EP0655378B1 - Dispositif et procédé pour orienter les essieux des véhicules ferroviaires - Google Patents
Dispositif et procédé pour orienter les essieux des véhicules ferroviaires Download PDFInfo
- Publication number
- EP0655378B1 EP0655378B1 EP94118409A EP94118409A EP0655378B1 EP 0655378 B1 EP0655378 B1 EP 0655378B1 EP 94118409 A EP94118409 A EP 94118409A EP 94118409 A EP94118409 A EP 94118409A EP 0655378 B1 EP0655378 B1 EP 0655378B1
- Authority
- EP
- European Patent Office
- Prior art keywords
- force
- running gear
- gear according
- axle running
- 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.)
- Expired - Lifetime
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- 238000000034 method Methods 0.000 title claims description 6
- 239000000872 buffer Substances 0.000 claims abstract description 3
- 230000001105 regulatory effect Effects 0.000 claims description 27
- 238000006073 displacement reaction Methods 0.000 claims description 10
- 230000001419 dependent effect Effects 0.000 claims description 4
- 230000001276 controlling effect Effects 0.000 claims description 2
- 230000000694 effects Effects 0.000 description 4
- 230000008878 coupling Effects 0.000 description 3
- 238000010168 coupling process Methods 0.000 description 3
- 238000005859 coupling reaction Methods 0.000 description 3
- 230000002349 favourable effect Effects 0.000 description 3
- 239000000725 suspension Substances 0.000 description 3
- 230000008094 contradictory effect Effects 0.000 description 1
- 238000001514 detection method Methods 0.000 description 1
- 238000010586 diagram Methods 0.000 description 1
- 239000012530 fluid Substances 0.000 description 1
- 230000001939 inductive effect Effects 0.000 description 1
- 230000007257 malfunction Effects 0.000 description 1
- 230000003287 optical effect Effects 0.000 description 1
- 239000013641 positive control Substances 0.000 description 1
- 238000005096 rolling process Methods 0.000 description 1
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
- 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 single-axle drive and a method for controlling a wheel set for a rail vehicle according to the top handle of claims 1 and 25 respectively.
- a wheel set of a rail vehicle that has a corresponding Has profile of the wheel arches when cornering on a curved track can perform independent steering movement around a vertical axis.
- a conical profile of the tread occurs on a track arch a roll radius difference between the inner and outer running circle, whereby a radial adjustment movement of the wheel set is caused.
- the lowest possible starting angle is between Wheel and rail worth striving for.
- the wheelset should be in its Freedom of movement around the vertical axis should be restricted as little as possible.
- a wheel set which is softly coupled to the vehicle in this way occurs during the run in a straight sine or wave course, which is inherently harmless. From one At a certain speed, however, the sinus run suddenly hits the dangerous one and wearing zigzag around. This speed limit is called critical Speed denotes, it essentially determines the highest permissible Speed of the vehicle with.
- a device for generating a restoring force which acts against radial rotation of the wheelset.
- the restoring force by at least one acting on the wheelset elastic resilient element exercised.
- a known approach provides that the steering deflection of the wheelset priority control is set, i.e. through a mechanical coupling of the Steering deflection of the wheel set with another of the radius of the curve dependent mechanical size.
- This size is e.g. the deflection angle between a bogie for storing two wheel sets and the body.
- the turning angle of the wheelset is not determined by the between the wheels and rail occurring forces, but mechanically due to purely geometric Conditions.
- a positive control of a chassis for rail vehicles with mechanical or hydraulic coupling of the wheels is for example from DE-A-36 35 804 known.
- CH-A-390 980 shows a control device for a single axis drive, at the control of the wheel set on the left and right of the swivel axis of the drive arranged gas-filled elastic bellows takes place in which while driving straight ahead the same medium pressure prevails.
- a recording device Before a left or right curve a recording device transmits a single signal via the respective sense of the curve following curve. Depending on the direction of the curve, one of the bellows with the pressure medium is applied the maximum pressure is applied and the other is emptied.
- a device of the type mentioned is known from DE-C-882 562. Then a single-axis drive is also shown, in which a spring-elastic Device generates a restoring force against a steering deflection of the wheel set becomes. Furthermore, an actuator is shown in DE-C-882 562, which acts on the wheelset and that is controlled by a control or regulating device. Their input size is picked up by sensing elements arranged on the side of the rails, which determine the relative position between the wheelset and rails, depending The wheel set is positively controlled by this input variable.
