• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    Device for transmitting power between a chassis frame (1) and a car body of a rail vehicle, with - two Lemniskatenlenkern (4,5), which are connected via first joints (6,7) with the chassis frame (1), - a yoke (10) with a central pivot point (11) in which a pivot (12) of the car body is storable, wherein the Lemniskatenlenker (4,5) via second joints (8,9) are connected to the yoke (10) and a Z-shaped arrangement is formed, and wherein in the joints (6,7,8,9) and in the yoke (10) elastically deformable elements (13) are arranged. In order to absorb impact loads exceeding the operating load, limiting means (14) are provided for limiting the maximum deflection of the middle articulation point (11) of the yoke (10) in a tensile force direction (15) parallel to a tensile force acting on the chassis frame (1) to limit.
    公开号:AT516917A2
    申请号:T50123/2015
    申请日:2015-02-18
    公开日:2016-09-15
    发明作者:Christian Karner；Radovan Seifried；Thomas Dr Willidal
    申请人:Siemens Ag Österreich；
    IPC主号:
    专利说明:

    description
    Device for power transmission between chassis frame and car body of a rail vehicle
    Technical area
    The invention relates to a device for transmitting power between a chassis frame and a car body of a rail vehicle, with - two Lemniskatenlenkern, which are connected via first joints with the chassis frame, - a yoke with a central pivot point, in which a pivot of the car body can be stored, the Lemniskatenlenker are connected via second joints with the yoke and forms a Z-shaped arrangement, and wherein in the joints and in the yoke elastically deformable elements are arranged.
    State of the art
    Bogies, also called bogies, rail vehicles usually have two sets of wheels, which are guided on rails, and are connected to car bodies of the rail vehicle. An integral part of a chassis is a chassis frame to which the wheelsets, for example. Via a Radsatzführung or a primary suspension and the car body eg. Via a secondary suspension and a device for power transmission are connected. The power flows between the individual components run mainly over the chassis frame, which has a longitudinal direction and a transverse direction, wherein the longitudinal direction in the direction of travel of the rail vehicle and the transverse direction is normal to the longitudinal direction.
    As a device for power transmission usually Tauchzapfen or Lemniskatenanlenkungen be used, with the subject invention to such
    Refer to Lemniscatenanlenkungen. Lemniscate linkages are characterized by the fact that substantially three rods are hinged together and the two outer rods are mounted at a fixed point, wherein the three rods form a Z-shaped arrangement. Specifically, the two outer rods are two Lemniskatenlenker which are each mounted on first joints at a fixed point in the chassis frame. The inner rod is formed by a yoke in which a pivot pin of the car body is mounted in a middle pivot point in the operating state and which is connected via second joints with the Lemniskatenlenkern.
    If now deflected during operation of the car body in the transverse direction or loaded by a transverse force, the second joints of Lemniskatenlenker move on a circular arc around the first joints, so that the middle pivot point and thus the pivot approximately parallel to the transverse direction relative to the chassis frame shifts. It goes without saying that the Z-shaped arrangement is changed in this case so that the two Lemniskatenlenker are no longer parallel to each other.
    A force acting on the chassis frame traction resulting from the movement of the rail vehicle is transmitted by means of Lemniskatenlenker and the yoke between the car body and the chassis frame. A tensile force direction of the tensile force corresponds to when driving in the straight line of the longitudinal direction of the chassis frame, but may, for example when cornering, in a range of about +/- 30 ° deviate from this.
    To shock loads in the direction of tensile force under operating load, for example when accelerating or
    To be able to decelerate, absorb and dampen, the joints and the yoke elastically deformable elements, such as rubber bushes on. However, since in exceptional situations, such as buffer collisions, where the rail vehicle on a stationary object, comes to extremely high loads in the direction of tension, both Lemniskatenlenker and the elastic elements must be oversized by a multiple in order to prevent failure. This leads on the one hand to an increased weight due to the massive design of the Lemniskatenlenker or the yoke and on the other hand to a deteriorated ride comfort, since the elastic elements have a very high rigidity and thus the damping of the shocks occurring during operation is reduced.
    Object of the invention
    It is therefore an object of the invention to overcome the disadvantages of the prior art and to propose a device for transmitting power between a chassis frame and a car body of a rail vehicle, in which the elements of the device can be designed for the operating load to reduce the weight and a to achieve higher driving comfort.
    Presentation of the invention
    This object is achieved by a device having the features of patent claim 1. Advantageous embodiments of the invention are defined in the respective dependent claims.
