WO2008101903A1 - Véhicule avec un bogie intercaisse et un support antiroulis - Google Patents

Véhicule avec un bogie intercaisse et un support antiroulis Download PDF

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Publication number
WO2008101903A1
WO2008101903A1 PCT/EP2008/051949 EP2008051949W WO2008101903A1 WO 2008101903 A1 WO2008101903 A1 WO 2008101903A1 EP 2008051949 W EP2008051949 W EP 2008051949W WO 2008101903 A1 WO2008101903 A1 WO 2008101903A1
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WO
WIPO (PCT)
Prior art keywords
vehicle
coupling
roll
coupling device
car body
Prior art date
Application number
PCT/EP2008/051949
Other languages
German (de)
English (en)
Inventor
Volker Brundisch
Original Assignee
Bombardier Transportation 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 Bombardier Transportation Gmbh filed Critical Bombardier Transportation Gmbh
Priority to PL08716911T priority Critical patent/PL2121406T3/pl
Priority to ES08716911.6T priority patent/ES2439583T3/es
Priority to EP08716911.6A priority patent/EP2121406B1/fr
Publication of WO2008101903A1 publication Critical patent/WO2008101903A1/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
    • 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
    • B61F5/22—Guiding of the vehicle underframes with respect to the bogies
    • B61F5/24—Means for damping or minimising the canting, skewing, pitching, or plunging movements of the underframes
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
    • B61D3/00—Wagons or vans
    • B61D3/10—Articulated vehicles