- the object of the invention compared to DE-C-882 562 is an improved To provide single-axis drive or method, which is essential when cornering with a lower accuracy must be controlled without the described Disadvantages of the chassis of DE-C-882 562 occur.
- the restoring force can be set high in the device according to the invention, which ensures the desired stability of the vehicle running at a high limit speed is achieved.
- cornering depending on the radius of the track arch exerted a counterforce acting against the restoring force This gives the wheelset a pre-control effect.
- this means no forced control since the angular position of the Wheelset still by the forces occurring between wheel and rail is set independently. The result is a very small run-up angle between Wheel and rail and therefore excellent wear behavior.
- the two contrary requirements of a high limit speed and good sheet running properties were thus almost from the device according to the invention ideally met.
- the strength of the counterforce is approximate inversely proportional to the radius of the curve (or proportional for the curvature of the curve). This is the radius of the track curve 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 from the deflection of the wheelset.
- At least one proportional Pressure control valve for example, at least one proportional Pressure control valve, a proportional pressure relief valve or pressure-controlled pump can be used.
- a proportional pressure relief valve or pressure-controlled pump can be used.
- about instabilities with small deflections Avoiding in straight-ahead running is the one acting against the restoring force Counterforce preferably only from a certain threshold of the detected Radius of the circular arc exercised.
- Fig. 1 two wheel sets 1, 1 'rotatable about a vertical axis are shown at the two ends of a bogie that can also be rotated about a vertical axis 8 are stored.
- the wheel sets 1, 1 'consist of axles 2, the axle bearings 3 and the wheels 4, the tread 5 provided with a conical profile are, which leads to the described self-steering effect when traveling through an arc.
- Resilient elements for example springs 6, act on the axle bearings 3 Exercise restoring force, which acts against a deflection ⁇ of the wheel sets.
- Means The devices 7 according to the invention can have a counterforce acting against the Restoring force acts.
- the electro-hydraulic control device 20 consists of a hydraulic fluid reservoir 21, a pump 22, a pressure return 23, a throttle 24 and two electronically controlled proportional pressure regulating valves 12, 13, the outlet side of which Pressure is set by a voltage that the control device 11 issues.
- the bogie 2 When traveling on a curved track, the bogie 2 rotates relative to that Car body (not shown) through an angle ⁇ that is proportional to curvature of the track arch.
- a transducer 10 which in this embodiment essentially contains a potentiometer, the deflection angle ⁇ des Bogie 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 her The 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 used to control the pressure control valve 12. As a result, the pistons of the cylinders 7 are acted upon by a pressure proportional to U via the hydraulic line 40.
- 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 22a 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, whereby 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 determines the maximum axle bearing displacement S m in a conventional axle control, which can be achieved during an arc travel against the restoring force.
- the ideal axle bearing shift 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 conditions during the setup.
- 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 with which the cylinders 7 (see Fig. 1) are applied.
- 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 curvature of the track curve, F y must also be approximately proportional to the curvature of the track curve, so that the x-axis intersection of F x lies between S i -S m and S i + S m for each curve of the track curve.
- the proportionality constant of F y is determined from the spring constant c of the return spring.
- FIG. 4 Another possible embodiment of the device is shown in Fig. 4 shown.
- the facilities for generating the restoring force and combined to generate the counterforce to form a structural unit To becomes a hydraulic or pneumatic piston 70 against the cylinder 71, in which it is guided, elastically clamped, for example in the manner shown with a spring 72. Via hydraulic lines 73, 74, the cylinder can be deflected when the Pressure against the force of the spring.
- a single-axis drive according to the invention with one individually in a chassis frame 50 guided wheel set 51 is shown in Figs. 6-8.
- the wheel set 51 can be driven by a motor 52 via a gear 53 and a clutch 54 his.
- the wheels 59, 59 'of the wheel set 51 are via a wheel set shaft 65 rigidly connected.
- the wheelset 51 is supported in the axle bearings 55 (see Fig. 8), via a primary suspension 56 with the chassis frame 50 are connected.
- the undercarriage frame 50 is provided with a secondary suspension Air springs 57 is formed, connected to the car body 60.
- the Chassis frame 50 is articulated to a guide crossmember or a yoke 58.
- 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 67 for example an inductive displacement sensor, which detects the actual value of the steering deflection, could detect a malfunction, for example in the Hydraulic system can be used.
