US20010052305A1 - Rail vehicle including an end car extended by a cab - Google Patents
Rail vehicle including an end car extended by a cab Download PDFInfo
- Publication number
- US20010052305A1 US20010052305A1 US09/861,644 US86164401A US2001052305A1 US 20010052305 A1 US20010052305 A1 US 20010052305A1 US 86164401 A US86164401 A US 86164401A US 2001052305 A1 US2001052305 A1 US 2001052305A1
- Authority
- US
- United States
- Prior art keywords
- cab
- bogie
- car
- rail vehicle
- relative
- 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.)
- Granted
Links
- 239000006096 absorbing agent Substances 0.000 description 1
- 238000006073 displacement reaction Methods 0.000 description 1
- 238000004519 manufacturing process Methods 0.000 description 1
- 230000035939 shock Effects 0.000 description 1
Images
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
- B61D13/00—Tramway vehicles
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
- B61D3/00—Wagons or vans
- B61D3/10—Articulated vehicles
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61G—COUPLINGS; DRAUGHT AND BUFFING APPLIANCES
- B61G5/00—Couplings for special purposes not otherwise provided for
- B61G5/02—Couplings for special purposes not otherwise provided for for coupling articulated trains, locomotives and tenders or the bogies of a vehicle; Coupling by means of a single coupling bar; Couplings preventing or limiting relative lateral movement of vehicles
Definitions
- the invention relates to rail vehicles and, more particularly, to rail vehicles including an end car extended by a cab.
- a known solution for limiting off-centering of the cab in bends consists in positioning the bogies as close as possible to the ends of the car.
- such a solution has the drawback of increasing off-centering of the middle of the car towards the inside of the bend, and thus of increasing the ground area occupied by the vehicle in bends.
- the object of the present invention is thus to remedy those drawbacks by proposing a rail vehicle including an end car which is extended by a cab whose ground occupancy is optimized in bends so as to remain within the loading gauge of the track, and thus make it possible to use an extended cab or a cab of width that is identical to the vehicle loading gauge over substantially the entire length of the cab.
- the invention preferably applies to trams for which the problem of cab size in bends is increased because of the need to take tight bends.
- the invention provides a rail vehicle including an end car extended by a cab, wherein the car and the cab have separate structures with adjacent ends that are pivotally mounted on the same bogie, the structure of the cab being supported solely by the bogie while cantilevered therefrom, the cab being connected to control means for controlling the angular positioning of the cab relative to the bogie.
- control means ensure that the cab turns towards the inside of the bend, relative to the bogie, while being servocontrolled by the turning movement of the adjacent car relative to the bogie.
- the car and the cab are mounted to pivot relative to the same axis carried by the bogie.
- control means are constituted by mechanical elements connecting the cab to the adjacent car.
- FIG. 1 is a diagrammatic view from above of a rail vehicle of the invention on a bend
- FIG. 2 is a view from above of a first embodiment of the control means for controlling the angular positioning of the cab of the vehicle of the invention when the vehicle is on a straight;
- FIG. 3 is a view similar to FIG. 2, when the end car and the cab are on a bend;
- FIG. 4 is a view from above of a second embodiment of the control means for controlling the angular positioning of the cab of the vehicle of the invention, on a bend.
- FIG. 1 shows a rail vehicle 1 of the tram type, including two passenger cars 2 connected together by a bogie 4 that is capable of pivoting relative to the structure of the cars 2 .
- the cars 2 are extended at the head and the tail of the tram 1 by respective cabs 3 each having a structure that is independent from the structure of the cars 2 .
- the structure of the cab 3 is supported by a single bogie 5 provided with two axles, said bogie also supporting the end of the adjacent car 2 .
- the cab is cantilevered out from the bogie 5 so as to project forwards from the bogie 5 .
- each cab 3 is connected to the adjacent car 2 by control means for angularly positioning the cab 3 relative to the bogie 5 in proportion to the angular position of the adjacent car 2 relative to the same bogie 5 .
- the control means for controlling the angular positioning of the cab 3 are constituted by two pairs of connecting rods 7 that are disposed symmetrically about the longitudinal axis of the vehicle.
- Each pair of connecting rods is disposed in a V-shape so as to connect the cab 3 and the adjacent car 2 to a slide 10 that moves along a guide rail 15 , the guide rail 15 being carried by the bogie 5 and extending transversely to the bogie 5 and being centered on the pivot axis 8 about which the cab 3 and the car 2 are articulated.
