EP0941191B1 - Dispositif de roulement pour vehicule ferroviaire - Google Patents

Dispositif de roulement pour vehicule ferroviaire Download PDF

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Publication number
EP0941191B1
EP0941191B1 EP97945664A EP97945664A EP0941191B1 EP 0941191 B1 EP0941191 B1 EP 0941191B1 EP 97945664 A EP97945664 A EP 97945664A EP 97945664 A EP97945664 A EP 97945664A EP 0941191 B1 EP0941191 B1 EP 0941191B1
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EP
European Patent Office
Prior art keywords
running gear
accordance
wheel
frame
longitudinal
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.)
Expired - Lifetime
Application number
EP97945664A
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German (de)
English (en)
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EP0941191A1 (fr
Inventor
Leopold Lenk
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 AG Oesterreich
Original Assignee
Siemens SGP Verkehrstechnik GmbH
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Publication of EP0941191A1 publication Critical patent/EP0941191A1/fr
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Classifications

    • 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
    • B61F3/12—Types of bogies specially modified for carrying adjacent vehicle bodies of articulated trains
    • B61F3/125—Types of bogies specially modified for carrying adjacent vehicle bodies of articulated trains with more than one axle or wheel set
    • 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
    • B61F5/26—Mounting or securing axle-boxes in vehicle or bogie underframes
    • B61F5/30—Axle-boxes mounted for movement under spring control in vehicle or bogie underframes
    • B61F5/32—Guides, e.g. plates, for axle-boxes
    • B61F5/325—The guiding device including swinging arms or the like to ensure the parallelism of the axles

