EP1075407B1 - Wankstützeinrichtung für den rahmen des laufwerks eines schienenfahrzeugs - Google Patents

Wankstützeinrichtung für den rahmen des laufwerks eines schienenfahrzeugs Download PDF

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Publication number
EP1075407B1
EP1075407B1 EP99927655A EP99927655A EP1075407B1 EP 1075407 B1 EP1075407 B1 EP 1075407B1 EP 99927655 A EP99927655 A EP 99927655A EP 99927655 A EP99927655 A EP 99927655A EP 1075407 B1 EP1075407 B1 EP 1075407B1
Authority
EP
European Patent Office
Prior art keywords
roll device
frame
longitudinal axis
torsion bar
running gear
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
EP99927655A
Other languages
German (de)
English (en)
French (fr)
Other versions
EP1075407A1 (de
Inventor
Thomas Klopfer
Jürgen Simon
Matthias Kwitniewski
Stephan Schubert
Dieter Fastnacht
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.)
Talbot & Co KG GmbH
Deutsche Bahn AG
Original Assignee
Talbot & Co KG GmbH
Deutsche Bahn 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 Talbot & Co KG GmbH, Deutsche Bahn AG filed Critical Talbot & Co KG GmbH
Publication of EP1075407A1 publication Critical patent/EP1075407A1/de
Application granted granted Critical
Publication of EP1075407B1 publication Critical patent/EP1075407B1/de
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
    • B61F5/02—Arrangements permitting limited transverse relative movements between vehicle underframe or bolster and bogie; Connections between underframes and bogies
    • B61F5/22—Guiding of the vehicle underframes with respect to the bogies
    • B61F5/24—Means for damping or minimising the canting, skewing, pitching, or plunging movements of the underframes
    • 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
    • B61F5/02—Arrangements permitting limited transverse relative movements between vehicle underframe or bolster and bogie; Connections between underframes and bogies
    • B61F5/22—Guiding of the vehicle underframes with respect to the bogies
    • B61F5/24—Means for damping or minimising the canting, skewing, pitching, or plunging movements of the underframes
    • B61F5/245—Means for damping or minimising the canting, skewing, pitching, or plunging movements of the underframes by active damping, i.e. with means to vary the damping characteristics in accordance with track or vehicle induced reactions, especially in high speed mode
    • 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
    • B61F5/50—Other details
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F15—FLUID-PRESSURE ACTUATORS; HYDRAULICS OR PNEUMATICS IN GENERAL
    • F15B—SYSTEMS ACTING BY MEANS OF FLUIDS IN GENERAL; FLUID-PRESSURE ACTUATORS, e.g. SERVOMOTORS; DETAILS OF FLUID-PRESSURE SYSTEMS, NOT OTHERWISE PROVIDED FOR
    • F15B15/00—Fluid-actuated devices for displacing a member from one position to another; Gearing associated therewith
    • F15B15/08—Characterised by the construction of the motor unit
    • F15B15/14—Characterised by the construction of the motor unit of the straight-cylinder type