- a first slide 10 that moves over the longitudinal lefthand side of the bogie 5 , is connected by a pair of connecting rods 7 to the righthand side edge of the rear face 3 a of the cab 3 and to the righthand side edge of the front face 2 a of the adjacent car 2 .
- a second slide 10 that moves over the longitudinal righthand side of the bogie 5 , is connected by a pair of connecting rods 7 to the lefthand side edge of the rear face 3 a of the cab 3 and to the lefthand side edge of the front face 2 a of the adjacent car 2 .
- Both ends of each connecting rod 7 are provided with ball joints enabling the connecting rod 7 to pivot relative to its fixing points.
- the connecting rods 7 are all of the same length.
- the cab 3 could be made to turn towards the inside of the bend to a greater or lesser extent by modifying the length of the controlling connecting-rods 7 and by modifying the positions of the fixing points of the connecting rods 7 on the cab 3 and on the car 2 .
- control means for controlling the angular positioning of the cab 3 relative to the bogie 5 are constituted by a pair of cables 6 that are symmetrically disposed about the longitudinal axis of the bogie 5 , coming from each side edge of the structure of the cab in order to connect to the other side edge of the structure of the adjacent car 2 .
- Each cable 6 is guided along its path by two guide rollers 16 that are vertically fixed on the bogie 5 .
- the guide rollers 16 are disposed on the bogie 5 , symmetrically about the axis 8 and in the proximity of the side edge of the bogie 5 , so that each cable 6 passes over two rollers 16 , following an S-shaped path.
- the length of the cables 6 is adapted so that the cables 6 are taught between the edge of the cab 3 and the edge of the adjacent car 2 .
- Such control means using cables 6 enables the cab 3 to be turned relative to the bogie 5 when, on a bend, the bogie 5 is turned relative to the adjacent vehicle 2 .
- Turning the bogie 5 causes the cables 6 to slide over the rollers 16 , thereby causing the cab 3 to turn symmetrically towards the inside of the bend.
- the guide rollers 16 and the fixing points for the cables 6 can be positioned differently in order to increase or decrease the amount the cab 3 turns relative to the amount the adjacent car 2 turns.
- the rail vehicle of the invention thus has the advantage of reducing the off-centering of the cab in bends by the way the cab is articulated on the bogie and by the cab turning in bends in proportion to the amount the bogie turns relative to the adjacent car.
- Such a rail vehicle thus enables cabs to be used that are more spacious, both in length and in width, for the same track loading gauge.
- control means can be constituted by jacks connecting the cab to the bogie, the jacks being controlled either manually, or automatically as a function of the angular position of the bogie relative to the adjacent car detected by means of sensors.
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- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Transportation (AREA)
- Body Structure For Vehicles (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
- Vehicle Body Suspensions (AREA)
- Platform Screen Doors And Railroad Systems (AREA)
- Vehicle Interior And Exterior Ornaments, Soundproofing, And Insulation (AREA)
- Air Bags (AREA)
Abstract
Description
- The invention relates to rail vehicles and, more particularly, to rail vehicles including an end car extended by a cab.
- In the rail industry, and in particular for trams, it is known to have driving cabs which are welded or bolted to the end of the end car. Such cabs are generally cantilevered out from the pivot axis of the bogie and have the drawback, when the car is engaged in a bend, of being off-centered towards the outside of the bend. Unfortunately, a general problem which exists for all rail vehicles is that of complying with the established railway loading gauge.
- A known solution for limiting off-centering of the cab in bends consists in positioning the bogies as close as possible to the ends of the car. However, such a solution has the drawback of increasing off-centering of the middle of the car towards the inside of the bend, and thus of increasing the ground area occupied by the vehicle in bends.
- Another known solution for limiting off-centering of the cab in bends consists in designing cabs of converging shape, having sides that taper so as to remain within the limits of the loading gauge when the car takes a bend. However, such a solution has the drawback of reducing the volume of the cab and of complicating its manufacture.
- The object of the present invention is thus to remedy those drawbacks by proposing a rail vehicle including an end car which is extended by a cab whose ground occupancy is optimized in bends so as to remain within the loading gauge of the track, and thus make it possible to use an extended cab or a cab of width that is identical to the vehicle loading gauge over substantially the entire length of the cab.