Definitions

  • the invention relates to a chassis for a articulated train, which in hinge points the train is arranged, in particular for a metro vehicle, with at least two transverse to Direction of travel opposite pairs of wheels, each with an axle are rigidly connected to each other, each wheel in a substantially horizontal Cross axis pivotable rocker is resiliently mounted. Furthermore, this concerns Invention a rail vehicle consisting of at least two, preferably by means of one spherical joint connected to each other, forming a carriage set with at least such a chassis.
  • a chassis of the type mentioned above with a swing arm mounting of the wheels goes among other things from EP-318 922 B1.
  • each wheel can be swiveled around a horizontal transverse axis on a frame of the chassis.
  • the primary suspension of the chassis is carried out by two different ones Distances from the pivot axis arranged springs, each with one end are supported on the rocker and at the other end against the chassis frame.
  • the Spring constants of these springs are chosen so that the pivot axis of the rocker is torque-free is.
  • One advantage of this design is the more compact design of the primary suspension, however, a larger number of mechanical components, e.g. B. two springs per wheel, required.
  • EP-687 613 A1 also discloses a articulated train in which two lie opposite one another arranged idler wheels on a rocker each pivotable about a horizontal transverse axis are mounted on a common frame, each rocker with that of the pivot axis opposite end is resiliently supported on the frame.
  • This arrangement is for designed for use in a tram set with the lowest possible floor height.
  • the post-published, but pre-registered DE 195 48 437 C1 describes a biaxial Rail vehicle bogie for special vehicles, but not for a articulated train.
  • the Both wheel axles are supported here by swinging in the middle between the wheel bearings the wings on each side of the chassis are supported by a contra-angle to a common one Main spring off. Any kind of forced control or symmetrical control not provided.
  • AT E 111 401 T1 reveals a bogie for local rail vehicles, the independent, i.e. has wheels that are not connected in pairs via axles.
  • the Swinging of the wheels are not mounted on a common joint axis, but on axes, which are located in front of or behind the transverse symmetry plane of the bogie.
  • This The bogie is obviously not intended for a articulated train, and it has no symmetrical control on.
  • the US 3,521,569 A is a bogie for a train, but not for a articulated train too remove, in which an attempt is made to achieve a particularly small wheel diameter. Therefore, for the purpose of good weight distribution, two out of four wheels on one side mounted on a swivel frame, and both swivel frames are mutually balanced pivotable. Symmetrical control is not provided.
  • a special feature of the bogie that has become known from US Pat. No. 5,222,442 is the primary spring designed as a torsion bar.
  • the bogie described in DE 23 13 887 A is designed as a conventional Jacobs frame and has neither a symmetrical control nor a common pivot axis of the wheel swing arm.
  • the chassis according to EP 0 129 772 A2 has an independent wheel suspension without symmetrical control.
  • the wheel arms on both sides are at a distance from each other on both sides Cross-plane symmetry stored.
  • WO 96/08402 also shows a chassis for railroad cars, which also always only the weight of one car, but not the weight of two neighboring cars should support how this applies to a articulated train.
  • a controller in this document shown which aims the wheel axles of a bogie to the track arch in radial Direction. On the problem of the position of a chassis, that of a articulated train is naturally not included in this document.
  • the object of the present invention is therefore to provide a chassis in which while achieving better running characteristics and lower axle or rail loads optimal use of space in the undercarriage area and simple and inexpensive production is possible.
  • Another object of the invention is a articulated train, in particular a metro rail vehicle, in which a chassis with the properties listed above is provided in this way is that as much passenger space as possible is made available and between the individual Trolleys with a simple construction are as wide and accordingly short as possible Passage can be created.
  • the first of the above objects is achieved in that the Swing of two wheels of a pair arranged one behind the other in the direction of travel on one common transverse axis located centrally between the wheels and above their axes of rotation are stored in a chassis frame and the chassis frame by means of a symmetrical control is positively controlled.
  • This arrangement makes it space-saving and simple Solution found, which is also characterized by particularly good running properties and can be realized mechanically with a comparatively small number of parts.
  • due to the small center distance to an active or passive radial position the wheels are dispensed with, so that the wear resulting from the radial position largely can be avoided.
  • the wings are supported against each other by at least one spring damping stage and the spring damping stage is designed to absorb forces in the longitudinal direction of the vehicle.
  • the primary suspension can be implemented mechanically with just a few parts, as for both Swinging only a single spring damping stage is required.
  • chassis areas which are usually reserved for the primary suspension, for other purposes, e.g. B. a drive can be used.
  • each rocker is generally in shape a two-armed angle piece, the transverse axis being provided in the angular region is at the free end of a first arm the wheel axle and at the free end of the second arm the at least one spring damping unit for influencing the mutual Swiveling of the rockers is supported, two rockers on each side of the chassis over one formed by the angular ranges of the rockers and one axle bolt each Hinge joint are mounted on the frame.
