WO2017157740A1 - Train roulant pour un véhicule ferroviaire - Google Patents

Train roulant pour un véhicule ferroviaire Download PDF

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Publication number
WO2017157740A1
WO2017157740A1 PCT/EP2017/055459 EP2017055459W WO2017157740A1 WO 2017157740 A1 WO2017157740 A1 WO 2017157740A1 EP 2017055459 W EP2017055459 W EP 2017055459W WO 2017157740 A1 WO2017157740 A1 WO 2017157740A1
Authority
WO
WIPO (PCT)
Prior art keywords
actuator unit
actuator
chassis
wheels
wheelset
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.)
Ceased
Application number
PCT/EP2017/055459
Other languages
German (de)
English (en)
Inventor
Andreas Kienberger
Martin Teichmann
Thilo Hoffmann
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 AG Oesterreich
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 Siemens AG Oesterreich filed Critical Siemens AG Oesterreich
Priority to ES17710701T priority Critical patent/ES2861591T3/es
Priority to EP17710701.8A priority patent/EP3390196B1/fr
Priority to CN201790000683.8U priority patent/CN209581501U/zh
Priority to PL17710701T priority patent/PL3390196T3/pl
Publication of WO2017157740A1 publication Critical patent/WO2017157740A1/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

Links

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
    • B61F5/38—Arrangements or devices for adjusting or allowing self- adjustment of wheel axles or bogies when rounding curves, e.g. sliding axles, swinging axles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
    • B61F5/00—Constructional details of bogies; Connections between bogies and vehicle underframes; Arrangements or devices for adjusting or allowing self-adjustment of wheel axles or bogies when rounding curves
    • B61F5/38—Arrangements or devices for adjusting or allowing self- adjustment of wheel axles or bogies when rounding curves, e.g. sliding axles, swinging axles
    • B61F5/386—Arrangements or devices for adjusting or allowing self- adjustment of wheel axles or bogies when rounding curves, e.g. sliding axles, swinging axles fluid actuated
    • 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
    • B61F5/305—Axle-boxes mounted for movement under spring control in vehicle or bogie underframes incorporating rubber springs

