EP3009323B1 - Châssis d'un véhicule ferroviaire - Google Patents

Châssis d'un véhicule ferroviaire Download PDF

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Publication number
EP3009323B1
EP3009323B1 EP15174656.7A EP15174656A EP3009323B1 EP 3009323 B1 EP3009323 B1 EP 3009323B1 EP 15174656 A EP15174656 A EP 15174656A EP 3009323 B1 EP3009323 B1 EP 3009323B1
Authority
EP
European Patent Office
Prior art keywords
running gear
section
longitudinal
longitudinal beam
frame
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
EP15174656.7A
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German (de)
English (en)
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EP3009323A1 (fr
Inventor
Guido Bieker
Reinhard Pieper
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
Priority to EP17185349.2A priority Critical patent/EP3281837A1/fr
Priority to PL15174656T priority patent/PL3009323T3/pl
Publication of EP3009323A1 publication Critical patent/EP3009323A1/fr
Application granted granted Critical
Publication of EP3009323B1 publication Critical patent/EP3009323B1/fr
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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
    • B61F1/00—Underframes
    • B61F1/08—Details
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
    • B61F5/00—Constructional details of bogies; Connections between bogies and vehicle underframes; Arrangements or devices for adjusting or allowing self-adjustment of wheel axles or bogies when rounding curves
    • B61F5/50—Other details
    • B61F5/52—Bogie frames
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10T—TECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
    • Y10T29/00—Metal working
    • Y10T29/49—Method of mechanical manufacture
    • Y10T29/49616—Structural member making
    • Y10T29/49622—Vehicular structural member making

