EP2199174A2 - Véhicule, notamment ferroviaire, doté d'un dispositif anti-roulis - Google Patents

Véhicule, notamment ferroviaire, doté d'un dispositif anti-roulis Download PDF

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Publication number
EP2199174A2
EP2199174A2 EP09179522A EP09179522A EP2199174A2 EP 2199174 A2 EP2199174 A2 EP 2199174A2 EP 09179522 A EP09179522 A EP 09179522A EP 09179522 A EP09179522 A EP 09179522A EP 2199174 A2 EP2199174 A2 EP 2199174A2
Authority
EP
European Patent Office
Prior art keywords
vehicle
roll device
car body
roll
coupling device
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.)
Withdrawn
Application number
EP09179522A
Other languages
German (de)
English (en)
Other versions
EP2199174A3 (fr
Inventor
Volker Brundisch
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 Transportation Germany GmbH
Original Assignee
Bombardier Transportation GmbH
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 Bombardier Transportation GmbH filed Critical Bombardier Transportation GmbH
Publication of EP2199174A2 publication Critical patent/EP2199174A2/fr
Publication of EP2199174A3 publication Critical patent/EP2199174A3/fr
Withdrawn legal-status Critical Current

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
    • B61D3/00—Wagons or vans
    • B61D3/10—Articulated vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
    • 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
    • B61G—COUPLINGS; DRAUGHT AND BUFFING APPLIANCES
    • B61G5/00—Couplings for special purposes not otherwise provided for
    • B61G5/02—Couplings for special purposes not otherwise provided for for coupling articulated trains, locomotives and tenders or the bogies of a vehicle; Coupling by means of a single coupling bar; Couplings preventing or limiting relative lateral movement of vehicles