Definitions

  • the invention relates to a roll support device for the frame of the running gear of a rail vehicle, which takes effect when the vehicle body lurches sideways around its longitudinal axis and which rests directly or with support on a secondary suspension on the running gear, which is supported by at least two primary springs on at least two within the running gear mutually opposite rail wheels supported.
  • a "mechanical support device on rail vehicles” has become known from European patent application 0 388 999 A2-D1.
  • the known anti-roll device is arranged directly between a (car) vehicle body and the two wheel sets of a bogie.
  • two support levers are suspended vertically on the vehicle body with their upper articulation points (cf. D1, column 2, lines 43 to 49).
  • the effect of the known anti-roll device is equivalent to a direct anti-roll support between the vehicle body and the wheel sets due to the vertical arrangement of the support levers. Both the secondary (spring) level and the primary (spring) level are bridged (see D1, column 3, lines 2 to 8) .
  • the well-known anti-roll device is understood as a linkage with which at least one pair of wheels is connected directly to the vehicle body is connected for the purpose of changing its position relative to at least one of the wheel sets, in particular in relation to its roll behavior and taking into account the wheel reliefs occurring (cf. D1, column 4, lines 14 to 21).
  • the known anti-roll device thus forms an elastic connection which is effective directly between the vehicle body and a wheel set.
  • the known anti-roll device is a torsion spring (cf. D1, column 3, line 21). It is also irrelevant whether the bogies, in which the known anti-roll device is used, are equipped with conventional wheel sets or have individual wheels or idler wheels (see D1, Column 3, line 56 to column 4, line 1).
  • a drive of this type is, for example, from the PCT patent application WO 95/29085 - D2 - become known.
  • the well-known single-axis drive has both a primary suspension and a secondary suspension on (see D2, abstract, sentence 2).
  • the first of the known anti-roll devices has the disadvantage, for example, that the track position disturbances acting on the wheels are immediate, i.e. without energy absorption are introduced into the vehicle body via the secondary suspension and the driving behavior and noise in the vehicle body adversely affect.
  • the second of the known anti-roll devices only offers then sufficient support between the pair of wheels and the vehicle body, if the primary suspension is particularly stiff, so that the necessary Support torque can build up already at the beginning of deflection. But the higher the The primary springs are designed to be more rigid, the stronger they become on the wheels acting track position disturbances on the frame of the drive. Leading in turn, to higher loads on the components of the frame and, of this outgoing, to a lower vibration comfort in the vehicle body self.
  • the known anti-roll devices are either between the vehicle body and the wheels (see D1), or between the vehicle body and the Frame of the drive (see D3) effective. They each provide a link to the Vehicle box on the drive or on the wheels, which are for fast-moving Rail vehicles that can handle speed ranges above 200 km / h need, is not very suitable. Rather, it depends on a connection, at that the high-speed wheel as good as possible all bumps and other Can adjust disturbances that affect the wheel from the track. For this The state of the art does not show any connection between the drive and the wheels take effect when the car body about its longitudinal central axis sways.
  • a mechanical anti-roll device which consists of an elastic torsion bar, which is connected to the drive and has two rocker arms with a push rod, each of which is at a lateral distance from the longitudinal axis of the rail vehicle on the frame of the drive and is articulated on a non -rotating bearing housing of the rail wheels.
  • This made it possible to further reduce the rigidity of the primary suspension.
  • the dynamic forces transmitted from the primary suspension to the undercarriage are smaller, as are the accelerations that result.
  • the swaying of the vehicle body is limited in the event of large lateral accelerations and the associated one-sided wheel relief, as occurs in particular at high cornering speeds; the compression does not hinder. But the noise in the vehicle body is also reduced.
  • Such a roll support device can, as is known per se from D3, from a consist of a pressurizable system that forms a circuit and the ends of which are designed as working cylinders.
  • This system can be in one Case can be pressurized with compressed air, but in the other case with a hydraulic fluid be charged.
  • a pressure accumulator in the circuit is switched on.
  • Such a pressure accumulator consists of, for example closed vessel, which is divided into two rooms by a membrane one of which is filled with a prestressed gas and the other is acted upon by the hydraulic fluid. The incompressible liquid compresses the gas cushion accordingly when the pressure increases.
  • Each After prestressing the gas cushion there is a predetermined stiffness the anti-roll device.
  • the anti-roll device is designed as a torsion bar, which is arranged transversely to the longitudinal axis of the vehicle, is rotatably mounted in or on the frame of the drive around its own longitudinal axis and, in addition, at both ends via at least one with the torsion bar rotatably connected rocker arm is articulated at a lateral distance from the longitudinal axis of the torsion bar on one of the bearing housings of the rail wheels.
  • the bearing housing can be the wheel bearing housing itself, which is also preferred in most exemplary embodiments. But it can also be any other bearing housing that does not rotate with the rail wheel or wheel set, for example gear housing, housing of the primary spring, a radial ground contact and the like.
  • the torsion bar can also extend at an angle other than a right angle to the longitudinal axis of the rail vehicle, and it can even be cranked if the circumstances or space requirements so require.
  • the anti-roll device As a pressurizable medium System as well as torsion bar is common that the anti-roll device is not loaded when the vehicle body is not deflected and the running gear is supported on the track solely by the primary suspension.