Definitions

  • the present invention relates to a chassis frame for a chassis of a rail vehicle according to the preamble of claim 1. It further relates to a chassis with a chassis frame according to the invention and to a corresponding method for producing a chassis frame.
  • the cast steel has the advantage that it is weldable, so this conventional joining method is also applicable to this production variant.
  • the steel casting also has the disadvantage that it has a relatively limited flowability. This results in an automated production of relatively large components of complex geometry, such as those chassis frames for rail vehicles, to a reduced process safety, which are unacceptable in view of the high safety requirements that are placed on a chassis of a rail vehicle. Therefore, even in the production of such chassis frame cast iron still relatively many steps in manual work, which is why hereby - if at all - not under economic point of view satisfactory degree of automation can be achieved.
  • the present invention is therefore based on the object to provide a chassis frame of the type mentioned, which does not have the disadvantages mentioned above, or at least to a lesser extent and in particular allows easy manufacturability and thus an increased degree of automation of manufacturing.
  • the present invention solves this problem starting from a landing gear frame 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 13 by the features stated in the characterizing part of claim 13.
  • the present invention is based on the technical teaching that one can achieve a simple manufacturability and thus an increased degree of automation in the production of a chassis frame for a rail vehicle when the frame body is at least partially made of a gray cast iron material.
  • the gray cast iron material has the advantage that it has a particularly good flowability during casting due to its high carbon content and thus leads to a very high process reliability. It has been shown that the production of relatively large complex components for the chassis frame can be done in automated molding boxes, making the production of these components much easier and cheaper.
  • the gray cast iron material is not suitable for welding, since the carbon content in the material is too high. Thanks to the good flowability of the gray cast iron material during casting, however, very complex component geometries can be produced in a reliable manner, which would otherwise have to be produced by elaborate welded constructions. Accordingly, can be dispensed with a variety of joining processes. In addition, for the same reason, an optimized geometry of possibly required joints can be achieved, so that with appropriate design, other joining methods can be used without any problems.
  • gray cast iron material lies in its improved damping properties compared to the steel that is commonly used. This is particularly advantageous in terms of reducing the transmission of vibrations into the passenger compartment of a rail vehicle.
  • the gray cast iron material may be any suitable gray cast iron material. It is preferably a globular gray cast iron material (so-called nodular cast iron), in particular GGG40, which is distinguished by a good compromise between strength, elongation at break and toughness. Preferably z. B. GGG40.3 or GJS-400-18U LT used, which is characterized by an advantageous toughness at low temperatures.
  • the frame body comprises a plurality of frame parts, which are connected to each other in the region of at least one joint.
  • the frame parts releasably connected together to facilitate later maintenance or repair of the chassis.
  • all frame parts consist of a corresponding gray cast iron material.
  • individual frame parts do not consist of a gray cast iron material.
  • parts of the frame body are formed in a conventional manner as a welded construction and / or as a cast construction made of cast steel.
  • frame part is understood to mean a structural part of the frame body which decisively determines the coarse geometry of the frame body. In particular, these should not be connecting elements by means of which such frame parts can be connected.
  • the frame parts can basically be joined together directly by a suitable joining method.
  • at least one connecting element is provided in the region of the joint, which is connected to the two frame parts.
  • the connecting element can be integrally formed with one of the two frame parts. It may, for example, be a projection, such as a pin or the like, which is formed during casting or subsequently and, if appropriate, still provided with the corresponding mating surfaces.
  • the connecting element is connected to at least one of the two frame parts via a non-positive connection and / or a positive connection and / or a material connection.
  • the connection element may be a pin or pin, which is connected to the respective frame part via an interference fit (primarily adhesion in the joining direction) or an adhesive connection (primary material connection in the joining direction).
  • a positive connection can be achieved via corresponding projections and undercuts on the connecting element or frame part.
  • the joint extends at least partially substantially in a joining plane and the connecting element forms at least one projection which extends in the direction of the surface normal of the joint plane at least in a corresponding recess in one of the two frame parts.
  • the connecting element forms at least one projection which extends in the direction of the surface normal of the joint plane at least in a corresponding recess in one of the two frame parts.
  • the connecting element can in principle be designed in any suitable manner. Preferably, it is designed in the manner of a pin or bolt, as has already been stated above.
  • the connecting element can also have any suitable cross-section or cross-sectional profile.
  • it can have a substantially constant cross section over its length, that is to say it can be designed, for example, as a simple cylinder pin or cylindrical pin, since such a shape is particularly easy to produce.
  • the connecting element it is possible for the connecting element to have, at least in sections, a cross-section which tapers with increasing distance from the joining plane. Because of the hereby achievable self-centering of the joining partners thereby simplifies the joining process, so that it can also be done automatically in a simple manner under certain circumstances.
  • the cross-section of the connecting element can also basically be formed in any suitable manner.
  • the connecting element at least partially has a circular cross-section and / or at least in sections one elliptical cross section and / or at least partially a polygonal cross section.
  • a deviating from the circular shape cross-sectional shape has the advantage of a reliable additional anti-rotation and the automated joining oncoming self-adjustment to the joint axis.
  • fasteners with deviating from the circular cross-section are generally more expensive to manufacture.
  • the connecting element is arranged in the region of a section of the frame body subjected to a static load and / or arranged such that it is subjected to shear stress due to the static load of the frame body.
  • the arrangement in a stretched under static load portion of the frame body has the advantage that the support of torques in the pressure-loaded under static load area can be done easily on the two frame parts to be joined.
  • the connection may possibly even without additional fasteners or only using a simple lift-off in the pressure-loaded under static load area.
  • the primary shear stress ultimately has the advantage that the connecting element, such as a pin or bolt, is loaded in operation mainly in a direction transverse to its joining or mounting direction.
  • the strength of the connection between the two frame parts to be joined is thereby at least largely independent of the quality of the joining process (for example, no special tightening torques or the like are to be considered), but depends only on the properties (eg the shear strength etc.) of the From connecting element. If appropriate, then a simple securing position of the connecting element (eg. over circlips, press-fitting of the connecting parts, etc.) to ensure a durable and reliable connection of the frame parts.
  • At least one connecting element as the joint bridging, formed with two joining partners element is formed.
  • it may in particular be designed as a tie rod acting in the direction of the surface normal of the joining plane or as a lug bridging the joint.
