EP2134583B1 - Primäraufhängung für ein drehgestell eines schienenfahrzeugs - Google Patents

Primäraufhängung für ein drehgestell eines schienenfahrzeugs Download PDF

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Publication number
EP2134583B1
EP2134583B1 EP08799896A EP08799896A EP2134583B1 EP 2134583 B1 EP2134583 B1 EP 2134583B1 EP 08799896 A EP08799896 A EP 08799896A EP 08799896 A EP08799896 A EP 08799896A EP 2134583 B1 EP2134583 B1 EP 2134583B1
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EP
European Patent Office
Prior art keywords
bogie
axle
connection
rods
connection rods
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.)
Active
Application number
EP08799896A
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English (en)
French (fr)
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EP2134583A1 (de
Inventor
Alain Rodet
Christophe Eche
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.)
Alstom Transport SA
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Alstom Transport SA
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Publication date
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Priority to PL08799896T priority Critical patent/PL2134583T3/pl
Publication of EP2134583A1 publication Critical patent/EP2134583A1/de
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Publication of EP2134583B1 publication Critical patent/EP2134583B1/de
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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
    • B61F5/26—Mounting or securing axle-boxes in vehicle or bogie underframes
    • B61F5/30—Axle-boxes mounted for movement under spring control in vehicle or bogie 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
    • B61F5/26—Mounting or securing axle-boxes in vehicle or bogie underframes
    • B61F5/30—Axle-boxes mounted for movement under spring control in vehicle or bogie underframes
    • B61F5/32—Guides, e.g. plates, for axle-boxes
    • B61F5/325—The guiding device including swinging arms or the like to ensure the parallelism of the axles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
    • B61F5/00—Constructional details of bogies; Connections between bogies and vehicle underframes; Arrangements or devices for adjusting or allowing self-adjustment of wheel axles or bogies when rounding curves
    • B61F5/26—Mounting or securing axle-boxes in vehicle or bogie underframes
    • B61F5/30—Axle-boxes mounted for movement under spring control in vehicle or bogie underframes
    • B61F5/305—Axle-boxes mounted for movement under spring control in vehicle or bogie underframes incorporating rubber springs
    • 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
    • B61F5/26—Mounting or securing axle-boxes in vehicle or bogie underframes
    • B61F5/30—Axle-boxes mounted for movement under spring control in vehicle or bogie underframes
    • B61F5/32—Guides, e.g. plates, for axle-boxes