- the single-axle running gear shown in Fig. 6 - 8 is extremely comfortable to drive, because it perfectly fulfills the diverse requirements for a drive. Even if the hydraulic system fails, 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 is the possible saving of axles what 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)
- Platform Screen Doors And Railroad Systems (AREA)
- Machines For Laying And Maintaining Railways (AREA)
- Regulating Braking Force (AREA)
Claims (27)
- Train de roulement à essieu unique destiné à un véhicule ferroviaire, chaque cadre de bogie logé de manière à pouvoir pivoter par rapport au véhicule ferroviaire ne comportant respectivement qu'une seule paire de roues, dans lequel il est prévu un dispositif (6) sollicité par ressort et destiné à produire une force de rappel qui vient s'appliquer à l'encontre d'un braquage de la paire de roues (1, 1', 51), et également un vérin (7) couplé à la paire de roues (1, 1', 51), qui est commandé par un système de commande ou de réglage (20), ainsi qu'un dispositif (10) destiné à enregistrer le rayon de courbure du rail, caractérisé en ce qu'il est prévu que le système de commande ou de réglage (20) est conçu en forme de système de commande et de réglage (20) qui régule au niveau du vérin (7) une valeur de force définie comme une valeur de commande ou de réglage, dans lequel la valeur de la force commandée ou régulée au niveau du vérin (7) et agissant à l'encontre de la force de rappel du dispositif (6) sollicité par ressort est fonction du rayon de courbure du rail.
- Train de roulement à essieu unique selon la revendication 1, caractérisé en ce que la valeur de la force régulée au niveau du vérin (7) est pratiquement inversement proportionnelle au rayon de courbure du rail.
- Train de roulement à essieu unique selon la revendication 1 ou 2, caractérisé en ce que le vérin (7) à force régulée comporte au moins un cylindre hydraulique.
- Train de roulement à essieu unique selon la revendication 1 ou 2, caractérisé en ce que le vérin (7) à force régulée comporte au moins un élément à action pneumatique, par exemple un cylindre pneumatique ou un soufflet à coussin d'air.
- Train de roulement à essieu unique selon l'une quelconque des revendications 1 à 4, caractérisé en ce que le vérin (7) à force régulée entre en prise, latéralement en dehors des roues (4), avec les deux extrémités latérales de la paire de roues (1, 1'), par exemple au niveau de la boite d'essieu (3).
- Train de roulement à essieu unique selon l'une quelconque des revendications 1 à 5, caractérisé en ce que le système de commande ou de réglage, destiné à réguler la valeur de la force, est muni de soupapes proportionnelles (12, 13) destinées à réguler la pression.
- Train de roulement à essieu unique selon l'une quelconque des revendications 1 à 5, caractérisé en ce que le système de commande ou de réglage, destiné à réguler la valeur de la force, est muni de soupapes proportionnelles (112, 113) destinées à limiter la pression.
- Train de roulement à essieu unique selon l'une quelconque des revendications 1 à 5, caractérisé en ce que le système de commande et de réglage, destiné à réguler l'intensité de la force, est muni d'une pompe à pression régulée.
- Train de roulement à essieu unique selon l'une quelconque des revendications 1 à 8, caractérisé en ce que le vérin à force régulée est sollicité par le système de commande et de réglage seulement lorsque la courbure du rail enregistrée atteint une valeur de seuil déterminée.
- Train de roulement à essieu unique selon l'une quelconque des revendications 1 à 9, caractérisé en ce qu'il est prévu des moyens, notamment un circuit électronique, qui limitent vers le haut la vitesse maximale de croissance de la valeur de la force régulée par le système de commande et de réglage.
- Train de roulement à essieu unique selon l'une quelconque des revendications 1 à 10, caractérisé en ce que le dispositif (6) sollicité par ressort est muni d'un ressort connu en soi, qui de préférence entre en prise avec la boite d'essieu.
- Train de roulement à essieu unique selon l'une quelconque des revendications 1 à 11, caractérisé en ce que le dispositif (6) sollicité par ressort, destiné à produire la force de rappel, et le vérin (7) à force régulée sont regroupés pour former une unité modulaire.
- Train de roulement à essieu unique selon la revendication 12, caractérisé en ce que l'unité modulaire comporte un cylindre (71) dans lequel un piston (70) susceptible de coulisser peut être sollicité, d'une part, par au moins un ressort (72), et d'autre part - de préférence des deux côtés -, au moyen d'un milieu sous pression.