  • the connecting element has at least one recess for receiving a component of a non-destructive material testing device, in particular an ultrasonic material testing device.
  • This component can be a permanently integrated device that is addressed from time to time.
  • This component can furthermore be a corresponding sensor and / or a corresponding actuator which generates a corresponding excitation of the joining partners.
  • At least one of the cooperating in the region of the joint components is at least partially provided with a friction corrosion preventing coating, in particular a molybdenum (Mo) comprehensive coating, to guarantee a permanently reliable connection.
  • a friction corrosion preventing coating in particular a molybdenum (Mo) comprehensive coating
  • the chassis frame can basically be designed arbitrarily.
  • it can have a chassis frame for a single chassis with only one wheel unit (eg a wheel set or a pair of wheels).
  • the frame body has a front portion, a middle portion and a rear portion, wherein the middle portion connects the front portion and the rear portion, the front portion is adapted to be supported on a leading wheel unit of the landing gear, and the rear Section is adapted to be supported on a trailing wheel unit of the chassis.
  • the joints between the frame parts can basically be arranged at any desired location and thus advantageously coordinated with the available automated casting process.
  • the frame body comprises at least two frame parts, which are connected to one another in the region of at least one joint, in particular detachably.
  • at least one joint is arranged in the region of the middle section and / or at least one joint is arranged in the region of the front section and / or at least one joint is arranged in the region of the rear section.
  • the joint can also run in the region of the cross member.
  • the frame body can then optionally be composed of two identical casting halves, which of course significantly simplifies the production.
  • the frame body is designed as a frame which comprises two longitudinal beams extending in the longitudinal direction of the chassis and at least one transverse beam extending in the transverse direction of the chassis, which connects the two longitudinal beams to one another.
  • the frame body may in this case be designed as a substantially H-shaped frame.
  • At least one of the longitudinal beams has at least one longitudinal beam section, which is connected in the region of at least one joint, in particular releasably connected to the at least one cross member or a further longitudinal beam portion of the long beam.
  • the long beam is integrally formed and connected in the region of the joint with the at least one cross member.
  • the joining direction may extend in the direction of the transverse axis of the chassis, so that there is a contact or joining plane between the longitudinal beam and the cross member whose surface normal has at least one component in the direction of the transverse axis of the chassis.
  • the longitudinal beam may be attached laterally (ie in the direction of the transverse axis of the chassis) to the crossbeam.
  • the joint extends at least in sections essentially in a joint plane whose surface normal has at least one component in the direction of the vertical axis of the chassis, in particular in the Is substantially parallel to the vertical axis of the chassis.
  • the cross member can then for example be easily placed from above on the long beam.
  • the cross member must be secured because of the usually high weight of supported on the cross member vehicle components, if necessary, only against a possible only under extreme operating conditions or in case of maintenance lifting the long beam.
  • the long girder comprises two longitudinal girder sections, which are connected in the region of the respective one joint with the at least one transverse girder.
  • the comparatively long carrier is subdivided into two shorter longitudinal carrier sections, which can be produced more simply by automated means.
  • at least one of the joints at least partially extends substantially in a joint plane whose surface normal has at least one component in the direction of the vertical axis of the chassis, in particular substantially parallel to the vertical axis of the chassis.
  • the cross member may then be placed in other words again from above on the two longitudinal beam sections.
  • At least one of the joints at least partially extends substantially in a joining plane whose surface normal has at least one component in the direction of the transverse axis of the chassis, in particular substantially parallel to the transverse axis of the chassis.
  • the two longitudinal member sections may be attached laterally (i.e., in the direction of the transverse axis of the chassis) to the cross member.
  • At least one of the longitudinal members comprises a front longitudinal member section, a central longitudinal member section and a rearward longitudinal member section, the central longitudinal member section being connected to the at least one transverse member. If appropriate, only the then comparatively short, easily automated front or rear longitudinal carrier section to be cast separately, which is then connected in the region of a joint with the central longitudinal beam section.
  • connection between the front and rear longitudinal beam section and the middle longitudinal beam section can basically be done in any way.
  • At least one of the joints preferably extends at least in sections substantially in a joint plane whose surface normal has at least one component in the direction of the longitudinal axis of the chassis, in particular substantially parallel to the longitudinal axis of the chassis.
  • the front and rear long beam section is then optionally simply attached in the direction of the longitudinal axis of the chassis from the front or rear of the middle longitudinal beam section.
  • At least one of the joints may extend, at least in sections, essentially in a joining plane whose surface normal has at least one component in the direction of the transverse axis of the chassis, in particular substantially parallel to the transverse axis of the chassis.
  • the front or rear longitudinal member section can be attached laterally (that is, in the direction of the transverse axis of the undercarriage) to the middle longitudinal member section.
  • At least one of the joints may extend, at least in sections, substantially in a joint plane whose surface normal has at least one component in the direction of the vertical axis of the chassis, in particular substantially parallel to the vertical axis of the chassis.
  • the front or rear longitudinal member section may be attached to the middle longitudinal member section from above or preferably from below (that is, in the direction of the vertical axis of the undercarriage).
  • a pressure element is arranged between the front longitudinal member section and the rearward longitudinal member section and the middle longitudinal support section.
  • this pressure element can advantageously serve to compensate for manufacturing tolerances between the joining partners in a simple manner.
  • it may also be designed so that it can take over the function of the primary suspension of the chassis.
  • At least one of the long girders between the longitudinal girder ends and the longitudinal girder center in each case an angled down and at least one of the joints is arranged in the region of the bend or on the side facing away from the longitudinal center of the kink, in particular near the bend, arranged.
  • At least a part of at least one of the long girders is made of the gray cast iron material.
  • the middle long beam section can then also be formed from the cast iron material or else in a conventional manner as a welded construction and / or as a cast construction made of cast steel.
  • the present invention further relates to a chassis for a rail vehicle with a chassis frame according to the invention.
  • the chassis according to the invention is designed as a bogie.
  • the present invention further relates to a method for producing a chassis frame for a chassis of a rail vehicle according to claim 13.
  • the frame body comprises at least two frame parts, the at least two frame parts are cast as separate components of a gray cast iron material and then in the region of at least one joint with each other, in particular detachably connected.
  • a part of the frame body according to the invention can be made of the gray cast iron material and a part of the frame body made of steel.
