WO1996037397A1 - Train de roulement entraine pour vehicules sur rails a ecartement variable - Google Patents

Train de roulement entraine pour vehicules sur rails a ecartement variable Download PDF

Info

Publication number
WO1996037397A1
WO1996037397A1 PCT/EP1996/002024 EP9602024W WO9637397A1 WO 1996037397 A1 WO1996037397 A1 WO 1996037397A1 EP 9602024 W EP9602024 W EP 9602024W WO 9637397 A1 WO9637397 A1 WO 9637397A1
Authority
WO
WIPO (PCT)
Prior art keywords
wheel
drive
gear
drive according
axle
Prior art date
Application number
PCT/EP1996/002024
Other languages
German (de)
English (en)
Inventor
Peter Wöhl
Martin Jung
Manfred Mittermaier
Carl-Peter Zander
Nestor Garcia De Miguel
Original Assignee
Krauss-Maffei Verkehrstechnik Gmbh
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Krauss-Maffei Verkehrstechnik Gmbh filed Critical Krauss-Maffei Verkehrstechnik Gmbh
Priority to DE59603474T priority Critical patent/DE59603474D1/de
Priority to JP8535322A priority patent/JPH10503145A/ja
Priority to EP96914200A priority patent/EP0770013B1/fr
Publication of WO1996037397A1 publication Critical patent/WO1996037397A1/fr

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61H—BRAKES OR OTHER RETARDING DEVICES SPECIALLY ADAPTED FOR RAIL VEHICLES; ARRANGEMENT OR DISPOSITION THEREOF IN RAIL VEHICLES
    • B61H9/00—Brakes characterised by or modified for their application to special railway systems or purposes
    • 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
    • B61C9/52—Transmission systems in or for locomotives or motor railcars with electric motor propulsion with transmission shafts at an angle to the driving 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
    • 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
    • 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
    • B61F3/16—Types of bogies with a separate axle for each wheel
    • 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
    • B61F7/00—Rail vehicles equipped for use on tracks of different width
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61H—BRAKES OR OTHER RETARDING DEVICES SPECIALLY ADAPTED FOR RAIL VEHICLES; ARRANGEMENT OR DISPOSITION THEREOF IN RAIL VEHICLES
    • B61H11/00—Applications or arrangements of braking or retarding apparatus not otherwise provided for; Combinations of apparatus of different kinds or types
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61H—BRAKES OR OTHER RETARDING DEVICES SPECIALLY ADAPTED FOR RAIL VEHICLES; ARRANGEMENT OR DISPOSITION THEREOF IN RAIL VEHICLES
    • B61H5/00—Applications or arrangements of brakes with substantially radial braking surfaces pressed together in axial direction, e.g. disc brakes

