EP3208173B1 - Bogie pour vehicule ferroviaire, procede de compensation de modifications de diametre des roues de vehicules ferroviaires et vehicule ferroviaire - Google Patents

Bogie pour vehicule ferroviaire, procede de compensation de modifications de diametre des roues de vehicules ferroviaires et vehicule ferroviaire Download PDF

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Publication number
EP3208173B1
EP3208173B1 EP16156045.3A EP16156045A EP3208173B1 EP 3208173 B1 EP3208173 B1 EP 3208173B1 EP 16156045 A EP16156045 A EP 16156045A EP 3208173 B1 EP3208173 B1 EP 3208173B1
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EP
European Patent Office
Prior art keywords
bogie
lifting
lifting element
vertical distance
spacer
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
EP16156045.3A
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German (de)
English (en)
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EP3208173A1 (fr
Inventor
Alberto Cortesi
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.)
Stadler Rail AG
Original Assignee
Stadler Rail AG
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
Priority to HUE16156045A priority Critical patent/HUE050148T2/hu
Application filed by Stadler Rail AG filed Critical Stadler Rail AG
Priority to EP16156045.3A priority patent/EP3208173B1/fr
Priority to DK16156045.3T priority patent/DK3208173T3/da
Priority to SI201630915T priority patent/SI3208173T1/sl
Priority to PCT/EP2017/050809 priority patent/WO2017140449A1/fr
Priority to EP17700443.9A priority patent/EP3416867B1/fr
Priority to US16/070,870 priority patent/US10974739B2/en
Publication of EP3208173A1 publication Critical patent/EP3208173A1/fr
Application granted granted Critical
Publication of EP3208173B1 publication Critical patent/EP3208173B1/fr
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Anticipated expiration legal-status Critical

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
    • B61F5/00—Constructional details of bogies; Connections between bogies and vehicle underframes; Arrangements or devices for adjusting or allowing self-adjustment of wheel axles or bogies when rounding curves
    • B61F5/02—Arrangements permitting limited transverse relative movements between vehicle underframe or bolster and bogie; Connections between underframes and bogies
    • B61F5/04—Bolster supports or mountings
    • B61F5/10—Bolster supports or mountings incorporating fluid 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
    • B61F5/50—Other 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