Definitions

  • the invention relates to a chassis for a rail vehicle, with at least a first pair of wheels or at least a first set of wheels and an active wheel control or
  • Driving safety have. This can be improved, for example, by the arrangement of an active wheel control or wheel set control.
  • Wheel set control a reduction in the wear of wheels and rails.
  • DE 10 2009 041 110 AI describes fluidic actuators and their arrangement in a chassis for rail vehicles.
  • a second actuator provides a second set of wheels in a frequency range of about 4.0Hz to 8.0Hz. These are u.a. Dynamic steering angle excursion, which causes a compensation of introduced via a track in the chassis disturbances.
  • the actuators are connected via handlebars with the wheelsets.
  • the actuators are connected via handlebars with the wheelsets.
  • About a not shown in DE 10 2009 041 110 AI coupling of the wheelsets can be impressed on the one wheelset Stellamba also be transferred to the other wheelset.
  • EP 0 870 664 B1 shows a method and a device for wheel set guidance of rail vehicles.
  • a device is shown in which the setting angle of wheelsets is generated by a two-chamber fluid bushing.
  • a swing arm connects the wheel set with a chassis frame.
  • the fluid sleeve is disposed between the swing arm and the chassis frame. Their chambers are mutually connected with fluid via appropriate connections
  • the fluid bushing be designed as a safety-relevant component for the fulfillment of their task in the setting of wheelset angles as active component, i. must have a control.
  • EP 0 759 390 B1 describes a method for wheel set guidance of rail vehicles. Be over a running in the direction of the transverse axis of the chassis coupling device Wheel sets deflected in opposite directions to each other and set radially to a track to be traversed.
  • the coupling device is difficult to use.
  • the invention is therefore based on the object to provide a comparison with the prior art improved chassis.
  • At least one actuator unit and in operative parallel connection to the actuator unit are arranged on the chassis, at least one passive elastic bearing with frequency- and amplitude-dependent static and increased dynamic rigidity,
  • the actuator unit quasi-statically loaded, exerts an actuating function on the position and in particular the position of the first pair of wheels or of the first gearset, and in which the elastic bearing couples the first pair of wheels or the first gearset with a dynamic rigidity.
  • the inventively combined arrangement of the elastic bearing and the actuator unit is in relation to the mechanical effect of a parallel circuit. It causes the required dynamic stiffness of the
  • Wheelset pairing or wheelset guide as a passive element i. executed without control devices
  • Elastic bearing is generated and the dynamic loads of the actuator unit can be reduced.
  • the elastic bearing generates primarily stiffnesses in the radial direction of its end face, ie with a corresponding arrangement or position of the elastic bearing in a chassis, in Direction of the chassis longitudinal axis and in the direction of
  • an elastic bearing according to the invention is a complex and consisting of several components storage by means of elastomer or steel springs and a parallel vibration damper.
  • Damping effect of the elastic bearing increases ride comfort and reduces the risk of damage to components of the chassis when the exciter and natural frequencies overlap.
  • the actuator unit can, for example, with a
  • Chassis frame and a wheel bearing or a Radsatzlager be connected. It can be arranged at various locations on the chassis, resulting in a high, especially in limited space conditions important flexibility in the arrangement of components in the chassis. Furthermore, the separation according to the invention is the generation of the dynamic stiffness and the placement of wheels
  • Trolleys with active wheel control or wheel set control elastic bearing and actuator units are arranged in chassis without active wheel control or wheelset although elastic bearings, but no actuator units.
  • the actuator unit has at least one pneumatic actuator.
  • the pneumatic actuator may be derived from the compressed air system of the vehicle, as e.g. used for braking systems are fed. Would the actuator unit also the
  • the actuator unit has at least one first hydraulic actuator.
  • the use of the first hydraulic actuator is advantageous because In the vehicle anyway to be provided facilities can be used.
  • hydraulic actuators are preferable to pneumatic actuators, especially with limited space available, since these allow higher pressures and thus can be dimensioned smaller to achieve the same actuating forces smaller than pneumatic actuators.
  • the first hydraulic actuator may for example be designed as a first hydraulic cylinder.
  • Actuator which is connected downstream of a pressure booster, wherein the pressure booster translates a pneumatic pressure into a hydraulic pressure and is fed with the hydraulic pressure of the second hydraulic actuator.
  • Pressure intensifier and a compact, second hydraulic actuator used i. a large component is replaced by two small components.
  • the invention is based on
  • Fig. 1 A side view of a first, exemplary
  • Embodiment of a chassis according to the invention wherein a section of a chassis frame, a first pair of wheels and a first swing arm are shown and, between the chassis frame and the arranged first oscillating arm, a Aktuatoremheit and an elastic bearing are shown
  • a side view of a first exemplary embodiment of a chassis according to the invention wherein a chassis frame and a first pair of wheels, a second pair of wheels, a first swing arm and a second swing arm are shown and arranged between the first swing arm and the second swing arm actuator unit and a between the first swing arm and the first swing arm and the first swing arm and the first swing arm and the first swing arm actuator unit and a between the first swing arm and the first swing arm and the chassis frame and a first pair of wheels, a second pair of wheels, a first swing arm and a second swing arm are shown and arranged between the first swing arm and the second swing arm actuator unit and a between the first swing arm and the
