EP3411278B1 - Bogie pour un véhicule ferroviaire - Google Patents

Bogie pour un véhicule ferroviaire Download PDF

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Publication number
EP3411278B1
EP3411278B1 EP17702570.7A EP17702570A EP3411278B1 EP 3411278 B1 EP3411278 B1 EP 3411278B1 EP 17702570 A EP17702570 A EP 17702570A EP 3411278 B1 EP3411278 B1 EP 3411278B1
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EP
European Patent Office
Prior art keywords
elastic bearing
drive motor
primary spring
spring cup
chassis
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
EP17702570.7A
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German (de)
English (en)
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EP3411278A1 (fr
Inventor
Marko Falkenstein
Christian KÜTER
Klaus Montesi-Heimerl
Martin Teichmann
Gerhard Weilguni
Stefan ZIERLER
Xabier GONZALEZ LARRACHE
Radovan Seifried
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.)
Siemens Mobility Austria GmbH
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Siemens Mobility Austria GmbH
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Publication date
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Publication of EP3411278A1 publication Critical patent/EP3411278A1/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
    • B61F3/00—Types of bogies
    • B61F3/02—Types of bogies with more than one axle
    • B61F3/04—Types of bogies with more than one axle with driven axles or wheels
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61C—LOCOMOTIVES; MOTOR RAILCARS
    • B61C9/00—Locomotives or motor railcars characterised by the type of transmission system used; Transmission systems specially adapted for locomotives or motor railcars
    • B61C9/38—Transmission systems in or for locomotives or motor railcars with electric motor propulsion
    • B61C9/48—Transmission systems in or for locomotives or motor railcars with electric motor propulsion with motors supported on vehicle frames and driving axles, e.g. axle or nose suspension
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61C—LOCOMOTIVES; MOTOR RAILCARS
    • B61C9/00—Locomotives or motor railcars characterised by the type of transmission system used; Transmission systems specially adapted for locomotives or motor railcars
    • B61C9/38—Transmission systems in or for locomotives or motor railcars with electric motor propulsion
    • B61C9/48—Transmission systems in or for locomotives or motor railcars with electric motor propulsion with motors supported on vehicle frames and driving axles, e.g. axle or nose suspension
    • B61C9/50—Transmission systems in or for locomotives or motor railcars with electric motor propulsion with motors supported on vehicle frames and driving axles, e.g. axle or nose suspension in bogies
    • 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
    • B61F1/06—Underframes specially adapted for locomotives or motor-driven railcars
    • 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
    • B61F13/00—Rail vehicles characterised by wheel arrangements, not otherwise provided for
    • 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
    • B61F3/00—Types of bogies
    • B61F3/02—Types of bogies with more than one axle
    • B61F3/04—Types of bogies with more than one axle with driven axles or wheels
    • B61F3/06—Types of bogies with more than one axle with driven axles or wheels with three or more axles
    • 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