  • the relatively soft primary suspension therefore allows the rail wheels, the respective Unevenness or irregularities of the track can be easily followed. At the same time, those transferred from the rail wheels to the drive frame Forces low.
  • the rocker arms of the torsion bar each assigns a push rod, both with the free End of the rocker arm and with one of the aforementioned bearing housings Rail wheel is articulated.
  • the two ends of the Torsion bar each have the same lateral distance from the longitudinal axis of the Have rail vehicle.
  • the different Distance may be compensated for by an extended rocker arm. When using pressure cylinders that can be pressurized, this compensation can be brought about by different cylinder diameters.
  • the lateral distance between the respective end of the torsion bar and the The longitudinal central axis of the rail vehicle should be between 0.1 and 1.5 times that respective track width of the rail vehicle.
  • the drive consists of a bogie 1 with an H-shaped frame 2.
  • the vehicle body is supported by a secondary suspension 3 on the bogie frame 2.
  • the secondary suspension consists of two coil springs 4 and 5.
  • a wheel set 6 and 7 is rotatably supported in bearing housings 8.
  • the bearing housing 8 do not run around, and the bogie frame 2 is supported by primary springs 9 on each of the bearing housings 8.
  • the primary springs 9 consist of coil springs and they have approximately the same spring stiffness.
  • FIGS. 1 to 4 there is a torsion bar at each end of the bogie frame 2 10 provided, which is parallel to the respective wheel set 6 or 7 extends over the bogie frame.
  • the torsion bar 10 With its outer ends is the torsion bar 10 movably mounted in bearings 11, which are attached to the bogie frame 2 are.
  • the torsion bar 10 each have a rocker arm 12 and 13 provided with the Torsion bar 10 is rotatably connected to the outer free ends of the rocker arm 12 and 13 each engage a push rod 14 which either, as shown here, in the longitudinal axis 19 of the wheel set 6, 7, or at a distance from it, is pivotally connected to the respective bearing housing 8. Even with the Rocker arms 12 and 13, the push rods 14 are articulated.
  • the rocker arms 12 and 13 are each at a distance 15 from the longitudinal center line II - II of the running gear or the vehicle body 3.
  • the two distances 15 are the same size. They are between 0.1 to 1.5 times the track width 16 of the wheel sets 6 and 7.
  • the longitudinal axes 17 of the two torsion bars 10 each have a lateral one Distance 18 from the points at which they are attached to the bearing housing 8. This Distance 18 is bridged by the rocker arms 12 and 13, respectively.
  • the torsion bars 10 When the rail vehicle is running normally, ie without the vehicle body 3 tilting to one side or the other with respect to the longitudinal center line II-II, the torsion bars 10 are unloaded. However, as soon as the vehicle body 3 tilts to one side or the other, that is to say sways, the torsion bar 10 is loaded from both ends, namely by the one rocking lever 12 being immersed and the other rocking lever 13 being the same amount in the opposite direction from its rest position turns out because the frame 2 of the bogie 1 follows the respective rolling movement of the vehicle body 3. The torsion bar 10 counteracts the rolling movement of the vehicle body 3 by the counter-rotating movements of the rocker arms 12, 13. In the exemplary embodiment shown in FIGS.
  • the wheel sets 7 and 8 are mounted on the inside.
  • drives are also possible within the scope of the invention where the wheel sets are mounted in a manner known per se on steering knuckles which are located outside the wheel disks 20.
  • the wheels 20 are not in alignment with a common axis 19.
  • the anti-roll device according to the invention is effective, for example, by making it possible to compensate for differences in the distances 18 by means of rocker arms 12 or 13 of different lengths.
  • the distances 15 may also be set differently if necessary.
  • a hydraulic cylinder 21 and 22 is arranged between the bogie frame 2 and the non -rotating bearing housings 8.
  • a piston 23 is mounted in a longitudinally displaceable manner and has two piston rods 24 and 25, which are connected at their ends 26 and 27 to the bogie frame 2 and the bearing housing 8 in an articulated manner.
  • Opposed annular chambers 28 and 29 of the hydraulic cylinders 21 and 22 are connected to one another in crosswise fashion via the lines 30 and 31.
  • the two lines 30 and 31 are fed via the branch lines 32 and 33 from a common pressure medium source 34.
  • the pressure medium source 34 consists of a reservoir 35 for hydraulic oil, a pump 36, a pressure relief valve 37, two check valves 38 and two pressure accumulators 39 as well as connecting lines 40.
  • Each of the pressure accumulators 39 has a membrane 41 which separates the hydraulic oil from a gas cushion 42 .
  • the gas cushion 42 is biased, ie it is under an overpressure.
  • the vehicle body 3 sways about its longitudinal center line II - II a reduction of two annular chambers 28 and 29, respectively are located in two opposing hydraulic cylinders 21 and 22
  • the pressure in one of the two pressure accumulators 39 increases it sinks in the other pressure accumulator 39.
  • the pressure or volume compensation takes place in each case via the two pressure accumulators 39, the gas spaces 42 correspondingly are biased.
  • the prestressing of the gas spaces 42 determines the rigidity the anti-roll device. Possibly. Leakage losses are caused by the Pressure medium source 34 balanced, which in turn either in the vehicle body 3 or can be arranged on the bogie frame 2.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Physics & Mathematics (AREA)
  • Fluid Mechanics (AREA)
  • General Engineering & Computer Science (AREA)
  • Vehicle Body Suspensions (AREA)
  • Body Structure For Vehicles (AREA)
  • Carriers, Traveling Bodies, And Overhead Traveling Cranes (AREA)
EP99927655A 1998-04-30 1999-04-13 Wankstützeinrichtung für den rahmen des laufwerks eines schienenfahrzeugs Expired - Lifetime EP1075407B1 (de)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE19819412 1998-04-30
DE19819412A DE19819412C1 (de) 1998-04-30 1998-04-30 Wankstützeinrichtung für den Rahmen des Laufwerks eines Schienenfahrzeugs
PCT/DE1999/001103 WO1999056995A1 (de) 1998-04-30 1999-04-13 Wankstützeinrichtung für den rahmen des laufwerks eines schienenfahrzeugs