  • Chassis frame arranged elastic bearing are shown
  • a side view of a first exemplary embodiment of a chassis according to the invention wherein a section of a chassis frame, a first pair of wheels, and a first swing arm are shown and arranged on the chassis frame actuator, arranged between the actuator and the first swing arm mechanical power booster and a between the
  • a section of a first, exemplary variant of a chassis according to the invention shown in side view in FIG. 1 comprises a detail of a chassis frame 1 and a first pair of wheels 2. Furthermore, a wheel bearing 12, a first swing arm 10 and a wheel bearing housing 13 are shown.
  • the chassis frame 1 is part of a primary sprung plane of the chassis and the first pair of wheels 2, the wheel bearing 12, the first swing arm 10 and the wheel bearing housing 13 belong to a non-sprung plane of the chassis.
  • Stiffness provided. It is designed as a cylindrical hydraulic jack and arranged between the first swing arm 10 and the chassis frame 1 in corresponding recesses in the first swing arm 10 and the chassis frame 1.
  • the circular base of the hydraulic bush is parallel to one through the directions of a
  • Chassis longitudinal axis 14 and a chassis high axis 15 spanned plane arranged.
  • the hydraulic bushing comprises a cylindrical
  • Housing outer part 16 a cylindrical housing inner part 17 and a cylindrical pin 18.
  • the housing outer part 16, the housing inner part 17 and the bolt 18 are arranged coaxially.
  • the housing inner part 17 is between the
  • housing inner part 17 a blowing spring 19, a first chamber 20, a second chamber 21 and support springs, not shown, are arranged. Between the housing inner part 17 and the bolt 18, an annular channel 22 is provided which does not over
  • FIG. 1 shows connecting channels connecting the first chamber 20 with the second chamber 21.
  • the first chamber 20, the second chamber 21 and the annular channel 22 are filled with a heat and cold resistant fluid.
  • a radial loading of the elastic bearing 5 in relation to the cylindrical contour of the hydraulic bushing causes the fluid to escape from the first chamber 20 into the second chamber 21 via the annular channel 22, or the expanding spring 19 to expand.
  • the dynamic stiffness of the hydraulic bush is determined by the stiffnesses of the suspension springs. With the frequency, the flow resistance of the fluid and thus the dynamic stiffness increases.
  • the hydraulic bushing has a stabilizing, springing and damping effect primarily in the plane of her
  • Base area i. in the direction of the suspension longitudinal cause 14 and in the direction of the chassis high axis 15.
  • a stabilization of the primary sprung plane and the non-sprung plane of the chassis is a
  • An actuator unit 4 is connected in parallel to the elastic bearing 5 with respect to the mechanical mode of action. It is thereby achieved that the resulting rigidity of the arrangement of the elastic bearing 5 and the actuator unit 4 corresponds to the sum of the stiffnesses of these two components.
  • the actuator unit 4 is connected to the chassis frame 1 and the first swing arm 10 via a first pivot joint 23 and a second pivot joint 24.
  • the first pivot 23 is disposed between the actuator unit 4 and the first swing arm 10, the second pivot 24 between the
  • the actuator unit 4 is arranged with respect to their position in such a way that the actuating force generated by it acts in parallel with respect to the direction of the chassis longitudinal axis 14.
  • corresponding recesses and devices are arranged on the chassis and the actuator unit 4.
  • the illustrated installation location of the actuator unit 4 corresponds to an advantageous embodiment, but fundamentally different for the inventive arrangement
  • the actuator unit 4 has, for example
  • a pressure booster 8 with a downstream, second hydraulic actuator 7, a linear drive or a pneumatic muscle 26 on.
  • Actuator 6 is shown in Fig. 4, an exemplary embodiment of a pressure booster 8 with a downstream, second hydraulic actuator 7 in Fig. 5 and an exemplary embodiment of a pneumatic muscle 26 in Fig. 6.
  • the actuator 4 generates a force in the direction of the chassis longitudinal axis 14, whereby the non-sprung plane of the chassis relative to the primary sprung plane of the chassis moved and an adjustment of position and position of the first pair of wheels 2 is made.
  • the elastic bearing 5 transmits dynamic, the actuator unit 4 quasi-static loads.
  • the actuator unit 4 does not fulfill safety-critical functions as an active component and therefore in the design and validation of the control the actuator 4 and their software no security-relevant aspects must be considered.
  • Safety-critical functions are fulfilled by the elastic bearing 5 as a passive component.
  • FIG. 2 shows a second
  • a chassis frame 1 in which in addition to a chassis frame 1, a first pair of wheels 2 and a first swing arm 10, a second pair of wheels 3 and a second swing arm 11 are shown.
  • An actuator unit 4 is pivotally connected to the first swing arm 10 and the second swing arm 11 via a first pivot joint 23 and a second pivot joint 24.
  • the first pivot 23 is disposed between the actuator unit 4 and the first swing arm 10, the second
  • the actuator unit 4 is arranged with respect to their position in such a way that the actuating force generated by it acts in parallel with respect to the direction of the chassis longitudinal axis 14.
  • FIG. 2 corresponds to the embodiment variant shown in FIG. 1.
  • Fig. 3 shows a side view of a third, exemplary embodiment variant, wherein a section of a
  • Chassis frame 1 and a first pair of wheels 2 are shown. Furthermore, a first swing arm 10 is shown.
  • An actuator unit 4 is connected via a second pivot 24 articulated to the chassis frame 1. Via a first sliding block 30, the actuator unit 4 is connected to a mechanical force translator 9. This is designed as a lever 27 with a first link 28 and a second link 29.