Definitions

  • the invention relates to a running gear for a rail vehicle, in particular with wheelsets mounted on the inside, with at least one transmission, at least one drive motor mounted transversely, and with at least one running gear frame, which comprises at least one cross member, at least a first longitudinal member and a second longitudinal member, with at least one first elastic bearing, a second elastic bearing and a third elastic bearing are arranged between the drive motor and the chassis frame.
  • Undercarriages for rail vehicles must be derailment-proof. Protection against derailment can be achieved by the chassis reacting flexibly to twisting of the track. Resilience in relation to track twisting is usually realized primarily via a corresponding design of a primary suspension. In addition, the property of low torsional rigidity of the chassis frame contributes to flexibility and thus to compensation for twisting of the track.
  • a cross member with a low torsional stiffness requires a compliant structure with open profiles.
  • torques introduced into the structure For this reason, the cross member must be designed to be torsionally rigid and closed profiles are therefore usually used.
  • the Siemens SF7000 running gear is known in this context, for example, in which a drive motor is suspended via brackets on a cross member with closed profiles and therefore high torsional rigidity.
  • a drive motor is suspended on a longitudinal beam.
  • the drive motor is partially supported on a gearbox via a swash plate.
  • the transmission is connected to a cross member via a link.
  • the DE 28 26 155 A1 a chassis for a rail vehicle with a suspension drive, in which a drive motor is connected to a chassis frame via a carrier connected to a cross member.
  • the engine is mounted against a wheelset shaft, which in turn is coupled to the chassis frame via wheelset bearings.
  • the WO 2014/135416 A1 describes a running gear with internal bearings for a rail vehicle, in which a drive unit is mounted on a first wheel set bearing housing via a first spring device and on a second wheel set bearing housing via a second spring device and is connected to a running gear frame via a bracket and a bearing.
  • the invention is therefore based on the object of specifying a running gear that is improved over the prior art.
  • this object is achieved with a chassis of the type mentioned in which one of the elastic bearings is arranged on at least one of the longitudinal members, with at least one first fastening module between the drive motor and the chassis frame, which is connected to the drive motor and is detachably connected to the chassis frame, with all connections between the at least first fastening module, the drive motor and the at least first elastic bearing and the second elastic bearing or the third elastic bearing being non-positive and detachable, or the drive motor is arranged via the first elastic Stock, the second elastic bearing and the third elastic bearing is directly connected to the chassis frame.
  • the invention results in an advantageous, separate suspension of the drive motor and a gear. Portions of the weight of the drive motor that are transferred to the gearbox are reduced. This means that unsprung masses of the running gear can be reduced, which has a cost-reducing effect on track maintenance, among other things.
  • this enables the use of a conventional curved tooth coupling that is inexpensive to purchase and maintain.
  • the curved tooth coupling is compact in its dimensions and therefore allows the overall width of the drive motor to be maximized.
  • the front of the motor on the gearbox side remains freely accessible for the air flow.
  • the drive motor and the gearbox can be dismantled separately for maintenance.
  • a mechanical decoupling between the drive motor and the chassis frame is achieved via at least the first elastic bearing, the second elastic bearing and the third elastic bearing.
  • the use of at least the first fastening module has the advantage of uniform and cost-effective interfaces on the chassis frame and the drive motor. This means that different drive motors can be used on the chassis frame without changing the interface.
  • a preferred solution results when the first fastening module is detachably connected to the transmission.
  • first fastening module in addition to its function of connecting the drive motor to the chassis frame, also acts as a torque support for the transmission and additional components can therefore be dispensed with.
  • a preferred solution results when bores provided for connecting the drive motor to the chassis frame are arranged in the webs of the open profiles in such a way that vertical forces introduced into the open profiles run close to the thrust centers of the open profiles.
  • the measure achieves a reduction in the torsional loads on the open profiles.
  • This measure results in a concentration of the force application in the first longitudinal member and in the second longitudinal member in the area of the first primary spring cup and the second primary spring cup and thus a reduction in the load on the first longitudinal member and the second longitudinal member due to torque.
  • first elastic bearing, the second elastic bearing and the third elastic bearing are arranged in such a way that they form corner points of a triangle in a horizontal plane, and if the drive motor is arranged in such a way that the horizontal center of gravity of the drive motor is within the triangle.
  • a in 1 A section of a first, exemplary variant of a chassis according to the invention shown in a top view comprises a chassis frame 1, a transverse drive motor 2, a transmission 3, a cross member 4, a first longitudinal member 5, a second longitudinal member 6, and a first primary spring pot 7, a second primary spring pot 8, a third primary spring pot 9 and a fourth primary spring pot 10.
  • the cross member 4 is made of open profiles. The first side member 5 and the second side member 6 are welded to the cross member 4, for example.
  • the drive motor 2 is connected to the cross member 4 via a first fastening module 11 on which a first elastic bearing 13 and a second elastic bearing 14 are arranged.
  • the drive motor 2 is connected to the first longitudinal beam 5 via a second fastening module 12 and a third elastic bearing 15 arranged thereon.
  • the three-point linkage leads to separate mounting of the drive motor 2 and the transmission 3 in the chassis, which reduces a proportion of the weight of the drive motor 2 introduced into the transmission 3 and thus reduces the unsprung masses of the chassis.
  • first attachment module 11 and the second attachment module 12 results in that under use uniform interfaces on the chassis frame 1 different drive motors 2, in Figure 1, Figure 2 , Figure 3, Figure 4 , 7 and 8 exemplary variants are shown, can be used.
  • the first elastic bearing 13 and the second elastic bearing 14 are arranged at the ends of the first fastening module 11 .