Definitions

  • the present invention relates to a vehicle, in particular a rail vehicle, with a vehicle longitudinal axis, a first vehicle module with a first car body, a second vehicle module with a second car body and a third vehicle module with a third car body.
  • the second vehicle module and the third vehicle module are arranged adjacent to the first vehicle module in the direction of the vehicle longitudinal axis in each case one of the two ends of the first vehicle module.
  • the first car body and the second car body are connected via a first anti-roll device, while the first car body and the third car body are connected via a second anti-roll device, wherein the respective anti-roll device counteracts rolling movements about the vehicle longitudinal axis between the connected car body.
  • the first anti-roll device and the second anti-roll device are coupled to one another via a coupling device for opposing mutual influencing.
  • the first vehicle module is a chassis-less module with a car body, which is supported on the two vehicle longitudinally adjacent vehicle modules, which in turn are provided with trolleys. Because of the two-sided suspension of the adjacent vehicle modules, the middle, first vehicle module is often referred to as litter.
  • the anti-roll bars between the vehicle modules ensure, on the one hand, that undesirable high relative roll movements (around a rolling axis parallel to the vehicle longitudinal axis) do not occur when passing through unbroken straight track sections or track curves.
  • the opposite coupling of the anti-roll bars ensures that it can not come to the initiation of undesirably high torsional loads of the car bodies by the opposite rolling movements of the adjacent to the (middle) first car body car bodies when driving over track.
  • the present invention is therefore based on the object to provide a vehicle of the type mentioned above, which does not have the abovementioned disadvantages or at least to a lesser extent and in particular with a simpler design of the coupling device, a reliable reduction of the torsional load of the vehicle modules in twisted track sections allows.
  • the present invention solves this problem starting from a vehicle according to the preamble of claim 1 by the features stated in the characterizing part of claim 1.
  • the present invention is based on the technical teaching that allows a simple and reliable way to reduce the torsional load of the vehicle components in twisted track sections when the two anti-roll devices on the coupling device (instead of the two anti-roll devices at both ends of the comparatively long wheelless litter) the ends of an optionally provided with a chassis, in relation to at least one of the two adjacent vehicle modules short vehicle module are connected. It has been found that on the one hand also a significant reduction of the torsional loads of the car bodies, in particular wheelless litter, can be achieved, while on the other hand, the coupling device possibly even considerably simplified, since the short (possibly provided with a chassis) vehicle module in usually even shorter (possibly even many times shorter) can be designed and will. Correspondingly shorter is thus also the distance to be bridged by the coupling device between the two anti-roll bars, so that their design is simplified.
  • this relates to a vehicle, in particular a rail vehicle, having a vehicle longitudinal axis, a first vehicle module having a first vehicle body, a second vehicle module having a second vehicle body and a third vehicle module having a third vehicle body, wherein the second vehicle module and the third vehicle module the first vehicle module in the direction of the vehicle longitudinal axis respectively adjacent to one of the two ends of the first vehicle module are arranged.
  • the first car body and the second car body are connected via a first anti-roll device, while the first car body and the third car body are connected via a second anti-roll device, wherein the respective anti-roll device counteracts rolling movements about the vehicle longitudinal axis between the connected car body.
  • the first anti-roll device and the second anti-roll device are coupled to one another via a coupling device for opposing mutual influencing.
  • the first carbody Seen in the direction of the vehicle longitudinal axis, the first carbody has a first length, the second carbody a second length and the third carbody a third length, wherein the first length is small compared to the second length and / or the third length.
  • the first vehicle module is significantly shorter than the second or third vehicle module formed, since this way particularly advantageous designs can be achieved.
  • any length ratios between the vehicle modules can be selected as long as there is a noticeable difference in length. It is preferably provided that the first length is at most 60%, preferably at most 40%, more preferably at most 25% of the second length and / or the third length.
  • the invention can basically be used in connection with any vehicle configurations.
  • both the first car body and at least one of the two adjacent car bodies can be supported on at least one other chassis.
  • Particularly advantageous designs result when the first vehicle body is supported on a chassis, while the second vehicle module and / or the third vehicle module is formed without a vehicle.
  • the opposing coupling of the two anti-roll devices can in principle be designed in any suitable manner, which avoids the introduction of excessive torsional moments in the car bodies.
  • the coupling device is designed such that a first change in state of the first anti-roll device, the counterforce (thus without external, counteracting restoring forces) under a first rolling motion of the second car body with respect to the first car body takes place, via the coupling device causes a second state change of the second anti-roll device, which takes place under a counter to the first rolling motion second rolling motion of the third car body with respect to the first car body.
  • the opposing state change (displacement and / or length change, etc.) of the two anti-roll devices achieves the positive reduction of the torsional load of the first vehicle component, already described above, on the one hand.