  • the frame body comprises at least two frame parts. At least one of the at least two frame parts is then cast from a gray cast iron material, while at least one of the at least two frame parts is made of steel. The at least two frame parts are then connected to one another in the region of at least one joint, in particular detachably.
  • FIG. 1 shows a schematic perspective view of the bogie frame 101, which comprises two substantially parallel lateral longitudinal beams 102, which are connected via a centrally arranged cross member 103.
  • Each longitudinal beam 102 comprises a front long beam portion 102.1, a middle long beam portion 102.2 and a rear long beam portion 102.3.
  • the later bogie is supported by a - not shown - primary suspension on a - also not shown - front wheel unit, such as a front wheel, from.
  • the later bogie is supported by a - not shown - primary suspension on a - also not shown - rear wheel unit, such as a rear wheel, from.
  • the bogie frame 101 is manufactured as a one-piece casting in an automated casting process from a gray cast iron material.
  • GGG40.3 or GJS-400-18U LT ie carbon-rich globular cast iron (so-called nodular cast iron) is used as gray cast iron material.
  • This material has the advantage that its melt due to the high carbon content has a comparatively high flowability, so that even with an automated casting process process security can be achieved so high that the bogie frame 101 thus produced to a satisfactory from an economic point of view Proportion meet the high safety requirements that are placed on a bogie frame 101 of a bogie of a rail vehicle.
  • FIG. 2 shows a schematic perspective view of another embodiment of a non-inventive chassis frame, which is a simple variant of Bogie frame 101 represents.
  • the bogie frame 101 is in this case divided into two halves in the form of a front portion 104.1 and a rear portion 104.2, which are connected to each other in the region of a joint 104.3.
  • the front section 104.1 and the rear section 104.2 are designed as identical components made of gray cast iron (GGG40.3 or GJS-400-18U LT), which considerably simplifies their production, since only a single basic shape has to be produced. However, it is understood that in other variants, a different geometry for the two halves can be provided.
  • gray cast iron GGG40.3 or GJS-400-18U LT
  • the joint 104.3 extends centrally through the cross member 103.
  • the joint extends substantially in a joining plane whose surface normal extends parallel to the longitudinal axis (x-axis) of the bogie frame 101.
  • This arrangement of the joint has the advantage that the longest dimension on the respective cast component is limited, resulting in shorter maximum flow paths for the melt and thus simplifies automated casting and its process reliability is increased.
  • the bogie frame 101 then includes a left portion 104.1 and a right portion 104.2, which are preferably identical.
  • connection between the front / left section 104.1 and the rear / right section 104.2 can be done in any suitable manner. So any connection with traction, positive connection or material connection or any combinations thereof can be selected according to the expected load situations on the bogie.
  • the front / left section 104.1 and the rear / right section 104.2 can be braced with each other via connecting rods oriented in the direction of the longitudinal axis / transverse axis (x-axis / y-axis) of the bogie frame 101 as connecting elements and / or via one or more corresponding ones in FIG extending in this direction bolts or pins that are pressed, for example, in suitable recesses or otherwise connected to the respective section 104.1 and 104.2.
  • FIG. 3 shows a schematic perspective view of a preferred embodiment of the chassis frame 201 according to the invention, which has the same outer geometry as the bogie frame 101.
  • the bogie frame 201 is in this case designed in three parts by the two substantially parallel lateral longitudinal beams 202 and connecting them, centrally arranged cross member 203 are designed as separate components of gray cast iron (GGG40.3 or GJS-400-18U LT).
  • the cross member 203 is provided on its upper side with a respective lateral projection 203.1.
  • the respective projection 203.1 is from above, d. H. along the vertical axis (z-axis) of the bogie frame 201, inserted into a corresponding recess 202.4 in the longitudinal beam 202.
  • the respective longitudinal beam 202 rests against a lateral stop surface 203.2 of the cross member 203 provided below the projection 203.1.
  • the respective longitudinal beam 202 bears against a front or rear stop surface 203.3 of the projection 203.1 of the cross member 203.
  • the respective longitudinal beam 202 is connected via one or more in the direction of the transverse axis (y-axis) of the bogie frame 201 connecting elements 205, such as tie rods, with the cross member 203, the lifting or pulling off the cross member 203 along the vertical axis (z- Axis) or the transverse axis (y-axis) prevent, so that in all directions a firm connection is ensured.
  • the connection between the cross member 203 and the respective longitudinal beam 202 can be made in any other suitable manner. So any connection with traction, positive connection or material connection or any combinations thereof can be selected according to the expected load situations on the bogie.
  • the long beams 202 are designed as identical components made of cast iron (GGG40.3 or GJS-400-18U LT), which considerably simplifies their production, since only a single basic shape has to be produced.
  • FIG. 4 shows a schematic perspective view of another preferred embodiment of the chassis frame according to the invention, a simple variant of the bogie frame 201 from FIG. 3 represents.
  • the only major difference from the bogie frame 201 FIG. 3 consists in that the respective longitudinal beam 202 is divided into two halves in the form of a front longitudinal beam portion 202.1 and a rear long beam portion 202.3, which are interconnected in the region of a joint 202.6, so that a five-piece bogie frame 201 results.
  • the front long beam section 202.1 and the rear long beam section 202.3 are designed as identical components made of gray cast iron (GGG40.3 or GJS-400-18U LT), which considerably simplifies their production, since only a single basic shape has to be produced. It is understood, however, that in other variants of the invention, a different geometry for the two halves can be provided.
  • gray cast iron GGG40.3 or GJS-400-18U LT
  • the joint 202.6 extends centrally through the respective longitudinal beam 202.
  • the joint 202.6 essentially extends in a joining plane whose surface normal runs parallel to the longitudinal axis (x-axis) of the bogie frame 201.
  • This arrangement of the joint has the advantage that the longest dimension on the respective cast component is limited, resulting in shorter maximum flow paths for the melt and thus simplifies automated casting and its process reliability is increased. It is understood, however, that in other variants of the invention, a different arrangement of the joint of the two halves can be provided.
  • the longitudinal beam sections 202.1, 202.3 are connected via one or more longitudinal bolts 206.
  • the respective longitudinal beam section 202.1, 202.3 is furthermore connected to the cross member 203 via one or more connecting elements 205 acting in the direction of the transverse axis (y axis) of the bogie frame 201, for example tie rods, which lift or pull off the cross member 203 along the vertical axis (FIG. z-axis) or the transverse axis (y-axis) prevent a firm connection in all directions.
  • connecting elements 205 acting in the direction of the transverse axis (y axis) of the bogie frame 201, for example tie rods, which lift or pull off the cross member 203 along the vertical axis (FIG. z-axis) or the transverse axis (y-axis) prevent a firm connection in all directions.
  • the connection between the cross member 203 and the respective longitudinal beam 202 can be made in any other suitable manner. So any connection with traction, positive connection or material connection or
  • cross member 203 in other variants not according to the invention also not from a gray cast iron material but, for example, in a conventional manner as a welded construction of sheet steel and / or may be formed as a cast steel cast.
  • the long beams may be wholly or partially formed as a welded construction made of sheet steel and / or as a cast construction made of cast steel.
  • FIG. 5 shows - partially in exploded view - a schematic perspective view of another embodiment of a non-inventive chassis frame 301 having the same outer geometry as the bogie frame 101.