Definitions

  • the present invention relates to a bogie for a rail vehicle, a method for compensating changes in diameter of wheels of rail vehicles and a rail vehicle according to the preambles of the independent claims.
  • rail vehicles have metal wheels that run on metal rails.
  • the wheels wear out during use. This means that they show wear.
  • the wheels have to be turned after a long period of operation.
  • Spinning the wheels is accompanied by a change in the diameter of the wheels.
  • the wheels are mounted on axle shafts, which are resiliently attached to a frame, which in turn is resiliently connected to a body of the rail vehicle.
  • a change in the diameter of the wheels consequently means that the entry edges of the car bodies have a difference compared to a fixed height, for example of a platform, after the wheels have been overturned. This difference needs to be corrected.
  • a bogie according to the invention for a rail vehicle comprises a frame which is mounted on one or more wheel axles.
  • the bogie comprises at least one support surface for a car body.
  • At least one lifting surface is formed on the bogie and its vertical distance from the supporting surface can be changed by a lifting element, so that a spacer element can be inserted into the vertical distance. Additionally or alternatively, the vertical distance can be fixed by means of the lifting element.
  • the bogie has a crossbeam which has at least one bore for movably receiving the lifting element, so that the bore and the lifting element form a space which can be filled with a fluid.
  • the bore preferably has a fluid supply channel, which preferably has a coupling element for connecting a fluid source, in particular compressed air or hydraulic oil.
  • a bearing surface of the bogie can, for example, be arranged on a crossbeam of the bogie.
  • An arrangement on a plate above an air suspension is also conceivable.
  • the lifting surface of the lifting element is at least in a raised state at a vertical distance from the support surface. It is conceivable that the lifting surface and the supporting surface are spaced horizontally and / or are arranged on different elements of the bogie.
  • the spacer element can be inserted into the vertical distance to permanently increase a distance between the wheel axle and the leading edge.
  • a lifting element with a lifting surface on the bogie enables to manufacture the lifting element as an integral part of the bogie. So there are none to increase the vertical distance additional devices necessary. It is conceivable that the spacer element, which can be inserted in the vertical distance, also be manufactured as an integral part of the bogie. For example, it is conceivable to manufacture the spacer element as a toothed rack with a backstop. An adjustable adjusting screw, which can be fixed in a preferred position, would also be conceivable. In particular, however, it is also conceivable to provide spacer elements which can be rotated relative to one another in such a way that they have different thicknesses due to the rotation.
  • the lifting element is preferably arranged integrally on the bogie.
  • the lifting element is thus formed as part of the bogie and / or at least permanently attached.
  • the lifting element can preferably be actuated hydraulically or pneumatically.
  • rail vehicles have devices and / or circuits which are actuated pneumatically and in some cases also hydraulically. It is therefore possible to actuate the lifting element independently of external devices or drives.
  • the bore and / or the lifting element can have at least one sealing element.
  • the sealing element is preferably arranged such that a sealing effect can only be achieved up to a fixed lifting height of the lifting element.
  • a resetting mechanism can be provided on the lifting element, which is preferably designed as a resetting spring for resetting the lifting element.
  • a lifting surface of the lifting element is preferably in operative connection with a car body or a counterpart of an interface. After lifting the car body and after inserting the spacer, the lifting element should be moved back towards the starting position in order to avoid incorrectly introduced forces. Moving the lifting element back can also be advantageous in terms of protection against the ingress of dirt or moisture.
  • the weight of the superimposed car body can be used as a restoring force after inserting the spacer.
  • the bogie can have one or more, preferably two centering bolts for centering a car body on the bogie, which are designed as lifting elements.
  • a surface of the centering pin can be designed as a lifting surface.
  • the lifting element can thus take on a second function.
  • one or more air springs of an air suspension between the frame and the bearing surface of the bogie are designed as lifting elements.
  • a lifting surface is assigned to at least one first air spring, preferably two first air springs, and a support surface is assigned to a second air spring, preferably two air springs.
  • the first or the first air springs can be arranged under a first car body and the second or the second air springs can be arranged under a second car body.