    The invention relates to a device for transmitting power between a chassis frame and a car body of a rail vehicle, with - two Lemniskatenlenkern, which via first joints with the
    Chassis are connected, - a yoke with a central pivot point, in which a pivot of the car body is storable, the Lemniskatenlenker are connected via second joints with the yoke and a Z-shaped arrangement forms, and wherein in the joints and in the yoke elastic deformable elements are arranged.
    According to the invention, limiting means are provided in order to limit the maximum deflection of the middle articulation point of the yoke in a tensile force direction parallel to a tensile force acting on the chassis frame. If the chassis frame loaded in the direction of tensile force, so deform the elastic elements in the joints elastic, as well as the Lemniskatenlenker deform elastically, so that the sum of the deformation paths of the individual elements of the central pivot point and thus of course also the therein storable pivot in the direction of tensile force move. By the limiting means is therefore achieved that the middle pivot point can not be moved arbitrarily far in the direction of tensile force. For example, stops, rails, guide sleeves or transverse guides are conceivable as limiting means, which prevent further deformation of the elastic elements, for example by the yoke or the pivot itself coming into contact with the limiting means. In particular, in the case of jerky loads, such as buffer shocks, so a part of the forces occurring, instead of being reduced by the deformation of the elastic elements and the Lemniskatenlenker, be introduced directly into the chassis frame. In other words, a device according to the invention for absorbing impact loads exceeding the operating load is suitable. This makes it possible to design the elastic elements and the lemniscate handlebars to the operating state, so that they can be dimensioned smaller and thus a weight reduction and an improvement of the ride comfort is achieved.
    An embodiment of the invention provides that the first joints of Lemniskatenlenker are mounted on each of a cross member of the chassis frame and that the limiting means are formed as a first emergency stop and second emergency stop, which are arranged on the cross members. This embodiment therefore relates to a chassis frame having two parallel cross member, which are parallel to a transverse direction.
    The cross member provide a structurally extremely simple way to initiate forces directly into the chassis frame, so both the first joints are connected to the cross members and the emergency stops arranged on them. Emergency stop is understood to mean all elements which are suitable for absorbing part of the forces occurring in the event of impact load, therefore they must be approximately rigid, ie essentially have a rigidity in the tensile force direction which is at least an order of magnitude greater than the rigidity of the elastic elements.
    According to a further embodiment of a device according to the invention for power transmission, the yoke between the two cross members, preferably arranged symmetrically in a longitudinal direction and / or a transverse direction. The arrangement between the two cross beams allows a uniform distribution of forces both in the longitudinal direction, which corresponds to a direction of travel of the rail vehicle, as well as against the longitudinal direction, when the drive of the rail vehicle is arranged on the other side of the chassis frame. By centering both in the longitudinal direction and in the transverse direction of a quiet position of the car body is ensured by uniform swinging the same during operation, which corresponds to a high ride comfort.
    For example, to be able to retrofit existing chassis frame with a device according to the invention for power transmission, so Lemniskatenlenkern and yoke, for example, provides a further embodiment of the invention that the emergency stops are connected to the cross members. For example, the emergency stops can be jaws, boxes, boxes, brackets or blocks, which is connected to the cross members either non-positively by means of screws, rivets or clamps or form-fitting by means of welds.
    However, when the cross members are specifically designed for the inventive device for power transmission, provides an alternative embodiment that the emergency stops are formed by the cross member, as thus additional weight can be saved. For example, the emergency stops are designed as projecting sections or as console-like sections which extend from the cross members in the direction of the middle pivot point. It is also conceivable, however, that the cross member are U-shaped or I-shaped and the central pivot point facing horizontal portions of the cross member forming the emergency stops. To increase the stiffness in the area of the emergency stops further stiffening plates or ribs may be provided.
    In a preferred embodiment, it is provided that the first emergency stop has a first abutment surface for a first contact surface of the yoke and that the second emergency stop has a second abutment surface for a second contact surface of the yoke. By the abutment surfaces, which come into contact with the contact surfaces of the yoke in a shock-like load, the movement of the middle articulation point in the direction of tension is limited in a simple manner by the movement of the middle stop point having yoke is prevented. The stop surfaces are to be interpreted according to the surface pressure occurring, with an increase in the stop surfaces always causes a reduction of the surface pressure occurring.
