EP3013665B1 - Vorrichtung für eisenbahnradabnutzungsausgleich für eine lagerbüchse eines eisenbahndrehgestells - Google Patents

Vorrichtung für eisenbahnradabnutzungsausgleich für eine lagerbüchse eines eisenbahndrehgestells Download PDF

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Publication number
EP3013665B1
EP3013665B1 EP14731737.4A EP14731737A EP3013665B1 EP 3013665 B1 EP3013665 B1 EP 3013665B1 EP 14731737 A EP14731737 A EP 14731737A EP 3013665 B1 EP3013665 B1 EP 3013665B1
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Prior art keywords
setting
wheel
compensation device
wear
axle box
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EP14731737.4A
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English (en)
French (fr)
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EP3013665A1 (de
Inventor
Jacques Ober
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Lohr Industrie SA
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Lohr Industrie SA
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Priority to PL14731737T priority Critical patent/PL3013665T3/pl
Publication of EP3013665A1 publication Critical patent/EP3013665A1/de
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
    • B61F5/00—Constructional details of bogies; Connections between bogies and vehicle underframes; Arrangements or devices for adjusting or allowing self-adjustment of wheel axles or bogies when rounding curves
    • B61F5/26—Mounting or securing axle-boxes in vehicle or bogie underframes
    • B61F5/30—Axle-boxes mounted for movement under spring control in vehicle or bogie underframes
    • B61F5/301—Axle-boxes mounted for movement under spring control in vehicle or bogie underframes incorporating metal springs
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
    • B61F5/00—Constructional details of bogies; Connections between bogies and vehicle underframes; Arrangements or devices for adjusting or allowing self-adjustment of wheel axles or bogies when rounding curves
    • B61F5/26—Mounting or securing axle-boxes in vehicle or bogie underframes
    • B61F5/30—Axle-boxes mounted for movement under spring control in vehicle or bogie underframes
    • B61F5/32—Guides, e.g. plates, for axle-boxes
    • B61F5/34—Wedge mechanisms for adjusting clearance between underframes and axles