  • the bogie frame 301 thus has two substantially parallel lateral longitudinal members 302 and a connecting them, centrally arranged cross member 303.
  • Each longitudinal beam 302 comprises a front long beam portion 302.1, a middle long beam portion 302.2 and a rear long beam portion 302.3.
  • the later bogie In the area of the front long beam section 302.1, the later bogie is supported by a - not shown - primary suspension on a - also not shown - front wheel unit, such as a front wheel, from. In the area of the rear longitudinal beam section 302.3, the later bogie is supported by a - not shown - primary suspension on a - also not shown - rear wheel unit, such as a rear wheel, from.
  • the bogie frame 301 is designed in five parts in the present example.
  • the front long beam section 302.1 and the rear long beam section 302.3 are designed as separate cast iron components (GGG40.3 or GJS-400-18U LT), which are fastened to the middle longitudinal beam section 302.2.
  • the cross member 303 is designed together with the respective middle longitudinal beam portion 302.2 as a common cast iron component (GGG40.3 or GJS-400-18U LT).
  • the respective middle longitudinal beam portion 302.2 is in other words integrally connected to the cross member 303.
  • this compound may be designed in a shape as related to FIG. 3 has been described for a one-piece long beam.
  • the front long beam section 302.1 and the rearward long beam section 302.3 are each connected to the middle longitudinal beam section 302.2 in the region of a joint 302.7.
  • the joint 302.7 extends in each case in a joint plane whose surface normal runs in the direction of the longitudinal axis (x-axis) of the bogie frame 301. It is understood, however, that in other variants of the invention, a different design (eg graduated) and orientation (eg inclined to the longitudinal axis) of the joint may also be provided.
  • the joint 302.7 is in each case arranged on the side of the longitudinal member center facing away from a downward bend 302.8 of the long beam 302.
  • the joint 302.7 is arranged in a region of the long beam 302, in which on the one hand there is a sufficiently large component cross-section for a stable connection and on the other hand still comparatively low bending moments act, so that the loads to be absorbed by the compound still comparatively moderate. This ensures that the effort for the connection is limited.
  • connection between the front longitudinal beam section 302.1 or the rearward longitudinal beam section 302.3 and the middle longitudinal beam section 302.2 is effected via a connecting element in the form of a journal 307 which is press-fitted into a corresponding recess 308 in the middle longitudinal beam section 302.2. It is understood, however, that the connection can be made in any other suitable manner. So any connection with traction, positive connection or material connection or any combinations thereof can be selected according to the expected load situations on the bogie.
  • the pin 307 and the associated recess 308 each have a substantially constant over their length circular cross-section. It is understood, however, that in other variants of the invention, at least in sections, a stepped or conical shape may be provided. Centering pins 309 secure the longitudinal beam sections 302.1 and 302.3, respectively, against rotation (about the x-axis) relative to the central longitudinal beam section 302.2.
  • the pin 307 and the associated recess 308 are formed during the casting of the respective component with. Depending on the accuracy achievable with the automated casting method used, it may even be possible to dispense with further processing of its mating surfaces, so that a particularly simple production results. It is understood, however, that in other variants of the invention it can also be provided that the pin 307 and the associated recess 308 are only produced completely after casting (eg by turning, milling or drilling, etc.).
  • the respective longitudinal beam 302 is connected via one or more in the direction of the transverse axis (y-axis) of the bogie frame 301 connecting elements 305, such as tie rods, with the cross member 303, the lifting or pulling off the cross member 303 along the vertical axis (z- Axis) or the transverse axis (y-axis) prevent, so that in all directions a firm connection is ensured.
  • the connection between the cross member 303 and the respective longitudinal beam 302 can be made in any other suitable manner. So any connection with traction, positive connection or material connection or any combinations thereof can be selected according to the expected load situations on the bogie.
  • the front long beam sections 302.1 and the rear long beam sections 302.3 are designed as identical components made of gray cast iron (GGG40.3 or GJS-400-18U LT), which considerably simplifies their production since only a single basic shape has to be produced.
  • the subdivision into separate front long beam sections 302.1 and rear long beam sections 302.3 and the transverse beam 303 with the middle longitudinal beam section 302.2 simplifies the automated casting or increases its process reliability, since the melt only has to cover comparatively short maximum flow paths.
  • the co-operating in the region of the joint 302.7 components may be provided with a friction corrosion-preventing coating, in particular a molybdenum (Mo) comprehensive coating, to achieve an even higher strength of the compound.
  • a friction corrosion-preventing coating in particular a molybdenum (Mo) comprehensive coating
  • FIGS. 6 to 9 show - partially in exploded view - schematic perspective views of other embodiments of a non-inventive chassis frame, the respective simple variants of the bogie frame 301 from FIG. 5 represent.
  • the only major difference from the bogie frame 201 FIG. 5 consists in the design of the respective connection of the front longitudinal beam portion 302.1 and the rear long beam portion 302.3 with the middle long beam portion 302.2.
  • connection can be made in any other suitable manner. So any connection with traction, positive connection or material connection or any combinations thereof can be selected according to the expected load situations on the bogie.
  • the connecting bolt 310 and the associated recesses 311 each have a cross-section which is substantially constant over their length. It is understood, however, that in other variants of the invention, at least in sections, a stepped or conical shape may be provided.
  • the cross section of the connecting pin 310 FIG. 6 is essentially elliptical while running out of it FIG. 7 is essentially rectangular.
  • the respective cross section of the connecting bolt 310 thus deviates from the circular shape, so that centering pins or the like, which secure the longitudinal beam sections 302.1 or 302.3 against rotation (about the x-axis) relative to the central longitudinal beam section 302.2, can be dispensed with.
  • the recesses 311 are formed during the casting of the respective component with. Depending on the accuracy achievable with the automated casting method used, it may even be possible to dispense with further processing of its mating surfaces, so that a particularly simple production results. However, it is understood that in other variants it can also be provided that the recesses 311 are only produced completely after casting (eg by milling, etc.).
  • a peculiarity of the execution FIG. 6 consists in a central bore 312 of the respective connecting bolt 310, in which a - not shown - - ultrasound head of a non-destructive material testing device is added.
  • a regular check of the integrity of the connection between the longitudinal beam sections 302.1 or 302.3 and the middle longitudinal beam section 302.2 can be carried out via this ultrasound head.
  • FIG. 8 When running out FIG. 8 In each case four separate cylindrical connecting pins 313 are provided, which are press-fitted into corresponding recesses 314 in the front and rear longitudinal beam sections 302.1 and 302.3 and in the middle longitudinal beam section 302.2. It is understood, however, that the connection can be made in any other suitable manner. So any connection with traction, positive connection or material connection or any combinations thereof can be selected according to the expected load situations on the bogie.
  • tie rods 315 are provided, which are inserted into corresponding bores 316 in the front and rear longitudinal beam sections 302.1 and 302.3 and in the middle longitudinal beam section 302.2 and over which the front and rear longitudinal beam sections 302.1 and 302.3 are clamped to the middle longitudinal beam section 302.2 ,