Definitions

  • the present invention relates to a vehicle, in particular a rail vehicle, having a vehicle longitudinal axis, a first car body, which is supported via a first spring means on a chassis, a second car body, which is disposed adjacent the first car body in the direction of the vehicle longitudinal axis and a second spring means is supported on the chassis, as well as an anti-roll device, which is at least coupled via a first coupling device with the first car body and counteracts rolling movements of the first car body about a vehicle longitudinal axis parallel to the roll axis.
  • the car body In rail vehicles - but also in other vehicles - the car body is usually resiliently mounted relative to the wheel units, for example, wheel pairs or sets of wheels via one or more spring stages. Due to the comparatively high center of gravity of the car body, the tendency of the car body to tilt towards the wheel units towards the bow, ie to perform a rolling motion about a roll axis parallel to the vehicle longitudinal axis, thus occurring during the arc run, transverse to the driving movement and thus transversely to the vehicle longitudinal axis.
  • Such roll stabilizers are known in various hydraulic or purely mechanical embodiments.
  • a torsion shaft extending transversely to the vehicle longitudinal direction is used, as is known, for example, from EP 1 075 407 B1.
  • levers extending in the vehicle longitudinal direction.
  • links or the like which are arranged kinematically parallel to the spring means of the vehicle.
  • the torsion wave is thus subjected to a torsional moment which, depending on its torsional stiffness, is compensated for at a certain torsion angle by a counter-torque resulting from its elastic deformation and thus prevents further rolling movement.
  • the anti-roll device d. H. between a chassis frame and the car body act.
  • the anti-roll device can also be used in the primary stage, d. H. between the wheel units and a chassis frame or - in the absence of secondary suspension - act a car body.
  • Such roll stabilizers are also used in generic rail vehicles, as they are known for example from DE 43 11 521 C1.
  • two adjacent car bodies are supported on a common so-called Jacobs bogie, with a separate roll stabilizer supported on the bogie being provided for each car body.
  • the two adjacent car bodies are also supported at their other end also via roll stabilizers on a leading or trailing bogie.
  • the roll stabilizers lead to the desired increase in roll stiffness of the entire arrangement, d. H. to a sufficiently low tilt coefficient of the car body.
  • they have the disadvantage that when driving on track sections with a distortion of the track level, as occurs for example Gleisüberhöhu ⁇ gsrampen or the like, by now mutually inclined track levels in the leading bogie, the Jacobs bogie and the trailing
  • Bogie a high torsional moment about the longitudinal axis of the respective car body and the Jacobs bogie is initiated. This is due to the fact that the respective anti-roll device acts on an adjustment of the vertical axis of the car bodies, which runs parallel to the track standard present in each case in the area of the wheel units. Since the track standards in the field of wheel units of the bogies have a different orientation with a distortion of the track level, the torsional load of the car bodies and the Jacobs bogie described results. In addition to heavy loads on the car bodies and the Jacobs bogie, the derailment safety can be impaired by the accompanying individual wheel relief.
  • the present invention is therefore based on the object to provide a vehicle of the type mentioned, which does not have the disadvantages mentioned above, or at least to a lesser extent and in particular a simple and reliable way to reduce the torsional load on the car bodies and the chassis in twisted track sections allows.
  • the present invention solves this problem starting from a vehicle according to the preamble of claim 1 by the features stated in the characterizing part of claim 1.
  • the present invention is based on the technical teaching that allows a simple and reliable way to reduce the torsional load on the car bodies and their common chassis in twisted track sections, if you do not provide separate anti-roll devices but only a common anti-roll device for the two car bodies, however is coupled to the respective car body, that opposing rolling movements of the two car bodies are allowed, while the common anti-roll device in correspondence Wa ⁇ kangoen the two car bodies in conventionally limited.
  • the common anti-roll device For a non-deformed track plane course, i. H. in co-rolling movements of the two car bodies, the common anti-roll device, however, can unfold their rolling movements limiting effect in full scale. In other words, the effectiveness of the anti-roll devices is not compromised in cases where they are actually to be used.
  • Another advantage of the solution according to the invention is that can be saved by the common anti-roll device for both car bodies compared to the known vehicles, usually comparatively complex and therefore expensive anti-roll device. This also space available, which was previously occupied by the second anti-roll device. This allows greater freedom of design for the chassis, the car bodies and / or other vehicle components in this area. In particular, this does not specify the design and design of the anti-roll devices. In the solution according to the invention, therefore, it is possible for the common anti-roll device to use anti-roll bars of any type (hydraulic, mechanical, etc.).
  • the invention relates to a vehicle, in particular a rail vehicle, with a vehicle longitudinal axis, a first car body, which is supported via a first spring means on a chassis, a second car body, which is arranged adjacent to the first car body in the direction of the vehicle longitudinal axis and a second spring means supported on the chassis, as well as a
  • Anti-roll device which is at least coupled via a first coupling device with the first car body and counteracts rolling movements of the first car body about a vehicle longitudinal axis parallel to the roll axis.
  • the first coupling device may be formed in any suitable manner to allow the counter-rotating rolling movements between the first car body and the second car body.
  • an active system may be provided in which the first coupling device z. B.
  • active control elements and a control device associated therewith which detects the respective driving condition or Wanktendenz the two car bodies and in opposite Wanktendenz the two car bodies allows the opposite rolling motion between the two car bodies on the control elements, while the control elements at the same Wanktendenz the two car bodies be fixed, for example, so that the anti-roll device can come into effect.
  • a passive system is preferably provided for the first coupling device.
  • the first coupling device is articulated in a first articulation point to the first car body and articulated in a second articulation point on the second car body and the first coupling device formed and / or connected to the anti-roll device, that a counterforce-free first displacement of the first articulation point an opposite second Displacement of the second pivot point causes.
  • any desired ratio between the first displacement and the second displacement can be provided.
  • consideration of the respective kinematics of the support of the two car bodies is possible.
  • the first displacement and the second displacement have substantially the same amount but differing directions, in particular substantially opposite directions.