Definitions

  • the present invention relates to a rail wheel wear compensation device of a railway bogie.
  • a requalification of a railway bogie is allowed for wear up to 35 millimeters from the radius of the railway wheels compared to the original radius, and a requalification is usually required every 5 millimeters.
  • the tire and the roll of the railway wheels, which constitute the running surfaces are reprofiled, generally on the turn, to restore the original profile with a reduced wheel diameter.
  • the support frame of a bogie generally rests on an axle box via a suspension, it is desired to keep constant the height of the chassis of railway vehicles relative to the rails.
  • This height retention is usually done by the introduction of shims or other means of vertical displacement, to enhance the chassis of railway vehicles relative to the rails.
  • axle boxes having on each side a bottom support base provided to act as a spring support, a guide sleeve in the form of a cylinder secured to the support base, a suspension in the form of two concentric outer and inner coil springs, a guide sleeve provided so that the lower ends of the outer and inner springs are respectively wedged around and inside said guide sleeve.
  • Each of these wedges is in the form of a wedge ring intended to be positioned around the guide sleeve and in the form of a wedge disk intended to be positioned inside the guide sleeve, so as to raising the outer coil spring and the inner coil spring respectively.
  • each spring is raised from the same height, otherwise the nominal behavior of the suspensions is not preserved, which can cause abnormal wear and tear. a break in them.
  • each support base in the lower part receives a bilayer damping plate.
  • This plate comprises a first layer consisting of a rigid sheet and a second layer consisting of a washer made of elastomeric material.
  • This washer is a damping device and not a device for compensation of height or wear.
  • the object of the invention is therefore to overcome the disadvantage of the prior art and to provide a rail wheel wear compensation device comprising a wedge system that allows a visual and rapid control that each of the springs of a railway bogie box is elevated to the same height.
  • This wear compensation device must also ensure the setting and centering of the concentric outer and inner coil springs.
  • such a wear compensation device may include a wedge identification marking to quickly and easily identify the compensation height obtained by it.
  • the wear compensation device of the invention may also comprise means making it possible to maintain the vertical displacement of the axles of the bogies following reprofiling of the railway wheels, in particular in the event of failure of the suspensions mounted on the axle boxes.
  • each base is provided with a certain thickness, while for a worn wheel each base is provided with an additional thickness substantially equal to the wheel wear height to compensate.
  • the wear compensation device of the invention further comprises at least one pair of wedging pieces, each having a central orifice for the passage of the centering means, these wedging pieces being provided, for a worn wheel, to be stacked centrally between the support base of the axle box and each base so that the total thickness formed by each stack of timing pieces is equal to the wear height of wheel to compensate.
  • the bases and the wedging pieces each have a centering and wedging structure for stacking and maintaining them centrally on each other.
  • the centering and wedging structures are in the form of projections and complementary grooves.
  • the centering and wedging structures may be in the form of external shoulders projecting from the face of the top and external shoulders in complementary and opposite recesses on the underside. They may also be in the form of protruding studs on the face of the top and complementary and opposite recesses on the underside.
  • the vertical arm of the tee piece is provided with a certain height, while for a worn wheel, the vertical arm of the tee piece is provided with an additional height equal to the height of wheel wear to compensate; and for a worn wheel, the wear compensation device further comprises at least one wedging stop positioned between the lateral spar and the axle box, the height of this stopping abutment being equal to the wear height of wheel to compensate.
  • the stopping abutment consists of a stack of several stopping abutment elements whose total height is equal to the wheel wear height to be compensated.
  • the stopper is made of a single piece whose thickness is variable, equal to the wheel wear height to compensate.
  • the stop abutment elements each have a centering and wedging structure for stacking and maintaining them centrally on each other.
  • the stopper when the stopper is placed between the side spar and the axle box, it is preferably fixed against the underside of the side spar or on the upper part of the axle box.
  • stopping abutment elements when put in place between the lateral spar and the axle box, they are preferably fixed against the underside of the lateral spar.
  • the centering and wedging structures are in the form of projections and complementary grooves.
  • the centering means is a lug projecting from the horizontal upper face of each support base on either side of the axle box.
  • the stopper when the stopper is placed between the side spar and the axle box, it is preferably fixed against the underside of the side spar.
  • the wear compensation device 1 of the invention is provided for an axle box 2 of the railway bogie 3.
  • a railway bogie 3 usually comprises a support frame 4 resting via suspension assemblies 5 on a pair of axles 6 carrying railway wheels 7.
  • the support frame 4 generally comprises two side rails 8 connected to each other by a cross member 9 carrying a clapper 10 on the upper face.
  • each axle 6 comprises an axle box 2 having a support structure 11 in the lower part, this support structure 11 having a support base 12 extending on each side of the box axle 2.
  • Each suspension assembly 5 usually comprises two pairs of concentric vertical springs of suspensions 13, 14, each pair of springs being formed of an internal spring 14 housed in an external spring 13 and resting on a support base 12 on both sides. other of the axle box 2.
  • each support base 12 of the axle box 2 has a horizontal upper face 15 having a centering means 16.
  • This centering means 16 is preferably in the form of a centering pin 17 .
  • this centering pin 17 may have different heights. In the context of the invention, it will therefore speak of high centering pin 17a or low centering pin 17b.
  • the wear compensation device 1 of the invention is mainly intended to maintain the height dimension C existing between the bottom of the side rails 8 and the horizontal upper face 15 of each support base 12 of the axle box 2, as well as to maintain the height dimension H existing between the bottom of the side rails 8 and the rails 18.
  • the wear compensation device 1 of the invention comprises setting means for each axle box 2, these setting means comprising in particular two removable bases 19 each intended to rest on a support base 12 of the axle box 2.
  • the wedging means are provided, in case of wheel wear 7 to compensate, to enhance the support of the lower end of the springs 13, 14 relative to the support bases 12 and to maintain the centering of each base 19 on the centering means 16.
  • Each base 19 has a central orifice 20 allowing its positioning on the centering means 16, and each base 19 also comprises a cylinder 21 in one piece with its upper face.