  • This construction results in a small one Space required for the undercarriage and allows the usable wagon volume to be expanded up to just above the wheels.
  • the spring damping unit of the primary suspension be kept relatively small and compact.
  • the chassis according to one of the previous paragraphs also designed as a drive chassis and is at least one wheel, preferably each wheel, drivingly connected to a motor-gear unit, the Motor-transmission unit on the outside of the chassis frame facing away from the assigned Wheel is arranged.
  • Chassis construction that realizes advantages is possible due to the space-saving arrangement the motor-gearbox units on the outside of the wheel the space between the wheels as a passenger compartment or for other purposes, e.g. B. can be used for disc brakes. In this arrangement there is also the possibility of the drives without dismantling the chassis waiting.
  • the motor-gear unit is resilient on the Frame supported or suspended and with the wheel axle via a radially movable coupling connected.
  • This construction results in an advantageous reduction in the unsprung mass also for power units.
  • each motor-gear unit either with small power sizes in the area within the wheel circumference or upwards and inclined in the direction of the swivel axis for larger outputs is arranged, as a result of which a particularly space-saving arrangement of the drives and accordingly it is possible to enlarge the passenger compartment in the area of these drives.
  • the undercarriage consists of at least two continuous panels are formed in sections over the chassis length and width, which are arranged one above the other at a distance and connected to one another by vertical webs are. This can be a particularly usable space for the transport or passenger area providing construction can be achieved if the entire chassis frame, below the level of the transverse axis, preferably below the level of the wheel axles, located.
  • Stable running of the wheels with a short wheelbase, especially when driving straight ahead and cornering, is according to the invention by the compulsory symmetrical control of the chassis frame enables, which in the context of the present invention by a special Design of the chassis is achieved, in which in the region of the transverse axis Chassis frame at a distance from the median longitudinal plane on each side of the chassis The longitudinal direction of the link is articulated, the one facing away from the longitudinal center of the chassis Ends of these two links are articulated with a cross member that with a body is connectable and one on the opposite in the longitudinal direction Side of the chassis extending longitudinal continuation with the subsequent car body is connectable.
  • An articulated train according to the invention consisting of at least two, preferably by means of a spherical one Articulated, forming a train set, is with the already specified Effects and advantages characterized in that at least one undercarriage according one of the preceding paragraphs is provided in the connection area of two cars.
  • a car body of the adjoining Carriage supported by a secondary suspension.
  • the chassis frame works thereby as a kind of balance beam, which is supported by the transverse axes and the primary suspension is.
  • the wheels, rails and suspension are less stressful to achieve Running the rail vehicle a chassis with the one already described above Symmetrical control is provided and a car body is articulated with the cross element connected to which the longitudinally extending links are articulated, and the adjoining car body at the opposite end of the chassis with the longitudinal extension connected to the cross element.
  • the longitudinal continuation is preferably across a Direction of travel aligned, pivotable in a horizontal plane intermediate lever or via a sliding guide aligned in the longitudinal direction of the car with the adjoining car body connected, whereby a simple longitudinal compensation for the symmetry control can be realized is.
  • FIG. 1 a chassis 1 according to the invention It can be seen which one preferably consists of two car bodies in the connection area at least two articulated carriages 2, 3 existing articulated train 4 is provided.
  • the carriages 2, 3 are in the formation of a articulated train with the chassis according to the invention Coupled together via a (not shown) preferably spherical joint.
  • the vehicle can, for example, have a driven unit at the end, for example a locomotive or a power car, as well as a number articulated between them have connected wagons.
  • the articulated connection between the ends of successive carriages advantageously provides a spherical joint, which is located in the central area or in the middle of the Passage in the vertical longitudinal median plane of the rail vehicle and advantageously the car is below the ground level.
  • the spherical joint can, for example according to the European patent EP 0 559 635 B from the applicant or according to another variant be designed as a spherical bearing.
  • the chassis 1 is according to the invention as a so-called double-axle chassis with two wheelsets arranged in pairs, their wheels arranged opposite one another Are rigidly connected to each other via axes, so that the self-centering known per se the wheelsets are done.
  • the exact design of the undercarriage is referred to below on the accompanying figures 2 to 4 and 5 u. 6 explained in more detail.
  • the undercarriage 1 has a undercarriage frame 5, which is formed by two superposed, congruent plates is formed, which are welded together via vertical webs are. This construction allows an inexpensive to manufacture, yet sufficiently rigid frame can be produced, which also has a compact design a low floor height allowed.