    Although the two abutment surfaces can theoretically be mounted at different points of the cross member, for example in a height direction, normal to the longitudinal direction and the transverse direction offset from each other, it has been found to be particularly advantageous that the first abutment surface and the second abutment surface are opposite to each other and the yoke is arranged centrally in a longitudinal direction between the abutment surfaces. Due to the central arrangement of the yoke, the chassis frame can be used with such a device for power transmission in both directions. The symmetrical positioning further contributes to a simple construction of the chassis frame.
    A further preferred embodiment variant of the invention provides that the yoke has a first contact surface and a second contact surface, the contact surfaces facing the respective stop surfaces. The contact surfaces of the yoke can either be formed by the, for example cylindrical, surface of the yoke itself or the outer surface of the yoke has a special shape, for example, it forms flat or curved portions which extend in the direction of the connection surfaces and accordingly the Train contact surfaces. It goes without saying that both the contact surfaces and the stop surfaces with a damping layer, such as rubber, may be provided to reduce wear on the surfaces. The layer is designed so thin that the stiffness of the emergency stops or the yoke are affected only to a small extent.
    According to a further preferred embodiment, the contact surfaces and / or the abutment surfaces are planar. This allows a particularly simple design and dimensioning of the emergency stops or
    Design of the lateral surface of the yoke, since flat surfaces can be easily manufactured. Especially if the
    Tensile force direction is aligned parallel to the longitudinal direction at a shock-like load, it can minimize the surface pressure, since very large contact surfaces or stop surfaces are possible.
    However, since impact loads can also occur if the tensile force direction is not aligned parallel to the longitudinal direction, so that two flat surfaces would eat into one another at one edge, a further preferred embodiment of a device according to the invention for tensile force transmission provides that the contact surfaces and / or the abutment surfaces bent, preferably cylindrical jacket bent, are formed. It is thus achieved that, in the event of contact between one of the abutment surfaces and one of the contact surfaces, a convex surface always impinges on a flat surface or a convex surface on a concave surface, so that damage to the emergency stops or the yoke is largely avoided and therefore prevented increases the life of the device.
    A particularly preferred embodiment of the invention provides that the contact surfaces and the abutment surfaces are spaced apart. The fact that the stop surfaces and the contact surfaces are spaced apart ensures that on the one hand the pivoting movement of the Lemniskatenlenker is not prevented around the axes of the first joints and so the movement of the central pivot point parallel to the transverse direction is possible, and that on the other hand, the contact surfaces and the stop surfaces only be in contact in the event of a shock load, while occurring under normal operating load shocks are still absorbed or damped by the elastic elements.
    In a further particularly preferred embodiment, it is therefore provided that a first distance between the first abutment surface and the first contact surface adjusts and / or that a second distance is established between the second abutment surface and the second contact surface, wherein the first distance and / or the second distance corresponds at least to the deformation path of that elastic element under an operating load having the least rigidity. Since the elastic elements no longer need to be oversized to accommodate impact loads, they have lower stiffnesses. In order to dimension the distances correctly, ie to ensure that the stop surfaces are not in contact with the contact surfaces under operating load, all elastic deformations, both in the elastic elements and the Lemniskatenlenker itself, or their deformation under the maximum allowable operating load must be considered , If one of the elastic elements has a lower rigidity than the others, which leads to larger deformations, then this deformation path can be used as a guide value for the at least required distances. If all elastic elements are equally stiff, then, for example, an average value or an empirical value can be used. As a result of extensive calculation examples and models, a range between 2 mm and 20 mm, preferably between 3 mm and 10 mm, in particular between 4 mm and 8 mm, was found for the distances.
    According to a further preferred embodiment of a force transmission device according to the invention deform at a shock load in the tensile force, which is higher than the operating load, the elastic elements in the joints or in the yoke elastically such that either the first contact surface, the first stop surface or the second Contact surface contacted the second stop surface to initiate at least a portion of the impact load directly into the chassis frame. Thus, a portion of the impact load is reduced by the deformation of the elastic elements (and of course by the, much lower, deformation of Lemniskatenlenker) up to the maximum operating load, whereas this maximum operating load exceeding part of the force is introduced directly into the corresponding cross member.
    Brief description of the figures
    To further explain the invention, reference is made in the following part of the description to the figures, from the further advantageous embodiments, details and further developments of the invention can be found. The figures are to be understood as exemplary and are supposed to set out the character of the invention, but in no way restrict it or even render it conclusively. It shows:
    Fig. 1 shows a variant of a chassis frame with a device according to the invention for power transmission.