Publications (2)

Publication Number Publication Date
EP1075407A1 EP1075407A1 (de) 2001-02-14
EP1075407B1 true EP1075407B1 (de) 2001-10-24

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ID=7866338

Family Applications (1)

Application Number Title Priority Date Filing Date
EP99927655A Expired - Lifetime EP1075407B1 (de) 1998-04-30 1999-04-13 Wankstützeinrichtung für den rahmen des laufwerks eines schienenfahrzeugs

Country Status (7)

Country Link
EP (1) EP1075407B1 (ko)
JP (1) JP3537764B2 (ko)
KR (1) KR100354834B1 (ko)
AT (1) ATE207430T1 (ko)
DE (2) DE19819412C1 (ko)
ES (1) ES2172333T3 (ko)
WO (1) WO1999056995A1 (ko)

Cited By (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102005041162A1 (de) * 2005-08-16 2007-02-22 Bombardier Transportation Gmbh Fahrzeug mit Wankstützen
WO2007020229A2 (de) * 2005-08-16 2007-02-22 Bombardier Transportation Gmbh Fahrzeug mit wankstützen
DE102007008444A1 (de) 2007-02-19 2008-08-28 Bombardier Transportation Gmbh Fahrzeug mit einer Wankstütze
DE202009015736U1 (de) 2009-03-30 2010-04-29 Bombardier Transportation Gmbh Fahrzeug mit Wankkompensation
WO2010113045A2 (de) 2009-03-30 2010-10-07 Bombardier Transportation Gmbh Fahrzeug mit wankkompensation
EP2500231A1 (en) 2011-03-16 2012-09-19 Bombardier Transportation GmbH Rail vehicle unit with a rolling support
WO2014009142A1 (de) 2012-07-09 2014-01-16 Siemens Ag Österreich Schienenfahrzeug mit wankstabilisator
EP2842826A1 (en) 2013-08-28 2015-03-04 Bombardier Transportation GmbH Vehicle having side wind effect compensation
EP2842827A1 (en) 2013-08-28 2015-03-04 Bombardier Transportation GmbH Vehicle having side wind effect compensation
EP4339056A1 (de) 2022-09-16 2024-03-20 HEMSCHEIDT Engineering GmbH & Co. KG Schienenfahrzeug mit einem fahrwerk und einer wankkompensationseinrichtung sowie wankkompensationseinrichtung insbesondere für ein schienenfahrzeug