  • the frame 5 there are two axes 10, 11 running transversely to the direction of travel, which rigidly connect two wheels 12, 13 and 14, 15 to each other.
  • the wheel axles 10, 11 are rotatable on both sides of the chassis 1 about their horizontal axis R1, R2 Swing arm 16, 17, 18, 19 mounted, two each arranged one behind the other in the direction of travel Swing 16, 18 and 17, 19 each pivotable about a common horizontal transverse axis S.
  • the frame 5 of the chassis are mounted.
  • FIGS. 2 to 4 have the rockers 16, 17, 18 extending on both sides of the wheels 12, 13, 14, 15 fork-like Arms (see FIG. 2), whereas in the embodiment variant according to FIGS.
  • the rockers in the area of the wheels are formed by simple arms, which are preferably attached are arranged on the inside of the wheel (see FIG. 5).
  • the linkage of the wings 16, 18 and 17, respectively 19 is carried out on the frame 5 in both variants by means of one along each Transverse axis S arranged transverse bolt 20, 21, the rockers 16, 18 and 17, 19 are formed at their articulation points in such a way that they are connected to the bolt 20 or 21 each form a so-called hinge joint.
  • the wings 16, 17, 18, 19 - viewed from the side - are angular, wherein the axes of rotation R1, R2 of the wheels 12, 13, 14, 15 at or near the free end of a first Angular arm of the associated rocker 16, 17, 18, 19 are arranged and the bolts 20, 21 of the transverse axis S is provided in the area of the angle of the associated rockers 16, 17, 18, 19 are.
  • the transverse axis S is above the level of the wheel axes for reasons of stability 10, 11 arranged so that the first angle arm with respect to the swing arm axis the horizontal is inclined slightly downwards in the direction of the wheel axis.
  • the one behind the other Swing 16, 18 and 17, 19 are each with a horizontal force absorbing Spring damping stage 22, 23 provided, which are arranged at a distance above the bolts 20, 21 and on the upwardly projecting angle arms of the associated rockers 16, 18 and 17, 19 is supported.
  • the suspension by a steel spring that is under pressure and the damping by one in the steel spring nested oil pressure damper formed.
  • any type of spring and damping element can be used, for example in each case at least one rubber block, one or more spiral or stressed train Coil springs or functionally equivalent elements, which are used as primary suspension can be. Combinations of these elements are also possible.
  • chassis design according to the invention not one car can do one or the other load other spring more than the other car loads its springs, rather the load evenly distributed on all springs, since the chassis frame 5 from the transverse axes 20, 21 how a balance beam is carried.
  • both axles are 10, 11 driven by a unit 24, 25 consisting of a motor and a transmission connected.
  • the units 24, 25 are diagonally opposite on the outside of the wheels 12, 15 arranged.
  • This variant with Four driven wheels is particularly preferred for metro undercarriages since there is a good one Starting behavior results.
  • the chassis according to the invention Kind one of the wheel axle 10, 11 upwards and in the direction of the axle bolts 20, 21 inclined arranged motor used with a gear arranged underneath, which has a Coupling not shown is connected to the axis 10, 11.
  • the engine and gearbox are suspended in a vertical direction arranged.
  • each a brake disc 26, 27 is provided, some of which are provided in a recess provided for this purpose the frame 5 is included.
  • a brake unit 28, 29 arranged with brake calipers.
  • Brake units of this type are Known to those skilled in the art and are not explained in more detail here.
  • brake discs for each axis or to provide a so-called wheel disc brake in which the brake units are applied directly the swingarms are mounted and the wheels are provided with a brake disc on each side are.
  • Air springs 30, 31, 32, 33 are arranged on both sides of the longitudinal center plane.
  • This control mechanism is preferably after European patent EP 0 585 211 B1 of the applicant and essentially comprises two parallel trailing arms 34, 35, which have one end in the area of the chassis longitudinal center and at a distance from the longitudinal center plane on the frame 5 about a vertical axis are pivotably articulated and are directed forward in the direction of travel. With the other The trailing arms 34, 35 are hinged at the end to a connecting cross element 36, which for absorbing longitudinal forces via a connecting device with the one above Car body is articulated.
  • the cross element 36 has a longitudinal continuation 37, which in the example shown by two spaced apart, essentially parallel elongated elements is formed, the same distance from the Longitudinal center of the chassis like the connecting device 36 but on the opposite side of the chassis are connected to one another via a connecting device 38.
  • the connection device 38 is arranged transversely to the direction of travel and in a horizontal direction
  • Level pivotable intermediate lever 39 or a (not shown) in the middle of the car arranged and aligned in the longitudinal direction of the slide with the associated Car body connected.
  • the intermediate lever 39 and the sliding guide accomplish the Longitudinal compensation between the car bodies required for symmetrical control.
  • all other symmetrical controls known to the person skilled in the art are used become.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Vehicle Body Suspensions (AREA)
  • Body Structure For Vehicles (AREA)
  • Basic Packing Technique (AREA)
  • Vehicle Cleaning, Maintenance, Repair, Refitting, And Outriggers (AREA)
  • Vehicle Interior And Exterior Ornaments, Soundproofing, And Insulation (AREA)
  • Automatic Cycles, And Cycles In General (AREA)
  • Platform Screen Doors And Railroad Systems (AREA)