  • the first coupling device can basically work according to any suitable operating principle or combinations of different active principles. For example, it can work according to a fluidic, electromechanical or purely mechanical action principle or any combination of these principles of action. Because of the simple structure and the low susceptibility to interference, a purely mechanical active principle is preferably provided for the first coupling device.
  • the first coupling device comprises a first compensating lever, wherein the first compensating lever has a first end which is connected to the first articulation point, the first compensating lever has a second end which is connected to the second articulation point, and the first compensating lever at one, in particular is centrally, pivotally arranged between the first end and the second end arranged first pivot point with the anti-roll device.
  • the first compensating lever may be articulated directly at the first and second articulation point.
  • the first compensating lever is connected via a first coupling element, in particular a first coupling rod, with the first articulation point and / or the first compensating lever is connected via a second coupling element, in particular a second coupling rod, with the second articulation point, as a result
  • a first coupling element in particular a first coupling rod
  • a second coupling element in particular a second coupling rod
  • the first coupling device operates according to a fluidic action principle.
  • the first coupling device preferably comprises a first working cylinder, in particular a first hydraulic cylinder, and a second working cylinder, in particular a second hydraulic cylinder.
  • the first working cylinder is connected to the anti-roll device and the first link point, while the second cylinder is connected to the anti-roll device and the second link point.
  • the working spaces of the first working cylinder and the second working cylinder are connected in the same direction, so that the opposite rolling movements between the two car bodies are allowed while co-rotating rolling movements are inhibited because of the same sense connection of the working spaces.
  • the common anti-roll device can in principle be arranged in any way on the vehicle.
  • it may be provided in an actively controlled anti-roll device that it is arranged only on one side of the vehicle.
  • passive anti-roll devices provision is generally made for these to extend in the transverse direction of the vehicle or for their components to be arranged on both sides of the longitudinal center plane of the vehicle in order to be able to counteract the rolling movements about the vehicle longitudinal axis in a simple manner.
  • the anti-roll device is coupled via a second coupling device to the first car body and the second car body, wherein the first coupling device and the second coupling device are arranged on different sides of a longitudinal axis of the vehicle containing the vehicle longitudinal axis.
  • the second coupling device may be constructed differently than the first coupling device.
  • the second Koppelei ⁇ raum causes no opposing rolling movements between the two car bodies. In this case, then sufficient over the first coupling device enabled counter-rotating displacements to the opposing rolling movements between the two
  • the second coupling device is designed and / or connected to the anti-roll device such that it permits counter-rotating rolling movements between the first vehicle body and the second vehicle body.
  • the second coupling device is formed identical to the first coupling device, since this is a particularly simple structure is achieved.
  • the common anti-roll device itself can be constructed in any suitable manner.
  • the anti-roll device comprises a torsion element connected to the chassis, which has a torsion axis in order to achieve a counter-torque to the rolling moments of the two vehicle bodies in a well-known manner via the torsional moment in the torsion element.
  • the anti-roll device has a first torsion arm which is connected in a rotationally fixed manner to the torsion element and the first coupling device is articulated to the first torsion arm in a first connection point, the first connection point being spaced from the torsion axis. This achieves a particularly simple and effective configuration.
  • the anti-roll device operates according to a fluidic, in particular hydraulic, active principle.
  • the anti-roll device preferably comprises two working cylinders spaced apart from one another, transversely to the vehicle longitudinal axis, in particular hydraulic cylinders whose working spaces are connected in opposite directions to the work spaces of the respective other working cylinder.
  • the two working cylinders are each connected at one end to the chassis, while the first coupling device is articulated at the end of one of the two working cylinders, which faces away from the chassis.
  • the first Koppelei device comprises a damping device and additionally or alternatively an adjusting device.
  • Figure 1 is a schematic side view of part of a preferred embodiment of the vehicle according to the invention in neutral position;
  • Figure 2 is a schematic perspective view of a part of the vehicle of Figure 1 in neutral position
  • Figure 3 is a schematic side view of a portion of the vehicle of Figure 1 in a twisting position
  • FIG. 4 shows a schematic perspective view of a part of the vehicle from FIG. 1 in a twisting position
  • Figure 5 is a schematic side view of part of another preferred embodiment of the vehicle according to the invention in neutral position.
  • a coordinate system is indicated in the figures, in which the x-coordinate denotes the longitudinal direction of the rail vehicle 101, the y-coordinate the transverse direction of the rail vehicle 101 and the z-coordinate the height direction of the rail vehicle 101.
  • FIG. 1 shows a schematic side view of a part of the vehicle 101, which has a vehicle longitudinal axis 101.1.
  • the vehicle 101 comprises a first vehicle body 102 and a second vehicle body 103, which is adjacent in the direction of the vehicle longitudinal axis 101.1 (x direction) and which are supported on a common chassis in the form of a so-called Jacobs bogie 104.
  • the other not shown in Figure 1 - the end of each car body 102, 103 is ever supported on another chassis, such as another bogie.
  • the bogie 104 comprises a first wheel unit 104.1 and a second wheel unit 104.2, on each of which a bogie frame 104.4 is supported via a primary suspension 104.3.
  • the first car body 102 is in turn supported by a first secondary suspension 102.1 on the bogie frame 104.4, while the second car body 103 is supported by a second secondary suspension 103.2 on the bogie frame 104.4.
  • the primary suspensions 104.3 and the secondary suspensions 102.1, 103.1 are simplified in FIG. 1 as coil springs.
  • the respective primary suspension 104.3 or secondary suspension 102.1, 103.1 can be any suitable spring device.
  • in the secondary suspension 102.1, 103.1 is preferably a well-known air suspension or the like.
  • the vehicle 101 further comprises for the two car bodies 102 and 103 a common anti-roll device in the form of a roll support 105, which is arranged kinematically parallel to the two secondary suspensions 102.1, 103.1 between the bogie frame 104.4 and the two car bodies 102, 103 together with two coupling devices 106, 107 is.
  • the common roll support 105 comprises a first torsion arm in the form of a first lever 105.1 and a second torsion arm in the form of a second lever 105.2.
  • the two levers 105.1 and 105.2 sit on both sides of the longitudinal center plane (xz-plane) of the vehicle 101 respectively rotationally fixed on the ends of a torsion shaft 105.3 of the roll support 105.
