EP2204308A2 - Véhicule comprenant plusieurs caisses reliées de manière articulée - Google Patents

Véhicule comprenant plusieurs caisses reliées de manière articulée Download PDF

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Publication number
EP2204308A2
EP2204308A2 EP09179554A EP09179554A EP2204308A2 EP 2204308 A2 EP2204308 A2 EP 2204308A2 EP 09179554 A EP09179554 A EP 09179554A EP 09179554 A EP09179554 A EP 09179554A EP 2204308 A2 EP2204308 A2 EP 2204308A2
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EP
European Patent Office
Prior art keywords
vehicle
resistor
pivot axis
car body
hinge
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Withdrawn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
EP09179554A
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German (de)
English (en)
Other versions
EP2204308A3 (fr
Inventor
Michael Petz
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 EP2204308A2 publication Critical patent/EP2204308A2/fr
Publication of EP2204308A3 publication Critical patent/EP2204308A3/fr
Withdrawn legal-status Critical Current

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    • 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
    • B61F5/38—Arrangements or devices for adjusting or allowing self- adjustment of wheel axles or bogies when rounding curves, e.g. sliding axles, swinging axles
    • 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 first carbody unit, a second carbody unit and a third carbody unit, wherein the first carbody unit is articulated to the second carbody unit via a first hinge means about a first pivot axis and the second carbody unit to the third carbody unit is hingedly connected about a second pivot axis via a second hinge device.
  • the first pivot axis and the second pivot axis extend in a neutral position of the vehicle to a first vehicle axis substantially parallel.
  • the first hinge means has a first resistance to deflection about the first pivot axis from the neutral position, while the second hinge means has a second resistance to deflection about the second pivot axis from the neutral position.
  • the present invention further relates to a method of operating such a vehicle.
  • the present invention is therefore based on the object to provide a vehicle or a method of the type mentioned above, which does not have the disadvantages mentioned above, or at least to a lesser extent and in particular in a simple, as far as possible standardized structure adhering to a Variety of different envelopes under the widest possible utilization of the permissible axle loads of the chassis 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. It solves this problem further starting from a method according to the preamble of claim 21 by the features stated in the characterizing part of claim 21.
  • the present invention is based on the technical teaching that, with a largely standardized structure, it is possible to comply with a large number of different envelopes with as much utilization as possible of the permissible axle loads of the running gears, if the articulation devices of adjacent vehicle body units have an at least temporarily different resistance to the deflection be executed from its neutral position. It should be mentioned at this point that the neutral position of the vehicle in the sense of the present invention is intended to designate the state of the vehicle on a straight, flat driving route when driving straight ahead.
  • an adaptation to different envelopes can also be achieved with the same vehicle, whereby the degree of standardization of the vehicles as well as their versatility increases and the production costs for the respective vehicle decrease.
  • an active adjustment of at least one of the resistors can also be provided, so that an adaptation to the respective shape of the envelope of the current section to be traveled through is optionally possible even while driving.
  • the present invention therefore relates to a vehicle, in particular a rail vehicle, with a first carbody unit, a second carbody unit and a third carbody unit, wherein the first carbody unit is pivotally connected to the second carbody unit via a first hinge means about a first pivot axis and the second carbody unit is pivotably connected to the third carbody unit via a second hinge means about a second pivot axis.
  • the first pivot axis and the second pivot axis extend in a neutral position of the vehicle to a first vehicle axis substantially parallel.
  • the first hinge means has a first resistance to deflection about the first pivot axis from the neutral position, while the second hinge means has a second resistance to deflection about the second pivot axis from the neutral position.
  • the first hinge device and the second hinge device are designed such that the first resistor at least temporarily has a different value than the second resistor.
  • the respective carbody unit to be basically constructed in any suitable manner.
  • individual carbody units in turn to have a plurality of car bodies possibly connected via further articulated devices.
  • a single car body is provided per car body unit.
  • the first car body unit comprises a first car body
  • the second car body unit comprises a second car body
  • the third car body unit comprises a third car body.
  • the first car body is connected to the second car body via the first hinge means, while the second car body is connected to the third car body via the second hinge means.
  • the first resistor deviates from the second resistor by at least 10% of the second resistor, preferably at least 25% of the second resistor, more preferably at least 50% of the second resistor. In this way, a particularly favorable, well-defined temporal distribution of the deflection of the two hinge devices when driving through curved sections can be carried out.