Definitions

  • the invention relates to a driven drive according to the preamble of claim 1, which is known from DE-PS-1067466.
  • a shift of the wheels on the wheelset shaft or axle is due to the unfavorable combination of the functions for locking the wheel on the shaft and for axially shifting the Rades is also not a suitable solution. Because of the different types of stress, this proposal is complex to carry out or is unsatisfactory in terms of strength. Furthermore, braking devices have to be tracked when moving, which makes particularly heavy and complex braking devices necessary, which have an unfavorable effect on driving dynamics.
  • connection points have to be dimensioned relatively strongly, which leads to an additional weight of the running gear.
  • Talgo principle is available as the only lane change principle that has proven itself in practice. With this lane change principle, entire wheel units, which consist of stub axles, wheels and bearings, are shifted within single wheel chassis frames. The different requirements, namely the rotary bearing of the wheel on the one hand and the sliding bearing on the other hand are consistently separated in this "Talgo principle” by maintaining the wheel units and moving them as a whole.
  • the "Talgo principle” mentioned above is successfully used today in wagons and the like; Because of the special design features with displaceable stub axles, the storage in individual drives and the resulting small installation space between the individual wheels, it has not yet been possible to combine the track width adjustment with a powerful drive. The carriages must therefore be pushed through the lane change system by separate traction means (locomotives or driving heads), which requires additional maneuvering processes and entails waiting times for coupling and uncoupling.
  • the object of the invention is to create a driven running gear, in particular a bogie, with a lane changing device for a rail vehicle, which is preferably capable of being used at high speeds and which permits an automatic lane changing of an entire train set without any shunting stops.
  • a driven drive according to claims 1 and 2; the dependent claims indicate further developments of the invention.
  • entire wheel units are axially displaced in order to change lanes, the wheels being driven either directly by suitable drive machines such as electric or hydraulic hub motors, which take up the displacement path of the axle stub, or by a wheel transmission which accordingly takes up the displacement path.
  • suitable drive machines such as electric or hydraulic hub motors, which take up the displacement path of the axle stub, or by a wheel transmission which accordingly takes up the displacement path.
  • the individual wheel drives receiving the wheel drives can be formed separately or can be connected to one another in pairs via an axle bridge.
  • the drive machine is spatially separated from the wheel transmission or the wheel unit, and the torque is transmitted by cardan shafts.
  • These drive shafts are preferably designed to be longitudinally displaceable and articulated on the wheel transmission or the drive machine, so that the drive machine can be fastened to the sprung car body and the unsprung mass on the wheel is therefore very small.
  • the different movements of the sprung body or the unsprung wheel are compensated for by the longitudinal displaceability of the cardan shafts.
  • each driven wheel its own drive machine and its own wheel gear, or to operate a pair of wheels together via one drive machine and one common gear. It is also possible to use a single drive machine for several individual wheels via an intermediate transfer case.
  • the functions of individual elements of a drive bogie and a lane change drive are consistently separated, so that no impermissible stresses arise for the respective machine element.
  • the training of the drive with regard to the functions of carrying, guiding, changing lanes and transferring traction and braking force allows a high-speed lane changing drive of high driving dynamics quality. Due to its special features, this drive is also suitable for high-speed driving for trains using tilting technology, and the drive is designed so that, in addition to the ability to change lanes, there is also the possibility of radial adjustment of the wheels if required.
  • FIG. 1 is a side view of a first embodiment of the invention with individual motors for the wheels,
  • FIG. 3 and FIG. 4 show a side view and a top view of a second exemplary embodiment of the invention with a pair of wheel drives
  • FIG. 5 is a plan view of an embodiment with an alternative device for driving in pairs
  • FIG. 7 and 8 are a side view and a plan view of a further embodiment of the invention, in which a single drive machine drives a plurality of wheel units via a transfer case.
  • FIG. 9 shows a top view of a variant of FIG. 4, in which the independent wheel drives are connected to one another by an axle bridge.