Claims (14)

  1. Dispositif de roulement (1) destiné à un train articulé (4), notamment à un véhicule de métro, qui est disposé aux points d'articulation du train et qui comporte au moins deux paires de roues (12, 13, 14, 15), à chaque fois reliées rigidement entre elles au moyen d'un essieu (10, 11), disposées l'une en face de l'autre transversalement à la direction de marche, chaque roue (12, 13, 14, 15) étant respectivement montée de manière élastique dans une bielle oscillante (16, 17, 18, 19) pouvant osciller autour d'un axe transversal sensiblement horizontal (S),
       caractérisé en ce que
       les bielles oscillantes (16, 17, 18, 19) des deux roues (12, 13, 14, 15) d'une paire disposées l'une derrière l'autre dans la direction de marche sont montées dans un châssis de dispositif de roulement (5) sur un axe transversal commun (S) situé au milieu entre les roues et au-dessus des axes de rotation (R1, R2) de ces dernières et en ce que le châssis de dispositif de roulement (5) est commandé de manière forcée au moyen d'une commande symétrique.
  2. Dispositif de roulement (1) selon la revendication 1, caractérisé en ce que les bielles oscillantes (16, 17, 18, 19) prennent appui l'une contre l'autre au moyen d'au moins un étage de suspension-amortissement (22, 23) et en ce que l'étage de suspension-amortissement (22, 23) est agencé pour absorber des forces dans la direction longitudinale du véhicule.
  3. Dispositif de roulement (1) selon la revendication 1 ou 2, caractérisé en ce que chaque bielle oscillante (16, 17, 18, 19) est sensiblement réalisée en forme de pièce coudée à deux branches où l'axe transversal (S) est prévu dans la zone d'angle, où l'essieu (R1, R2) prend appui à l'extrémité libre d'une première branche, et où la ou les unités de suspension-amortissement (22, 23) servant à agir sur la possibilité que les bielles oscillantes (16, 17, 18, 19) ont d'osciller l'une par rapport à l'autre prennent appui à l'extrémité libre de la seconde branche, les deux bielles oscillantes (16, 17, 18, 19) situées d'un même côté du dispositif de roulement étant à chaque fois montées sur le châssis par l'intermédiaire d'une articulation à charnière formée par les zones d'angle des bielles oscillantes (16, 17, 18, 19) et à chaque fois par un boulon formant axe (20, 21).
  4. Dispositif de roulement (1) selon l'une des revendications 1 à 3, caractérisé en ce qu'il est conçu comme dispositif de roulement moteur (1) et en ce qu'au moins un essieu (10, 11) ou une roue (12, 13, 14, 15), de préférence chaque essieu ou chaque roue, est relié, en ce qui concerne l'entraínement, à un ensemble moteur-transmission (24, 25), l'ensemble ou les ensembles moteur-transmission (24, 25) étant disposé(s) sur la face externe, opposée au châssis de dispositif de roulement (5), de la roue associée (12, 13, 14, 15).
  5. Dispositif de roulement (1) selon la revendication 4, caractérisé en ce que l'ensemble moteur-transmission (24, 25) prend élastiquement appui sur le châssis de dispositif de roulement (5), ou est suspendu élastiquement à celui-ci, et est relié à l'essieu (10, 11) par l'intermédiaire d'un accouplement mobile en direction radiale.
  6. Dispositif de roulement (1) selon la revendication 4 ou 5, caractérisé en ce que chaque ensemble moteur-transmission (24, 25) est disposé soit dans la zone située à l'intérieur du périmètre de roue, soit en étant orienté vers le haut et en étant incliné vers l'axe d'oscillation (S).
  7. Dispositif de roulement selon la revendication 5, 6 ou 7, caractérisé en ce qu'au moins un disque de freinage (26, 27) est disposé sur l'essieu (10, 11) dans la zone située entre les roues (12, 13, 14, 15) et en ce qu'au moins une unité de freinage associée (28, 29) est disposée sur le châssis de dispositif de roulement (5).
  8. Dispositif de roulement (1) selon l'une des revendications précédentes 1 à 7, caractérisé en ce que le châssis de dispositif de roulement (5) est formé de deux plaques, dont certaines parties au moins s'étendent sur toute la longueur et toute la largeur du dispositif de roulement, qui sont disposées à distance l'une au-dessus de l'autre et sont reliées entre elles par des entretoises verticales.
  9. Dispositif de roulement (1) selon l'une des revendications 1 à 8, caractérisé en ce que l'ensemble du châssis du dispositif de roulement (5) se trouve au-dessous du niveau de l'axe transversal (S), de préférence au-dessous du niveau des essieux (R1, R2).
  10. Dispositif de roulement (1) selon l'une des revendications 1 à 9, caractérisé en ce que, de chaque côté du dispositif de roulement, un bras oscillant (34, 35) s'étendant dans la direction longitudinale s'articule, dans la zone du milieu longitudinal du dispositif de roulement, c'est-à-dire dans la zone de l'axe transversal (S) des bielles oscillantes, et à distance du plan médian longitudinal, sur le châssis du dispositif de roulement (5), les extrémités opposées au milieu longitudinal du dispositif de roulement de ces deux bras oscillants (34, 35) étant reliées de manière articulée à un élément transversal horizontal (36) qui peut être relié à une caisse de voiture et qui comporte un prolongement longitudinal (37, 38) s'étendant vers le côté du dispositif de roulement (1) situé à son opposé en direction longitudinale et pouvant être relié à la caisse de voiture suivante.
  11. Train articulé (4) composé d'au moins deux voitures (2, 3) qui forment une rame et sont de préférence reliées au moyen d'une articulation sphérique,
       caractérisé en ce que
       au moins un dispositif de roulement (1) selon l'une des revendications 1 à 10 est disposé dans la zone de liaison entre deux voitures (2, 3) comportant chacune une caisse de voiture.
  12. Train articulé (4) selon la revendication 11, caractérisé en ce que chacune des caisses des voitures reliées l'une à l'autre (2, 3) prend appui sur une extrémité différente du dispositif de roulement, à chaque fois par l'intermédiaire d'une suspension secondaire différente, par exemple deux coussins pneumatiques (30, 31, 32, 33) disposés l'un en face de l'autre à distance du plan médian longitudinal.
  13. Train articulé (4) selon la revendication 11 ou 12, caractérisé en ce que, pour la commande symétrique du dispositif de roulement (1), une caisse de voiture est reliée de manière articulée à l'élément transversal (36) sur lequel s'articulent les bras oscillants (34, 35) s'étendant dans la direction longitudinale et en ce que la caisse de voiture suivante est reliée, au niveau de l'extrémité opposée du dispositif de roulement, au prolongement longitudinal (37, 38) de l'élément transversal (36).
  14. Train articulé (4) selon la revendication 13, caractérisé en ce que le prolongement longitudinal est formé par au moins un, de préférence deux éléments (37, 38) étendus en longueur disposés à distance l'un de l'autre, lesquels sont reliés rigidement entre eux par une traverse (39) qui est reliée à la caisse de voiture suivante au moyen d'un levier intermédiaire (40) orienté transversalement à la direction de marche et pouvant osciller dans un plan horizontal ou par l'intermédiaire d'un guidage à glissement orienté dans la direction longitudinale de la voiture.
EP97945664A 1996-12-05 1997-12-03 Dispositif de roulement pour vehicule ferroviaire Expired - Lifetime EP0941191B1 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
AT213196 1996-12-05
AT0213196A AT405734B (de) 1996-12-05 1996-12-05 Fahrwerk für einen gliederzug
PCT/AT1997/000270 WO1998024675A1 (fr) 1996-12-05 1997-12-03 Dispositif de roulement pour vehicule ferroviaire