  • the cylinder 21 is provided to receive the springs 13, 14 of each suspension assembly 5 so that the external spring 13 rests on the base with its lower end positioned around the cylinder 21, while the inner spring 14 rests on the base 19 with its lower end positioned inside the cylinder 21.
  • each base 19 is provided with a certain thickness.
  • each base 19 may be provided with additional thickness equal to the wheel wear height to be compensated.
  • each base 19 is raised with at least one wedging piece 22.
  • wedging pieces 22 are designed to be stacked one above the other centrally under the bases 19 and on the centering means 16, between the support base 12 of the axle box 2 and each base 19 so that that the total thickness formed by each stack of timing pieces 22 is equal to the wheel wear height to be compensated.
  • each wedging piece 22 has a central orifice 23 provided for the passage of the centering means 16 and a height of 5 millimeters.
  • each base 19 and each wedging piece 22 preferably has a centering and wedging structure 24 for stacking and maintaining them in a centered manner. on top of each other, because the reduced height of a low centering pin 17b does not allow it to fulfill this role for the highest wedging parts 22.
  • centering and wedging structures 24 are preferably in the form of projections and complementary grooves.
  • each centering and wedging structure 24 may be in the form of a pair of projecting pads 25 located on the top face of the bases 19 and wedges 22, and in the form of a hollow pair.
  • complementary and opposed 26 located on the underside of the bases 19 and the wedging pieces 22.
  • each centering and wedging structure 24 may be in the form of a projecting external shoulder 27 situated on the top face of the wedging pieces 22 and a complementary and opposite external recessed shoulder 28 situated on the face the underside of the wedging pieces 22, the equivalent of the bases 19 is a reduced diameter thereof so as to be wedged in the recessed outer shoulder 28 of the wedging piece 22 located just below.
  • each base 19 is in the form of a circular piece, while each piece of wedging 22 is in the form of a washer 5 millimeters thick. .
  • the vertical retention of the axles 6 with the support frame 4 is usually realized by means of a tee piece 29 consisting of a vertical arm 30 surmounted by a horizontal head 31.
  • the vertical arm 30 is connected to an axle box 2 while the tee piece 29 slides vertically inside the vertical spar 8 situated above said axle box 2, the withdrawal of this tee piece 29 from the vertical spar 8 being prevented by the dimensions of its horizontal head 31.
  • the wear compensation device 1 of the invention is also intended to maintain the height dimension A existing between the underside of the head of the tee piece 29 and the abutment face of the lower part of the side members 8 , as well as to maintain the height dimension B existing between the underside of the side rails 8 and the top face of the axle boxes 2.
  • the wear compensation device 1 of the invention further comprises suspension means for axle box 2 having a tee piece 29, the vertical arm 30 and the horizontal head 31 are located in the same vertical plane and in which the lower part of the vertical arm 30 is fixed to the axle box 2 while the tee piece 29 enters through its head 31 into the underside of the side spar 8 through an opening 32, with the length of the head 31 of the tee piece 29 being greater than that of the opening 32 located on the underside of the side spar 8.
  • the vertical arm 30 of the tee piece 29 is provided with a fixed and invariable height whether for a new wheel 7a or for a used wheel 7b.
  • the wear compensation device 1 further comprises a fractional stopper 33 formed of a stack of several locking abutment elements 34.
  • all the stop abutment elements 34 is positioned between the head 31 of the tee piece 29 and the opening 32 situated on the underside of the lateral spar 8 (see FIG. figure 13 ); while for a worn wheel, stopping abutment elements 34 are moved from their initial position between the side spar 8 and the axle box 2, the overall height of the stagger abutment elements 34 thus displaced being equal to the height of wheel wear to compensate (see figure 14 ).
  • the vertical arm 30 of the tee piece 29 is provided with a certain height, while for a worn wheel 7b, the vertical arm 30 of the tee piece 29 is provided with an additional height equal to the height of wheel wear to be compensated, the additional height of the vertical arm 30 of a piece 29 tee to another increasing for example in increments of 5 millimeters.
  • the wear compensation device 1 further comprises at least one wedging stop 33 positioned between the lateral spar 8 and the axle box 2, the height of this thrust bearing 33 being equal to the height of wheel wear to compensate (see figure 16 ).
  • the stopping abutment 33 can consist of a single piece 33 (variant not shown) whose thickness is variable, equal to the height of wheel wear to be compensated, or consist of a stack of several locking abutment elements 34 whose total height is equal to the wheel wear height to be compensated.
  • variable thickness of an abutment abutment from one piece 33 to another increases for example in increments of 5 millimeters.
  • each wedging abutment element 34 has for example a height of 5 millimeters.
  • stopping abutment 33 or stopping abutment elements 34 When the stopping abutment 33 or stopping abutment elements 34 are put in place between a lateral spar 8 and an axle box 2, these can be fixed against the lower part of the side spar 8 or on the upper part. of the axle box 2, for example by screwing.
  • wedging abutments 33 and the abutment abutment members 34 may each have a centering and wedging structure (not shown) for stacking and holding them. centrally on each other.
  • centering and wedging structures may partially or completely reproduce those previously provided for the bases 19 and timing pieces 22.
  • centering and wedging structures may be in the form of complementary projections and grooves.
  • the stopping abutment elements 34 each have a cut-out 35 for the passage of the vertical arm 30 of the tee piece 29.
  • the different wedging means of the invention each have identification markings making it possible to identify quickly and easily the compensation height obtained by them.
  • each base 19b high is represented by at least one identification marking 36 located on the outer side face thereof.
  • the additional height of the long vertical arm 30b of the tee piece 29b is represented by a identification marking 36 located in the upper part thereof, for example on the top of its head 31.
  • the stopper 33 consists of a single piece whose thickness is variable, the height of wear compensated by it is represented by at least one identification marking 36 located on the external lateral face. the stop 33.
  • a base 19a low When a base 19a low is used in combination with timing pieces 22, and / or is used a wedging abutment 33 consisting of several abutment members 34, it is easy to count the number of timing parts 22 and stopping abutment elements 34 used. Since the latter preferentially have the same height, namely 5 millimeters, it is then easy to deduce the compensated wear height and to ensure that the same setting is used for the same axle box 2 in the different places. provided for receiving wedging means.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Vehicle Body Suspensions (AREA)