  • the first air springs and the second air springs are each assigned to a group of air springs.
  • Shut-off means for separating the groups of air springs from one another are preferably provided between the individual groups of air springs of an air suspension.
  • a car body can thus be lifted independently of another car body.
  • the lifting of a car body by means of the associated air spring group permits the simultaneous lifting of the adjacent second car body end connected to the first car body. Only the air springs under the first car body are pressurized and the air springs below the second car body have a lower pressure than the air springs under the first car body. They are preferably depressurized.
  • the second car body can thus be spaced apart with spacer elements.
  • the air springs can preferably be acted upon by a compressed air system already present on the rail vehicle for the operation of the air suspension.
  • the air suspension preferably has a coupling element for connection to an external compressed air source.
  • the individual groups of air springs preferably have separate coupling elements.
  • the bogie can be designed as a Jakobs bogie.
  • a spacer element of the bogie can be constructed in several parts and can be of variable thickness.
  • the fat is preferably adjustable against each other by rotating individual elements of the spacer element.
  • Another aspect of the invention relates to a method for compensating for changes in diameter according to claim 9.
  • the distance is preferably changed using an integral lifting element arranged on the bogie.
  • an integral lifting element arranged on the bogie.
  • a spacer is preferably set to a desired thickness.
  • the thickness of the spacer element is preferably adjusted by rotating individual elements of the spacer element relative to one another.
  • the spacer element can thus be made from several complementary elements.
  • the lifting element can be depressurized, in particular by draining or relieving the fluid.
  • the lifting element is preferably brought back into an initial position with a restoring element. All elements can thus be brought back to their original position. An unintentional contribution of forces and / or This prevents the function from being impaired by environmental influences such as dirt or water.
  • Another aspect of the invention relates to a rail vehicle according to claim 13.
  • Another aspect of the device relates to a rail vehicle according to claim 14.
  • the Figure 1 shows a schematic representation of a conventional bogie 100 for rail vehicles.
  • the bogie 100 has two axles 20, on which wheels 101 are arranged.
  • the axles 20 are suspended from a frame 10, with a suspension (not shown in more detail) between the axle and the frame 10.
  • the bogie 100 has a cross member as a support element 30.
  • the support element 30 is connected to the frame 10 via a suspension, which is also not specified in any more detail.
  • the suspension can be, for example, air suspension or another alternative suspension. Conventional steel springs are shown here.
  • the support element 30 has a support surface 31 in its upper region. The bearing surface 31 is spaced apart from the lower edge of the wheels 101, and thus from the upper rail edge SOK, by the distance Z.
  • the bearing surface 31 correlates in the factory state, for example, with an entry edge of a platform. If the wheels 101 are overturned, that is to say reduced in diameter, a desired dimension changes between the contact surface 31 and the platform. This needs to be corrected.
  • Figure 2 shows a perspective view of the bogie 100 from Figure 1 .
  • Figure 2 shows a perspective view of the bogie 100 from Figure 1 .
  • Only individual elements from a group of identical elements are provided with a reference symbol.
  • the bogie 100 has four wheels 101, which are each arranged in pairs on a wheel axle 20.
  • the wheel axles 20 are arranged on a frame 10, on which in turn a support element 30 is arranged as a traverse.
  • the support element 30 is connected to the frame 10 by means of resilient elements, which are in turn connected to the wheel axles 20 by resilient elements.
  • the support element has a lifting element 50 on both sides, which in the present case is additionally designed to center a car body arranged on the bogie 100.
  • the lifting elements 50 each have a reset mechanism 51.
  • the function and design of the elements 50 are as follows Figure 3 described.
  • the Figures 3a and 3b show a schematic representation of the lifting elements in several operating states.
  • the Figure 3a shows a lifting element 50 in a starting position.
  • the lifting element 50 is designed as a cylindrical pin which has a collar in the area of the reference number 55. The federal government points to his upper side a lifting surface 55.
  • the lifting element 50 is located in a bore 61 of the support element 30.
  • a seal 63 is arranged in the bore, which seals a cavity below the lifting element 50.
  • This cavity is connected to a fluid supply channel 62 via a coupling element 64, in the present case a connecting nipple, to the outer region.
  • a fluid can be introduced into the cavity of the bore 61 via the coupling element 64.