Publications (2)

Publication Number Publication Date
EP0941191A1 EP0941191A1 (fr) 1999-09-15
EP0941191B1 true EP0941191B1 (fr) 2000-07-26

Family

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Family Applications (1)

Application Number Title Priority Date Filing Date
EP97945664A Expired - Lifetime EP0941191B1 (fr) 1996-12-05 1997-12-03 Dispositif de roulement pour vehicule ferroviaire

Country Status (5)

Country Link
EP (1) EP0941191B1 (fr)
AT (2) AT405734B (fr)
AU (1) AU5110398A (fr)
DE (1) DE59702091D1 (fr)
WO (1) WO1998024675A1 (fr)

Cited By (1)

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Publication number Priority date Publication date Assignee Title
WO2016034502A1 (fr) 2014-09-01 2016-03-10 Siemens Aktiengesellschaft Véhicule ferroviaire réalisé sous la forme d'une rame articulée

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Publication number Priority date Publication date Assignee Title
AT7478U1 (de) * 2003-10-22 2005-04-25 Elin Ebg Traction Gmbh Einzelradantriebseinheit

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SE325289B (fr) * 1966-04-05 1970-06-29 Muotka R
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US4356775A (en) * 1978-01-18 1982-11-02 H. Neil Paton Damped railway car suspension
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FR2624080B1 (fr) 1987-12-03 1994-12-09 Alsthom Creusot Rail Suspension primaire pour vehicule
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US5222442A (en) * 1992-07-30 1993-06-29 Trans-Dyne Incorporated Torsion bar railway truck
AT407137B (de) 1994-06-15 2000-12-27 Siemens Sgp Verkehrstech Gmbh Gliederzug
WO1996008402A1 (fr) * 1994-09-13 1996-03-21 Northrop Grumman Corporation Bogie de chemin de fer
ATE212298T1 (de) * 1995-09-14 2002-02-15 Siemens Sgp Verkehrstech Gmbh Fahrwerk für ein schienenfahrzeug, insbesondere für ein niederflur-schienenfahrzeug

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2016034502A1 (fr) 2014-09-01 2016-03-10 Siemens Aktiengesellschaft Véhicule ferroviaire réalisé sous la forme d'une rame articulée
EP3164313B1 (fr) 2014-09-01 2020-01-15 Siemens Mobility GmbH Véhicule ferroviaire réalisé sous la forme d'une rame articulée

Also Published As

Publication number Publication date
AT405734B (de) 1999-11-25
EP0941191A1 (fr) 1999-09-15
DE59702091D1 (de) 2000-08-31
WO1998024675A1 (fr) 1998-06-11
ATE194948T1 (de) 2000-08-15
ATA213196A (de) 1999-03-15
AU5110398A (en) 1998-06-29

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