Claims (16)

  1. Vorrichtung zur Verschleißnachführung (1) eines Eisenbahnrades (7) für Achslager (2) für Schienenfahrzeug-Drehgestell (3), dieses Achslager (2) umfasst auf beiden Seiten des Achslagers (2):
    - eine Auflagefläche (12) im unteren Teil;
    - eine Tragfeder außen (13) und eine Tragfeder innen (14), vertikal und konzentrisch, die direkt oder indirekt über ihr unteres Endstück zentriert auf der Auflagefläche (12) ruhen, diese Federn (13, 14) sind dazu bestimmt, jeweils mit ihrem oberen Ende denselben Längsträger (8) des Schienenfahrzeug-Drehgestells (3) zu stützen; und
    - ein Zylinder (21), so vorgesehen, dass die unteren Endstücke der Tragfedern außen und innen (13, 14) jeweils um und im Inneren dieses Zylinders (21) verankert sind;
    diese Vorrichtung zur Verschleißnachführung (1) umfasst die vorgesehenen Verankerungsmittel, um bei einem Verschleiß des Rades, die Auflage des unteren Federendstückes (13, 14) bezogen auf die Auflagefläche (12), auf der sie aufliegen, auszugleichen, dadurch gekennzeichnet, dass beiderseits des Achslagers (2) :
    • jede Auflagefläche (12) eine Zentriervorrichtung (16) auf der Oberseite aufweist;
    • die Verankerungsmittel eine abnehmbare Grundplatte (19) umfassen, dazu vorgesehen direkt oder indirekt auf einer Auflagefläche (12) aufzuliegen, wobei jede Grundplatte (19) eine zentrale Öffnung (20) aufweist, durch die es auf der Zentriervorrichtung (16) positioniert werden kann und jede Grundplatte (19) umfasst auf ihrer Oberseite einen Zylinder (21), der in einem Stück mit dieser Grundplatte (19) ausgeführt ist;
    und
    • die Verankerungsmittel sind dazu vorgesehen, die Zentrierung jeder Grundplatte (19) auf der Zentriervorrichtung (16) zu bewahren, ungeachtet der auszugleichenden Höhe des Radverschleißes.
  2. Vorrichtung zur Verschleißnachführung (1) nach Anspruch 1, dadurch gekennzeichnet, dass bei einem neuen Rad (7a) jede Grundplatte (19) mit einer gewissen Dicke geliefert wird, während bei einem gebrauchten Rad (7b) jede Grundplatte (19) mit einer zusätzlichen Dicke geliefert wird, die deutlich gleich der auszugleichenden Höhe des Radverschleißes ist.
  3. Vorrichtung zur Verschleißnachführung (1) nach Anspruch 1, dadurch gekennzeichnet, dass sie außerdem mindestens ein Paar Verkeilungsteile (22) enthält, die jeweils eine zentrale Öffnung (23) zur Durchführung der Zentriervorrichtung (16) aufweisen, diese Verkeilungsteile (22) sind dazu vorgesehen, bei einem abgenutzten Rad (7b) zentriert zwischen der Auflagefläche (12) des Achslagers (2) und jeder Grundplatte (19) aufeinander gestapelt zu werden, so dass die Gesamthöhe jedes Verkeilungsteile (22) - Stapels gleich der auszugleichenden Höhe des Radverschleißes ist.
  4. Vorrichtung zur Verschleißnachführung (1) nach Anspruch 3, dadurch gekennzeichnet, dass die Grundplatten (19) und die Verkeilungsteile (22) jeweils einen Zentrier- und Verkeilungsaufbau (24) aufweisen, durch den sie gestapelt und zentriert gehalten werden können.
  5. Vorrichtung zur Verschleißnachführung (1) nach Anspruch 4, dadurch gekennzeichnet, dass der Zentrier- und Verkeilungsaufbau (24) die Form von komplementären Vorsprüngen und Rillen hat, in Form von auskragenden Schultern außen (27) auf der Oberseite und komplementären, gegenüberliegenden Aussparungen außen (28) auf der Unterseite oder in Form von auskragenden Klötzen (25) auf der Oberseite und komplementären und gegenüberliegenden Hohlräumen (26) auf der Unterseite.
  6. Vorrichtung zur Verschleißnachführung (1) nach Anspruch 1, dadurch gekennzeichnet, dass sie außerdem Aufhängemittel für Achslager (2) umfasst, mit einem T - Stück (29), bestehend aus einem vertikalen Arm (30) über dem sich ein horizontaler Kopf (31) befindet, und dass:
    • der vertikale Arm (30) und der horizontale Kopf (31) sich in derselben vertikalen Ebene befinden;
    • der untere Teil des vertikalen Arms (30) am Achslager (2) befestigt ist;
    • das T - Stück (29) mit dem Kopf (31) durch eine Öffnung (32) in eine Unterseite des Seitenträgers (8) eindringt; und