  • a car body 10 is supported on a bogie frame 50 via a spring / damping 40.
  • single wheel drives 70 are articulated to a linkage 56 and are further connected to the bogie frame 50 via a spring 52 and a damping 54.
  • the individual wheel drives are fork-shaped and accommodate wheel units 90 between the fork legs.
  • Each wheel unit 90 consists of an impeller 94 and stub axles 92 and 96.
  • the rotary bearings for the stub axles are not shown. These pivot bearings are immovably connected to the stub axles 92, 96, but they are axially displaceable with respect to the individual wheel drive 70.
  • the entire wheel unit comprising the wheel, stub axles and wheel bearings can thus be axially displaced within the individual wheel drive 70, and the different positions of the wheel are shown in the drawing.
  • a wheel gear 100 is flanged to the single wheel drive, into which the stub shaft 96 projects, in such a way that it is axially displaceable in the wheel gear.
  • the wheel gear is connected via a cardan shaft 72 to a motor 30 fastened to the body 10, so that the drive torque of the motor 30 is transmitted to the wheel gear 100 via the cardan shaft 72 and from there to the stub axle 96.
  • the cardan shafts 72 are longitudinally displaceable with little (ideally without) resistance to displacement, so that they move can adapt to different relative positions between the drive machine 30 and the wheel transmission 100, which occur because of the spring-loaded mounting of the car body 10 while driving.
  • all * drives of the individual wheel drives are of identical hollow-shaft design, and the path of displacement of the wheel unit when changing lanes can be accommodated by a suitable coupling, for example an arc tooth coupling.
  • the individual wheel drives can each be set independently of one another or in pairs radially, the radial setting being possible by means of elastic articulation of the drives on the bogie frame 50 or by means of mutual coupling with one another (cross anchor principle) or by means of a box-side control.
  • FIGS. 1 and 2 also show a braking device 60 which can be fastened to the car body 10 or to the suspension 20 for the drive machine 30 by suitable fastening devices.
  • the braking device 60 comprises, for example, a brake disk 64 which is coupled to the drive shaft of the motor 30 via a shaft 66.
  • the brake disc does not work directly on the wheel units, but separately from them.
  • the drive is thus freed from the masses of the braking device which are disadvantageous in terms of driving dynamics.
  • the speed of friction of the braking device can be optimally adapted to the values required in terms of braking technology, regardless of the speed of the wheels.
  • the spatial separation of the friction elements allows the wheels of the driven lane change mechanism to be designed with a rubber suspension, which successfully reduces the unsprung masses and permits easy design of the drive and running technology.
  • conventional wheel brake discs can also be used.
  • the second exemplary embodiment of the invention shown in FIGS. 3 and 4 differs from the first exemplary embodiment essentially in that in each case a drive machine 32 is provided for driving a pair of wheels.
  • the wheel units are driven in pairs by hollow shaft gear set 110, suitable couplings 116 absorbing the displacement paths and the torque transmission and the gear set being suspended on the stub axles of the wheel units via spring elements 114.
  • These spring elements can advantageously be designed as vibration-damping elastomer bearings and can be arranged in an axle stub designed as a hollow shaft or in the end of the wheelset transmission output shaft designed as hollow shaft 112.
  • the wheelset transmission is connected to the drive machine 32 via a cardan shaft.
  • FIG. 5 shows a top view, partially broken away, of an alternative embodiment of the gear set.
  • This hollow shaft gear set 120 is mounted on the primarily sprung bogie frame 50.
  • the connections between the stub axles and the gear set 120 are made via sleeves 124, which have curved toothings which engage with arched teeth in the interior of the hollow shaft gearbox and with externally curved teeth on the stub axle.
  • the sleeves 124 are pressed by means of spring force in the direction transverse to the direction of travel against contact spheres 127 and are centered in the process.
  • the wheel transmission takes place via the drive machine 32 and an articulated shaft 76, which is advantageously longitudinally displaceable, since the wheelset gear 120 is mounted on the primary suspension rotating frame 50, but the drive machine is mounted on the primary and secondary suspension car body 10.
  • the wheel transmission is designed as a hollow shaft axle transmission 130 which is arranged outside the longitudinal center of the vehicle and is fastened to the bogie frame.