Definitions

  • the invention relates generally to suspension devices for a railway vehicle.
  • the invention relates, in a first aspect, to a device for suspending a first element on a second element of a railway vehicle according to the preamble of claim 1.
  • CH-192957 discloses a suspension device in which the elastic member is formed of two high helical springs arranged in parallel in a housing formed of two telescopic parts. Each of the two parts of the housing is fixed to one of the connecting rods, the two connecting rods not being offset longitudinally with respect to each other.
  • Such a suspension device can withstand a heavy load, but has a high height. It can not be housed under a low-floor car, especially under a low-traffic streetcar.
  • the invention aims to provide a primary suspension device of reduced vertical dimensions.
  • the invention relates to a primary suspension device according to claim 1.
  • the invention relates, according to a second aspect, to a rail vehicle bogie comprising at least one suspension device having the above characteristics.
  • the invention relates to a railway vehicle comprising at least one suspension device having the above characteristics.
  • the first element can be a body of the railway vehicle
  • the second element can be a chassis of a bogie of the railway vehicle placed under the body.
  • the frame 16 is typically formed of rails and crosspieces rigidly fixed to each other, the sleepers extending parallel to the axles and the rails perpendicular to the axles.
  • the axle boxes 18 of the two wheels associated with the same axle are arranged between the two wheels.
  • the axle box 18 associated with a wheel is disposed immediately close to this wheel, towards the inside of the bogie with respect to said wheel.
  • the axle box 18 comprises an outer casing 24 traversed by the axle 14, and a bearing, in particular a rolling bearing, interposed between the axle and the casing 24.
  • Each axle box 18 is disposed substantially in the extension of a longitudinal member of the frame 16, as shown in FIG. figure 2 .
  • Each secondary suspension device 22 is interposed between the body of the railway vehicle supported by the bogie and the frame 16 of said bogie. It is likely to suspend the body on the frame 16.
  • the two rods 26 and 28 are placed in the same vertical plane, that is to say in the same plane perpendicular to the rolling plane of the bogie, the rod 26, located above the rod 28, being called in the description that will follow the upper link, and the connecting rod 28, the lower connecting rod.
  • the two rods 26 and 28 are substantially parallel to each other and extend in a longitudinal direction substantially corresponding to the direction of the longitudinal members of the frame 16. They are thus perpendicular to the axle 14.
  • the rods 26 and 28 have between their respective first and second connection points substantially the same longitudinal length.
  • the two connecting rods 26 and 28 are offset longitudinally relative to each other when the primary suspension device 20 is at rest and also when it is under load.
  • the upper link 26 is shifted to the right of the figure 1 , that is to say towards the frame 16 relative to the lower rod 28.
  • the second connection points 34 and 36 of the upper and lower links 26 and 28 are offset longitudinally on either side of the axis of the axle 14.
  • the connecting point 34 of the upper link is offset relative to the transverse central axis of the axle 14 by a distance D towards the frame 16.
  • connection point 36 of the lower link 28 is offset by relative to the central axis of the axle 14 of the same distance D in the longitudinal direction, opposite the frame 16.
  • the rods 26 and 28 extend substantially horizontally, that is to say substantially parallel to the rolling plane of the bogie, and are entirely located at a lower vertical level at the top 40 of the casing of the box. 'axle.
  • the top 40 of the casing of the axle box is the point of this envelope located highest relative to the rolling plane of the bogie.
  • the elastic member 38 is a rubber-metal sandwich of the type described in the patent application FR-1 536 401 .
  • the elastic member 38 comprises a plurality of rubber layers 42 parallel to each other, a plurality of metal plates 44 interposed between the rubber layers 42, and end metal plates 46 disposed at the base and the top of the sandwich. .
  • the plates 44 and 46 are parallel to each other and are parallel to the rubber layers 42.
  • Each rubber layer 42 is thus disposed between two metal plates 44 and / or 46 and adheres to these plates.