  • the torsion shaft 105.3 extends in the transverse direction (y-direction) of the vehicle and is rotatable in Bearing blocks 105.4 stored, which in turn are firmly connected to the bogie frame 104.4.
  • the first coupling device 106 is articulated, via which the roll support 105 is connected both to the first car body 102 and to the second car body 103.
  • the first coupling device 106 comprises a first compensating lever 106.1, a first coupling rod 106.2 and a second coupling rod 106.3.
  • the first balance lever 106.1 is pivoted at its center in a first pivot point 106.4 pivoted to the first lever 105.1, while at one end of the first balance lever 106.1 one end of the first coupling rod 106.2 is hinged pivotally and at the other end of the first balance lever 106.1 one end of second coupling rod 106.3 is pivotally articulated.
  • the other end of the first coupling rod 106.2 is pivotally hinged to the first car body 102 in a first articulation point 106.5, while the other end of the second coupling rod 106.3 in a second pivot point 106.6 pivotally hinged to the second body 103.
  • the second coupling device 107 is articulated, via which the roll support 105 is also connected both to the first car body 102 and to the second car body 103.
  • the second coupling device 107 is constructed identically to the first coupling device 106. It is understood, however, that in other variants of the invention, the second coupling device may also be constructed differently than the first coupling device.
  • the second coupling device may also comprise only two simple coupling rods (as indicated by the dashed contours 108 in FIG. 2) via which the respective body is directly connected to the free end of the second lever 105.2 of the roll support 105.
  • the second coupling device 107 comprises a second compensating lever 107.1, a third coupling rod 107.2 and a fourth coupling rod 107.3.
  • the second balance lever 107.1 is at its center in a second pivot point
  • the first coupling device 106 lies on the outside of the bow, the first coupling rod 106.2 and the second coupling rod 106.3 are loaded with a compressive force because of the rectified rolling moment on both carriage bodies 102, 103, while the third coupling rod 107.2 and the fourth coupling rod 107.3 are loaded with a tensile force.
  • the first lever 105.1 and the second lever 105.2 of the roll support 105 are deflected to different degrees. This results in an elastic torsion of the torsion shaft 105.3, whereby the roll support 105 builds up a counteracting moment counteracting the unidirectional rolling movement of the two bodies 102, 103 and thus restricts the rolling movement of the two bodies 102, 103.
  • the described configuration of the first coupling device 106 has the effect that an opposing second displacement of the second coupling point 106.6 is effected with a counterforce-free first displacement of the first coupling point 106.5, as shown in FIGS. 3 and 4.
  • a counterforce-free first displacement of the first articulation point 106.5 and thus the first coupling rod 106.2 upwards via the first balance lever 106.1 causes an opposite second displacement of the second coupling rod 106.3 and thus of the second articulation point 106.6 downward.
  • the amount of the first shift and the second shift is the same while the directions are opposite. The same applies to the second coupling device 107.
  • the landing gear of the first carbody 102 which is not shown in FIG. 1, is located at a first track section whose normal is inclined more to the vertical direction than the normal of the second track section, at the bogie 104 is located. Accordingly, the leading chassis of the first car body 102 is inclined more toward the horizontal direction than the bogie 104.
  • the bogie 104 is more inclined to the vertical direction than the normal of a third track section, in which at this time the - not shown in Figure 1 - trailing Chassis of the second car body 103 is located. Accordingly, the bogie 104 is more inclined to the horizontal direction than the trailing chassis of the second car body 103rd
  • a roll support acting on the leading chassis of the first carbody 102 impresses the first carbody 102 with a first roll motion (arrow 109 in FIG. 4) which includes the first vehicle body 102 on the vehicle longitudinal side on which the first coupling device 106 is raised with respect to the bogie 104, as shown in Figures 3 and 4.
  • the roll support also provided on the trailing undercarriage of the second carriage body 103 imprints on the second carriage body 103 a second rolling motion (arrow 110 in FIG. 4), which is opposite to the first rolling motion, which the second carriage body 103 lies on the vehicle longitudinal side, on which the first coupling device 106 lies , with respect to the bogie 104 lowers, as is also shown in Figures 3 and 4.
  • the two coupling devices 106, 107 allow such opposing rolling movements of the two car bodies 102, 103 without further ado, so that in such cases of driving over deformed track sections, no appreciable torsional loads on the two car bodies 102, 103 and the bogie frame 104.4 occur.
  • FIG. 1 A further advantageous embodiment of the vehicle 201 according to the invention is shown in FIG.
  • the vehicle 201 corresponds in its basic design and mode of operation of the vehicle 101 of Figure 1, so that only the differences should be discussed here.
  • the first coupling device 206 in this example comprises only a first hydraulic cylinder 206.7 and a second hydraulic cylinder 206.8.
  • the first Hydraulic cylinder 206.7 is pivoted on the one hand in the first pivot point 206.4 at the free end of the first lever 105.1 of the roll support 105.
  • the first hydraulic cylinder 206.7 is pivotably articulated in the first articulation point 206.5 on the first vehicle body 102.
  • the second hydraulic cylinder 206.8 is pivotally hinged to the free end of the first lever 105.1 of the roll support 105 again in the first pivot point 206.4.
  • the second hydraulic cylinder 206.8 is pivotably articulated in the second articulation point 206.6 on the second carriage body 103.
  • the two hydraulic cylinders 206.7 and 206.8 are constructed as unilaterally acting hydraulic cylinders, i. H. they each have only one working space 206.9 or 206.10.
  • the working space 206.9 of the first hydraulic cylinder 206.7 and the working space 206.10 of the second hydraulic cylinder 206.8 are connected to each other in the same direction via a pressure line 206.11.
  • This co-directional connection of the working spaces causes (with an incompressible hydraulic medium) no simultaneous shortening or lengthening of the two hydraulic cylinders 206.7, 206.8 is possible. Rather, (analogous to the first coupling device 106), only an opposite change of the distance of the first linkage point 206.5 to the first pivot point 206.4 and the distance of the second linkage point 206.6 to the first pivot point 206.4 is possible.
  • a throttle or the like may be provided in order to dampen the opposing roll movements between the first
  • Car body 102 and the second car body 103 to achieve.
  • a pumping device or the like may be provided, which modifies the degree of filling of the working chambers of the hydraulic cylinder according to the specifications of a control device to achieve an active adjustment of the rolling movements between the first car body 102 and the second car body 103.
  • hydraulic anti-roll supports can of course also be used as a common anti-roll support of the first and second car bodies, in which double-acting hydraulic cylinders are used on both longitudinal sides of the vehicle whose work spaces are connected in opposite directions.