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SE517080C2 (sv) * 2000-08-18 2002-04-09 Volvo Articulated Haulers Ab Anordning för hjulupphängning samt fordon med sådan hjulupphängning
AT504310B1 (de) * 2004-07-16 2011-04-15 Siemens Ag Oesterreich Schienenfahrzeug mit einem drehzapfenlosen fahrwerk
EP1894807B2 (de) * 2006-09-01 2013-11-20 ALSTOM Transport Technologies Drehgestell mit verbessertem Bauraumangebot
CH699589A2 (de) 2008-09-22 2010-03-31 Josef Meyer Bogie Ag Güterwagendrehgestell.
DE102011002300A1 (de) * 2011-04-28 2012-10-31 Bombardier Transportation Gmbh Fahrwerkseinheit für ein Schienenfahrzeug
EP2783939B1 (en) * 2011-12-23 2017-03-29 CRRC Shandong Co., Ltd. High speed railway vehicle bogie
CN102490745A (zh) * 2011-12-23 2012-06-13 济南轨道交通装备有限责任公司 高速铁路货车转向架二系悬挂装置
CN102490754B (zh) * 2011-12-23 2014-10-22 济南轨道交通装备有限责任公司 高速铁路货车转向架构架
AT514374A1 (de) * 2013-05-02 2014-12-15 Siemens Ag Oesterreich Fahrwerksrahmen für ein Schienenfahrzeug
AT514373B1 (de) 2013-05-02 2019-03-15 Siemens Ag Oesterreich Radsatzlagerung für den Radsatz eines Schienenfahrzeugs mit innengelagertem Drehgestell
KR101530206B1 (ko) * 2013-12-20 2015-06-22 한국철도기술연구원 철도차량용 삼축 관절 대차
KR101654896B1 (ko) * 2014-12-22 2016-09-08 한국철도기술연구원 철도차량용 공간절약형 대차
JP6709331B2 (ja) * 2017-04-25 2020-06-10 株式会社日立製作所 鉄道車両
DE102017210478B3 (de) 2017-06-22 2018-07-26 Siemens Aktiengesellschaft Schienenfahrzeugwagen
WO2019000439A1 (zh) * 2017-06-30 2019-01-03 深圳市大疆创新科技有限公司 悬架组件、底盘及车辆
DE202017107670U1 (de) 2017-12-18 2019-03-20 Lothar Thoni Drehgestellrahmen für Schienenfahrzeuge aus einem Aluminiumgussteil
CN109532913B (zh) * 2019-01-02 2020-09-22 中车株洲电力机车有限公司 一种一系悬挂装置及转向架
CN110884519A (zh) * 2019-12-05 2020-03-17 太原科技大学 一种用于轨道车辆的横向稳定装置
CN113200067A (zh) * 2021-05-25 2021-08-03 中车株洲电力机车有限公司 一种转向架
FR3129352B1 (fr) 2021-11-25 2023-11-24 Alstom Transp Tech Bogie de véhicule ferroviaire à encombrement réduit