- The invention preferably applies to trams for which the problem of cab size in bends is increased because of the need to take tight bends.
- The invention provides a rail vehicle including an end car extended by a cab, wherein the car and the cab have separate structures with adjacent ends that are pivotally mounted on the same bogie, the structure of the cab being supported solely by the bogie while cantilevered therefrom, the cab being connected to control means for controlling the angular positioning of the cab relative to the bogie.
- According to another characteristic of the invention, the control means ensure that the cab turns towards the inside of the bend, relative to the bogie, while being servocontrolled by the turning movement of the adjacent car relative to the bogie.
- According to yet another characteristic of the invention, the car and the cab are mounted to pivot relative to the same axis carried by the bogie.
- According to another characteristic of the invention, the control means are constituted by mechanical elements connecting the cab to the adjacent car.
- The objects, characteristics, and advantages of the present invention will be better understood on reading the following description of two embodiments of the invention, given as non-limiting examples, and with reference to the accompanying drawings, in which:
- FIG. 1 is a diagrammatic view from above of a rail vehicle of the invention on a bend;
- FIG. 2 is a view from above of a first embodiment of the control means for controlling the angular positioning of the cab of the vehicle of the invention when the vehicle is on a straight;
- FIG. 3 is a view similar to FIG. 2, when the end car and the cab are on a bend; and
- FIG. 4 is a view from above of a second embodiment of the control means for controlling the angular positioning of the cab of the vehicle of the invention, on a bend.
- To make the drawings easier to understand, only the elements necessary for understanding the invention are shown. The same elements have the same references in all of the figures.
- FIG. 1 shows a rail vehicle1 of the tram type, including two passenger cars 2 connected together by a bogie 4 that is capable of pivoting relative to the structure of the cars 2. The cars 2 are extended at the head and the tail of the tram 1 by
respective cabs 3 each having a structure that is independent from the structure of the cars 2. The structure of thecab 3 is supported by a single bogie 5 provided with two axles, said bogie also supporting the end of the adjacent car 2. The cab is cantilevered out from the bogie 5 so as to project forwards from the bogie 5. - The structures of the
cab 3 and of the adjacent car 2 are articulated about the same axis 8 disposed at the center of the bogie 5, enabling the car 2 and thecab 3 to pivot to either side of the longitudinal axis of the bogie 5. Concertina-like bellows, shown diagrammatically in FIG. 1, are disposed at the sides of the bogies 4 and 5 so as to cover the intercommunication zone, and shock absorbers (not shown) can optionally be added to damp the motion of the cars 2 and thecabs 3. - In FIGS.2 to 4, each
cab 3 is connected to the adjacent car 2 by control means for angularly positioning thecab 3 relative to the bogie 5 in proportion to the angular position of the adjacent car 2 relative to the same bogie 5. - In a first embodiment shown in FIGS. 2 and 3, the control means for controlling the angular positioning of the
cab 3 are constituted by two pairs of connecting rods 7 that are disposed symmetrically about the longitudinal axis of the vehicle. Each pair of connecting rods is disposed in a V-shape so as to connect thecab 3 and the adjacent car 2 to aslide 10 that moves along aguide rail 15, theguide rail 15 being carried by the bogie 5 and extending transversely to the bogie 5 and being centered on the pivot axis 8 about which thecab 3 and the car 2 are articulated. - In FIG. 2, a
first slide 10, that moves over the longitudinal lefthand side of the bogie 5, is connected by a pair of connecting rods 7 to the righthand side edge of therear face 3 a of thecab 3 and to the righthand side edge of thefront face 2 a of the adjacent car 2. Asecond slide 10, that moves over the longitudinal righthand side of the bogie 5, is connected by a pair of connecting rods 7 to the lefthand side edge of therear face 3 a of thecab 3 and to the lefthand side edge of thefront face 2 a of the adjacent car 2. Both ends of each connecting rod 7 are provided with ball joints enabling the connecting rod 7 to pivot relative to its fixing points. - In the example shown, the connecting rods7 are all of the same length.