  • the first sliding block 30 is provided in the, arranged on a lower end of the lever 27, first link 28. Between the lower end and an upper end of the lever 27, a third pivot 25 is arranged, via which the lever 27 is connected to the first swing arm 10.
  • the first sliding block 30 and the third rotary joint 25 are on the chassis, the actuator unit 4 and the lever 27th
  • a second sliding block 31 is arranged on the upper end of the lever 27 and in the second rocker 29 fixedly connected to the first rocker arm 10.
  • Sliding block 31 on the lever 27 can be selected depending on a distance to be bridged between the actuator unit 4 and the first swing arm 10.
  • Fig. 3 corresponds to that embodiment variant shown in Fig. 1.
  • the pneumatic actuator 6 is an exemplary one
  • It is designed as a double-acting pneumatic cylinder and comprises, in addition to a first piston 32, a piston seal 39, a cylinder tube 36, a cylinder tube seal 40, a bottom cover 37, a bottom cover seal 41, a
  • Bearing cap 38 a Lagerdeckeldichtung 42, a first piston rod 43, a scraper ring 46 and a bearing bush 47th
  • the piston seal 39 prevents the pressure on one side of the first piston 32 from being able to equalize over the opposite side. It is designed as an O-ring in this embodiment, but it can e.g. also one
  • Double cup cuff are used.
  • the bottom cover 37 and the bearing cap 38 are made of die-cast aluminum, the first piston rod 43 from
  • the wiper ring 46 prevents a
  • a first recess 48 for receiving the first rotary joint 23 shown in FIGS. 1 and 2 or the first sliding block 30 shown in FIG. 3 is arranged on a right end of the bottom cover 37 a second recess 49 for the second shown in FIGS. 1 to 3
  • the pneumatic actuator 6 is connected via a first port 54 and a second port 55 to the compressed air system of the vehicle.
  • a first piston surface 57 and a second piston surface 58 can be acted upon with compressed air.
  • a first piston force 63 is formed, which in the direction of
  • Pneumatic cylinder longitudinal axis runs. Both the extension and retraction movements of the first piston 32 are controlled by means of compressed air and the first piston force 63 formed.
  • the pneumatic actuator 6 is arranged with respect to its position in such a manner that the first piston force 63 in the direction of that shown in FIGS. 1 to 3
  • Suspension longitudinal axis 14 acts.
  • the movement of the first piston 32 performs the details described in connection with FIGS. 1 to 3
  • Fig. 5 shows a sectional view of an exemplary embodiment of a pressure booster 8 with a
  • the arrangement is an exemplary embodiment of the actuator unit 4 described in FIGS. 1 to 3.
  • the pressure booster 8 comprises a primary cylinder 66 and a secondary cylinder 67, a second piston 33, a third piston 34 and a second piston rod 44.
  • a first primary port 68 and a second primary port 69 are connected to the compressed air system of the vehicle.
  • a third piston surface 59 is over the first
  • Piston force 65 generates and a fourth piston 35 in
  • the fourth piston 35 has a sixth piston surface 62. It is smaller than the first piston surface 57 and the second piston surface 58 of the pneumatic actuator 6 described in connection with FIG. 4, since the resulting from the conversion by the pressure booster 8 hydraulic pressure is greater than that of the related 4 described with the compressed air system of the vehicle and provided in the pneumatic actuator 6 prevailing pneumatic pressure.
  • the second hydraulic actuator 7 is arranged with respect to its position in such a way that the third piston force 65 in the direction of that shown in FIGS. 1 to 3
  • Suspension longitudinal axis 14 acts.
  • the pressure booster 8 has not shown recesses and devices for its attachment to the chassis.
  • the second hydraulic actuator 7 comprises on a left end of a third piston rod 45 a third recess 50 for receiving the first rotary joint 23 shown in FIGS. 1 and 2 and the first sliding block 30 shown in FIG At the end of a housing 71, a fourth recess 51 for the second rotary joint 24 shown in FIGS. 1 to 3 is arranged.
  • the pressure booster 8 and the second hydraulic actuator 7 are in this embodiment, local and functional directly connected to each other, but can also be arranged according to the invention in a local separation and connected to each other via cable routes.
  • a pneumatic muscle 26 which represents an embodiment variant of the actuator unit 4 shown in FIGS. 1 to 3, is shown in FIG. 6
  • the pneumatic muscle 26 includes a cylindrical first armature 72, a cylindrical second armature 73, a third port 56, and a cylindrical rubber diaphragm 74.
  • the rubber diaphragm 74 has an aramid yarn insert. Via the third connection 56, the pneumatic muscle 26 is connected to the compressed air system of the vehicle and is supplied with compressed air.
  • the rubber membrane 74 closes the
  • the pneumatic muscle 26 is arranged with respect to its position in such a way that the contraction movement of the rubber membrane 74 runs in the direction of the chassis longitudinal axis 14 shown in FIGS. 1 to 3 and in detail in connection with FIGS. 1 to 3
  • the pneumatic muscle 26 comprises on a left end of the first armature 72 a fifth recess 52 for receiving the first rotary joint 23 shown in FIGS. 1 and 2 and the first sliding block 30 shown in FIG. 3, respectively, on a right end
  • the second armature 73 is arranged a sixth recess 53 for receiving the second rotary joint 24 shown in FIGS. 1 to 3.
  • Aramid yarns achieved a favorable vibration resistance.
  • the use of wheel bearings 12 and wheel bearing housings 13 shown in FIGS. 1 to 3 is exemplary. Arrangements of wheelsets and wheelset bearing housings are also possible according to the invention.
  • Actuator 4 coordinated with each other to produce, for example, for all wheels in the chassis tangential positions with respect to a track to be traversed.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Vehicle Body Suspensions (AREA)
  • Actuator (AREA)
  • Vibration Prevention Devices (AREA)