  • the deflection initially concentrates on the "softer" of the two hinge devices up to a limit deflection or a limiting angle, while above or beyond the limit deflection or even mainly a deflection at the other, "stiffer" joint device takes place.
  • the first joint device and the second joint device are designed such that when entering the vehicle in a curved section until reaching a first pivot angle at one of the two hinge devices at least primarily in the region of this hinge means a first angular displacement between the connected thereto Car body units takes place about the associated pivot axis, while in the region of the other of the two hinge devices at most a small second angular deflection between the carbody units connected thereto about the associated pivot axis.
  • the second angular deflection is at most 20% of the first angular deflection, preferably at most 10% of the first Angular deflection, more preferably at most 5% of the first angular deflection. This makes it possible to achieve a particularly favorable adaptation to typical envelopes.
  • both hinge devices undergo a significant, further deflection.
  • the initially "softer” joint means at least increasingly stiffened, so that the deflection is then mainly at the hitherto "stiffer" other joint means.
  • the first hinge means and the second hinge means are formed such that after reaching the first pivot angle on one of the two hinge means at least primarily in the area of the other of the two hinge means, a third angular displacement between the connected thereto Wagenkastenticianen about the associated pivot axis, while in Area of the one of the two hinge devices at most a small fourth angular deflection between the car body units connected thereto about the associated pivot axis.
  • the fourth angular deflection is preferably at most 20% of the third angular deflection, preferably at most 10% of the third angular deflection, more preferably at most 5% of the third angular deflection, in order to achieve a particularly favorable adaptation to typical envelope curves.
  • the different resistance to the deflection, thus the different stiffness of the two hinge devices can basically be achieved in any suitable manner.
  • the different resistance via elastic (mechanical and / or pneumatic) springs and / or (hydraulic, pneumatic and / or mechanical friction acting) damper and / or correspondingly active actuators, etc. can be realized.
  • Different modes of action or any suitable combinations of such principles of action can be realized in the region of the two joint devices (thus, in the region of one joint device another principle of action or another combination of active principle can be realized than in the region of the other joint device).
  • the different resistances are realized, for example via elastic spring means in the range of at least one of the hinge devices.
  • the first hinge device comprises a first spring device which has a first spring constant and generates at least a contribution to the first resistor
  • the second hinge device comprises a second spring device which has a second spring constant and at least one contribution to the second Resistance generated, wherein the first spring constant deviates at least temporarily from the second spring constant.
  • the first spring constant deviates from the second spring constant by at least 10% of the second spring constant, preferably at least 25% of the second spring constant, more preferably at least 50% of the second spring constant, in order to realize the desired precisely defined sequence of the deflection ,
  • Such spring devices has the advantage that a precisely defined ratio of the deflections at the two joint devices can be set in a simple manner via the respective spring constant.
  • Particularly variable vehicles according to the invention are characterized in that the first spring constant and / or the second spring constant is adjustable.
  • an actively controllable adjustment for adjusting the first spring constant and / or the second spring constant is then provided in order to make the adjustment, possibly even while driving.
  • the first hinge device comprises a first damper device which has a first damping constant and generates at least a contribution to the first resistor
  • the second hinge device comprises a second damper device which has a second damping constant and at least one contribution to the second damper second resistance generated.
  • the first damping constant deviates at least temporarily from the second damping constant to achieve the desired difference between the first and second resistances.
  • the respective damping constant can again be chosen in any suitable manner.
  • the first damping constant deviates by at least 10% of the second damping constant, preferably at least 25% of the second damping constant, more preferably at least 50% of the second Damping constant, from the second damping constant, in order to achieve a particularly favorable time profile of the respective deflection.
  • the adjustability of at least one resistor may be provided by the first damping constant and / or the second damping constant is adjustable.
  • an actively controllable adjusting device for adjusting the first damping constant and / or the second damping constant is provided to make the adjustment, possibly even while driving.
  • the first hinge device comprises a first friction pair, which generates at least a contribution to the first resistance via a first friction torque
  • the second hinge device comprises a second friction pair, at least over a second friction torque generates a contribution to the second resistor.