- Operation of the control means for controlling the
cab 3 using connecting rods 7 is described below; - In FIG. 3, when the tram1 arrives at a bend, the bogie 5 takes up a position that is tangential to the bend, thereby turning relative to the
front face 2 a of the adjacent car 2. The turning of the bogie 5 relative to the car 2 causes theslides 10 to move along theguide rail 15 because of the connecting rods 7 connecting the car 2 to theslides 10. Since theslides 10 are also connected to thecab 3 by the connecting rods 7, displacement of theslides 10 causes thecab 3 to turn about the axis 8, towards the inside of the bend. In the example shown, since the lengths of the connecting rods 7 are the same, the angle of thecab 3 relative to the bogie 5 is identical to the angle of the bogie 5 relative to the adjacent car 2. - However, in variant embodiments not shown in the figures, the
cab 3 could be made to turn towards the inside of the bend to a greater or lesser extent by modifying the length of the controlling connecting-rods 7 and by modifying the positions of the fixing points of the connecting rods 7 on thecab 3 and on the car 2. - In a second embodiment shown in FIG. 4, the control means for controlling the angular positioning of the
cab 3 relative to the bogie 5 are constituted by a pair of cables 6 that are symmetrically disposed about the longitudinal axis of the bogie 5, coming from each side edge of the structure of the cab in order to connect to the other side edge of the structure of the adjacent car 2. - Each cable6 is guided along its path by two
guide rollers 16 that are vertically fixed on the bogie 5. Theguide rollers 16 are disposed on the bogie 5, symmetrically about the axis 8 and in the proximity of the side edge of the bogie 5, so that each cable 6 passes over tworollers 16, following an S-shaped path. The length of the cables 6 is adapted so that the cables 6 are taught between the edge of thecab 3 and the edge of the adjacent car 2. - Such control means using cables6 enables the
cab 3 to be turned relative to the bogie 5 when, on a bend, the bogie 5 is turned relative to the adjacent vehicle 2. Turning the bogie 5 causes the cables 6 to slide over therollers 16, thereby causing thecab 3 to turn symmetrically towards the inside of the bend. - In variant embodiments not shown, the
guide rollers 16 and the fixing points for the cables 6 can be positioned differently in order to increase or decrease the amount thecab 3 turns relative to the amount the adjacent car 2 turns. - The rail vehicle of the invention thus has the advantage of reducing the off-centering of the cab in bends by the way the cab is articulated on the bogie and by the cab turning in bends in proportion to the amount the bogie turns relative to the adjacent car. Such a rail vehicle thus enables cabs to be used that are more spacious, both in length and in width, for the same track loading gauge.
- Naturally, the invention is not limited to the embodiments described and shown, which have been given only as examples.
- Thus, in another embodiment not shown, the control means can be constituted by jacks connecting the cab to the bogie, the jacks being controlled either manually, or automatically as a function of the angular position of the bogie relative to the adjacent car detected by means of sensors.
Claims (6)
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
FR0006517 | 2000-05-22 | ||
FR0006517A FR2809069B1 (en) | 2000-05-22 | 2000-05-22 | RAIL VEHICLE COMPRISING AN END VEHICLE EXTENDED BY A CAB |
Publications (2)
Publication Number | Publication Date |
---|---|
US20010052305A1 true US20010052305A1 (en) | 2001-12-20 |
US6457420B2 US6457420B2 (en) | 2002-10-01 |
Family
ID=8850477
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
US09/861,644 Expired - Lifetime US6457420B2 (en) | 2000-05-22 | 2001-05-22 | Rail vehicle including an end car extended by a cab |
Country Status (9)
Country | Link |
---|---|
US (1) | US6457420B2 (en) |
EP (1) | EP1157912B1 (en) |
JP (1) | JP2002019609A (en) |
AT (1) | ATE286818T1 (en) |
AU (1) | AU765595B2 (en) |