  • the compression axis of such an elastic member is perpendicular to the plates 44 and 46 and to the rubber layers 42.
  • Such a sandwich has a stiffness defined both in compression and in shear, that is to say respectively in response to a force exerted in a direction perpendicular to the plane of the plates 44, 46 and the layers 42, and parallel to the plane of these plates and layers.
  • the upper and lower connecting rods 26 and 28 each comprise a lateral extension respectively 48 and 50, defining bearing surfaces facing each other, respectively 52 and 54, for the elastic member 38.
  • the elastic member 38 is taken between the surfaces 52 and 54. These surfaces 52 and 54 are parallel to each other, the end plates 46 being pressed onto the bearing surfaces and rigidly attached thereto.
  • the bearing surfaces 52 and 54 are oriented such that the compression axis of the elastic member 38 forms in the reference position an angle ⁇ between 0 ° and 90 ° with respect to the axis passing through the first connection points 30 and 32 of the two connecting rods.
  • the angle ⁇ is between 20 ° and 60 °, and is typically 30 °.
  • the two connecting rods 26 and 28 are connected to the axle box 18 of the bogie by their respective second connection points 34 and 36 by means of cylindrical elastic joints.
  • the two connecting rods are connected to the frame 16 of the bogie at their respective first connection points 30 and 32 also by cylindrical elastic joints.
  • the connecting rods 26 and 28 have at each of the connection points 30, 32, 34 and 36 a transverse axis end 56 engaged in a cylindrical orifice 58 arranged, as the case may be, either in the axle box or in the chassis 16 of the bogie (see figure 3 ).
  • An elastic sleeve 60 for example of natural or synthetic rubber, of cylindrical shape, is interposed between the end of axis 56 and the peripheral wall of the orifice 58.
  • the end of axis 56, the orifice 58 and the sleeve 60 are coaxial, of transverse axis.
  • the sleeve 60 adheres by an inner face to the end of the axis 56 and by an outer face to the peripheral wall of the orifice 58.
  • the connecting rods 26 and 28 drive the axle box 32 in a vertical movement.
  • the assembly constituted by the frame 16, the two links 26 and 28 and the axle box 18, linked by the connection points 30, 32, 34, 36 and 38 constitutes a deformable parallelogram.
  • the connecting rods 26 and 28 each take a fraction of the force F at their respective second connection points 34 and 36 , because these first connection points are placed on either side of the axle.
  • the distribution of the force between the two links 26 and 28 is a function of the position of the block between the points 30 and 32.
  • the rods 26 and 28 pivot upwards relative to the frame 16 around the first connection points 30 and 32, that is to say in a clockwise direction on the figure 2 .
  • the bearing surfaces 52 and 54 tend to get closer.
  • the pivoting of the rods 26 and 28 leads to exert on the elastic member 38 at the same time a compressive force and a shear force.
  • the elastic member works in pure compression.
  • the elastic member works in pure shear.
  • the rods 26 and 28 pivot relative to the axle box 18 around the second connection points 34 and 36, which move vertically upwards like the figure 1 represents it in phantom.
  • the axle box 18 and its top 40 also undergo a vertical upward movement, but which is not represented on the figure 1 .
  • the rods 26 and 28 rotate clockwise in the figure relative to the axle box 16 and remain at a lower level at the top 40 of the axle box, which has moved upwards.
  • the pivoting of the connecting rods 26 and 28 causes torsion, for each connecting rod, of the elastic sleeves 60 of the first connection point and the second connection point.
  • each of the connecting rods 26 and 28 tends to pivot about a substantially vertical axis relative to the axle box 14 at its second point of articulation, and also with respect to the frame 16 at its first point hinge.
  • the end of axis 56 of the connecting rod will tend to be offset relative to the cylindrical housing 58, by pivoting about a vertical axis (see arrow ⁇ of the figure 3 ).
  • a rolling motion of the axle corresponds to a rotational movement of this axle about an axis substantially parallel to the direction of movement of the bogie.
  • each connecting rod 26 and 28 tends to pivot about an axis parallel to the direction of movement of the bogie (materialized by a mixed line R on the figure 2 ) relative to the axle box 18 at the second connection point, and with respect to the frame 16 at the second connection point.