  • the hollow shaft axle drive 130 has a hollow shaft 132 with a flange 138 facing the longitudinal center of the vehicle. On this flange, approximately equally long longitudinally displaceable propeller shafts 134, 136 are arranged, the displacement path of the wheel units or their stub axles being accommodated in the propeller shafts.
  • the cardan shafts compensate for the different relative movements of the independent wheel bearing and the primary-sprung axle drive 130.
  • the wheel transmission is flanged directly to the individual drive 70.
  • all wheel units are driven by a single drive machine 34, which is connected to the wheel gears via a universal joint shaft 38, a transfer case 36 and universal joint shafts 70.
  • the central transfer gear 36 is mounted in the primary and secondary spring-loaded box of the main frame and can optionally be designed as a differential gear with suitable continuously or staged differential locks.
  • the transfer case can advantageously be designed in such a way that the wheel transmissions are driven by counter-rotating universal joint shafts 70 with low longitudinal displacement resistance, so that the locomotive can be equipped with active or passive tilting technology, unaffected by drive torques between the wheels and the box .
  • the wheel units on one side or a geometric axis can optionally be mechanically coupled to one another and, in the case of several drive machines, each with certain drive machines. Differences in position between the primary and secondary spring-loaded transfer case 36 and the respective wheel drives, which are directly attached to the individual drives, are compensated for by the longitudinally displaceable drive shafts 70.
  • a brake device 60 is connected to the transfer case via a joint shaft 66.
  • the braking effect is thus separate from the wheel in the braking device via the shaft 66, the transfer case 36, the cardan shaft 70, the wheel gear 100 on the wheel unit.
  • FIG. 9 shows a variant of FIG. 5, in which the individual wheel arch elements 70 are connected by an additional axle bridge 70 '.
  • the wheel units 90 are driven in pairs by hollow shaft type transmissions 120.
  • the single wheel drives 70 with the respective axle bridge 70 ' are articulated in a pivot axis S on the bogie frame 50.
  • the gears 120 are also mounted on the bogie frame. This reduces the unsprung mass to a minimum.
  • the torque transmission from the transmission to the individual wheels takes place via a combination of clutches known per se in rail vehicle construction, e.g. in cardan hollow shaft design, and sliding pieces which are able to absorb the radial and axial offsets and angular errors occurring during operation.
  • the displacement of the wheel units when changing lanes is form-fitting by means of suitable sliding pieces, e.g. by curved tooth coupling or the like, or switchable frictionally received, e.g. through switchable clamp connections.
  • all drive / gearbox designs shown in the above exemplary embodiments can also be used in the variant in which the individual wheel drives 70 are connected via the axle bridge 70 '.
  • the gear 120 is mounted on the bogie frame 50
  • a further embodiment is also suitable (not shown), in which the gear, also preferably a hollow shaft type, is loaded directly onto the axle bridge device * .
  • the gear mechanism is preferably elastically mounted on the axle bridge, couplings being used which are suitable for absorbing the relative movement resulting from the elastic mounting.
  • the displacement of the wheel units when changing lanes can be taken up by means of a suitable coupling, for example a curved tooth coupling or other sliding pieces or the like.
  • the independent wheel drives are preferably articulated in a pivot axis S on the bogie frame, the ends of the independent wheel drives opposite the articulation point being connected to one another by a rigid connection, the axle bridge 70 '. In this way, increased tracking safety is achieved, for example.
  • the displacement path of the stub axle 96 of the wheel unit 90 is taken up by the associated gear train or gear train assembly, and the gear train is driven by a corresponding articulated shaft which is connected to the drive machine itself or to a transfer case.
  • the braking device with friction elements is mounted separately from the wheel and acts via the drive train or an additional cardan shaft.
  • the sprung independent wheel drives 70 can be designed as wheel control arms or connected to the bogie frame by means of control arms.
  • the individual wheel drives can be radially adjustable in pairs, the radial adjustment by means of elastic articulation of the drives on the bogie frame or by means of mutual coupling to one another (Cross anchor principle) or by means of a box-side control.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Gear Transmission (AREA)
  • Platform Screen Doors And Railroad Systems (AREA)
  • Arrangement Or Mounting Of Propulsion Units For Vehicles (AREA)
  • Arrangement And Driving Of Transmission Devices (AREA)
  • Machines For Laying And Maintaining Railways (AREA)