    • die Länge des Kopfes (31) des T - Stücks (29) größer ist, als die der Öffnung (32), die sich an der Unterseite des Seitenträgers (8) befindet, so dass wenn der Seitenträger (8) angehoben wird, das T - Stück (29) und das Achslager (2) zusammen mit diesem Seitenträger (8) angehoben werden.
  7. Vorrichtung zur Verschleißnachführung (1) nach Anspruch 6, dadurch gekennzeichnet, dass:
    • bei einem neuen Rad (7a) der vertikale Arm (30) des T - Stücks (29) mit einer gewissen Höhe geliefert wird, während bei einem gebrauchten Rad (7b) der vertikale Arm (30) des T - Stücks (29) mit einer zusätzlichen Höhe gleich der auszugleichenden Höhe des Radverschleißes geliefert wird; und
    • bei einem gebrauchten Rad (7b) die Vorrichtung zur Verschleißnachführung (1) außerdem mindestens einen Verankerungsanschlag (33) umfasst, positioniert zwischen dem Seitenträger (8) und dem Achslager (2), die Höhe dieses Verankerungsanschlags (33) ist dabei gleich der auszugleichenden Höhe des Radverschleißes.
  8. Vorrichtung zur Verschleißnachführung (1) nach Anspruch 7, dadurch gekennzeichnet, dass der Verankerungsanschlag (33) aus einem Stapel aus mehreren Verankerungsanschlagselementen (34) besteht, deren Gesamthöhe gleich der auszugleichenden Höhe des Radverschleißes ist oder aus einem einzigen Teil besteht, mit variabler Dicke, gleich der auszugleichenden Höhe des Radverschleißes
  9. Vorrichtung zur Verschleißnachführung (1) nach Anspruch 6, dadurch gekennzeichnet, dass:
    • der vertikale Arm (30) des T - Stücks (29) mit einer festen, nicht veränderlichen Höhe geliefert wird;
    • die Vorrichtung zur Verschleißnachführung (1) außerdem einen fraktionierbaren Verankerungsanschlag (33) umfasst, bestehend aus einem Stapel aus mehreren Verankerungsanschlagselementen (34);
    • bei einem neuen Rad (7a) sind alle Verankerungsanschlagselemente (34) in ihrer Anfangsposition positioniert, angeordnet zwischen dem Kopf des T - Stücks (29) und der Öffnung (32), die sich an der Unterseite des Seitenträgers (8) befindet; und bei einem gebrauchten Rad (7b) werden die Verankerungsanschlagselementen (34) aus ihrer Anfangsposition verschoben in ihre Verschleißausgleichsposition zwischen dem Seitenträger (8) und dem Achslager (2), die Gesamthöhe der so verschobenen Verankerungsanschlagselemente (34) ist gleich der auszugleichenden Höhe des Radverschleißes.
  10. Vorrichtung zur Verschleißnachführung (1) nach Anspruch 8 oder 9, dadurch gekennzeichnet, dass die Verankerungsanschlagselemente (34) jeweils einen Zentrier- und Verkeilungsaufbau aufweisen, durch den sie gestapelt und zentriert aufeinander gehalten werden können.
  11. Vorrichtung zur Verschleißnachführung (1) nach einem der Ansprüche 8, 9 oder 10, dadurch gekennzeichnet, dass Verankerungsanschlagselemente (34) jeweils einen Ausschnitt zur Durchführung des vertikalen Arms (30) des T - Stücks (29) aufweisen.
  12. Vorrichtung zur Verschleißnachführung (1) nach Anspruch 8 oder 9, dadurch gekennzeichnet, dass wenn die Verankerungsanschlagselemente (34) zwischen dem Seitenträger (8) und dem Achslager (2) eingebaut sind, sie gegen die Unterseite des Seitenträger (8) befestigt sind.
  13. Vorrichtung zur Verschleißnachführung (1) nach Anspruch 7 oder 8, dadurch gekennzeichnet, dass wenn der Verankerungsanschlag (33) zwischen dem Seitenträger (8) und dem Achslager (2) eingebaut wird, er gegen die Unterseite des Seitenträger (8) oder auf der Oberseite des befestigt Achslagers (2) befestigt wird.
  14. Vorrichtung zur Verschleißnachführung (1) nach Anspruch 10, dadurch gekennzeichnet, dass der Zentrier- und Verkeilungsaufbau der Verankerungsanschlagselemente (34) die Form von komplementären Vorsprüngen und Rillen hat.
  15. Vorrichtung zur Verschleißnachführung (1) nach einem der vorhergehenden Ansprüche, dadurch gekennzeichnet, dass die Zentriervorrichtung (16) eine Zentriernase (17a, 17b) ist, die auf der horizontalen Oberseite jeder Auflagefläche (12) beiderseits des Achslagers (2) herausragt.
  16. Aufhängungsvorrichtung für Schienenfahrzeug-Drehgestell (3), die für jedes Rad (7) eine Vorrichtung zur Verschleißnachführung (1) nach einem der vorstehenden Ansprüche enthält.
EP14731737.4A 2013-06-25 2014-05-27 Vorrichtung für eisenbahnradabnutzungsausgleich für eine lagerbüchse eines eisenbahndrehgestells Active EP3013665B1 (de)