  • the end of axis 56 tends to be offset relative to the cylindrical orifice 58 by pivoting about the axis R.
  • the rods 26 and 28 each have a length L of about 400 mm between their respective first and second connection points.
  • the lever arm I is about 170 mm, the angle ⁇ is about 60 °.
  • the center distance between the primary suspensions of the same axle is approximately 1.09 m.
  • the elastic member has a compression stiffness KPc of 3.10 6 N / m and a KPs shear of 0.15 ⁇ 10 6 N / m.
  • the cylindrical elastic joints each have a radial stiffness KAr of approximately 175 ⁇ 10 6 N / m, axial KAa of about 65 ⁇ 10 6 N / m, torsion KAt of 4300 mN / rd, and conical KAc of about 0.3 ⁇ 10 6 mN. / rd.
  • the primary suspension has a vertical stiffness with respect to the wheel Kz of approximately 174 ⁇ 10 4 N / m, a stiffness parallel to the axle with respect to the wheel Ky being substantially 670 ⁇ 10 4 N / m and a stiffness with respect to the wheel in the direction of travel of the truck Kx substantially equal to 175.10 6 .
  • the roll stiffness of the axle is about 1.93.10 6 mN / rd.
  • the primary suspension device At rest, the primary suspension device has a height substantially equal to 300 mm.
  • the suspension device described above has many advantages.
  • the elastic members of the rubber-metal sandwich type are more compact than the helical springs traditionally used.
  • rubber-metal sandwiches can work in compression as well as in shear, while a coil spring can only work in compression. It is thus possible to arrange the rubber-metal sandwich-type elastic member with a ⁇ angle significantly different from 90 °, which goes in the direction of reducing the height of the suspension.
  • the suspension device can take up more load vertically than with an elastic member consisting of a coil spring.
  • each primary suspension device may for example have a height of between 200 mm and 400 mm, preferably between 250 mm and 350 mm and typically equal to 300 mm.
  • a preferred position of the rods is to offset them longitudinally symmetrically on either side of the axle, which allows to load the rods equitably in case of vertical stresses on the wheels in the case where the elastic member is located equidistant between the first connecting points of the connecting rods, as explained above.
  • the height adjustment of the suspension can be achieved by placing wedges between the rubber-metal sandwich and the bearing surfaces of the connecting rods.
  • the suspension device described above can have multiple variants.
  • the lower and upper connecting rods may not be perpendicular to the axle, but extend, on the contrary, parallel to the axle.
  • the elastic member 38 may not be a rubber-metal sandwich, but rather a coil spring or any other type of elastic member.
  • the rods can be connected to the first and second elements not by cylindrical elastic joints but by other types of articulation, for example by ball joints.
  • the elastic member can be shifted with respect to the connecting rods upwards, downwards, left or right relative to the position shown in FIG. figure 1 .
  • the connecting rods 26 and 28 may be linked by their respective second connection points 34 and 36 directly to the axles.
  • the connecting rods can also be linked by their first point of connection to other fixed parts of the bogie, for example to braking members.
  • the rods 26 and 28 may be connected by their second respective connection points 34 and 36 to the housing.
  • the casing in this case, extends substantially over the entire length of the axle, from one wheel to another.
  • the device may comprise several elastic members 38 interposed in parallel between the two connecting rods.
  • the primary suspension devices may not be disposed inward of the truck relative to the wheels, but rather immediately to the outside of the truck relative to the wheels.
  • the suspension device can be integrated in a secondary bogie suspension, the second element being in this case the chassis of the bogie, the first element being the body of the railway vehicle in the case of a non-pivoting bogie, and being the bolster the bogie in the case of a bogie pivoting relative to the body.
  • suspension devices described above can be used on bogies of all types of railway vehicles, for example trams, or any kind of train.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Springs (AREA)
  • Vibration Prevention Devices (AREA)
  • Vehicle Body Suspensions (AREA)