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

Abstract

Véhicule, en particulier véhicule ferroviaire, avec : un axe longitudinal de véhicule (101.1) ; une première caisse (102), qui est soutenue par l'intermédiaire d'un premier dispositif à ressort (102.1) sur un châssis (104) ; une deuxième caisse (103), qui est disposée au voisinage de la première caisse (102) dans la direction de l'axe longitudinal (101.1) du véhicule et est soutenue par l'intermédiaire d'un deuxième dispositif à ressort (103.1) sur le châssis (104) ; et un support antiroulis (105), qui est couplé au moins par l'intermédiaire d'un premier mécanisme de couplage (106) à la première caisse (102) et qui s'oppose aux mouvements de roulis de la première caisse (102) autour d'un axe de roulis parallèle à l'axe longitudinal (101.1) du véhicule. La deuxième caisse (103) est reliée par l'intermédiaire du premier mécanisme de couplage (106) au support antiroulis (105). Le premier mécanisme de couplage (106) est conçu et/ou est relié au support antiroulis (105) de telle sorte qu'il autorise des mouvements de roulis en sens contraires entre la première caisse (102) et la deuxième caisse (103).
PCT/EP2008/051949 2007-02-19 2008-02-18 Véhicule avec un bogie intercaisse et un support antiroulis WO2008101903A1 (fr)

