B1 (fr) * 1999-09-24 2001-12-14 Cfd Ind Bogie de motrice pour voie ferree
AT502306A1 (de) 2005-07-13 2007-02-15 Evoinvent Ag Laufwerk für schienenfahrzeuge
ES2316220B1 (es) * 2006-02-24 2010-01-12 Patentes Talgo, S.L. Metodo para optimizar el guiado de vehiculos ferroviarios.
EP3012170B1 (fr) 2014-10-17 2020-05-06 Windhoff Bahn- und Anlagentechnik GmbH Véhicule ferroviaire avec bogie

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CH390980A (de) * 1959-11-11 1965-04-30 Maschf Augsburg Nuernberg Ag Vorrichtung zum kurvengerechten Steuern von ein- oder mehrachsigen Lenkgestellen von Schienenfahrzeugen
DE3635804A1 (de) * 1986-10-17 1988-05-05 Peter Dipl Ing Thevis Selbsttaetige lenksteuerung fuer spurgebundenes fahrzeug mit schwenkbaren raedern
EP0368403A1 (fr) * 1988-11-10 1990-05-16 So.C.I.Mi Societa Costruzioni Industriali Milano S.P.A. Bogie à essieux orientables pour voiture ferroviaire
DE3904203A1 (de) * 1989-02-13 1990-08-23 Thyssen Industrie Laufwerk fuer schienenfahrzeuge
EP0600172A1 (fr) * 1992-11-28 1994-06-08 Siemens Schienenfahrzeugtechnik GmbH Train de roulement pour véhicules ferroviaires

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DE1215192B (de) * 1959-11-11 1966-04-28 Maschf Augsburg Nuernberg Ag Einrichtung zur kurvengerechten Steuerung von Schienenfahrzeugen
FR2530567A1 (fr) * 1982-07-26 1984-01-27 Anf Ind Bogie a essieux orientables pour vehicules ferroviaires
DE3331559A1 (de) * 1983-09-01 1985-03-28 Thyssen Industrie Ag, 4300 Essen Achssteuerung fuer schienenfahrzeuge
DE3707898A1 (de) * 1987-03-12 1988-09-22 Waggon Union Gmbh Einachsfahrwerk mit losraedern fuer schienenfahrzeuge
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Patent Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE882562C (de) * 1951-12-15 1953-07-09 Maschf Augsburg Nuernberg Ag Lenkeinrichtung fuer Lenkgestelle, insbesondere bei Leichtbauschienenfahrzeugen
CH390980A (de) * 1959-11-11 1965-04-30 Maschf Augsburg Nuernberg Ag Vorrichtung zum kurvengerechten Steuern von ein- oder mehrachsigen Lenkgestellen von Schienenfahrzeugen
DE3635804A1 (de) * 1986-10-17 1988-05-05 Peter Dipl Ing Thevis Selbsttaetige lenksteuerung fuer spurgebundenes fahrzeug mit schwenkbaren raedern
EP0368403A1 (fr) * 1988-11-10 1990-05-16 So.C.I.Mi Societa Costruzioni Industriali Milano S.P.A. Bogie à essieux orientables pour voiture ferroviaire
DE3904203A1 (de) * 1989-02-13 1990-08-23 Thyssen Industrie Laufwerk fuer schienenfahrzeuge
EP0600172A1 (fr) * 1992-11-28 1994-06-08 Siemens Schienenfahrzeugtechnik GmbH Train de roulement pour véhicules ferroviaires