  • the first friction torque deviates at least temporarily from the second friction torque, wherein it is preferably provided that the first friction torque deviates from the second friction torque by at least 10% of the second friction torque, preferably at least 25% of the second friction torque, more preferably at least 50% of the second friction torque ,
  • the first friction torque and / or the second friction torque is adjustable, wherein the setting on the geometry of the friction surface and / or the friction coefficient of the pairing and / or the contact force between the friction partners can be done.
  • an actively controllable adjusting device for adjusting the first friction torque and / or the second friction torque may be provided (for example, an adjusting device for adjusting the contact force).
  • the active adjustment of the respective resistance can in principle be effected as a function of one or more arbitrary suitable variables, which is or are representative of the shape of the currently to be observed envelope.
  • the adjustment takes place as a function of the curvature of the currently traveled section of the route.
  • an actively controllable adjusting device for adjusting the first resistor and / or the second resistor and a control device for driving the adjusting device is provided.
  • the adjusting device has a detection device for detecting at least one detection variable representative of a curvature of the currently traveled road section, while the control device for driving the Adjusting device is formed in dependence on the current value of the detection variable.
  • the setting takes place as a function of the current position of the vehicle.
  • an actively controllable adjusting device for adjusting the first resistor and / or the second resistor and a control device for driving the adjusting device is provided.
  • the adjusting device has a detection device for detecting the position of the vehicle, while the control device is designed to control the adjusting device as a function of the current position of the vehicle.
  • the present invention can be used in conjunction with the kinking movements between the car bodies parallel to the vertical axis of the vehicle as well as (additionally or alternatively) in connection with the pitching movements between the car bodies parallel to the transverse axis of the vehicle.
  • the first vehicle axle is preferably the vehicle vertical axis or the vehicle transverse axis.
  • the invention is used for deflections about multiple axes with different orientations.
  • the first vehicle body unit is pivotally connected to the second body unit via the first hinge means about a third pivot axis and the second body unit is pivotally connected to the third body unit about the second hinge means about fourth pivot axis.
  • the third pivot axis and the fourth pivot axis extend in a neutral position of the vehicle to a second vehicle axis substantially parallel, wherein the first hinge means has a third resistance to deflection about the third pivot axis from the neutral position and the second hinge means a fourth resistance to deflection around having the fourth pivot axis from the neutral position.
  • the third resistor has, at least temporarily, a different value than the fourth resistor.
  • the variants and advantages described above in connection with the first and second resistor can be realized to the same extent for the third and fourth resistor, so that reference is made in this regard to avoid repetition to the above statements.
  • a combination of the use for kinking movements and pitching movements of the vehicle bodies is preferably provided. Accordingly, it is in the first vehicle axle preferably about the vehicle vertical axis, while it is the second vehicle axle to the vehicle transverse axis.
  • an advantageous design can be realized with a plurality of vehicle modules (possibly without a chassis) that are arranged between vehicle modules provided with chassis.
  • a particularly favorable course of the respective deflection with regard to compliance with given envelopes is in this case in a simple manner via a configuration which is symmetrical in terms of the resistance with respect to the joint device (s) arranged in the middle (of the vehicle module row).
  • a fourth carbody unit coupled to the third carbody unit via a third articulated device is provided, wherein the third articulated device is constructed identically to the first articulated device.
  • first car body unit is supported on a first chassis and the fourth car body unit is supported on a second chassis, while the second car body unit and the third car body unit are preferably designed as vehicle-less units.
  • the present invention further relates to a method for operating a vehicle, in particular a rail vehicle, with a first carbody unit, a second carbody unit and a third carbody unit, wherein the first carbody unit is pivotally connected to the second carbody unit via a first pivot means about a first pivot axis and the second carbody unit is pivotably connected to the third carbody unit via a second hinge means about a second pivot axis.
  • the first pivot axis and the second pivot axis extend in a neutral position of the vehicle to a first vehicle axis substantially parallel, wherein the first hinge means has a first resistance to deflection about the first pivot axis from the neutral position and the second hinge means a second resistance to deflection around having the second pivot axis from the neutral position.
  • the first resistor and / or the second resistor are set such that the first resistor at least temporarily has a different value than the second resistor.
  • FIGS. 1 to 6 First, a first preferred embodiment of the vehicle according to the invention in the form of a four-membered rail vehicle 101 described.