Priority Applications (3)

Application Number Priority Date Filing Date Title
PL08716911T PL2121406T3 (pl) 2007-02-19 2008-02-18 Pojazd z wózkiem skrętnym Jacobsa i stabilizatorem przechyłu bocznego
ES08716911.6T ES2439583T3 (es) 2007-02-19 2008-02-18 Vehículo con un bogie Jacobs y un apoyo de balanceo
EP08716911.6A EP2121406B1 (fr) 2007-02-19 2008-02-18 Véhicule avec un bogie intercaisse et un support antiroulis

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102007008444.9 2007-02-19
DE102007008444A DE102007008444A1 (de) 2007-02-19 2007-02-19 Fahrzeug mit einer Wankstütze

Publications (1)

Publication Number Publication Date
WO2008101903A1 true WO2008101903A1 (fr) 2008-08-28

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ID=39401184

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/EP2008/051949 WO2008101903A1 (fr) 2007-02-19 2008-02-18 Véhicule avec un bogie intercaisse et un support antiroulis

Country Status (6)

Country Link
EP (1) EP2121406B1 (fr)
DE (1) DE102007008444A1 (fr)
ES (1) ES2439583T3 (fr)
PL (1) PL2121406T3 (fr)
RU (1) RU2456189C2 (fr)
WO (1) WO2008101903A1 (fr)

Families Citing this family (5)

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Publication number Priority date Publication date Assignee Title
DE102008060640B4 (de) * 2008-12-05 2014-07-03 Zf Friedrichshafen Ag Anordnung von Kolben-Zylinder-Aggregaten
AT514374A1 (de) * 2013-05-02 2014-12-15 Siemens Ag Oesterreich Fahrwerksrahmen für ein Schienenfahrzeug
JP2015009696A (ja) * 2013-06-28 2015-01-19 日立オートモティブシステムズ株式会社 サスペンション制御装置
RU2559397C2 (ru) * 2013-12-11 2015-08-10 Федеральное государственное бюджетное образовательное учреждение высшего профессионального образования "Омский государственный университет путей сообщения" (ОмГУПС (ОмИИТ)) Устройство для уменьшения колебаний пассажирского вагона
DE102022207371B4 (de) 2022-07-19 2024-02-08 Siemens Mobility GmbH Schienenfahrzeug mit erhöhter Seitenwindstabilität

Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE4311521C1 (de) * 1993-04-07 1994-04-21 Talbot Waggonfab Wankstütze für Schienenfahrzeuge
WO2007020229A2 (fr) * 2005-08-16 2007-02-22 Bombardier Transportation Gmbh Vehicule equipe de dispositifs antiroulis

Family Cites Families (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE4424566C1 (de) * 1994-07-13 1995-10-12 Talbot Waggonfab Gelenkfahrzeug mit einem zweirädrigen Laufwerk
AT405166B (de) * 1996-12-19 1999-06-25 Siemens Sgp Verkehrstech Gmbh Drehgestell-fahrwerk für ein schienenfahrzeug
DE19819412C1 (de) * 1998-04-30 1999-10-07 Talbot Gmbh & Co Kg Wankstützeinrichtung für den Rahmen des Laufwerks eines Schienenfahrzeugs

Patent Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE4311521C1 (de) * 1993-04-07 1994-04-21 Talbot Waggonfab Wankstütze für Schienenfahrzeuge
WO2007020229A2 (fr) * 2005-08-16 2007-02-22 Bombardier Transportation Gmbh Vehicule equipe de dispositifs antiroulis

Also Published As

Publication number Publication date
DE102007008444A1 (de) 2008-08-28
EP2121406A1 (fr) 2009-11-25
RU2009134967A (ru) 2011-03-27
PL2121406T3 (pl) 2014-03-31
EP2121406B1 (fr) 2013-10-02
ES2439583T3 (es) 2014-01-23
RU2456189C2 (ru) 2012-07-20

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