Abstract

L'invention concerne un train de roulement entraîné, notamment un bogie, pour véhicules sur rails à écartement variable. Un train de roulement à roue unique (70) abrite une unité de roue (90) comprenant une roue (94) et des tourillons (92, 96) solidaires en rotation de la roue, ainsi que des coussinets de pivotement. L'unité de roue (90) peut être déplacée dans le sens axial en tant qu'unité dans le train de roulement à roue unique (70). Le tourillon (96) est engrené dans un engrenage de roue (100) qui est accolé au train de roulement à roue unique (70) et qui absorbe le mouvement axial du tourillon (96). L'entraînement de l'engrenage de roue (100) s'effectue au moyen d'un moteur d'entraînement (30) monté séparément par rapport au train de roulement à roue unique, par l'intermédiaire d'un arbre articulé (72) pouvant se déplacer dans le sens longitudinal. Ce type de conception permet d'obtenir un train de roulement entraîné pouvant atteindre des vitesses élevées et comporter un écartement variable.
PCT/EP1996/002024 1995-05-24 1996-05-11 Train de roulement entraine pour vehicules sur rails a ecartement variable WO1996037397A1 (fr)

Priority Applications (3)

Application Number Priority Date Filing Date Title
DE59603474T DE59603474D1 (de) 1995-05-24 1996-05-11 Angetriebenes laufwerk für schienenfahrzeuge mit spurwechseleinrichtung
JP8535322A JPH10503145A (ja) 1995-05-24 1996-05-11 軌間変更装置を備えたレール車両用の被駆動式の走行装置
EP96914200A EP0770013B1 (fr) 1995-05-24 1996-05-11 Train de roulement entraine pour vehicules sur rails a ecartement variable

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE19519223 1995-05-24
DE19519223.0 1995-05-24

Publications (1)

Publication Number Publication Date
WO1996037397A1 true WO1996037397A1 (fr) 1996-11-28

Family

ID=7762857

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/EP1996/002024 WO1996037397A1 (fr) 1995-05-24 1996-05-11 Train de roulement entraine pour vehicules sur rails a ecartement variable

Country Status (7)

Country Link
EP (1) EP0770013B1 (fr)
JP (1) JPH10503145A (fr)
AT (1) ATE186027T1 (fr)
DE (2) DE59603474D1 (fr)
ES (1) ES2140852T3 (fr)
RU (1) RU2192979C2 (fr)
WO (1) WO1996037397A1 (fr)

Cited By (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1103438A3 (fr) * 1999-11-18 2002-01-30 Patentes Talgo, S.A. Disposition de traction disséminée, appliquée à des ensembles mono-axe de roues avec roues indépendantes
FR2822780A1 (fr) * 2001-04-02 2002-10-04 Alstom Bogie pour vehicules ferroviaires a roues a ecartement variable
EP1340665A1 (fr) * 2002-02-27 2003-09-03 Siemens Aktiengesellschaft Train de roulement entraíné à écartement variable pour véhicules ferroviaires
EP1340663A1 (fr) * 2002-02-27 2003-09-03 Siemens Aktiengesellschaft Train de roulement à écartement variable avec châssis de roue pour véhicules ferroviaires
US8448732B2 (en) 2007-09-10 2013-05-28 Mitsubishi Electric Corporation Vehicle driving apparatus
CN110641484A (zh) * 2019-10-30 2020-01-03 山东东大动力科技有限公司 轨道电动牵引车