DE (1) | DE60108300T2 (en) |
ES (1) | ES2236154T3 (en) |
FR (1) | FR2809069B1 (en) |
PT (1) | PT1157912E (en) |
Cited By (3)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
EP1342594A2 (en) * | 2002-03-02 | 2003-09-10 | HÜBNER GmbH | Articulated joint between two parts of an articulated vehicle |
WO2005049400A1 (en) | 2003-11-19 | 2005-06-02 | Bombardier Transportation Gmbh | Articulated passenger rail vehicle with an intermediate car module |
WO2013182746A1 (en) * | 2012-06-04 | 2013-12-12 | Helsingin Kaupungin Liikennelaitos -Liikelaitos | Rail vehicle |
Families Citing this family (4)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JP3908149B2 (en) * | 2002-11-06 | 2007-04-25 | 川崎重工業株式会社 | The leading train for high-speed running |
CN101204963B (en) * | 2006-12-22 | 2010-05-12 | 西南交通大学 | Independent wheel direct single axis bogie flexible coupling radial adjusting agency |
DE102009014866A1 (en) * | 2009-03-30 | 2010-10-28 | Bombardier Transportation Gmbh | Vehicle with roll compensation |
DE102012202838A1 (en) * | 2012-02-24 | 2013-08-29 | Bombardier Transportation Gmbh | Joint for rail vehicles or rail vehicle parts with angle sensor |
Family Cites Families (9)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
CH141733A (en) * | 1929-07-22 | 1930-08-15 | Buderus Carl | Carriages for transporting people or freight. |
US2012260A (en) * | 1931-06-13 | 1935-08-27 | Michelin & Cie | Rail vehicle |
US3030897A (en) * | 1954-05-12 | 1962-04-24 | Leonard D Barry | Railway car end passages |
US4069767A (en) * | 1972-11-08 | 1978-01-24 | Lucas Aerospace | Pneumatically controlled hydromechanical railway car stabilizing apparatus |
HU173861B (en) * | 1976-03-20 | 1979-09-28 | Ganz Mavag Mozdony Vagon | Passenger train made of cabin-like units |
JPH0495562A (en) * | 1990-08-10 | 1992-03-27 | Sasajima Chiyuushiyajiyou Kk | High-speed electric railcar |
FR2689476B1 (en) * | 1992-04-01 | 1994-06-10 | Faiveley Transport | CROSS SUSPENSION FOR RAIL VEHICLE. |
DE9309351U1 (en) * | 1993-06-23 | 1994-11-03 | Duewag Ag | Railcars for passenger transportation |
DE19652700C2 (en) * | 1996-12-18 | 2000-07-13 | Tvt Verkehrstechnologie Thueri | Mobile cab on rail vehicles |
-
2000
- 2000-05-22 FR FR0006517A patent/FR2809069B1/en not_active Expired - Lifetime
-
2001
- 2001-05-14 PT PT01401236T patent/PT1157912E/en unknown
- 2001-05-14 EP EP01401236A patent/EP1157912B1/en not_active Expired - Lifetime
- 2001-05-14 DE DE60108300T patent/DE60108300T2/en not_active Expired - Lifetime
- 2001-05-14 ES ES01401236T patent/ES2236154T3/en not_active Expired - Lifetime
- 2001-05-14 AT AT01401236T patent/ATE286818T1/en active
- 2001-05-22 JP JP2001151859A patent/JP2002019609A/en active Pending
- 2001-05-22 AU AU46178/01A patent/AU765595B2/en not_active Expired
- 2001-05-22 US US09/861,644 patent/US6457420B2/en not_active Expired - Lifetime
Cited By (5)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
EP1342594A2 (en) * | 2002-03-02 | 2003-09-10 | HÜBNER GmbH | Articulated joint between two parts of an articulated vehicle |
EP1342594A3 (en) * | 2002-03-02 | 2003-12-03 | HÜBNER GmbH | Articulated joint between two parts of an articulated vehicle |
WO2005049400A1 (en) | 2003-11-19 | 2005-06-02 | Bombardier Transportation Gmbh | Articulated passenger rail vehicle with an intermediate car module |
EP2572954A1 (en) | 2003-11-19 | 2013-03-27 | Bombardier Transportation GmbH | Articulated passenger rail vehicle with an intermediate car module |
WO2013182746A1 (en) * | 2012-06-04 | 2013-12-12 | Helsingin Kaupungin Liikennelaitos -Liikelaitos | Rail vehicle |
Also Published As
Publication number | Publication date |
---|---|
US6457420B2 (en) | 2002-10-01 |
EP1157912A1 (en) | 2001-11-28 |
ATE286818T1 (en) | 2005-01-15 |
ES2236154T3 (en) | 2005-07-16 |
EP1157912B1 (en) | 2005-01-12 |
FR2809069A1 (en) | 2001-11-23 |
PT1157912E (en) | 2005-05-31 |
AU4617801A (en) | 2001-11-29 |
FR2809069B1 (en) | 2003-08-15 |
DE60108300D1 (en) | 2005-02-17 |
AU765595B2 (en) | 2003-09-25 |
JP2002019609A (en) | 2002-01-23 |
DE60108300T2 (en) | 2006-03-02 |
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