Priority Applications (1)

Application Number Priority Date Filing Date Title
PL14731737T PL3013665T3 (pl) 2013-06-25 2014-05-27 Urządzenie do kompensowania zużycia koła pojazdu szynowego dla maźnicy wózka szynowego

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
FR1356084A FR3007373B1 (fr) 2013-06-25 2013-06-25 Dispositif de compensation d'usure de roue ferroviaire pour boite d'essieu de bogie ferroviaire.
PCT/FR2014/051244 WO2014207334A1 (fr) 2013-06-25 2014-05-27 Dispositif de compensation d'usure de roue ferroviaire pour boite d'essieu de bogie ferroviaire

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EP3013665A1 EP3013665A1 (de) 2016-05-04
EP3013665B1 true EP3013665B1 (de) 2017-09-06

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EP (1) EP3013665B1 (de)
ES (1) ES2642066T3 (de)
FR (1) FR3007373B1 (de)
LT (1) LT3013665T (de)
PL (1) PL3013665T3 (de)
WO (1) WO2014207334A1 (de)

Cited By (1)

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US10752068B2 (en) * 2015-06-15 2020-08-25 Volvo Construction Equipment Ab Suspension arrangement

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ES2642066T3 (es) 2017-11-15
LT3013665T (lt) 2017-09-25
WO2014207334A1 (fr) 2014-12-31
PL3013665T3 (pl) 2017-11-30
FR3007373A1 (fr) 2014-12-26
EP3013665A1 (de) 2016-05-04

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