  • This fluid pushes the lifting element 50 upward (see Figure 3b ). If the lower edge of the lifting element 50 reaches the seal 63, the sealing function between the seal 62 and the lifting element 50 is interrupted. The fluid pumped in via the coupling element 64 can escape through an annular gap around the cylindrical lifting element 50. A further movement of the lifting element 50 upwards is therefore no longer possible.
  • the lifting element 50 is shown in the first operational state, ie in the factory state.
  • the dashed line on the surface 55 which correlates with the lifting surface 55, can be, for example, the underside of a car body.
  • fluid can be introduced into the bore 61 via the coupling element 64.
  • the lifting element 50 and in particular the lifting surface 55 moves upwards, between the lifting surface 55 and in particular between an underside of the car body (dashed line) and a support surface 31 there is a vertical distance A.
  • a spacing element can now be inserted at this distance A.
  • the distance A is permanently increased by inserting a spacer element.
  • FIG Figure 4 shows a schematic representation of a further embodiment of the bogie 100 according to the invention.
  • air springs are provided between the support elements 30 'and 30 "and the frame 10.
  • the bogie 100 from FIG Figure 4 is designed here as a Jacob's frame.
  • a frame 10 on which two wheel axles 20 are arranged in a resilient manner, wheels 101 being arranged on each of the wheel axles 20.
  • Two support elements 30 ′ and 30 ′′ with support surfaces 31 ′ and 31 ′′ are likewise arranged independently of one another on the frame 10.
  • the support elements 30 'and 30 are each connected to the frame 10 via independent springs.
  • FIG. 5 shows a perspective view of a bogie 100.
  • the bogie 100 has four wheels 101, which are each attached to an axle 20 in pairs.
  • the axes 20 are resiliently attached to a frame 10, on which in turn four lifting elements 50 are arranged.
  • the lifting elements 50 are formed from an air spring 53 and a support element 30.
  • FIG 6 shows a schematic representation of the operation of the bogie 100 from the Figures 4 and 5 .
  • the lifting element which is designed here as air suspension 50 ' ( Figure 5 ), with air filled.
  • the second lifting element 50" therefore does not move.
  • the car bodies 40' and 40 are connected to one another by the coupling 41.
  • the second lifting element 50 ie A distance A between the support surface 31 "and an underside of the car body 40 '.
  • a spacer element can be inserted at this distance.
  • the pressure can then be released from the first lifting element 50 ′ again.
  • the procedure is now repeated in the reverse order.
  • the lifting element 50 is inflated and a spacer element is inserted between the lifting element 50 'and the car body 40'.
  • both car bodies 40 ', 40" are spaced apart from the wheel axis 20 by an increased vertical distance.
  • FIG. 7 shows a pneumatic diagram, as in the device and for carrying out the method from the Figure 6 can be used.
  • Shut-off means 54' and 54" are provided on the air suspension 52.
  • the air supply comes through the coupling element 64.
  • the shut-off means 54 'and 54 " the first air springs 53' or the second air springs 53" can each be pressurized with compressed air, whereby the other air springs can be depressurized.
  • a 2/2-way valve is shown. However, it is also conceivable to use a 3/2-way valve so that the air springs 53 'or 53 "can each be completely emptied.
  • the Figure 8 shows a spacer that can be used for a bogie as described here.
  • the spacer 70 consists of two parts 71 and 72. These are preferably made from a single piece.
  • the spacer element 70 is made of a metal sheet 20 mm thick.
  • the second element 72 is lasered or burned out of the first element 71. Both elements can thus be used.
  • the first and the second element 21, 72 each have a bore 711 and 721, which by twisting (see Figure 9 ) can be reconciled.
  • the individual elements 71 and 72 are placed one inside the other (see sectional view) in such a way that the spacer element has a thickness in accordance with the sheet thickness, in this case 20 mm. In this position, the spacer element 70 can already be preassembled on the bogie.
  • a nose 701 is shown on the first element 71. This can be used, for example, to hammer away rusted spacer elements 70.
  • Figure 9 shows the spacer 70 from FIG Figure 8 in a twisted position.
  • the second element 72 is raised and rotated relative to the first element 71.
  • the spacer element 70 subsequently has a thickness which corresponds to twice the sheet thickness, in the present case 40 mm.
  • the spacer 70 respectively the two individual elements 71 and 72 not shown in their end position.
  • the individual elements 71 and 72 are preferably arranged in their end position in such a way that the bores 711 and 721 are congruent. It is conceivable, for example, to place a pin in one of the bores 711 or 721 so that the individual Elements 71 and 72 can no longer be rotated against each other.
  • spacer element 70 from FIGS Figures 8 or 9 to provide a plurality of impact lugs 701 and / or a plurality of positioning bores 711, 721. It is also conceivable to design the spacer element 70 in several parts.