  • the drive motor 2 is connected to the first fastening module 11 in the area between the first elastic bearing 13 and the second elastic bearing 14 .
  • the longitudinal axes of the first elastic bearing 13 and the second elastic bearing 14 run horizontally and in the longitudinal direction of the chassis.
  • the first elastic bearing 13 and the second elastic bearing 14 are inserted into bores arranged on the cross member 4 .
  • An exemplary embodiment variant of a first bore 16 is shown in 6 shown.
  • the first elastic bearing 13 and the second elastic bearing 14 are connected to the first fastening module 11 and the cross member via a first screw connection 18 and a second screw connection 19, the longitudinal axes of which run coaxially with the longitudinal axes of the first elastic bearing 13 and the second elastic bearing 14 4 tense. They are designed, for example, as rubber-metal elements of a known design and enable a relative movement between the first fastening module 11 and the cross member 4 in the horizontal and vertical directions.
  • all connections between the first fastening module 11, the drive motor 2 and the first elastic bearing 13 and the second elastic bearing 14 are non-positive and detachable, which means that the drive motor 2 and the first fastening module 11 can be assembled and disassembled quickly.
  • the second fastening module 12 is arranged between the drive motor 2 and the first longitudinal member 5 , one end of the second fastening module 12 being connected to the first longitudinal member 5 and another end of the second fastening module 12 being connected to the drive motor 2 .
  • the third elastic bearing 15 is designed, for example, as an elastic bush of known design, is arranged between the second fastening module 12 and the first longitudinal member 5 and enables relative movement between the second fastening module 12 and the first longitudinal member 5 in the horizontal and vertical directions.
  • the longitudinal axis of the third elastic bearing 15 runs horizontally and in the transverse direction of the chassis.
  • the third elastic bearing 15 is inserted into a second bore 17 arranged on the first longitudinal member 5 and clamped to the first longitudinal member 5 via a first mandrel 20 .
  • the longitudinal axis of the first mandrel 20 runs coaxially to the longitudinal axis of the third elastic bearing 15.
  • An exemplary embodiment variant of the second bore 17 is shown in FIG figure 5 shown.
  • the second bore 17 for receiving the third elastic bearing 15 is arranged between the first primary spring cup 7 and the second primary spring cup 8 . This property reduces the torque load on the first side member 5.
  • all connections between the second fastening module 12, the drive motor 2 and the third elastic bearing 15 are non-positive and detachable, which means that the drive motor 2 and the second fastening module 12 can be assembled and disassembled quickly.
  • FIG. 3 shows the plan view of a third exemplary embodiment of a chassis according to the invention a chassis frame 1, in which a first elastic bearing 13 is arranged between a drive motor 2 and a cross member 4, a second elastic bearing 14 is arranged between the drive motor 2 and a first longitudinal member 5, and a third elastic bearing 15 is arranged between the drive motor 2 and a second longitudinal member 6 are.
  • the longitudinal axis of the first elastic bearing 13 runs horizontally and in the longitudinal direction of the chassis.
  • the longitudinal axes of the second elastic bearing 14 and the third elastic bearing 15 run horizontally and in the transverse direction of the chassis.
  • the first elastic bearing 13 is designed, for example, as a rubber-metal element and braced with the cross member 4 via a first screw connection 18 .
  • the second elastic bearing 14 and the third elastic bearing 15 are designed, for example, as elastic bushings.
  • the second elastic bearing 14 is connected between a first primary spring cup 7 and a second primary spring cup 8 to the first longitudinal member 5 via a first mandrel 20 .
  • the third elastic bearing 15 is arranged between a third primary spring cup 9 and a fourth primary spring cup 10 via a second mandrel 21 on the second longitudinal member 6 .
  • first attachment module 11 and a second attachment module 12 are omitted in this embodiment.
  • the drive motor 2 is directly connected to the chassis frame 1 via the first elastic bearing 13 , the second elastic bearing 14 and the third elastic bearing 15 .
  • FIG. 4 shows the plan view of a fourth exemplary embodiment of a chassis according to the invention with a chassis frame 1, in which between a drive motor 2 and a cross member 4 a first elastic bearing 13, a second elastic bearing 14 is arranged between the drive motor 2 and a first longitudinal member 5 and a third elastic bearing 15 is arranged between the drive motor 2 and a second longitudinal member 6 .
  • a second fastening module 12 is provided between the drive motor 2 and the second elastic bearing 14 and the third elastic bearing 15 .
  • the second elastic bearing 14 and the third elastic bearing 15 are arranged at the ends of the second fastening module 12 .
  • the drive motor 2 is connected to the second fastening module 12 between the second elastic bearing 14 and the third elastic bearing 15 .
  • figure 5 shows a detailed view of a section through a first longitudinal member 5. A part of a cross member 4 is also shown.
  • a third elastic bearing 15 with a first mandrel 20 is inserted into a second bore 17 arranged in a web of the first longitudinal member 5 .
  • the cross member 4 has a first bore 16 in which a first elastic bearing 13 with a first screw connection 18 is arranged.
  • FIG. 6 shows a detailed view of a section through a cross member 4.
  • a part of a first side member 5 is also shown.
  • a first elastic bearing 13 with a first screw connection 18 is arranged in a first bore 16 in a web of an open profile of the cross member 4 .
  • FIG. 7 shows a detailed view of a plan view of a fifth exemplary embodiment of a chassis according to the invention.
  • a drive motor 2 is connected via a second fastening module 12 and a third elastic bearing 15 to a first longitudinal member 5 which has a first primary spring cup 7 at its end.
  • the third elastic bearing 15 is arranged approximately adjacent to the first primary spring cup 7 . A reduction in the torque load on the first side member 5 is thereby achieved.
  • a first fastening module 11 also has a connection to a transmission 3 in addition to a connection to a drive motor 2 .
  • the first fastening module 11 in addition to its function of connecting the drive motor 2 to a chassis frame 1, also acts as a torque support for the transmission 3 and additional components can therefore be dispensed with.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Arrangement Or Mounting Of Propulsion Units For Vehicles (AREA)
  • Vibration Prevention Devices (AREA)
  • Motor Or Generator Frames (AREA)