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CH632199A5 (de) * 1978-09-04 1982-09-30 Schweizerische Lokomotiv Schienenfahrzeug.
CH680996A5 (ko) * 1986-07-11 1992-12-31 Sig Schweiz Industrieges
EP0289482A3 (de) * 1987-04-30 1989-02-08 Simmering-Graz-Pauker Aktiengesellschaft Drehgestell für schnellfahrende Schienenfahrzeuge
FR2636030B1 (fr) * 1988-09-08 1990-10-19 Alsthom Creusot Rail Vehicule ferroviaire equipe, au niveau de chaque bogie, d'une barre anti-roulis agissant sur la suspension secondaire
CH677763A5 (en) * 1988-12-12 1991-06-28 Inventio Ag Anti-rocking suspension for rail vehicle - has torsion bar end levers acting against opposite ends of damper
DE59507465D1 (de) * 1994-04-26 2000-01-27 Sig Schweiz Industrieges Gefedertes radsatz-einzelfahrwerk

Cited By (19)

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EP2292491A2 (de) 2005-08-16 2011-03-09 Bombardier Transportation GmbH Mehrgliedriges Fahrzeug mit Wankstützen
WO2007020229A2 (de) * 2005-08-16 2007-02-22 Bombardier Transportation Gmbh Fahrzeug mit wankstützen
DE102005041163A1 (de) * 2005-08-16 2007-02-22 Bombardier Transportation Gmbh Fahrzeug mit Wankstützen
WO2007020229A3 (de) * 2005-08-16 2007-05-18 Bombardier Transp Gmbh Fahrzeug mit wankstützen
DE102005041162A1 (de) * 2005-08-16 2007-02-22 Bombardier Transportation Gmbh Fahrzeug mit Wankstützen
US8056484B2 (en) 2005-08-16 2011-11-15 Bombardier Transportation Gmbh Vehicle with anti-roll devices
AU2006281451B2 (en) * 2005-08-16 2011-07-07 Bombardier Transportation Gmbh Vehicle with anti-roll devices
DE102007008444A1 (de) 2007-02-19 2008-08-28 Bombardier Transportation Gmbh Fahrzeug mit einer Wankstütze
DE102009014866A1 (de) 2009-03-30 2010-10-28 Bombardier Transportation Gmbh Fahrzeug mit Wankkompensation
DE102009014866A9 (de) 2009-03-30 2011-02-10 Bombardier Transportation Gmbh Fahrzeug mit Wankkompensation
WO2010113045A2 (de) 2009-03-30 2010-10-07 Bombardier Transportation Gmbh Fahrzeug mit wankkompensation
WO2010112306A1 (de) 2009-03-30 2010-10-07 Bombardier Transportation Gmbh Fahrzeug mit wankkompensation
DE202009015736U1 (de) 2009-03-30 2010-04-29 Bombardier Transportation Gmbh Fahrzeug mit Wankkompensation
EP2500231A1 (en) 2011-03-16 2012-09-19 Bombardier Transportation GmbH Rail vehicle unit with a rolling support
WO2014009142A1 (de) 2012-07-09 2014-01-16 Siemens Ag Österreich Schienenfahrzeug mit wankstabilisator
EP2842826A1 (en) 2013-08-28 2015-03-04 Bombardier Transportation GmbH Vehicle having side wind effect compensation
EP2842827A1 (en) 2013-08-28 2015-03-04 Bombardier Transportation GmbH Vehicle having side wind effect compensation
EP4339056A1 (de) 2022-09-16 2024-03-20 HEMSCHEIDT Engineering GmbH & Co. KG Schienenfahrzeug mit einem fahrwerk und einer wankkompensationseinrichtung sowie wankkompensationseinrichtung insbesondere für ein schienenfahrzeug
WO2024056297A1 (de) 2022-09-16 2024-03-21 Hemscheidt Engineering GmbH & Co. KG Schienenfahrzeug mit einem fahrwerk und einer wankkompensationseinrichtung sowie wankkompensationseinrichtung insbesondere für ein schienenfahrzeug

Also Published As

Publication number Publication date
JP3537764B2 (ja) 2004-06-14
JP2002513711A (ja) 2002-05-14
DE19819412C1 (de) 1999-10-07
KR100354834B1 (ko) 2002-10-05
ES2172333T3 (es) 2002-09-16
EP1075407A1 (de) 2001-02-14
WO1999056995A1 (de) 1999-11-11
ATE207430T1 (de) 2001-11-15
KR20010030653A (ko) 2001-04-16
DE59900356D1 (de) 2001-11-29

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