  • the anti-roll devices can unfold their rolling motion limiting effect to the full extent. In other words, the effectiveness of the anti-roll devices is not compromised in cases where they are actually to be used.
  • the opposite coupling of the two anti-roll devices can basically be done in any suitable manner.
  • the two anti-roll devices can also experience different state changes.
  • one of the roll supports may experience a change in length while the other undergoes a displacement.
  • the coupling device is designed such that a counterforce-free first state change, in particular a first displacement and / or a first change in length of the first anti-roll device, causes a reverse second state change of the second anti-roll device.
  • connection of the coupling device to respective anti-roll device can basically be done in any suitable manner. For example, if you have one in yourself Adjusting device (for example, a working cylinder or an adjusting spindle, etc.) be provided adjustable anti-roll device, that the coupling device attaches to this adjusting device and makes the coupling via an influence on the adjusting device (for example via the hydraulic coupling of the working spaces of the working cylinder).
  • Adjusting device for example, a working cylinder or an adjusting spindle, etc.
  • the coupling is preferably carried out in the region of articulation of the respective anti-roll device to the relevant body, so that a change in state of the respective anti-roll device a simple shift in the region of the articulation point can be selected. It is therefore preferably provided that the first anti-roll device is articulated in a first articulation point on the coupling device, the second anti-roll device is articulated in a second articulation point on the coupling device.
  • the coupling device is designed in this case such that a counterforce-free first displacement of the first coupling point causes an opposite second displacement of the second coupling point.
  • the coupling device is designed such that a counterforce-free first displacement of the first pivot point causes an opposite second displacement of the second pivot point.
  • the coupling device can be made particularly simple, since such counter-rotating movement of the two articulation points can optionally be realized simply via a single pivotally mounted lever arm with two free ends, on each of which one of the articulation points is located.
  • the motion translation achieved by the coupling device can in principle be chosen arbitrarily and adapted to the construction and design of the anti-roll device connected to the respective side of the coupling device.
  • the first displacement and the second displacement are essentially the same amount have divergent directions, in particular substantially opposite direction.
  • the coupling device on the same side of the vehicle longitudinal axis located parts of the first anti-roll device and the second anti-roll device connects.
  • the coupling device preferably also connects components of the first anti-roll device and the second anti-roll device, which have the same function and / or position within the respective anti-roll device. This makes it possible to achieve particularly simple construction variants with simple kinematics.
  • the coupling device preferably comprises at least one first lever arm pivotably connected to the first carriage body about a first pivot point, wherein the first pivot point is arranged in the kinematic chain between the first anti-roll device and the second anti-roll device.
  • the first lever arm comprises a free first end and a free second end, wherein the first end is directly connected to the first anti-roll device and the second end is connected directly or via further intermediate elements with the second anti-roll device.
  • one of the articulation points can then be arranged in each case.
  • the coupling device comprises at least one second lever arm pivotably connected to the first carriage body about a second pivot point, wherein the second pivot point is arranged in the kinematic chain between the first anti-roll device and the second anti-roll device and the second Lever with the first lever arm via at least one coupling element, in particular a push rod is connected.
  • the coupling device can be designed in any suitable manner in order to achieve the above-mentioned opposite state changes of the anti-rolling devices or on the anti-roll devices. So it can be formed purely mechanically by a lever mechanism or the like. Likewise, it can also be wholly or partially realized via a fluidic transmission, for example a hydraulic transmission be.
  • the coupling device comprises at least one first working cylinder connected to the first anti-roll device, in particular a first hydraulic cylinder
  • the coupling device comprises at least one second working cylinder, in particular a second hydraulic cylinder, connected to the second anti-roll device
  • the coupling device comprises at least one connecting line for a working medium, in particular a hydraulic fluid, connecting the first working cylinder and the second working cylinder.
  • first working cylinder is part of the first anti-roll device and / or the second working cylinder is part of the second anti-roll device so that eventually only one connecting line for the medium is ultimately required in addition to the respective anti-roll device.
  • the coupling device comprises a damping device and / or an adjusting device in order to dampen the movements occurring in the arrangement (and so for example to reduce dynamic loads) and / or to generate active actuating forces (and the like) for example, to actively generate desired rolling movements between the car bodies).
  • FIGS. 1 and 2 show schematic plan views of a five-part vehicle 101 according to the invention ( FIG. 1 ) or a part of the vehicle 101, which has a first vehicle module 101.1, a second vehicle module 101.2, a third vehicle module 101.3, a fourth vehicle module 101.4, a fifth vehicle module 101.5, and a vehicle longitudinal axis 101.6.