Abstract

L'invention concerne un train roulant pour un véhicule ferroviaire, comprenant au moins une première paire de roues (2), respectivement au moins un premier ensemble de roues, et comprenant une commande active de roue ou d'ensemble de roues. L'invention vise à obtenir des conditions de construction avantageuses. À cet effet, au moins une unité actionneur (4) et, monté fonctionnellement en parallèle avec l'unité actionneur (4), au moins un palier élastique passif (5) de rigidité statique dépendant de la fréquence et de l'amplitude et de rigidité dynamique accrue sont disposés sur le train roulant, l'unité actionneur (4) exerce, de manière chargée de façon quasi-statique, une fonction de réglage sur la position et en particulier l'emplacement de la première paire de roues (2), respectivement du premier ensemble de roues, et le palier élastique (5) accouple la première paire de roues (2), respectivement le premier ensemble de roues, avec une rigidité dynamique. La séparation de la génération de la rigidité dynamique et du réglage de la première paire de roues (2), respectivement du premier ensemble de roues, présente l'avantage que l'unité actionneur (4) peut être réalisée de manière compacte et peu onéreuse. Elle n'effectue aucune fonction critique en termes de sécurité et, par conséquent, aucun aspect de sécurité ne doit être pris en compte lors de la conception et de la validation de sa commande et de son logiciel. On obtient ainsi une solution particulièrement avantageuse.
PCT/EP2017/055459 2016-03-17 2017-03-08 Train roulant pour un véhicule ferroviaire Ceased WO2017157740A1 (fr)

Priority Applications (4)