    Embodiment of the invention
    Figure 1 shows a first cross member 2 and a second cross member 3 of a chassis frame 1, wherein the longitudinal members of the chassis frame 1, which connect the two cross member 2,3, are not shown. The cross member 2.3 extend parallel to a transverse direction 17 of the chassis frame 1 and are symmetrical to a longitudinal direction 16, which is normal to the transverse direction 17, aligned. The inventive device for power transmission between the chassis frame 1 and a car body comprises a first Lemniskatenlenker 4 and a second Lemniskatenlenker 5, and a yoke 10 with a middle pivot point eleventh
    The first Lemniskatenlenker 4 has a first joint 6 and a second joint 8 and is connected via the first joint 6 with the first cross member 2 and the second joint 8 with the yoke 10. Analogously, the second one
    Lemniskatenlenker 5 also a first joint 7 and a second joint 9, wherein the second Lemniskatenlenker 5 is connected via the first joint 7 with the second cross member 3 and the second joint 9 with the yoke 10.
    On the one hand, the distance between the first 6 and second joint 8 of the first Lemniskatenlenkers 4 (in the second Lemniskatenlenker 5, of course, forms the same distance between the first 7 and second joint 8) greater than the distance between the second joints 8.9 of the two Lemniskatenlenker 4, 5th On the other hand, the Lemniskatenlenker 4,5 are aligned parallel to the longitudinal direction 16 and offset relative to the transverse direction 17 to each other. This results in a Z-shaped arrangement of the Lemniskatenlenkern 4,5 and the yoke 10. The middle pivot point 11 lies both in the longitudinal direction 16 in the middle between the two cross beams 2,3 and seen in the transverse direction 17 in the middle between the both Lemniskatenlenkern 4,5. In the yoke 10, a pivot pin 12 of a car body is mounted, wherein the longitudinal axis of the pivot pin 12 passes through the middle pivot point 11 and parallel to a height direction, which height direction is defined by the normal vector of the longitudinal direction 16 and the transverse direction 17.
    The first joints 6, 7 are in the present case designed as spherical bearings, so that they can be pivoted both about an axis parallel to the transverse direction 17 and about an axis parallel to the height direction. However, the function of a Lemniskatenanlenkung is also achieved when the first joints are only 6.7 pivotable about the axis parallel to the height direction axis. The second joints 8,9 are constructed analogously, and only the pivot axis parallel to the vertical direction is absolutely necessary.
    If, for example, by a curve, a lateral force is exerted on the car body, the Lemniskatenlenker are pivoted 4.5 at the first joints 6,7 about the pivot axes parallel to the vertical direction, so that the central pivot point 11, and thus the pivot pin 12, moved on a lemniscate, which is selected such that the movement approximately corresponds to a straight movement parallel to the transverse direction 17. It goes without saying that in such a deflected state, the Lemniskatenlenker 4,5 are no longer parallel to each other.
    In addition to the possibly occurring transverse forces must also in a tensile force 15, which runs parallel to the longitudinal direction 16 in the example shown, acting on the chassis frame 1 tensile force between the chassis frame 1 and car body or pivot pin 12 of the car body must be transmitted. Under operating load, the tensile force on the Lemniskatenlenker 4,5 and the yoke 10 is transmitted to the pivot pin 12. If it comes under the operating load to shocks that occur, for example, when accelerating or decelerating, so these are on the one hand by the elastic deformation of the Lemniskatenlenker 4,5 itself and on the other hand by the deformation of elastically deformable elements 13, which in all joints 6,7 , 8,9 and between the yoke 10 and pivot 12 are arranged, dismantled and absorbed or damped. As elastic elements 13, for example, rubber bushes or rubber-metal bushings are suitable. By such a shock and consequent deformations of the central pivot point is moved in the direction of tension 15.
    In order to limit this shift in the direction of tension 15, limiting means 14 are provided which are in the form of a first emergency stop 18 and a second emergency stop 19. In this case, the first emergency stop 18 is arranged on the first cross member 2 and the second emergency stop 19 on the second cross member 3 or the emergency stops 18,19 are formed directly by the cross member 2,3. In detail, the emergency stops 18,19 are formed by cantilevered extensions of the cross member 2,3, which each extend in the direction of the yoke 10 and in the direction of the central pivot point 11, which may be reinforced for example by stiffening plates to the stiffness of the emergency stops 18.19 increase. In alternative embodiments, the emergency stops 18,19 may also be connected to the cross members 2,3 and be formed, for example, as consoles or patch boxes, which are either non-positively or positively connected to the cross beams 2.3, for example. Screwed or welded.