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

Claims (14)

  1. Bogie (100) pour un véhicule ferroviaire, comprenant un châssis (10) monté sur un ou plusieurs axes de roues (20) et au moins une surface d'appui (31) pour une caisse de voiture (40)
    dans lequel est formée au moins une surface de levage (55), dont la distance verticale par rapport à la surface d'appui (31) est variable par un élément de levage (50), de sorte qu'un élément d'écartement (70) peut être inséré dans la distance verticale et/ou la distance verticale peut être fixée au moyen de l'élément de levage, caractérisée en ce qu'une traverse (30) du bogie (100) présente au moins un alésage (61) pour recevoir de manière mobile l'élément de levage (50), de sorte que l'alésage (61) et l'élément de levage (50) forment un espace qui peut être rempli d'un fluide, l'alésage (61) présentant de préférence un canal d'alimentation en fluide (62), lequel canal d'alimentation en fluide présente de préférence un élément de couplage pour le raccordement d'une source de fluide, en particulier d'air comprimé ou d'huile hydraulique.
  2. Bogie (100) selon la revendication 1, caractérisé en ce que l'élément de levage (50) est intégralement disposé sur le bogie (100).
  3. Bogie selon l'une des revendications 1 ou 2, caractérisé en ce que l'élément de levage (50) est actionnable hydrauliquement ou pneumatiquement.
  4. Bogie selon la revendication 3, dans lequel l'alésage (61) et/ou l'élément de levage (50) présente au moins un élément d'étanchéité (63), l'élément d'étanchéité (63) étant de préférence disposé de telle sorte qu'un effet d'étanchéité ne peut être obtenu que jusqu'à une hauteur de levage fixe de l'élément de levage (50).
  5. Bogie selon l'une des revendications 1 à 4, caractérisé en ce qu'un mécanisme de rappel et de préférence un ressort de rappel (51) pour le rappel de l'élément de levage (50) est disposé sur l'élément de levage (50).
  6. Bogie selon l'une des revendications 1 à 5, caractérisé en ce qu'un, de préférence deux, axes de centrage pour centrer une caisse de wagon (40) sur le bogie (100) est conçu comme un élément de levage (50), une surface supérieure de l'axe de centrage étant conçue comme une surface de levage (55).
  7. Bogie selon l'une des revendications 1 à 6, dans lequel le bogie (100) est conçu comme un bogie Jakobs.
  8. Bogie selon l'une des revendications 1 à 7, dans lequel l'élément d'écartement (70) est construit en plusieurs parties et son épaisseur est variable, l'épaisseur étant de préférence réglable en faisant tourner les différents éléments (71, 72) de l'élément d'écartement (70) les uns par rapport aux autres.
  9. Méthode pour compenser les changements de diamètre des roues (101) des véhicules ferroviaires à bogie selon l'une des revendications 1 à 8, dans lequel un élément d'écartement (70) est inséré à une distance verticale entre une surface de levage (55) et une surface d'appui (31), caractérisé en ce que la distance verticale de la surface de levage (55) par rapport à la surface d'appui (31) est modifiée et notamment augmentée au moyen d'un élément de levage (50), l'élément de levage (50) étant entouré par le bogie (100).
  10. Méthode selon la revendication 9, caractérisée en ce que la distance est modifiée avec un élément de levage (50) disposé intégralement sur le bogie (100).
  11. Méthode selon l'une des revendications 9 à 10, dans lequel, pour maintenir une plus grande distance entre la surface d'appui et l'axe de roue du bogie, un élément d'écartement (70) est ajusté à une épaisseur souhaitée, dans lequel de préférence l'épaisseur de l'élément d'écartement (70) est ajustée en faisant tourner les éléments individuels (71, 72) de l'élément d'écartement (70) les uns par rapport aux autres.
  12. Méthode selon l'une des revendications 9 à 11, caractérisé en ce qu'après avoir augmenté la distance verticale, l'élément de levage (50) est dépressurisé, en particulier en vidant ou en déchargeant le fluide, l'élément de levage (50) étant de préférence ramené à une position de départ avec un élément de rappel (51).
  13. Véhicule ferroviaire avec un bogie selon l'une des revendications 1 à 8 comprenant notamment une caisse de voiture (40) .
  14. Véhicule ferroviaire avec une caisse de voiture et avec un bogie (100) pour un véhicule ferroviaire, comprenant un châssis (10), qui est monté sur un ou plusieurs axes de roues (20), et au moins une surface d'appui (31) pour une caisse de voiture (40) dans laquelle est formée au moins une surface de levage (55), dont la distance verticale par rapport à la surface d'appui (31) est variable grâce à un élément de levage (50), de sorte qu'un élément d'écartement (70) peut être inséré dans la distance verticale et/ou que la distance verticale peut être fixée au moyen de l'élément de levage, caractérisé en ce que l'élément de levage est disposé d'un seul tenant sur la caisse du chariot, la caisse du chariot e présentant un alésage (61) pour recevoir de manière mobile l'élément de levage (50), de sorte que l'alésage (61) et l'élément de levage (50) forment un espace (62) qui peut être rempli d'un fluide.
EP16156045.3A 2016-02-17 2016-02-17 Bogie pour vehicule ferroviaire, procede de compensation de modifications de diametre des roues de vehicules ferroviaires et vehicule ferroviaire Active EP3208173B1 (fr)