Families Citing this family (17)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE19703288A1 (de) * 1997-01-30 1998-08-06 Estebanez Eva Garcia Spurausgleichendes Fahrwerk
DE19947102C1 (de) * 1999-09-30 2001-03-08 Siemens Krauss Maffei Lokomoti Montagevorrichtung für einen spurweitenverstellbaren Treibradsatz
DE10226898A1 (de) * 2002-06-17 2003-12-24 Siemens Ag Vorrichtung zur Übertragung von Antriebs- und Bremsmomenten zwischen einem Achsgetriebe und Radeinheiten eines Spurwechselfahrwerks
DE10239957A1 (de) * 2002-08-26 2004-03-25 Bombardier Transportation Gmbh Triebdrehgestell für ein Schienenfahrzeug
JP2006347350A (ja) * 2005-06-15 2006-12-28 Nippon Sharyo Seizo Kaisha Ltd ２輪軸動力伝達装置
JP2006347349A (ja) * 2005-06-15 2006-12-28 Nippon Sharyo Seizo Kaisha Ltd ２輪軸動力伝達装置
CZ307130B6 (cs) * 2008-11-06 2018-01-31 Ĺ KODA TRANSPORTATION a.s. Brzdové zařízení pro hnací jednotku tramvajového nízkopodlažního podvozku
JP5502683B2 (ja) * 2010-09-29 2014-05-28 近畿車輌株式会社 鉄道車両の低床用台車
EP2589523A1 (fr) * 2011-11-01 2013-05-08 Bombardier Transportation (Switzerland) AG Bogie pour véhicule urbain de type métro monté sur pneumatiques et roulant en site propre
WO2013076338A1 (fr) * 2011-11-24 2013-05-30 Tria Railway R&D, S.L. Système de modification d'écartement pour voie étroite
EP3020611A1 (fr) * 2014-11-14 2016-05-18 Siemens Aktiengesellschaft Entraînement ferroviaire doté d'un dispositif de freinage
CN106141659A (zh) * 2015-04-10 2016-11-23 五冶集团上海有限公司 原料矿槽卸料小车从动轮制动器的安装方法
CN110979381B (zh) * 2019-12-20 2020-11-10 中车长春轨道客车股份有限公司 基于纵置式电机和新式中心销座的构架装置
IT202000013867A1 (it) * 2020-06-10 2021-12-10 Giuseppe Milazzo Carrozza ferroviaria motrice comprendente uno o piu' carrelli alleggeriti
CN111942422B (zh) * 2020-08-19 2021-06-15 青岛思锐科技有限公司 识别锁定装置、变轨距制动夹钳单元及轨道车辆
RU206895U1 (ru) * 2021-06-25 2021-09-30 Андрей Сергеевич Космодамианский Узел подвешивания тягового электродвигателя
CN114291128B (zh) * 2022-01-10 2023-11-10 中车大连机车车辆有限公司 一种可标准轨运行的宽轨机车转向架以及过轨运输方法

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE2517976A1 (de) * 1975-04-23 1976-11-04 Gmeinder & Co Gmbh Treibradaggregat fuer ein schienenfahrzeug
EP0247389A2 (fr) * 1986-05-30 1987-12-02 Siemens Aktiengesellschaft Balancier de guidage de roues ferroviaires à entraînement extérieur et pouvant osciller horizontalement
EP0591088A1 (fr) * 1992-09-30 1994-04-06 Investigacion Y Asesoramiento Tecnico, S.A.(Invastesa) Bogies pour véhicules ferroviaires avec un écartement variable entre les roues
EP0596408A1 (fr) * 1992-11-06 1994-05-11 Kawasaki Jukogyo Kabushiki Kaisha Méthode pour changer l'écartement d'un véhicule ferroviaire, véhicule ferroviaire avec écartement variable et installation à terre correspondante

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE2517976A1 (de) * 1975-04-23 1976-11-04 Gmeinder & Co Gmbh Treibradaggregat fuer ein schienenfahrzeug
EP0247389A2 (fr) * 1986-05-30 1987-12-02 Siemens Aktiengesellschaft Balancier de guidage de roues ferroviaires à entraînement extérieur et pouvant osciller horizontalement
EP0591088A1 (fr) * 1992-09-30 1994-04-06 Investigacion Y Asesoramiento Tecnico, S.A.(Invastesa) Bogies pour véhicules ferroviaires avec un écartement variable entre les roues
EP0596408A1 (fr) * 1992-11-06 1994-05-11 Kawasaki Jukogyo Kabushiki Kaisha Méthode pour changer l'écartement d'un véhicule ferroviaire, véhicule ferroviaire avec écartement variable et installation à terre correspondante