Application Number Priority Date Filing Date Title
ES17710701T ES2861591T3 (es) 2016-03-17 2017-03-08 Chasis para un vehículo ferroviario
EP17710701.8A EP3390196B1 (fr) 2016-03-17 2017-03-08 Train roulant pour un véhicule ferroviaire
CN201790000683.8U CN209581501U (zh) 2016-03-17 2017-03-08 用于轨道车辆的行进装置
PL17710701T PL3390196T3 (pl) 2016-03-17 2017-03-08 Układ jezdny dla pojazdu szynowego

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
ATA50224/2016 2016-03-17
ATA50224/2016A AT518973B1 (de) 2016-03-17 2016-03-17 Fahrwerk für ein Schienenfahrzeug

Publications (1)

Publication Number Publication Date
WO2017157740A1 true WO2017157740A1 (fr) 2017-09-21

Family

ID=58277270

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/EP2017/055459 Ceased WO2017157740A1 (fr) 2016-03-17 2017-03-08 Train roulant pour un véhicule ferroviaire

Country Status (6)

Country Link
EP (1) EP3390196B1 (fr)
CN (1) CN209581501U (fr)
AT (1) AT518973B1 (fr)
ES (1) ES2861591T3 (fr)
PL (1) PL3390196T3 (fr)
WO (1) WO2017157740A1 (fr)

Cited By (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP3816010A1 (fr) 2019-10-31 2021-05-05 Siemens Mobility Austria GmbH Élément élastique
DE102020123592A1 (de) 2020-09-10 2022-03-10 Liebherr-Transportation Systems Gmbh & Co Kg Aktive Radsatzsteuerung für ein Schienenfahrzeug
EP3978330A1 (fr) 2020-09-30 2022-04-06 Siemens Mobility Austria GmbH Élément élastique et châssis
WO2022248377A1 (fr) 2021-05-27 2022-12-01 Siemens Mobility Austria Gmbh Bogie pour un véhicule ferroviaire
EP4223611A1 (fr) 2022-02-02 2023-08-09 Siemens Mobility Austria GmbH Dispositif de couplage fluidique et châssis
EP4227188A1 (fr) * 2022-02-10 2023-08-16 Liebherr-Transportation Systems GmbH & Co. KG Train de roulement de véhicule ferroviaire doté d'un dispositif de commande d'un essieu de roue
DE102022206109A1 (de) 2022-06-20 2023-12-21 Siemens Mobility GmbH Fahrwerk für ein Schienenfahrzeug und Schienenfahrzeug
EP4299947A1 (fr) 2022-06-28 2024-01-03 Siemens Mobility Austria GmbH Dispositif de couplage fluidique et châssis

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EP0759390B1 (fr) 1995-08-23 2000-03-08 SLM Schweizerische Lokomotiv- und Maschinenfabrik AG Train de roues pour un véhicule ferroviaire avec de jeux de roues ajustables et véhicule ferroviaire avec un tel train de roues
DE102006025773A1 (de) * 2006-05-31 2007-12-06 Bombardier Transportation Gmbh Verfahren zur Regelung eines aktiven Fahrwerks eines Schienenfahrzeugs
EP0870664B1 (fr) 1997-04-11 2008-04-02 Deutsche Waggonbau AG Procédé et dispositif pour le guidage des trains de roues des véhicules ferroviaires
WO2009072692A1 (fr) * 2007-12-06 2009-06-11 Korea Railroad Research Institute Bogie directeur actif pour véhicules ferroviaires utilisant un bras de levier
DE102009041110A1 (de) 2009-09-15 2011-03-24 Bombardier Transportation Gmbh Aktuator mit Mehrfachwirkung
EP2762377A1 (fr) * 2013-01-30 2014-08-06 Bombardier Transportation GmbH Châssis avec roue commandée

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DE3904203C2 (de) * 1989-02-13 1998-04-02 Abb Henschel Lokomotiven Laufwerk für Schienenfahrzeuge
ES2127060B1 (es) * 1995-06-28 1999-12-01 Const Y Aux Ferrocarriles Sa Sistema de oreintacion de ejes para vehiculo ferroviario.
PT1228937E (pt) * 1999-08-31 2005-02-28 Construccio Y Aux De Ferrocarr Dispositivo de guiamento dos eixos de um veiculo ferroviario
KR20130080527A (ko) * 2012-01-05 2013-07-15 현대로템 주식회사 철도차량용 윤축 조향 시스템