  • the rail vehicle 101 a first car body unit in the form of a first car body 102 which is supported on a chassis in the form of a bogie 102.1. Furthermore, the rail vehicle 101 a second car body unit in the form of a vehicle-less second car body 103 and a third car body unit in the form of a likewise vehicle-less third car body 104 and a fourth car body unit in the form of a fourth car body 105, which in turn is supported on a bogie 105.1.
  • the first car body 102 is connected to the second car body 103 via a first hinge device 106, while the second car body 103 is coupled to the third car body 104 via a second hinge device 107. Finally, the third carbody 104 is connected to the fourth carbody 105 via a third articulation device 108.
  • the associated car bodies 102 to 105 each about a (in the neutral position) to the vertical axis of the vehicle 101 (z-direction) parallel first pivot axis and one (in the neutral position) to the transverse axis of the vehicle 101 (y-direction ) parallel second pivot axis articulated.
  • any other orientation of the respective first and second pivot axis may be provided.
  • one or more hinge devices may provide a different number of pivot axes.
  • the hinge devices 106 to 108 are each hinge devices whose respective resistance to the deflection of the in the Figures 1 and 2 shown neutral position can be actively adjusted.
  • One (only in FIG. 1 shown) central control device 109 is provided, which is connected to the hinge devices 106 to 108, respectively.
  • the vehicle 101 is shown in a track curve (that is, in a track section curved about the z-axis), with the vehicle 101 in a first state.
  • the second resistance to the deflection about the first pivot axis in the second hinge device 107 is set larger than the first resistance in the first hinge device 106 and the second resistance in the third hinge device 108.
  • the resistors are set in the first state of the vehicle 101 so that the deflection takes place primarily in the region of the first and third hinge means 106 and 108, while only a small deflection takes place in the region of the second hinge means 107.
  • the deflection initially concentrates on the "softer" two joint devices 106 and 108 up to a limit deflection or a critical angle, while also above or above the limit deflection or the limiting angle also a deflection at the "stiffer" joint device 107 takes place.
  • a first angular displacement between the connected thereto Wagenkastenticianen about the associated pivot axis, while in Area of the second hinge means 107 at most a small second angular deflection between the car body units connected thereto about the associated pivot axis.
  • FIG. 3 illustrated first state against a vehicle with about the same resistance of all joint devices (as it is in FIG. 3 indicated by dashed contour 110) is possible to comply with a narrower outer envelope 111 than with such a conventional vehicle 110.
  • first and third resistor deviate from the second resistor by at least 50% of the second resistance.
  • the second angular displacement is at most 5% of the first angular displacement. This makes it possible to achieve a particularly favorable adaptation to typical envelopes.
  • both hinge devices undergo a significant, further deflection.
  • the initially "softer" articulation devices 106 and 108 increasingly stiffen, so that the deflection then takes place mainly on the hitherto "more rigid" articulation device 107. Consequently, after reaching the first pivot angle at the two hinge devices 106 and 108 at least primarily in the region of the second hinge device 107, a third angular deflection between the associated Wagenkastenticianen about the associated pivot axis, while in the other two hinge devices 106 and 108 at most a small fourth angular deflection takes place between the car body units connected thereto about the associated pivot axis.
  • the fourth angular excursion is at most 5% of the third angular excursion in order to achieve a particularly favorable adaptation to typical envelopes.
  • the active adjustment of the first, second and third resistance may possibly even occur while driving, so that an adaptation to the respective shape of the envelope of the current section to be traveled through is possible.
  • a detection device 112 connected to the control device 109 can be provided, via which one or more representative variables for the envelope of the route section currently to be traveled are detected and forwarded to the control device 109. The controller then controls the respective resistors according to the current needs.
  • the adjustment takes place as a function of the curvature of the currently traveled section of the route.
  • the detection device 112 detects at least one detection variable representative of a curvature of the currently traveled road section, while the control device 109 controls the adjustment device of the respective joint devices 106 to 108 as a function of the current value of the detection variable.
  • the adjustment takes place as a function of the current position of the vehicle 101.
  • the detection device 112 detects the position of the vehicle 101, while the control device 109, the adjustment of the respective hinge devices 106 to 108 depending on the current position of the Vehicle controls.
  • the different resistance to the deflection, thus the different stiffness of the hinge devices 106 to 108 can be achieved in principle in any suitable manner.
  • the different resistance via elastic (mechanical and / or pneumatic) springs and / or (hydraulic, pneumatic and / or mechanical friction acting) damper and / or correspondingly active actuators, etc. can be realized.
  • different active principles or any suitable combinations of such active principles can be realized (thus, in the region of one joint device, another active principle or another active principle combination can be realized than in the region of the other joint device).