  • the middle, first vehicle module 101.1 comprises a first vehicle body 102 which is supported on a chassis 102.1 via corresponding spring devices. At the two ends of the first vehicle module 101.1 adjoin the second vehicle module 101.2 and third vehicle module 101.3, which are each designed without a chassis.
  • the second vehicle module 101.2 in this case has a second car body 103, while the third vehicle module 101.3 has a third car body 104.
  • the second car body 103 is supported on the one hand on the first car body 102 and on the other hand on a fourth car body 105 of the fourth vehicle module 101.4, which in turn is supported via corresponding spring devices on a chassis 105.1.
  • the third car body 104 is supported on the one hand on the first car body 102 and on the other hand on a fifth car body 106 of the fifth vehicle module 101.5, which in turn is supported via corresponding spring devices on a chassis 106.1.
  • the second car body 103 and the third car body 104 are designed in the manner of a so-called wheelless litter.
  • the vehicle modules 101.1 to 101.5 are, as will be explained in more detail below, coupled to each other to ensure the power transmission between them.
  • the vehicle spaced hinge means may be provided which typically provide additional functions in addition to the pivotal movements between the coupled car bodies in at least one direction.
  • the joints are to be discussed, which have significant influence on the reciprocal rolling movements (about the vehicle longitudinal axis 101.6) between the car bodies, while the other joints are not mentioned in more detail and are not shown in the figures for reasons of clarity.
  • the rods 107 thus prevent the car bodies 102, 103 and 104 from swaying relative to one another while at the same time allowing relative pitching movements of the car bodies 102, 103 and 104, as may occur when driving on track sills or bumps.
  • a track warp generated relative bank of successive segments of a articulated train required.
  • FIG. 1 in plan view the situation on a flat track and the FIG. 2 the situation on a twisted track represents:
  • a respective rolling support means 108 and 109 is arranged between the respective second car body 103, 104 and the first car body 102 .
  • a first anti-roll device 108 is provided between the second car body 103 and the first car body 102, while between the third car body 104 and the first car body 102, a second anti-roll device 109 is provided.
  • the first anti-roll device is designed in the form of a first pull-push rod 108 which, on the one hand, is articulated pivotably on a bracket on the second vehicle body 103. At its end facing the first vehicle body 102, the first rod 108 is rotatably mounted in a first articulation point 108.1 in a first free end of a first lever arm 110.1 of a coupling device 110, the function of which will be explained in more detail below.
  • the second anti-roll device 109 is designed in the form of a second pull-push rod 109, which is articulated on the one hand pivotally on a console on the third car body 104.
  • the second rod 109 is rotatably mounted in a second articulation point 109.1 in a first free end of a second lever arm 110.2 of the coupling device 110.
  • the first lever arm 110.1 and the second lever arm 110.2 are mechanically connected via a coupling rod 110.3, so that the first anti-roll device 108 is mechanically coupled via the coupling device 110 to the second anti-roll device 109.
  • the first lever arm 110.1 designed as a short angle lever is pivotably connected to the first car body 102 in the vicinity of the first anti-roll device 108 about a first pivot point 110.4 with a first pivot axis.
  • the first pivot axis is located in the region of the bend of the first lever arm 110.1 and is fixedly connected to the first carriage body 102.
  • the second lever arm 110.2 which is likewise designed as a short angle lever, is pivotably connected to the first vehicle body 102 in the vicinity of the second anti-roll device 109 about a second pivot point 110.5 with a second pivot axis.
  • the second pivot axis is located in the region of the bend of the second lever arm 110.2 and is fixedly connected to the body 102.
  • the coupling rod 110.3 is articulated.
  • the first articulation point 108.1 and the second articulation point 109.1 in turn form bearing points of the respective anti-roll device 108 or 109 with respect to the first vehicle body 102, ie a bearing point of the anti-roll device 108 or 109, the non-actuation or fixation of the coupling device 110 and upon actuation of the anti-roll device 108 or 109 with respect to the first vehicle component, that is, the first car body 102, is stationary.
  • the first lever arm 110.1 and the second lever arm 110.2 preferably have identical dimensions and are arranged symmetrically to the transverse center plane of the first car body 102.
  • the coupling rod 110.3 extends continuously on one side of the connecting straight line of the pivot points 110.4 and 110.5, so that a counter-force-free deflection of the first free end of the first lever arm 110.1 generates an opposite deflection of the first free end of the second lever arm 110.2 and vice versa.
  • the coupling device 110 causes opposing deflections of the first articulation point 108.1 and the second articulation point 109.1 of the respective anti-roll device 108 and 109 and thus in the context of the present invention, an opposite state change of the respective anti-roll device 108 and 109.
  • the amount of the deflections is the same, while the directions are respectively opposite.
  • first lever arm and the second lever arm need not necessarily be articulated in the on the first car body. Rather, at least one of the two can also be articulated to the respectively adjacent to the first car body second or third car body (which then, of course, the respective lever arm remote from the other end of the anti-roll device is hinged to the first car body).
  • the coupling rod 110.3 undergoes no appreciable force, but also moves almost without resistance in the vehicle longitudinal direction 101.1
  • the brackets on the car bodies 102, 103, 104 and the car bodies 102, 103, 104 themselves not as in the conventional case with the rods 107 with constraining forces loaded.