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Publication number Priority date Publication date Assignee Title
EP0759390B1 (fr) 1995-08-23 2000-03-08 SLM Schweizerische Lokomotiv- und Maschinenfabrik AG Train de roues pour un véhicule ferroviaire avec de jeux de roues ajustables et véhicule ferroviaire avec un tel train de roues
EP0870664B1 (fr) 1997-04-11 2008-04-02 Deutsche Waggonbau AG Procédé et dispositif pour le guidage des trains de roues des véhicules ferroviaires
DE102006025773A1 (de) * 2006-05-31 2007-12-06 Bombardier Transportation Gmbh Verfahren zur Regelung eines aktiven Fahrwerks eines Schienenfahrzeugs
WO2009072692A1 (fr) * 2007-12-06 2009-06-11 Korea Railroad Research Institute Bogie directeur actif pour véhicules ferroviaires utilisant un bras de levier
DE102009041110A1 (de) 2009-09-15 2011-03-24 Bombardier Transportation Gmbh Aktuator mit Mehrfachwirkung
WO2011032944A1 (fr) * 2009-09-15 2011-03-24 Bombardier Transportation Gmbh Actionneur à action multiple
EP2762377A1 (fr) * 2013-01-30 2014-08-06 Bombardier Transportation GmbH Châssis avec roue commandée

Cited By (13)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP3816010A1 (fr) 2019-10-31 2021-05-05 Siemens Mobility Austria GmbH Élément élastique
EP3967568B1 (fr) 2020-09-10 2022-12-21 Liebherr-Transportation Systems GmbH & Co. KG Commande active de train de roues pour un véhicule ferroviaire
CN114162165A (zh) * 2020-09-10 2022-03-11 利勃海尔交通系统股份有限公司 用于轨道车辆的主动式轮组控制装置
EP3967568A1 (fr) 2020-09-10 2022-03-16 Liebherr-Transportation Systems GmbH & Co. KG Commande active de train de roues pour un véhicule ferroviaire
DE102020123592A1 (de) 2020-09-10 2022-03-10 Liebherr-Transportation Systems Gmbh & Co Kg Aktive Radsatzsteuerung für ein Schienenfahrzeug
CN114162165B (zh) * 2020-09-10 2024-04-09 利勃海尔交通系统股份有限公司 用于轨道车辆的主动式轮组控制装置
EP3978330A1 (fr) 2020-09-30 2022-04-06 Siemens Mobility Austria GmbH Élément élastique et châssis
WO2022248377A1 (fr) 2021-05-27 2022-12-01 Siemens Mobility Austria Gmbh Bogie pour un véhicule ferroviaire
EP4223611A1 (fr) 2022-02-02 2023-08-09 Siemens Mobility Austria GmbH Dispositif de couplage fluidique et châssis
EP4227188A1 (fr) * 2022-02-10 2023-08-16 Liebherr-Transportation Systems GmbH & Co. KG Train de roulement de véhicule ferroviaire doté d'un dispositif de commande d'un essieu de roue
DE102022206109A1 (de) 2022-06-20 2023-12-21 Siemens Mobility GmbH Fahrwerk für ein Schienenfahrzeug und Schienenfahrzeug
WO2023247335A1 (fr) 2022-06-20 2023-12-28 Siemens Mobility GmbH Organe de roulement pour véhicule ferroviaire et véhicule ferroviaire associé
EP4299947A1 (fr) 2022-06-28 2024-01-03 Siemens Mobility Austria GmbH Dispositif de couplage fluidique et châssis

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AT518973A1 (de) 2018-02-15
ES2861591T3 (es) 2021-10-06
EP3390196B1 (fr) 2021-02-17
CN209581501U (zh) 2019-11-05
EP3390196A1 (fr) 2018-10-24
PL3390196T3 (pl) 2021-07-05
AT518973B1 (de) 2021-06-15

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