Claims (14)

  1. Bogie pour véhicule ferroviaire, notamment comportant des jeux de roues montés à l'intérieur, comportant au moins un engrenage, au moins un moteur d'entraînement monté transversalement ainsi qu'au moins un cadre de châssis comportant au moins une traverse, au moins un premier longeron et un deuxième longeron, dans lequel au moins un premier palier élastique (13), un deuxième palier élastique (14) et un troisième palier élastique (15) sont disposés entre le moteur d'entraînement (2) et le cadre de châssis (1), caractérisé en ce que sur au moins un des longerons (5, 6), un des paliers élastiques (13, 14, 15) est disposé chacun, au moins un premier module d'attache (11) étant disposé entre le moteur d'entraînement (2) et le cadre de châssis (1), module qui est relié de façon amovible au moteur d'entraînement (2) et au cadre de châssis (1), toutes les liaisons entre l'au moins un premier module d'attache (11), le moteur d'entraînement (2) et l'au moins un premier palier élastique (13) et le deuxième palier élastique (14) ou le troisième palier élastique (15) étant des liaisons assurées par coopération de force et de façon amovible, ou en ce que le moteur d'entraînement (2) est relié directement au cadre de châssis (1) par l'intermédiaire du premier palier élastique (13), du deuxième palier élastique (14) et du troisième palier élastique (15).
  2. Bogie selon la revendication 1, caractérisé en ce que le premier palier élastique (13) et le deuxième palier élastique (14) sont disposés entre le moteur d'entraînement (2) et la traverse (4) et le troisième palier élastique (15) est disposé entre le moteur d'entraînement (2) et le premier longeron (5).
  3. Bogie selon la revendication 1, caractérisé en ce que le premier palier élastique (13) et le deuxième palier élastique (14) sont disposés entre le moteur d'entraînement (2) et la traverse (4) et le troisième palier élastique (15) est disposé entre le moteur d'entraînement (2) et le deuxième longeron (6).
  4. Bogie selon la revendication 1, caractérisé en ce que le premier palier élastique (13) est disposé entre le moteur d'entraînement (2) et la traverse (4), le deuxième palier élastique (14) est disposé entre le moteur d'entraînement (2) et le premier longeron (5) et le troisième palier élastique (15) est disposé entre le moteur d'entraînement (2) et le deuxième longeron (6).
  5. Bogie selon la revendication 1, caractérisé en ce que le premier module d'attache (11) est relié de façon amovible à l'engrenage (3).
  6. Bogie selon l'une des revendications 1, 2, 3 ou 4, caractérisé en ce que la traverse (4) présente des profils ouverts.
  7. Bogie selon la revendication 6, caractérisé en ce que les alésages prévus dans les âmes des profils ouverts assurant la liaison entre moteur d'entraînement (2) et cadre de châssis (1) sont disposés de telle sorte que les forces verticales introduites dans les profilés ouverts passent près des centres de poussée des profils ouverts.
  8. Bogie selon la revendication 1 ou 2, caractérisé en ce que sur chaque extrémité du premier longeron (5), un premier pot de ressort primaire (7) et un second pot de ressort primaire (8) sont prévus et en ce que le troisième palier élastique (15) est disposé entre le premier pot de ressort primaire (7) et le deuxième pot de ressort primaire (8).
  9. Bogie selon la revendication 1 ou 3, caractérisé en ce que sur chaque extrémité du deuxième longeron (6), un troisième pot de ressort primaire (9) et un quatrième pot de ressort primaire (10) sont prévus et en ce que le troisième palier élastique (15) est disposé entre le troisième pot de ressort primaire (9) et le quatrième pot de ressort primaire (10).
  10. Bogie selon la revendication 1 ou 4, caractérisé en ce que sur chaque extrémité du premier longeron (5), un premier pot de ressort primaire (7) et un deuxième pot de ressort primaire (8) sont prévus et sur chaque extrémité du deuxième longeron (6), un troisième pot de ressort primaire (9) et un quatrième pot de ressort primaire (10) sont prévus, et en ce que le deuxième palier élastique (14) est disposé entre le premier pot de ressort primaire (7) et le deuxième pot de ressort primaire (8) et en ce que le troisième palier élastique (15) est disposé entre le troisième pot de ressort primaire (9) et le quatrième pot de ressort primaire (10).
  11. Bogie selon la revendication 1 ou 2, caractérisé en ce que sur chaque extrémité du premier longeron (5), un premier pot de ressort primaire (7) est prévu et en ce que le troisième palier élastique (15) est disposé de façon sensiblement adjacente au premier pot de ressort primaire (7).
  12. Bogie selon la revendication 1 ou 3, caractérisé en ce que sur chaque extrémité du deuxième longeron (6), un troisième pot de ressort primaire (9) est prévu et en ce que le troisième palier élastique (15) est disposé de façon sensiblement adjacente au troisième pot de ressort primaire (9).
  13. Bogie selon la revendication 1 ou 4, caractérisé en ce que sur chaque extrémité du premier longeron (5), un premier pot de ressort primaire (7) est prévu et sur chaque extrémité du deuxième longeron (6), un troisième pot de ressort primaire (9) est prévu et en ce que le deuxième palier élastique (14) est disposé de façon sensiblement adjacente au premier pot de ressort primaire (7) et en ce que le troisième palier élastique (15) est disposé de façon sensiblement adjacente au troisième pot de ressort primaire (9).
  14. Bogie selon la revendication 1, caractérisé en ce que le premier palier élastique (13), le deuxième palier élastique (14) et le troisième palier élastique (15) sont disposés de sorte à former des vertex d'un triangle dans un plan horizontal, et en ce que le moteur d'entraînement (2) est disposé de manière à ce que le centrage horizontal du moteur d'entraînement (2) se trouve à l'intérieur du triangle.
EP17702570.7A 2016-02-01 2017-01-26 Bogie pour un véhicule ferroviaire Active EP3411278B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
ATA50054/2016A AT518243B1 (de) 2016-02-01 2016-02-01 Fahrwerk für ein Schienenfahrzeug
PCT/EP2017/051591 WO2017133954A1 (fr) 2016-02-01 2017-01-26 Organes de roulement pour un véhicule ferroviaire