  • the supported on the chassis 102.1 first car body 102 in the direction of the longitudinal axis 101.6 (first) length, which is significantly smaller than the (second) length of the second car body 103 and the (third) length of the third car body 104th of the two adjacent vehicle-less vehicle modules 101.2 and 101.3.
  • This has the advantage that the coupling device 110 can be made significantly shorter and therefore simpler than in conventional solutions in which the coupling device is arranged on the usually much longer trolley-less sedan chairs.
  • the first length is about 25% of the second length and the third length. It is understood, however, that the other variants of the invention may be provided that the first length is at most 60%, preferably at most 40%, the second length and / or the third length. This can be achieved in any case, the advantages described above.
  • FIG. 1 It can also be seen that the second vehicle body 103 and the fourth vehicle body 105 are coupled at least by means of a simple joint 111, which optionally does not allow rolling movements between the second vehicle body 103 and the fourth vehicle body 105.
  • this is not critical, since in the present example, the fourth car body 105 (preferably the same extent as the first car body 102) in the longitudinal direction of the vehicle 101 is significantly shorter than the second car body 103, so that the unit of the second car body 103 and the fourth car body 105 in terms of rolling movements ultimately behaves like a conventional long car body in which thanks to the coupling device 110 but in particular the torsional loads (about the longitudinal axis 101.6) are significantly reduced.
  • the third car body 104 and the fifth car body 106 are also coupled at least via a simple joint 111, which optionally no rolling movements between the third car body 104 and the fifth Car body 106 allows.
  • the coupling device 110 may be provided with a damping device and / or an active actuating device, as indicated by the dashed contour 112.
  • a damping device and / or actuator 112 may be an attenuation or (controlled by a corresponding control device) an active adjustment of the coupling of the rolling movements between the first, second and third car body 102 to 104.
  • an active adjustment of the motion ratio of the coupling device 110 can optionally be undertaken.
  • FIG. 3 A further advantageous embodiment of the vehicle 201 according to the invention with the car bodies 202, 211, 212 is in FIG. 3 shown.
  • the vehicle 201 corresponds to in its basic design and operation of the vehicle 101 FIG. 1 , so that only the differences should be discussed here.
  • the only difference from the execution FIG. 1 consists in the design of the two anti-roll devices 208 and 209 and the coupling device 210, via which the two anti-roll devices 208 and 209 are coupled together.
  • the two anti-roll devices 208 and 209 are each fixed in position to the respective first vehicle body 202 and second or third vehicle body 203 or 204, respectively.
  • the two anti-roll devices 208 and 209 are not formed as rigid rods, but each comprise a working cylinder 208.1 and 209.1, by means of which the length of the anti-roll device 208 and 209 can be adjusted via a working fluid.
  • the coupling device 210 comprises a hydraulic coupling in the form of a hydraulic line 210.3 via which the working spaces of the working cylinders 208.1 and 209.9 (in any suitable manner) are connected in order to achieve the opposite coupling of the two anti-rolling devices 208 and 209.
  • the hydraulic coupling device described above may also be provided with an active actuating device and / or a damping device, as shown in FIG. 3 is indicated by the contour 212.
  • a corresponding pump and control unit or the like may be provided, which modifies the degree of filling of the working spaces of the hydraulic cylinders in accordance with the specifications of a control device.
  • FIG. 4 A further advantageous embodiment of the vehicle 301 according to the invention with the car bodies 302, 311, 312 is shown in FIG FIG. 4 shown.
  • the vehicle 301 corresponds in its basic design and operation of the vehicle 101 from FIG. 1 , so that only the differences should be discussed here.
  • the only difference from the execution FIG. 1 consists in the design of the anti-roll device 308 and the coupling device 310, via which the two anti-roll devices 308 and 309 are coupled together.
  • the anti-roll device 308 is designed as a swivel fixed to the second car body 303. It is understood, however, that in other variants of the invention, a design with a rigid rod may be provided, as in FIG. 4 is indicated by the contour 313.
  • the coupling device 310 further comprises simply a first lever 310.1, at the ends of which the two anti-roll devices 308 and 309 are articulated and at an articulation point 310.4 (in the center region of the car body 302) on the vehicle body 302 (Rotatable about the vertical axis of the car body 302) is articulated.
  • a first lever 310.1 at the ends of which the two anti-roll devices 308 and 309 are articulated and at an articulation point 310.4 (in the center region of the car body 302) on the vehicle body 302 (Rotatable about the vertical axis of the car body 302) is articulated.
  • the present invention has been described above solely by means of examples of rail vehicles with a central support module with chassis and two wheelless litter adjacent thereto. It should be mentioned again, however, that the invention can also be used in conjunction with any other vehicle constellations in which at least one of the two adjacent to the short first vehicle module vehicle modules is also supported on at least one chassis.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Vehicle Body Suspensions (AREA)
  • Body Structure For Vehicles (AREA)
EP09179522A 2008-12-22 2009-12-16 Véhicule, notamment ferroviaire, doté d'un dispositif anti-roulis Withdrawn EP2199174A3 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE200810063768 DE102008063768A1 (de) 2008-12-22 2008-12-22 Fahrzeug mit Wankstützen
DE202009000688U DE202009000688U1 (de) 2008-12-22 2009-01-16 Fahrzeug mit Wankstützen