Cited By (28)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
ES2127060A1 (es) * 1995-06-28 1999-04-01 Const Y Aux Ferrocarriles Sa Sistema de oreintacion de ejes para vehiculo ferroviario.
EP0862529A1 (fr) * 1995-11-20 1998-09-09 Transportation Investor Services Corp. Bogie a linearite de direction
EP0862529A4 (fr) * 1995-11-20 1999-02-10 Transportation Investor Servic Bogie a linearite de direction
ES2146497A1 (es) * 1996-03-18 2000-08-01 Alstom Transporte S A Sistema de autoguiado para bogies de vehiculos ferroviarios.
AU700636B2 (en) * 1996-04-27 1999-01-07 Daimlerchrysler Rail Systems Gmbh Railway vehicule with single-axle running gear
DE19617003C2 (de) * 1996-04-27 2002-08-01 Bombardier Transp Gmbh Schienenfahrzeug mit einem einachsigen Laufwerk
WO1997041022A1 (fr) * 1996-04-27 1997-11-06 Abb Daimler-Benz Transportation (Deutschland) Gmbh Vehicule sur rails a train de roulement a essieu simple
EP0981472A1 (fr) * 1997-05-13 2000-03-01 Transportation Investor Services Corp. Boggie lineairement orientable
EP0981472A4 (fr) * 1997-05-13 2000-08-30 Transportation Investor Servic Boggie lineairement orientable
EP1116637A1 (fr) * 2000-01-14 2001-07-18 Siemens Krauss-Maffei Lokomotiven GmbH Bogie de véhicule ferroviaire avec un dispositif d'orientation actif
EP1193154A1 (fr) * 2000-09-26 2002-04-03 ALSTOM LHB GmbH Méthode et dispositif pour stabiliser les oscillations de lacet d' essieux ferroviaires
US8276522B2 (en) 2007-02-22 2012-10-02 Central Queensland University Steering railway bogie
US8485109B2 (en) 2007-06-19 2013-07-16 Siemens Ag Österreich Method for minimizing tread damage and profile wear of wheels of a railway vehicle
CN101821146B (zh) * 2007-06-19 2013-02-06 奥地利西门子公司 用于将轨道车辆的轮子的工作面损伤和轮廓磨损降低到最低限度的方法
WO2008155185A1 (fr) * 2007-06-19 2008-12-24 Siemens Transportation Systems Gmbh & Co. Kg Procédé pour minimiser les endommagements des surfaces de roulement et l'usure des profils des roues d'un véhicule ferroviaire
EP2517943A4 (fr) * 2009-12-24 2017-01-11 Korea Railroad Research Institute Dispositif de commande active de direction et procédé pour véhicule ferroviaire
AT518698B1 (de) * 2016-04-28 2021-06-15 Siemens Mobility Austria Gmbh Kraftgeregelte Spurführung für ein Schienenfahrzeug
AT518698A1 (de) * 2016-04-28 2017-12-15 Siemens Ag Oesterreich Kraftgeregelte Spurführung für ein Schienenfahrzeug
EP3659894A1 (fr) 2018-11-22 2020-06-03 Bombardier Transportation GmbH Train roulant doté d'une seule paire de roues indépendantes gauche et droite et de moyens d'arrêt latéraux et véhicule ferroviaire associé à plancher bas
GB2579190A (en) * 2018-11-22 2020-06-17 Bombardier Transp Gmbh Running gear with a single pair of independent left and right wheels and lateral stop means, and associated low floor rail vehicle
EP3812236A1 (fr) 2018-11-22 2021-04-28 Bombardier Transportation GmbH Système de tampon latéral pour véhicule ferroviaire et véhicule ferroviaire associé
US11420658B2 (en) 2018-11-22 2022-08-23 Bombardier Transportation Gmbh Running gear with a single pair of independent left and right wheels and lateral stop means, and associated low floor rail vehicle
CN110155113A (zh) * 2019-05-29 2019-08-23 中国铁建重工集团股份有限公司 单轨走行装置和单轨车辆
CN110155113B (zh) * 2019-05-29 2024-03-08 中国铁建重工集团股份有限公司 单轨走行装置和单轨车辆
DE102019129457A1 (de) * 2019-10-31 2021-05-06 Liebherr-Transportation Systems Gmbh & Co Kg Hydromechanisches Radsatzsteuerungssystem für ein Schienenfahrzeug
CN114162165A (zh) * 2020-09-10 2022-03-11 利勃海尔交通系统股份有限公司 用于轨道车辆的主动式轮组控制装置
EP3967568A1 (fr) * 2020-09-10 2022-03-16 Liebherr-Transportation Systems GmbH & Co. KG Commande active de train de roues pour un véhicule ferroviaire
CN114162165B (zh) * 2020-09-10 2024-04-09 利勃海尔交通系统股份有限公司 用于轨道车辆的主动式轮组控制装置

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ATE189883T1 (de) 2000-03-15
EP0765791A1 (fr) 1997-04-02
EP0765791B1 (fr) 1999-01-27
EP0655378B1 (fr) 2000-02-23
ATA240293A (de) 2000-05-15
AT407140B (de) 2000-12-27
DE59409154D1 (de) 2000-03-30
ATE176204T1 (de) 1999-02-15
DE59407754D1 (de) 1999-03-11
ES2144479T3 (es) 2000-06-16

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