- Train de roulement à essieu unique selon l'une quelconque des revendications 1 à 13, caractérisé en ce que le dispositif destiné à produire la force de rappel comporte un élément de ressort à centrage automatique, qui est muni d'un ressort mis sous précontrainte.
- Train de roulement à essieu unique selon l'une quelconque des revendications 1 à 14, caractérisé en ce qu'il comprend un capteur (67) destiné à enregistrer la valeur réelle du braquage de la paire de roues (1, 1', 51).
- Train de roulement à essieu unique selon l'une quelconque des revendications 1 à 15, caractérisé en ce que chaque paire de roues (51) est logée dans un cadre de bogie (50) orientable, le dispositif (6) destiné à produire la force de rappel qui dépend de l'angle de braquage à fond et le vérin (7) à force régulée, destiné à produire une force antagoniste agissant contre la force de rappel, venant en prise avec le cadre de bogie.
- Train de roulement à essieu unique selon la revendications 16, caractérisé en ce que le dispositif (6) destiné à produire la force de rappel et/ou le vérin (7) à force régulée, destiné à produire la force antagoniste, sont disposés transversalement par rapport au sens de la marche.
- Train de roulement à essieu unique selon la revendication 16 ou 17, caractérisé en ce qu'il est prévu un attelage (58) articulé à la carrosserie du wagon avec une mobilité dans le sens vertical et dans le sens transversal, le cadre de bogie (50) étant assemblé à l'attelage (58) de façon à pouvoir pivoter autour d'un axe vertical.
- Train de roulement à essieu unique selon la revendication 18, caractérisé en ce que l'attelage (58) est assemblé de manière articulée avec la carrosserie du wagon (60) par l'intermédiaire de bras oscillants longitudinaux (62, 62') destinés à absorber les forces longitudinales qui apparaissent.
- Train de roulement à essieu unique selon la revendication 19, caractérisé en ce que les bras oscillants longitudinaux (62, 62') sont logés dans l'attelage (58) et dans la carrosserie du wagon (60) au moyen de joints à rotule.
- Train de roulement à essieu unique selon l'une quelconque des revendications 18 à 20, caractérisé en ce que le mouvement du cadre de bogie (50) dans le sens transversal est limité par des tampons de butée transversaux (68, 68') qui sont montés sur des supports de guidage (63, 63') assemblés de manière inamovible avec le wagon.
- Train de roulement à essieu unique selon l'une quelconque des revendications 18 à 21, caractérisé en ce que le dispositif (6) destiné à produire la force de rappel et le vérin (7) à force régulée, destiné à produire la force antagoniste, entrent en prise, d'une part, avec le cadre de bogie (50) et, d'autre part, avec l'attelage (58).
- Train de roulement à essieu unique selon l'une quelconque des revendications 18 à 22, caractérisé en ce que l'assemblage entre le cadre de bogie (50) et l'attelage (58) est formé par des bras oscillants (61, 61') articulés, d'une part, au cadre de bogie (50) et, d'autre part, à l'attelage (58), les bras oscillants (61, 61') étant logés de manière à pouvoir pivoter autour d'axes verticaux.
- Train de roulement à essieu unique selon l'une quelconque des revendications 18 à 23, caractérisé en ce que la paire de roues (51) est actionnée par un moteur (52), monté de préférence contre le cadre de bogie (50).
- Procédé de commande d'une paire de roues (1, 1', 51) d'un train de roulement à essieu unique dans un véhicule ferroviaire, chaque cadre de bogie logé de manière à pouvoir pivoter par rapport au véhicule ferroviaire ne comportant qu'une seule paire de roues, dans lequel il est prévu un dispositif sollicité par ressort (6) destiné à produire une force de rappel à l'encontre d'un braquage de la paire de roues (1, 1', 51) et également un vérin (7) qui est couplé à la paire de roues (1, 1', 51) et commandé par un système de commande ou de réglage (20), ainsi qu'un dispositif destiné à enregistrer le rayon de courbure du rail, caractérisé en ce que le système de commande ou de réglage (20) régule au niveau du vérin (7) une valeur de force définie comme une valeur de commande ou de réglage, qui agit à l'encontre de la force de rappel exercée par le dispositif (6) sollicité par ressort et qui dépend du rayon de courbure du rail.