  • the different resistances can be realized, for example, via elastic spring devices in the region of the joint devices 106 to 108.
  • the first joint device 106 and the third joint device 108 then comprise a first spring device which has a first spring constant and generates at least a contribution to the first resistance
  • the second joint device 107 comprises a second spring device which has a second spring constant and at least one contribution generated to the second resistor.
  • the first spring constant deviates from the second spring constant in the first state.
  • first and third hinge devices 106 and 108 may include a first damper device having a first damping constant and producing at least a contribution to the first and third resistances, while the second hinge device 107 comprises a second damper device comprising a second damper device Has damping constant and generates at least a contribution to the second resistor.
  • the first damping constant deviates from the second damping constant in the first state to achieve the desired difference between the first and third resistances and the second resistance.
  • the respective damping constant can again be chosen in any suitable manner.
  • the first damping constant in the first state, deviates from the second damping constant by at least 50% of the second damping constant in order to achieve a particularly favorable time profile of the respective deflection.
  • first and third articulation devices may comprise a first friction pairing which generates at least one contribution to the first or third resistance via a first friction torque
  • second articulation device 107 comprises a second friction pairing that has a second friction torque generates at least a contribution to the second resistor.
  • the first friction torque differs from the second friction torque in the first state, wherein the first friction torque preferably deviates from the second friction torque by at least 50% of the second friction torque.
  • the first friction torque and / or the second friction torque is adjustable, wherein the setting on the geometry of the friction surface and / or the friction coefficient of the pairing and / or the contact force between the friction partners can be done.
  • an adjusting device which can be actively controlled by the control device 109 can be provided for adjusting the first friction torque and / or the second friction torque (for example, an adjusting device for adjusting the contact force).
  • the present invention it is possible to provide a plurality of vehicle-less bridge units 103 and 104 between the two support units 102 and 105 provided with the undercarriages 102.1 and 105.1, which, thanks to the different resistance of the articulation devices 106 to 108, are defined against the deflection in a defined manner. if necessary, adapt the sequential movement better to the respective envelope curve and thus enable larger suspension distances and the associated better utilization of the permissible axle loads.
  • the vehicle 101 is shown in a second state (with a pulley distribution reversed from the first state) in which the two articulation devices 106 and 108 have a higher resistance to the deflection about the vertical axis or z-axis than the second articulation device 107.
  • a second state with a pulley distribution reversed from the first state
  • the two articulation devices 106 and 108 have a higher resistance to the deflection about the vertical axis or z-axis than the second articulation device 107.
  • adjusted first and third hinge means 106 and 108 mainly takes place only above a certain limit deflection.
  • the setting of the resistors thus takes place only with respect to the first state reversed roles, so that reference is made in this regard, the avoidance of repetition only to the above statements.
  • second state can be compared to the vehicle 110 with approximately the same resistance of all joint devices a narrower inner envelope 113 are met.
  • the present invention can be used both in connection with in the FIGS. 3 and 4 shown kinking movements between the car bodies parallel to the vertical axis of the vehicle 101 as well as additionally or alternatively in connection with the pitching movements between the car bodies parallel to the transverse axis of the vehicle 101, as shown in the FIGS. 5 and 6 is shown. Also for these pitching movements, the setting is analogous to those above in connection with the FIGS. 3 and 4 described procedures, so that reference is made in this regard, the avoidance of repetition only to the above statements.
  • envelopes can be met, in which conventional vehicles with five car bodies and three landing gears are required.
  • FIGS. 7 and 8 show a further preferred embodiment of the vehicle 201 according to the invention, which corresponds to the vehicle 101 in its basic design and operation, so that only the differences should be discussed here.
  • similar components are provided with reference numerals increased by the value 100. Unless otherwise stated below, reference is made expressly to the above statements with regard to the properties of these components.
  • the difference to the vehicle 101 is merely that in the vehicle 201, two further bridge units 204 and 203 and another support unit 202 are provided.
  • vehicle 201 can be replaced with a given envelope conventional vehicles in which seven carcasses with four suspensions are required to comply with the envelope.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Vehicle Body Suspensions (AREA)
  • Automatic Cycles, And Cycles In General (AREA)
EP09179554A 2008-12-31 2009-12-17 Véhicule comprenant plusieurs caisses reliées de manière articulée Withdrawn EP2204308A3 (fr)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
DE200810063260 DE102008063260A1 (de) 2008-12-31 2008-12-31 Fahrzeug mit mehreren gelenkig verbundenen Wagenkästen