Claims (12)

  1. Vorrichtung zum Aufhängen eines ersten Elements (16) an einem zweiten Element (14, 16, 18) eines Schienenfahrzeugs, wobei die Vorrichtung (20) umfasst:
    - zwei Längslenker (26, 28), wovon jeder über einen ersten Verbindungspunkt (30, 32) mit dem ersten Element (16) und über einen zweiten Verbindungspunkt (34, 36) mit dem zweiten Element (14, 16, 18) verbunden werden kann,
    - wenigstens ein elastisches Organ (38), das zwischen die zwei Lenker (26, 28) eingefügt ist, um wenigstens den vertikalen Radius der Aufhängungsvorrichtung (20) zu definieren,
    wobei die zwei Lenker (26, 28) longitudinal relativ zueinander versetzt sind, dadurch gekennzeichnet, dass das oder jedes elastische Organ (36) eine Sandwichstruktur ist, die mehrere Schichten (42) aus einem elastischen Material und mehrere Metallplatten (44, 46), die zwischen die Schichten (42) aus elastischem Material eingefügt sind und an den elastischen Schichten (42) haften, unfasst, und das oder jedes elastische Organ (38) eine Kompressionsachse besitzt, die in Bezug auf eine Achse, die durch die ersten Verbindungspunkte (30, 32) der zwei Lenker (26, 28) verläuft, einen Winkel (β) im Bereich von 20° bis 60° bildet.
  2. Vorrichtung nach Anspruch 1, dadurch gekennzeichnet, dass die zwei Lenker (26, 28) im Wesentlichen zueinander parallel sind und zwischen ihren ersten und zweiten Verbindungspunkten (30, 34; 32, 36) longitudinal im Wesentlichen die gleiche Länge aufweisen.
  3. Vorrichtung nach einem der Ansprüche 1 bis 2, dadurch gekennzeichnet, dass die zwei Lenker (26, 28) in derselben vertikalen Ebene angeordnet sind.
  4. Vorrichtung nach einem der vorergehenden Ansprüche, dadurch gekennzeichnet, dass ein elastisches Organ (38) zwischen zwei Stützoberflächen (52, 54) der Lenker aufgenommen ist.
  5. Schienenfahrzeug-Fahrgestell, das wenigstens eine Aufhängungsvorrichtung (20) nach einem der Ansprüche 1 bis 4 umfasst.
  6. Fahrgestell nach Anspruch 5, dadurch gekennzeichnet, dass das erste Element (16) ein Rahmen des Fahrgestells (10) ist und das zweite Element eine Radachse (14) oder ein Radachsengehäuse (18) des Fahrgestells (10) ist.
  7. Fahrgestell nach Anspruch 6, dadurch gekennzeichnet, dass jeder der zwei Lenker (26, 28) an seinem zweiten Verbindungspunkt (34, 36) mit der Radachse (14) oder mit dem Radachsengehäuse (18) des Fahrgestells (10) über ein zylindrisches elastisches Gelenk (60) und an seinem ersten Verbindungspunkt (30, 32) mit dem Rahmen (16) des Fahrgestells (10) ebenfalls über ein zylindrisches elastisches Gelenk (60) verbunden ist.
  8. Fahrgestell nach Anspruch 7, dadurch gekennzeichnet, dass sich die Lenker (26, 28) senkrecht zu der Radachse (14) erstrecken und die zylindrischen elastischen Gelenke (60) zur Radachse (14) parallele Achsen aufweisen.
  9. Fahrgestell nach Anspruch 7, dadurch gekennzeichnet, dass die zweiten Verbindungspunkte (34, 36) der zwei Lenker (26, 28) longitudinal beiderseits der Radachse (14) symmetrisch versetzt sind.
  10. Fahrgestell nach einem der Ansprüche 6 bis 9, dadurch gekennzeichnet, dass die zwei Lenker (26, 28) auf einer vertikalen Höhe unterhalb eines Scheitelpunkts (40) der Radachse (14) oder des Radachsengehäuses (18) angeordnet sind.
  11. Schienenfahrzeug, das wenigstens eine Aufhängungsvorrichtung (20) nach einem der Ansprüche 1 bis 4 umfasst.
  12. Fahrzeug nach Anspruch 11, dadurch gekennzeichnet, dass das erste Element ein Aufbau des Schienenfahrzeugs ist und das zweite Element ein Rahmen (16) eines Fahrgestells (10) des Schienenfahrzeugs ist, das unter dem Aufbau angeordnet ist.
EP08799896A 2007-04-05 2008-03-14 Primäraufhängung für ein drehgestell eines schienenfahrzeugs Active EP2134583B1 (de)

Priority Applications (1)

Application Number Priority Date Filing Date Title
PL08799896T PL2134583T3 (pl) 2007-04-05 2008-03-14 Urządzenie usprężynowania pierwszego stopnia do wózka wagonowego pojazdu szynowego

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
FR0754314A FR2914610A1 (fr) 2007-04-05 2007-04-05 Dispositif de suspension primaire d'un bogie de vehicule ferroviaire
PCT/FR2008/050436 WO2008129206A1 (fr) 2007-04-05 2008-03-14 Dispositif de suspension primaire d'un bogie de véhicule ferroviaire

Publications (2)

Publication Number Publication Date
EP2134583A1 EP2134583A1 (de) 2009-12-23
EP2134583B1 true EP2134583B1 (de) 2011-09-14

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Family Applications (1)

Application Number Title Priority Date Filing Date
EP08799896A Active EP2134583B1 (de) 2007-04-05 2008-03-14 Primäraufhängung für ein drehgestell eines schienenfahrzeugs

Country Status (10)