- Procédé selon la revendication 25, caractérisé en ce que la valeur de la force est commandée ou réglée en fonction du rayon de courbure du rail, de telle sorte que la superposition de la force de rappel (Fx) du dispositif sollicité par ressort (6) et de la force régulée ou commandée appliquée sur le vérin (7) produit une force résultante (FX'), qui disparaít près du déplacement idéal (Si)de la boíte d'essieu, dans lequel le braquage de la paire de roues s'adapte de manière optimale au rayon de courbure du rail.
- Procédé selon la revendication 26, caractérisé en ce que le déplacement (s) de la boíte d'essieu, pendant lequel la force résultante (Fx') disparaít, se situe dans la zone de réglage libre (FE) approximativement dans le déplacement idéal (Si) de la boíte d'essieu.
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 |
---|---|---|---|
AT2402/93 | 1993-11-26 | ||
AT240293 | 1993-11-26 | ||
AT0240293A AT407140B (de) | 1993-11-26 | 1993-11-26 | Einrichtung zur steuerung eines rades, insbesondere eines radsatzes eines schienenfahrzeuges |
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 EP0655378A1 (fr) | 1995-05-31 |
EP0655378B1 true EP0655378B1 (fr) | 2000-02-23 |
Family
ID=3533696
Family Applications (2)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP94118409A Expired - Lifetime EP0655378B1 (fr) | 1993-11-26 | 1994-11-23 | Dispositif et procédé pour orienter les essieux des véhicules ferroviaires |
EP96119274A Expired - Lifetime EP0765791B1 (fr) | 1993-11-26 | 1994-11-23 | Train de roulement à essieu unique pour un véhicule ferroviaire |
Family Applications After (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP96119274A Expired - Lifetime EP0765791B1 (fr) | 1993-11-26 | 1994-11-23 | Train de roulement à essieu unique pour un véhicule ferroviaire |
Country Status (4)
Country | Link |
---|---|
EP (2) | EP0655378B1 (fr) |
AT (3) | AT407140B (fr) |
DE (2) | DE59407754D1 (fr) |
ES (1) | ES2144479T3 (fr) |
Cited By (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
CN111204356A (zh) * | 2018-11-22 | 2020-05-29 | 巴姆邦德尔运输有限公司 | 用于轨道车辆的行走装置和侧向减震系统及轨道车辆 |
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ES2127060B1 (es) * | 1995-06-28 | 1999-12-01 | Const Y Aux Ferrocarriles Sa | Sistema de oreintacion de ejes para vehiculo ferroviario. |
US5918546A (en) * | 1995-11-20 | 1999-07-06 | Transportation Investors Service Corporation | Linear steering truck |
US5666885A (en) * | 1995-11-20 | 1997-09-16 | Transportation Investors Service Corporation | Linear steering truck |
ES2146497B1 (es) * | 1996-03-18 | 2001-02-16 | Alstom Transp E S A | Sistema de autoguiado para bogies de vehiculos ferroviarios. |
DE19617003C2 (de) * | 1996-04-27 | 2002-08-01 | Bombardier Transp Gmbh | Schienenfahrzeug mit einem einachsigen Laufwerk |
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 |
DE19826446C2 (de) * | 1998-06-13 | 2000-06-08 | Daimler Chrysler Ag | Fahrwerk für ein Schienenfahrzeug |
DE19826448C2 (de) | 1998-06-13 | 2001-07-26 | Daimler Chrysler Ag | Fahrwerk für ein Schienenfahrzeug |
PT1228937E (pt) * | 1999-08-31 | 2005-02-28 | Construccio Y Aux De Ferrocarr | Dispositivo de guiamento dos eixos de um veiculo ferroviario |
FR2798895B1 (fr) * | 1999-09-24 | 2001-12-14 | Cfd Ind | Bogie de motrice pour voie ferree |
EP1116637B1 (fr) * | 2000-01-14 | 2004-12-08 | Siemens AG | Bogie de véhicule ferroviaire avec un dispositif d'orientation actif |