Priority Applications (7)

Application Number Priority Date Filing Date Title
EP16156045.3A EP3208173B1 (fr) 2016-02-17 2016-02-17 Bogie pour vehicule ferroviaire, procede de compensation de modifications de diametre des roues de vehicules ferroviaires et vehicule ferroviaire
DK16156045.3T DK3208173T3 (da) 2016-02-17 2016-02-17 Bogie til et skinnekøretøj, fremgangsmåde til kompensering af diameterændringer af hjul på skinnekøretøjer samt skinnekøretøj
SI201630915T SI3208173T1 (sl) 2016-02-17 2016-02-17 Podstavni voziček za železniško vozilo, postopek za izravnavo razlike v premeru koles za železniška vozila in železniško vozilo
HUE16156045A HUE050148T2 (hu) 2016-02-17 2016-02-17 Forgóváz vasúti jármûhöz
PCT/EP2017/050809 WO2017140449A1 (fr) 2016-02-17 2017-01-16 Bogie conçu pour un véhicule sur rails, procédé pour compenser des variations de diamètre de roues de véhicules sur rails, et véhicule sur rails
EP17700443.9A EP3416867B1 (fr) 2016-02-17 2017-01-16 Bogie pour vehicule ferroviaire, procede de compensation de modifications de diametre des roues de vehicules ferroviaires et vehicule ferroviaire
US16/070,870 US10974739B2 (en) 2016-02-17 2017-01-16 Bogie for a rail vehicle, method for compensating for changes in the diameter of wheels on rail vehicles, and rail vehicle

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
EP16156045.3A EP3208173B1 (fr) 2016-02-17 2016-02-17 Bogie pour vehicule ferroviaire, procede de compensation de modifications de diametre des roues de vehicules ferroviaires et vehicule ferroviaire

Publications (2)

Publication Number Publication Date
EP3208173A1 EP3208173A1 (fr) 2017-08-23
EP3208173B1 true EP3208173B1 (fr) 2020-06-17

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EP16156045.3A Active EP3208173B1 (fr) 2016-02-17 2016-02-17 Bogie pour vehicule ferroviaire, procede de compensation de modifications de diametre des roues de vehicules ferroviaires et vehicule ferroviaire
EP17700443.9A Active EP3416867B1 (fr) 2016-02-17 2017-01-16 Bogie pour vehicule ferroviaire, procede de compensation de modifications de diametre des roues de vehicules ferroviaires et vehicule ferroviaire

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EP17700443.9A Active EP3416867B1 (fr) 2016-02-17 2017-01-16 Bogie pour vehicule ferroviaire, procede de compensation de modifications de diametre des roues de vehicules ferroviaires et vehicule ferroviaire

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US (1) US10974739B2 (fr)
EP (2) EP3208173B1 (fr)
DK (1) DK3208173T3 (fr)
HU (1) HUE050148T2 (fr)
SI (1) SI3208173T1 (fr)
WO (1) WO2017140449A1 (fr)

Families Citing this family (3)

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Publication number Priority date Publication date Assignee Title
HUE050148T2 (hu) * 2016-02-17 2020-11-30 Stadler Rail Ag Forgóváz vasúti jármûhöz
JP6900117B2 (ja) * 2017-10-12 2021-07-07 日本車輌製造株式会社 鉄道車両の車体支持構造及び鉄道車両の車体高さ調整方法
CN108248627B (zh) * 2018-03-06 2019-06-07 中车株洲电力机车有限公司 一种二系悬挂装置及构架

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US3586306A (en) 1969-03-06 1971-06-22 Gen Steel Ind Inc Railway vehicle suspension height adjustment device
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HUE050148T2 (hu) 2020-11-30
WO2017140449A1 (fr) 2017-08-24
EP3208173A1 (fr) 2017-08-23
EP3416867A1 (fr) 2018-12-26
US10974739B2 (en) 2021-04-13
EP3416867B1 (fr) 2023-06-07
DK3208173T3 (da) 2020-08-10
SI3208173T1 (sl) 2020-10-30
EP3416867C0 (fr) 2023-06-07
US20190023288A1 (en) 2019-01-24

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