  • FIGS. 10 and 11 show - partially in exploded view - schematic perspective views of other embodiments of a non-inventive chassis frame, the respective simple variants of the bogie frame 301 from FIG. 5 represent.
  • the only major difference from the bogie frame 301 FIG. 5 the design of the connection of the front longitudinal beam section 302.1 and the rearward longitudinal beam section 302.3 with the middle longitudinal beam section 302.2.
  • a separate connecting bolt 317 is provided, which is inserted with a slight press fit in the transverse direction (y-direction) of the frame body 301 into corresponding recesses 318 in the front and rear long beam section 302.1 and 302.3 and recesses 319 in the middle longitudinal beam section 302.2.
  • the recesses 319 are in each case formed in two longitudinal lugs 302.9 of the middle longitudinal beam section 302.2 projecting in the longitudinal direction (x-direction) of the frame body 301. It is understood, however, that the connection can be made in any other suitable manner. So any connection with traction, positive connection or material connection or any combinations thereof can be selected according to the expected load situations on the bogie.
  • the connecting bolt 317 is arranged in the region of the lower section of the respective longitudinal beam 302, which is subjected to a load under static load. Due to its orientation in the transverse direction (y-direction) of the frame body 301, it is also stressed mainly under shear under static load of the frame body.
  • the arrangement in the stressed under static load portion of the frame body 301 has the advantage that the support of torques in the overlying under static load pressure-loaded area just above stop surfaces 302.10, 302.11 on the front and rear longitudinal beam section 302.1 and 302.3 and the middle Long carrier section 302.2 can be done.
  • a joint 320 bridging tab 320 is provided as a simple lift-off in the pressure-loaded under static load area, which is fastened with bolts 321 at the front and rear longitudinal beam section 302.1 or 302.3 and the middle longitudinal beam section 302.2 and so in extreme cases Pivoting of the front and rear longitudinal beam portion 302.1 or 302.3 to prevent the connecting bolt 317.
  • connection can be made in any other suitable manner. So any connection with traction, positive connection or material connection or any combinations thereof can be selected according to the expected load situations on the bogie.
  • Connecting bolts 317 and 322 is loaded in operation mainly in one direction transverse to its joining or mounting direction.
  • the strength of the connection between the front or rear long beam section 302.1 or 302.3 and the middle long beam section 302.2 is thereby at least largely independent of the quality of the joining operation of the connecting bolt 317 or 322, but depends solely on the properties (eg Shear strength, etc.) of the connecting bolt 317 or 322. If necessary, a simple securing of the position of the connecting bolt 317 (eg via retaining rings etc.) is sufficient in order to ensure a permanent and reliable connection of the front or rear long beam section 302.1 or 302.3 to the middle long beam section 302.2.
  • the lateral tabs 302.9 ( FIG. 10 ) or 302.12 ( FIG. 11 ) and the recesses 318, 319 ( FIG. 10 ) or 323, 324 ( FIG. 11 ) are already formed during the casting of the respective component. Depending on the accuracy achievable with the automated casting method used, it may even be possible to dispense with further processing of its mating surfaces, so that a particularly simple production results. It is understood, however, that in other variants of the invention it can also be provided that the lateral tabs 302.9 (FIG. FIG. 10 ) or 302.12 ( FIG. 11 ) and the recesses 318, 319 ( FIG. 10 ) or 323, 324 ( FIG. 11 ) are made entirely after casting (eg by milling, drilling, etc.).
  • FIG. 12 shows - partially in exploded view - a schematic perspective view of another embodiment of a chassis frame not according to the invention, which also a simple variant of the bogie frame 301 from FIG. 5 represents.
  • the only major difference from the bogie frame 301 FIG. 5 the design of the connection of the front longitudinal beam section 302.1 and the rearward longitudinal beam section 302.3 with the middle longitudinal beam section 302.2.
  • connection When running out FIG. 12 on the upper side and the underside of the long beam 302 of each a separate, the joint 302.7 bridging tabs 325 and 326 is provided, which is fastened by means of a plurality of bolts 327 at the front and rear longitudinal beam section 302.1 or 302.3 and the middle longitudinal beam section 302.2. It is understood, however, that the connection can be made in any other suitable manner. So can any connection with traction, positive connection or material connection or any combinations thereof are selected according to the expected load situations on the bogie.
  • FIG. 13 shows - partially in exploded view - a schematic perspective views of another embodiment of a chassis frame not according to the invention, the a variant of the bogie frame 301 from FIG. 10 represents.
  • the main difference from the bogie frame 301 FIG. 10 consists in the design of the connection of the front longitudinal beam portion 302.1 and the rear long beam portion 302.3 with the middle long beam portion 302.2.
  • a separate connecting bolt 317 is provided which is inserted with a slight press fit in the transverse direction (y-direction) of the frame body 301 into corresponding recesses 318 in the front and rear long beam section 302.1 and 302.3 and recesses 319 in the middle long beam section 302.2.
  • the recesses 319 are in each case formed in two longitudinal lugs 302.9 of the middle longitudinal beam section 302.2 projecting in the longitudinal direction (x-direction) of the frame body 301. It is understood, however, that the connection can be made in any other suitable manner. So any connection with traction, positive connection or material connection or any combinations thereof can be selected according to the expected load situations on the bogie.
  • the connecting bolt 317 is in turn arranged in the region of the lower section of the respective elongate carrier 302, which is subjected to a load under static load. Due to its orientation in the transverse direction (y-direction) of the frame body 301, it is also stressed mainly under shear under static load of the frame body.
  • the arrangement in the stressed under static load portion of the frame body 301 has the advantage that the support of torques in the overlying under static load pressure-loaded area just above stop surfaces 302.10, 302.11 on the front and rear longitudinal beam section 302.1 and 302.3 and the middle Long carrier section 302.2 can be done.
  • the main difference from the execution FIG. 10 is that in the upper, under static load pressure-stressed portion of the frame body 301 is disposed at the joint between the front and rear longitudinal beam sections 302.1 and 302.3 and the respective central longitudinal beam section 302.2 in each case an elastic pressure element 328.
  • This pressure element 328 thus lies between the abutment surfaces 302.10, 302.11 on the front or rear long beam section 302.1 or 302.3 and the middle longitudinal beam section 302.2.
  • the pressure element 328 on the one hand has the advantage that it can easily compensate for manufacturing tolerances between the joining partners, in particular in the area of the abutment surfaces 302.10 and 302.11 and the recesses 319, so that significantly less effort is required to produce the bogie frame 301.
  • the pressure member 328 it is possible to design the pressure member 328 to have sufficient suspension characteristics to form the primary suspension of the chassis comprising the bogie frame 301. It goes without saying that, in this case, during operation of the bogie frame 301, a corresponding relative movement between the front or rear longitudinal beam section 302.1 or 302.3 and the middle longitudinal beam section 302.2 must be possible.
  • a lift-off similar to the tab 320 is missing FIG. 10 ,
  • a corresponding lift-off can be provided. If appropriate, this can also take place via a suitable connection between the pressure element and the respective longitudinal beam section.
  • cross member 303 in other variants not according to the invention also not from a gray cast iron material but, for example, in a conventional manner as a welded construction of sheet steel and / or may be formed as a cast steel cast.
  • the cross member made of gray cast iron material while the front and rear longitudinal beam sections are wholly or partially formed as a welded construction of sheet steel and / or as a cast steel castings.