DE10047432A1 (de) * | 2000-09-26 | 2002-04-11 | Alstom Lhb Gmbh | Verfahren und Vorrichtung zur Stabilisiegung des Wellenlaufes von Eisenbahnradsätzen |
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. |
CA2678950C (fr) | 2007-02-22 | 2014-07-29 | Central Queensland University | Bogie directeur pour vehicules ferroviaires |
AT505488A2 (de) * | 2007-06-19 | 2009-01-15 | Siemens Transportation Systems | Verfahren zur minimierung von laufflächenschäden und profilverschleiss von rädern eines schienenfahrzeugs |
KR101084157B1 (ko) * | 2009-12-24 | 2011-11-16 | 한국철도기술연구원 | 철도차량용 능동 조향 제어 장치 및 방법 |
DK3012170T3 (da) | 2014-10-17 | 2020-08-10 | Windhoff Bahn- Und Anlagentechnik Gmbh | Skinnekøretøj med bogie |
AT518698B1 (de) * | 2016-04-28 | 2021-06-15 | Siemens Mobility Austria Gmbh | Kraftgeregelte Spurführung für ein Schienenfahrzeug |
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 |
DE102020123592A1 (de) * | 2020-09-10 | 2022-03-10 | Liebherr-Transportation Systems Gmbh & Co Kg | Aktive Radsatzsteuerung für ein Schienenfahrzeug |
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DE882562C (de) * | 1951-12-15 | 1953-07-09 | Maschf Augsburg Nuernberg Ag | Lenkeinrichtung fuer Lenkgestelle, insbesondere bei Leichtbauschienenfahrzeugen |
FR1273155A (fr) * | 1959-11-11 | 1961-10-06 | Maschf Augsburg Nuernberg Ag | Dispositif pour inscrire dans les courbes les bogies à un ou plusieurs essieux des véhicules ferroviaires |
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 |
DE3635804C2 (de) * | 1986-10-17 | 1994-08-04 | Peter Dipl Ing Thevis | Lenksteuerung für die Räder eines Schienenfahrzeuges |
DE3707898A1 (de) * | 1987-03-12 | 1988-09-22 | Waggon Union Gmbh | Einachsfahrwerk mit losraedern fuer schienenfahrzeuge |
IT8822582A0 (it) * | 1988-11-10 | 1988-11-10 | Socimi | Carrello ferroviario sterzante. |
DE3904203C2 (de) * | 1989-02-13 | 1998-04-02 | Abb Henschel Lokomotiven | Laufwerk für Schienenfahrzeuge |
DE4240098A1 (de) * | 1992-11-28 | 1994-06-01 | Krupp Verkehrstechnik Gmbh | Fahrwerk für Schienenfahrzeuge |
DE9305427U1 (de) * | 1993-03-18 | 1993-06-24 | AEG Schienenfahrzeuge GmbH, O-1422 Hennigsdorf | Einachsfahrwerk für Schienenfahrzeuge |
-
1993
- 1993-11-26 AT AT0240293A patent/AT407140B/de not_active IP Right Cessation
-
1994
- 1994-11-23 AT AT94118409T patent/ATE189883T1/de not_active IP Right Cessation
- 1994-11-23 DE DE59407754T patent/DE59407754D1/de not_active Expired - Lifetime
- 1994-11-23 AT AT96119274T patent/ATE176204T1/de not_active IP Right Cessation
- 1994-11-23 EP EP94118409A patent/EP0655378B1/fr not_active Expired - Lifetime
- 1994-11-23 DE DE59409154T patent/DE59409154D1/de not_active Expired - Lifetime
- 1994-11-23 ES ES94118409T patent/ES2144479T3/es not_active Expired - Lifetime
- 1994-11-23 EP EP96119274A patent/EP0765791B1/fr not_active Expired - Lifetime
Cited By (2)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
CN111204356A (zh) * | 2018-11-22 | 2020-05-29 | 巴姆邦德尔运输有限公司 | 用于轨道车辆的行走装置和侧向减震系统及轨道车辆 |
CN111204356B (zh) * | 2018-11-22 | 2022-07-08 | 巴姆邦德尔运输有限公司 | 用于轨道车辆的行走装置和侧向减震系统及轨道车辆 |
Also Published As
Publication number | Publication date |
---|---|
ATE176204T1 (de) | 1999-02-15 |
DE59407754D1 (de) | 1999-03-11 |
EP0765791B1 (fr) | 1999-01-27 |
DE59409154D1 (de) | 2000-03-30 |
AT407140B (de) | 2000-12-27 |
EP0765791A1 (fr) | 1997-04-02 |
ATE189883T1 (de) | 2000-03-15 |
ES2144479T3 (es) | 2000-06-16 |
EP0655378A1 (fr) | 1995-05-31 |
ATA240293A (de) | 2000-05-15 |
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