Publications (2)

Publication Number Publication Date
EP2204308A2 true EP2204308A2 (fr) 2010-07-07
EP2204308A3 EP2204308A3 (fr) 2010-12-22

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Cited By (4)

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CN108639093A (zh) * 2018-05-17 2018-10-12 中车株洲电力机车研究所有限公司 自导向虚拟轨道列车用车体铰接装置及旋转角度控制方法
CN110435705A (zh) * 2019-08-14 2019-11-12 株洲中车特种装备科技有限公司 一种单轴游览列车铰接系统
AT525097A4 (de) * 2021-09-30 2022-12-15 Siemens Mobility Austria Gmbh Schienenfahrzeug
WO2024002440A1 (fr) * 2022-06-30 2024-01-04 Continental Engineering Services Gmbh Procédé de détermination de la position d'un véhicule ferroviaire

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DE102018130813A1 (de) * 2018-12-04 2020-06-04 Bombardier Transportation Gmbh Fahrzeugsegment für ein mehrgliedriges schienenfahrzeug und schienenfahrzeug

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DE2801222A1 (de) * 1977-01-28 1978-08-03 Venissieux Venissieux Soc Nouv System und vorrichtung zum halten eines gelenkwaggons mit zwei halbfahrgestellen in der kurve
EP0347334A1 (fr) * 1988-06-17 1989-12-20 Charles René Durand Véhicule ferroviaire pour rame articulée
WO2008090024A1 (fr) * 2007-01-24 2008-07-31 Bombardier Transportation Gmbh Véhicule à éléments multiples

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DE19936564A1 (de) * 1999-08-04 2001-02-08 Liebherr Aerospace Gmbh Spurgeführtes Fahrzeug, insbesondere Schienenfahrzeug für den Nahverkehr
DE202004020784U1 (de) * 2004-03-26 2006-02-02 Siemens Ag Fahrzeug, insbesondere spurgeführtes Fahrzeug, mit gelenkig verbundenen Wagenkästen

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DE508005C (de) * 1929-08-30 1930-09-24 Carl Buderus Einrichtung zur Verminderung des inneren UEberhanges von Gleisfahrzeugen in den Bahnkruemmungen
DE2801222A1 (de) * 1977-01-28 1978-08-03 Venissieux Venissieux Soc Nouv System und vorrichtung zum halten eines gelenkwaggons mit zwei halbfahrgestellen in der kurve
EP0347334A1 (fr) * 1988-06-17 1989-12-20 Charles René Durand Véhicule ferroviaire pour rame articulée
WO2008090024A1 (fr) * 2007-01-24 2008-07-31 Bombardier Transportation Gmbh Véhicule à éléments multiples

Cited By (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN108639093A (zh) * 2018-05-17 2018-10-12 中车株洲电力机车研究所有限公司 自导向虚拟轨道列车用车体铰接装置及旋转角度控制方法
CN108639093B (zh) * 2018-05-17 2019-08-23 中车株洲电力机车研究所有限公司 自导向虚拟轨道列车用车体铰接装置及旋转角度控制方法
CN110435705A (zh) * 2019-08-14 2019-11-12 株洲中车特种装备科技有限公司 一种单轴游览列车铰接系统
AT525097A4 (de) * 2021-09-30 2022-12-15 Siemens Mobility Austria Gmbh Schienenfahrzeug
AT525097B1 (de) * 2021-09-30 2022-12-15 Siemens Mobility Austria Gmbh Schienenfahrzeug
WO2024002440A1 (fr) * 2022-06-30 2024-01-04 Continental Engineering Services Gmbh Procédé de détermination de la position d'un véhicule ferroviaire

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DE102008063260A1 (de) 2010-09-16

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