Publications (2)

Publication Number Publication Date
EP2199174A2 true EP2199174A2 (fr) 2010-06-23
EP2199174A3 EP2199174A3 (fr) 2011-11-02

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Application Number Title Priority Date Filing Date
EP09179522A Withdrawn EP2199174A3 (fr) 2008-12-22 2009-12-16 Véhicule, notamment ferroviaire, doté d'un dispositif anti-roulis

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Country Link
EP (1) EP2199174A3 (fr)
DE (2) DE102008063768A1 (fr)
RU (1) RU2009147500A (fr)

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2015158515A1 (fr) * 2014-04-17 2015-10-22 Siemens Aktiengesellschaft Liaison articulée pour véhicule ferroviaire
JP2018510813A (ja) * 2015-04-07 2018-04-19 ヘルシンギン カウプンギン リーケンネリーケライトス 鉄道車両

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102015008796B4 (de) 2015-07-10 2021-02-25 Rheinmetall Waffe Munition Gmbh Waffe mit einem Rohrbündel

Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CH359733A (de) * 1957-12-06 1962-01-31 Schweiz Wagons Aufzuegefab Schienengliederzug
EP0519813A1 (fr) * 1991-06-20 1992-12-23 Gec Alsthom Sa Dispositif de liaison pour véhicules articulés, notamment ferroviaires
US5372073A (en) * 1989-08-21 1994-12-13 Schindler Waggon Ag Truck for low-platform cars
EP1580093A2 (fr) * 2004-03-26 2005-09-28 Siemens Aktiengesellschaft Véhicule, notamment guidé sur rails, comportant des caisses reliées de manière articulée
DE102005041162A1 (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

Patent Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CH359733A (de) * 1957-12-06 1962-01-31 Schweiz Wagons Aufzuegefab Schienengliederzug
US5372073A (en) * 1989-08-21 1994-12-13 Schindler Waggon Ag Truck for low-platform cars
EP0519813A1 (fr) * 1991-06-20 1992-12-23 Gec Alsthom Sa Dispositif de liaison pour véhicules articulés, notamment ferroviaires
EP1580093A2 (fr) * 2004-03-26 2005-09-28 Siemens Aktiengesellschaft Véhicule, notamment guidé sur rails, comportant des caisses reliées de manière articulée
DE102005041162A1 (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

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2015158515A1 (fr) * 2014-04-17 2015-10-22 Siemens Aktiengesellschaft Liaison articulée pour véhicule ferroviaire
JP2018510813A (ja) * 2015-04-07 2018-04-19 ヘルシンギン カウプンギン リーケンネリーケライトス 鉄道車両

Also Published As

Publication number Publication date
EP2199174A3 (fr) 2011-11-02
DE202009000688U1 (de) 2009-05-20
DE102008063768A1 (de) 2010-07-01
RU2009147500A (ru) 2011-06-27

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