Cited By (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1103438A3 (fr) * 1999-11-18 2002-01-30 Patentes Talgo, S.A. Disposition de traction disséminée, appliquée à des ensembles mono-axe de roues avec roues indépendantes
FR2822780A1 (fr) * 2001-04-02 2002-10-04 Alstom Bogie pour vehicules ferroviaires a roues a ecartement variable
EP1247714A1 (fr) * 2001-04-02 2002-10-09 Alstom Bogie pour véhicules ferroviaires à roues à écartement variable
US6561104B2 (en) 2001-04-02 2003-05-13 Alstom Bogie for rail vehicles with wheels with a variable track
EP1340665A1 (fr) * 2002-02-27 2003-09-03 Siemens Aktiengesellschaft Train de roulement entraíné à écartement variable pour véhicules ferroviaires
EP1340663A1 (fr) * 2002-02-27 2003-09-03 Siemens Aktiengesellschaft Train de roulement à écartement variable avec châssis de roue pour véhicules ferroviaires
US8448732B2 (en) 2007-09-10 2013-05-28 Mitsubishi Electric Corporation Vehicle driving apparatus
CN110641484A (zh) * 2019-10-30 2020-01-03 山东东大动力科技有限公司 轨道电动牵引车

Also Published As

Publication number Publication date
DE59603474D1 (de) 1999-12-02
JPH10503145A (ja) 1998-03-24
EP0770013B1 (fr) 1999-10-27
RU2192979C2 (ru) 2002-11-20
DE19619439A1 (de) 1996-11-28
ATE186027T1 (de) 1999-11-15
EP0770013A1 (fr) 1997-05-02
ES2140852T3 (es) 2000-03-01

Similar Documents

Publication Publication Date Title
WO1996037397A1 (fr) Train de roulement entraine pour vehicules sur rails a ecartement variable
DE3111087C2 (de) Einzelradanordnung für Eisenbahnfahrzeuge
EP0698540B1 (fr) Train de roulement entraíné pour véhicules ferroviaires
DE19826448C2 (de) Fahrwerk für ein Schienenfahrzeug
DE4106070C2 (fr)
EP0308616B1 (fr) Groupe de propulsion pour véhicules ferroviaires
DE10354141A1 (de) Angetriebenes Fahrwerk für Schienenfahrzeuge, insbesondere Drehgestelle für Niederflurfahrzeuge
EP0188687B1 (fr) Train de roues pour véhicules ferroviaires
EP2692607B1 (fr) Châssis pour véhicule ferroviaire avec liaison fixe amovible entre les roues
EP1532033B1 (fr) Bogie moteur pour un vehicule sur rails
DE102014102115B4 (de) Laufwerk für ein Schienenfahrzeug, Schienenfahrzeug und Verbund aus wenigstens zwei Schienenfahrzeugen
DE2837302C2 (fr)
DE2224966C3 (de) Radsatz für Schienenfahrzeuge
EP0905002A2 (fr) Dispositif de freinage pour véhicules ferroviaires
EP2939898B1 (fr) Boggie pour véhicules sur rails ayant trois essieux montés
EP0444015B1 (fr) Guidage d'essieux pour bogies ferroviaires
DE2547377C3 (de) Motordrehgestell mit Federaufhängung für Schienenfahrzeuge
CH657327A5 (en) Wheel axle for rail vehicles
EP0952061A1 (fr) Unité d'entraínement pour véhicule ferroviaire
DE2601886C3 (de) Triebwerksanordnung in Schienentriebfahrzeugen
DE19821688C2 (de) Bremsanordnung für Schienenfahrzeuge
DE1455165C (de) Mehrachsiges Schienentriebfahrzeug
DE2709967A1 (de) Triebfahrzeug, insbesondere schienentriebfahrzeug
DE3039370A1 (de) Radsatz fuer schienenfahrzeuge
DE1905479A1 (de) Einzelachsantrieb fuer elektrische Schienentriebfahrzeuge

Legal Events

Date Code Title Description
AK Designated states

Kind code of ref document: A1

Designated state(s): JP RU

AL Designated countries for regional patents

Kind code of ref document: A1

Designated state(s): AT BE CH DE DK ES FI FR GB GR IE IT LU MC NL PT SE

WWE Wipo information: entry into national phase

Ref document number: 1996914200

Country of ref document: EP

121 Ep: the epo has been informed by wipo that ep was designated in this application
WWP Wipo information: published in national office

Ref document number: 1996914200

Country of ref document: EP

WWG Wipo information: grant in national office

Ref document number: 1996914200

Country of ref document: EP