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Claims (15)

  1. Cadre de train de roulement pour un train de roulement d'un véhicule sur rails avec
    - un corps de cadre (201), qui est conçu pour être supporté sur au moins une unité de roue du train de roulement, et qui comprend deux longerons (202) s'étendant dans la direction longitudinale du train de roulement et au moins une poutre transversale (203) s'étendant dans la direction transversale du train de roulement, qui relie les deux longerons (202) de façon rigide, où
    - au moins l'un des longerons (202) comprend, dans la direction longitudinale, une section de longeron avant (202.1), une section de longeron médiane (202.2) et une section de longeron arrière (202.3),
    caractérisé en ce que
    - ladite poutre transversale (203), avec une saillie latérale (203.1) s'étendant dans la direction transversale et disposée sur son côté supérieur (203.1), est insérée par le haut dans un évidement (202.4) dans le longeron respectif (202) de telle manière que, entre la saillie (203.1) et le longeron respectif (202), une surface de butée avant (203.3) agissant dans la direction longitudinale et une surface de butée arrière (203.3) agissant dans la direction longitudinale est formée, et, en dessous de la saillie (203.1), une surface de butée transversale agissant dans la direction transversale est formée entre le longeron (202) et la poutre transversale (203), dans lequel
    - la poutre transversale (203) est réalisée en un matériau en fonte grise.
  2. Cadre de train de roulement selon la revendication 1, caractérisé en ce que
    - au moins une partie d'au moins l'un desdits longerons (202) est réalisée en un matériau en fonte grise
    et/ou
    - ledit corps de cadre (201) est réalisé au moins partiellement en un matériau en fonte grise globulaire, en particulier GGG40.3 ou GJS-400-18U LT, respectivement.
  3. Cadre de train de roulement selon la revendication 1 ou 2, caractérisé en ce que
    - ledit corps de cadre (201) comprend au moins deux parties de cadre (202, 203, 202.1, 202.2, 202.3), qui sont reliés, en particulier de manière amovible, au niveau d'au moins un endroit de joint (202.4, 202.6, 203.2, 203.3), où
    - au niveau dudit au moins un endroit de joint (202.4, 202.6, 203.2, 203.3), en particulier, au moins un élément de liaison (205, 206) est prévu, qui est relié auxdites deux parties de cadre (202, 203, 202.1, 202.2, 202.3).
  4. Cadre de train de roulement selon la revendication 3, caractérisé en ce que
    - ledit élément de liaison est formé de manière monolithique avec l'une desdites deux parties de cadre
    et/ou
    - ledit élément de liaison (205, 206) est relié à au moins l'une desdites deux parties de cadre (202, 203, 202.1, 202.2, 202.3) par une connexion par force et/ou une connexion positive et/ou une connexion de matériau.
  5. Cadre de train de roulement selon la revendication 3 ou 4, caractérisé en ce que
    - ledit endroit de joint (202.4, 202.6, 203.2, 203.3), au moins en sections, s'étend sensiblement dans un plan de joint, et
    - ledit élément de liaison (205, 206) forme au moins une saillie s'étendant, dans la direction de la normale à la surface dudit plan de joint, dans au moins un évidement correspondant formé dans l'une desdites deux parties de cadre (202, 203, 202.1, 202.2, 202.3),
    - ledit élément de liaison (205, 206), en particulier, étant conçu en manière de broche ou de boulon.
  6. Cadre de train de roulement selon l'une quelconque des revendications 3 à 6, caractérisé en ce qu'au moins un élément de liaison (205, 206) est formé en tant qu'élément pontant ledit endroit de joint et relié aux deux partenaires de liaison, en particulier,
    - formé en tant que tirant agissant dans la direction de la normale à la surface dudit plan de joint
    ou
    - formé en tant que languette pontant ledit endroit de joint.
  7. Cadre de train de roulement selon l'une quelconque des revendications 3 à 7, caractérisé en ce que
    - l'élément de liaison présente au moins un évidement destiné à recevoir un composant d'un dispositif d'essai non-destructif de matériaux, en particulier d'un dispositif d'essai de matériaux opérant avec ultrason,
    et/ou
    - au moins l'un des composants qui interagissent au niveau dudit endroit de joint (202.4, 202.6, 203.2, 203.3) au moins en partie est prévu avec un revêtement empêchant la corrosion par frottement, en particulier avec un revêtement comprenant du molybdène (Mo).
  8. Cadre de train de roulement selon l'une quelconque des revendications précédentes, caractérisé en ce que
    - le corps de cadre (101; 201; 301) présente une partie avant, une partie médiane et une partie arrière,
    - ladite partie médiane relie ladite partie avant et ladite partie arrière,
    - la partie avant est adaptée pour être supportée sur une unité de roue avant dudit train de roulement,
    - la partie arrière est adaptée pour être supporté sur une unité de roue arrière dudit train de roulement, et
    - le corps de cadre (201) présente au moins deux parties de cadre (202, 203, 202.1, 202.2, 202.3), qui, au niveau d'au moins un endroit de joint (202.4, 202.6, 203.2, 203.3), sont connectés, en particulier de manière amovible,
    dans lequel
    - au moins un endroit de joint (202.4, 202.6, 203.2, 203.3) est disposé dans la région de ladite partie médiane
    et/ou
    - au moins un endroit de joint est disposé dans la région de ladite partie avant et/ou
    - au moins un endroit de joint est disposé dans la région de ladite partie arrière.
  9. Cadre de train de roulement selon l'une quelconque des revendications précédentes, caractérisé en ce que
    - au moins l'un desdits longerons (202) présente au moins une section de longeron (202.1, 202.2, 202.3) qui, au niveau d'au moins un endroit de joint (202.4, 202.6, 203.2, 203.3), est reliée, en particulier de manière amovible, à ladite au moins une poutre transversale (203) et/ou à une autre section de longeron (302.2) dudlt longeron (302),
    dans lequel
    - le longeron (202), en particulier, est formé de manière monolithique et, au niveau de l'endroit de joint (202.4, 202.6, 203.2, 203.3), est reliée à ladite au moins une poutre transversale (203),
    et/ou
    - ledit endroit de joint (202.4), en particulier, s'étend au moins en sections sensiblement dans un plan de joint, dont la normale de la surface présente au moins une composante dans la direction de l'axe de hauteur du train de roulement, en particulier est sensiblement parallèle à l'axe de hauteur du train de roulement,
    et/ou
    - ledit longeron (202), en particulier, présente deux sections de longeron (202.1, 202.3) chacune, au niveau dudit endroit de joint (202.4, 202.6, 203.2, 203.3), étant reliée à ladite au moins une poutre transversale (203), dans lequel, en particulier, au moins l'un desdits endroits de joint (202.4, 202.6, 203.2, 203.3) s'étend au moins partiellement sensiblement dans un plan de joint, dont la normale de la surface présente au moins une composante dans la direction de l'axe de hauteur du train de roulement, en particulier est sensiblement parallèle à l'axe de hauteur du train de roulement, et/ou présente au moins une composante dans la direction de l'axe transversal du train de roulement, en particulier est sensiblement parallèle à l'axe transversal du train de roulement.
  10. Cadre de train de roulement selon la revendication 9, caractérisé en ce que
    - la section de longeron médiane (202.2) est relié avec ladite au moins une poutre transversale (203), dans lequel
    - en particulier, la section de longeron avant (302.1) et/ou la section de longeron arrière (302.3) est reliée au niveau d'un endroit de joint (202.6; 302.7) avec la section de longeron médiane (202.2; 302.2).
    dans lequel
    en particulier, au moins l'un desdits endroits de joint (302.7) s'étend au moins partiellement sensiblement dans un plan de joint, dont la normale de la surface présente au moins une composante dans la direction de l'axe longitudinal du train de roulement, en particulier est sensiblement parallèle à l'axe longitudinal du train de roulement, ou présente au moins une composante dans la direction de l'axe transversal du train de roulement, en particulier est sensiblement parallèle à l'axe transversal du train de roulement, ou présente au moins une composante dans la direction de l'axe de hauteur du train de roulement, en particulier est sensiblement parallèle à l'axe de hauteur du train de roulement.
  11. Cadre de train de roulement selon la revendication 10, caractérisé en ce que,
    - au niveau d'au moins l'un desdits endroits de joint, un élément de pression (328) est disposé entre la section de longeron avant (302.1) et/ou la section de longeron arrière (302.3) et la section de longeron médiane (302.2).
    et/ou
    - au moins l'un desdits longerons (202), entre les extrémités de longeron et le centre de longeron, ayant respectivement un décalage (302.8) vers le bas et au moins l'un desdits endroits de joint est disposé au niveau de la section du décalage ou sur le côté du décalage opposé audit centre de longeron, en particulier à proximité du décalage.
  12. Train de roulement pour véhicule ferroviaire avec un cadre de train de roulement (202) selon l'une quelconque des revendications précédentes, en particulier étant conçu comme un bogie.
  13. Procédé pour la fabrication d'un cadre de train de roulement pour un train de roulement d'un véhicule ferroviaire comprenant
    - un corps de cadre (101; 202; 301), qui est conçu pour être supporté sur au moins une unité de roue du train de roulement, et qui comprend deux longerons (102; 202; 302) s'étendant dans la direction longitudinale du train de roulement et au moins une poutre transversale (103; 203; 303) s'étendant dans la direction transversale du train de roulement, qui relie les deux longerons (102; 202; 302) de façon rigide, où
    - au moins l'un des longerons (102; 202; 302) comprend, dans la direction longitudinale, une section de longeron avant (202.1; 302.1), une section de longeron médiane (102.2; 202.2; 302.2) et une section de longeron arrière (202.3; 302.3),
    caractérisé en ce que
    - ladite poutre transversale (203), avec une saillie latérale (203.1) s'étendant dans la direction transversale et disposée sur son côté supérieur (203.1), est insérée par le haut dans un évidement (202.4) dans le longeron respectif (202) de telle manière que, entre la saillie (203.1) et le longeron respectif (202), une surface de butée avant (203.3) agissant dans la direction longitudinale et une surface de butée arrière (203.3) agissant dans la direction longitudinale est formée, et, en dessous de la saillie (203.1), une surface de butée transversale agissant dans la direction transversale est formée entre le longeron (202) et la poutre transversale (203), dans lequel
    - la poutre transversale (203) est réalisée en un matériau en fonte grise.
  14. Procédé selon la revendication 13, caractérisé en ce que
    - le corps de cadre (202) comprend au moins deux parties de cadre (202, 203, 202.1, 202.2, 202.3),
    - lesdites au moins deux parties de cadre (202, 203, 202.1, 202.2, 202.3) sont moulées comme des composants séparés d'un matériau en fonte grise, et
    - lesdites au moins deux parties de cadre (202, 203, 202.1, 202.2, 202.3) sont reliées au niveau d'au moins un endroit de joint (202.4, 202.6, 203.2, 203.3), en particulier de manière amovible.
  15. Procédé selon la revendication 13, caractérisé en ce que
    - le corps de cadre (202) comprend au moins deux parties de cadre (202, 203, 202.1, 202.2, 202.3),
    - au moins l'une desdites au moins deux parties de cadre (202, 203, 202.1, 202.2, 202.3) est moulé à partir d'un matériau en fonte grise et
    - au moins l'une desdites au moins deux parties de cadre (202, 203, 202.1, 202.2, 202.3) est réalisé en acier, et
    - lesdites au moins deux parties de cadre (202, 203, 202.1, 202.2, 202.3) sont reliées au niveau d'au moins un endroit de joint (202.4, 202.6, 203.2, 203.3), en particulier de manière amovible.
EP15174656.7A 2006-06-27 2007-06-19 Châssis d'un véhicule ferroviaire Active EP3009323B1 (fr)