Country Link
US (1) US8136455B2 (de)
EP (1) EP2134583B1 (de)
KR (1) KR101489875B1 (de)
CN (1) CN101646590B (de)
AT (1) ATE524364T1 (de)
CA (1) CA2681344C (de)
ES (1) ES2368971T3 (de)
FR (1) FR2914610A1 (de)
PL (1) PL2134583T3 (de)
WO (1) WO2008129206A1 (de)

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FR2914610A1 (fr) * 2007-04-05 2008-10-10 Alstom Transport Sa Dispositif de suspension primaire d'un bogie de vehicule ferroviaire
CN101844567B (zh) * 2010-04-27 2011-11-09 南车长江车辆有限公司 大抗菱刚度铁道货车转向架
CN101830233B (zh) * 2010-05-14 2011-11-09 南车长江车辆有限公司 全旁承承载式铁道货车转向架
FR2970457B1 (fr) 2011-01-17 2013-02-15 Alstom Transport Sa Bogie de vehicule ferroviaire suspendu
DE102011110090A1 (de) 2011-08-12 2013-02-14 Bombardier Transportation Gmbh Radträgeranlenkung für ein Schienenfahrzeug
EP2835300B1 (de) * 2012-04-06 2018-01-10 Kawasaki Jukogyo Kabushiki Kaisha Schienenfahrzeugfahrgestell
US9352757B2 (en) * 2012-04-06 2016-05-31 Kawasaki Jukogyo Kabushiki Kaisha Railcar bogie
JP5765292B2 (ja) * 2012-05-21 2015-08-19 新日鐵住金株式会社 鉄道車両の台車枠
JP5772761B2 (ja) * 2012-08-13 2015-09-02 新日鐵住金株式会社 鉄道車両の台車枠
JP6110669B2 (ja) * 2013-01-10 2017-04-05 川崎重工業株式会社 鉄道車両用台車及びそれを備えた鉄道車両
FR3049253B1 (fr) * 2016-03-25 2018-04-20 Alstom Transport Technologies Bogie de vehicule ferroviaire comprenant un chassis abaisse
RU2656756C1 (ru) * 2017-02-16 2018-06-06 Федеральное государственное бюджетное образовательное учреждение высшего образования "Елецкий государственный университет им. И.А. Бунина" Тепловозная трёхосная тележка
RU2661374C1 (ru) * 2017-03-06 2018-07-16 Закрытое акционерное общество Научная организация Тверской институт вагоностроения (ЗАО НО "ТИВ") Буксовое подвешивание тележки железнодорожного транспортного средства
CN112356866B (zh) * 2020-12-07 2024-07-23 西南交通大学 一种用于轨道车辆转向架的一系悬挂装置

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CN2493473Y (zh) * 2001-08-30 2002-05-29 株洲车辆厂 铁道车辆用轴箱悬挂摆动式转向架
US7185902B1 (en) * 2003-03-14 2007-03-06 Altair Engineering, Inc. Strut suspension with pivoting rocker arm
US7234723B2 (en) * 2003-06-27 2007-06-26 E-Z Ride Corp. Bolster spring suspension assembly
FR2914607B1 (fr) * 2007-04-05 2014-03-28 Alstom Transport Sa Bogie motorise pour tramway
FR2914610A1 (fr) * 2007-04-05 2008-10-10 Alstom Transport Sa Dispositif de suspension primaire d'un bogie de vehicule ferroviaire

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Publication number Publication date
PL2134583T3 (pl) 2012-02-29
EP2134583A1 (de) 2009-12-23
WO2008129206A1 (fr) 2008-10-30
ES2368971T3 (es) 2011-11-24
CN101646590B (zh) 2011-12-14
CA2681344C (fr) 2015-11-24
KR20090130076A (ko) 2009-12-17
US8136455B2 (en) 2012-03-20
FR2914610A1 (fr) 2008-10-10
ATE524364T1 (de) 2011-09-15
KR101489875B1 (ko) 2015-02-04
US20100107923A1 (en) 2010-05-06
CA2681344A1 (fr) 2008-10-30
CN101646590A (zh) 2010-02-10

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