Publications (2)

Publication Number Publication Date
EP3411278A1 EP3411278A1 (fr) 2018-12-12
EP3411278B1 true EP3411278B1 (fr) 2023-05-31

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Application Number Title Priority Date Filing Date
EP17702570.7A Active EP3411278B1 (fr) 2016-02-01 2017-01-26 Bogie pour un véhicule ferroviaire

Country Status (6)

Country Link
US (1) US11198452B2 (fr)
EP (1) EP3411278B1 (fr)
CN (1) CN108698613B (fr)
AT (1) AT518243B1 (fr)
RU (1) RU2709696C1 (fr)
WO (1) WO2017133954A1 (fr)

Families Citing this family (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN107697090B (zh) * 2017-09-26 2018-11-06 中车株洲电力机车有限公司 一种转向架
EP3752402B1 (fr) 2018-03-27 2022-03-23 Siemens Mobility Austria GmbH Train de roulement pour un véhicule ferroviaire
AT523026B1 (de) 2019-09-30 2022-09-15 Siemens Mobility Austria Gmbh Fahrwerk für ein Schienenfahrzeug
AT523116B1 (de) 2019-10-31 2021-09-15 Siemens Mobility Austria Gmbh Elastikelement
AT523285B1 (de) 2020-06-04 2021-07-15 Siemens Mobility Austria Gmbh Fahrwerk für ein Schienenfahrzeug
WO2022110609A1 (fr) * 2020-11-24 2022-06-02 中车青岛四方机车车辆股份有限公司 Véhicule ferroviaire et bogie
CN114162148A (zh) * 2021-12-03 2022-03-11 中车唐山机车车辆有限公司 紧凑式驱动装置、转向架及轨道车辆

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US20190031210A1 (en) 2019-01-31
AT518243A1 (de) 2017-08-15
US11198452B2 (en) 2021-12-14
CN108698613A (zh) 2018-10-23
CN108698613B (zh) 2020-12-08
AT518243B1 (de) 2021-12-15
EP3411278A1 (fr) 2018-12-12
WO2017133954A1 (fr) 2017-08-10
RU2709696C1 (ru) 2019-12-19

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