Priority Applications (2)

Application Number Priority Date Filing Date Title
EP17185349.2A EP3281837A1 (fr) 2006-06-27 2007-06-19 Châssis d'un véhicule ferroviaire
PL15174656T PL3009323T3 (pl) 2006-06-27 2007-06-19 Rama podwozia pojazdu szynowego

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102006029835A DE102006029835A1 (de) 2006-06-27 2006-06-27 Fahrwerksrahmen eines Schienenfahrzeugs
EP07765491.1A EP2038157B1 (fr) 2006-06-27 2007-06-19 Cadre de châssis d'un véhicule ferroviaire

Related Parent Applications (1)

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Related Child Applications (1)

Application Number Title Priority Date Filing Date
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EP3009323B1 true EP3009323B1 (fr) 2017-08-09

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EP (3) EP3009323B1 (fr)
JP (1) JP5237270B2 (fr)
KR (1) KR101436128B1 (fr)
CN (1) CN101506023B (fr)
AU (1) AU2007263821B9 (fr)
BR (1) BRPI0713085A2 (fr)
CA (1) CA2655967C (fr)
DE (1) DE102006029835A1 (fr)
EG (1) EG25558A (fr)
ES (2) ES2646297T3 (fr)
IL (1) IL196135A0 (fr)
MA (1) MA30618B1 (fr)
MX (1) MX2008016397A (fr)
NO (1) NO337601B1 (fr)
PL (2) PL2038157T3 (fr)
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RU (1) RU2480364C2 (fr)
UA (1) UA98464C2 (fr)
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EP2537729B1 (fr) * 2010-02-15 2017-09-06 Nippon Sharyo Ltd. Châssis de bogie pour véhicule ferroviaire
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EP2669136B1 (fr) * 2012-05-30 2020-01-01 Bombardier Transportation GmbH Unité de véhicule ferroviaire
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EP3620345A4 (fr) * 2017-09-19 2021-01-20 CRRC Changchun Railway Vehicles Co., Ltd. Châssis de bogie et bogie équipé de celui-ci
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DE202017107670U1 (de) * 2017-12-18 2019-03-20 Lothar Thoni Drehgestellrahmen für Schienenfahrzeuge aus einem Aluminiumgussteil
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Also Published As

Publication number Publication date
ZA200810865B (en) 2009-09-30
EG25558A (en) 2012-02-23
JP5237270B2 (ja) 2013-07-17
MA30618B1 (fr) 2009-08-03
EP3009323A1 (fr) 2016-04-20
AU2007263821B2 (en) 2013-08-08
IL196135A0 (en) 2009-09-22
CN101506023A (zh) 2009-08-12
CA2655967C (fr) 2015-04-21
EP2038157A1 (fr) 2009-03-25
PT3009323T (pt) 2017-11-14
MX2008016397A (es) 2009-02-11
PL3009323T3 (pl) 2018-04-30
JP2009541130A (ja) 2009-11-26
BRPI0713085A2 (pt) 2012-10-09
ES2646297T3 (es) 2017-12-13
AU2007263821A1 (en) 2008-01-03
EP2038157B1 (fr) 2015-07-29
AU2007263821B9 (en) 2014-02-27
PT2038157E (pt) 2015-10-16
PL2038157T3 (pl) 2016-01-29
UA98464C2 (ru) 2012-05-25
DE102006029835A1 (de) 2008-01-03
RU2009102505A (ru) 2010-08-10
KR20090049577A (ko) 2009-05-18
NO337601B1 (no) 2016-05-09
NO20090360L (no) 2009-01-23
RU2480364C2 (ru) 2013-04-27
KR101436128B1 (ko) 2014-11-03
US8196522B2 (en) 2012-06-12
EP3281837A1 (fr) 2018-02-14
CA2655967A1 (fr) 2008-01-03
ES2547479T3 (es) 2015-10-06
CN101506023B (zh) 2013-08-07
WO2008000657A1 (fr) 2008-01-03
US20100011985A1 (en) 2010-01-21

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