    The first emergency stop 18 has on the yoke 10 side facing a first abutment surface 20, wherein the yoke 10 on the first emergency stop 18 side facing a first contact surface 22 is formed. Similarly, the second emergency stop 19 on the yoke 10 side facing a second stop surface 21; the yoke 10 forms a second contact surface 23 on the side facing the second emergency stop 19. The contact surfaces 22, 23 and the abutment surfaces 20, 21 are aligned in the transverse direction 17 symmetrically with respect to the cross members 2, 3, lie opposite one another and, seen in the longitudinal direction 16, form a common projection surface. In order to form the contact surfaces 22, 23, the lateral surface of the yoke 10 has, in sections, planar regions parallel to the transverse direction 17, to be recognized in the figure as straight sections of the circumference of the yoke 10.
    In the present embodiment, the contact surfaces 22,23 and the abutment surfaces 20,21 are flat, which of course also extend in a vertical direction.
    In other embodiments, not shown, contact surfaces 22, 23 and / or the abutment surfaces 20, 21 may also be curved. It is advantageous if the curvature is formed by a cylindrical surface, so that a curved upper and lower deck curve
    Straight lines are connected, which run parallel to the height direction. In particular, it is advantageous if the deck curves are formed as circular arcs, either the stop surfaces 20,21 or the contact surfaces 22,23 are concave and the other surfaces are convex, so that the surfaces can contact regardless of the tensile force 15, without doing to tilt.
    To ensure the tensile force transmission under operating load, without one of the abutment surfaces 20,21 contacts the respective contact surface 22,23, between the first stop surface 20 and the first contact surface 22, a first distance 24, and between the second stop surface 21 and second contact surface 23 a second Distance 25 formed. The distances 24,25 amount in the concrete embodiment in the unloaded state about 5 mm. Thus, if the device is loaded by a tensile load or a shock that is within the operating load, it will be largely absorbed by the elastic elements 13, as described above. But if it comes to a shock load, such as a buffer shock, the operating load is exceeded and the deformation paths of the elastic members 13 are so large that the first distance 24 (or the second distance 25) is completely canceled, so that one of the stop surfaces 20, 21 the respective contact surface 22,23 touches or is pressed against it. Thus, the maximum operating load exceeding part of the impact load is introduced directly into the chassis frame 1 via the corresponding cross member 2.3. Since the emergency stops 18,19 are much stiffer than the elastic members 13, a further deformation of the elastic members 13 is prevented as far as possible.
    This ensures that the elastic elements 13, as well as the Lemniskatenlenker 4,5 and their joints 6,7,8,9, must not be oversized in order to accommodate the entire shock-like load can. Thus, by the smaller dimensioning of the components, the weight of the device can be reduced and at the same time the elastic elements 13 can be designed with less rigidity, in order better to absorb shocks under operating load can.
    REFERENCE SIGNS LIST: 1 chassis frame 2 first cross member 3 second cross member 4 first Lemniskatenlenker 5 second Lemniskatenlenker 6 first joint of the first Lemniskatenlenkers 4 7 first joint of the second Lemniskatenlenkers 5 8 second joint of the first Lemniskatenlenkers 4 9 second joint of the second Lemniskatenlenkers 5 10 yoke 11 middle point of articulation 12th Pivot pin 13 elastic element 14 limiting means 15 tensile force direction 16 longitudinal direction 17 transverse direction 18 first emergency stop 19 second emergency stop 20 first stop surface 21 second stop surface 22 first contact surface 23 second contact surface 24 first distance 25 second distance
    权利要求:
    Claims (14)
    [1]
    1. A device for transmitting power between a chassis frame (1) and a car body of a rail vehicle, with - two Lemniskatenlenkern (4,5), which are connected via first joints (6,7) with the chassis frame (1), - a yoke (10 ) with a middle articulation point (11), in which a pivot (12) of the car body is storable, wherein the Lemniskatenlenker (4,5) via second joints (8,9) are connected to the yoke (10) and a Z- shaped arrangement, and wherein in the joints (6,7,8,9) and in the yoke (10) elastically deformable elements (13) are arranged, characterized in that limiting means (14) are provided to the maximum deflection of the middle To limit articulation point (11) of the yoke (10) in a tensile force direction (15) parallel to a tensile force acting on the chassis frame (1).
    [2]
    2. Device according to claim 1, characterized in that the first joints (6,7) of the Lemniskatenlenker (4,5) on each of a cross member (2,3) of the chassis frame (1) are mounted and that the limiting means (14) as a first emergency stop (18) and second emergency stop (19) are formed, which are arranged on the cross members (2,3).
    [3]
    3. Apparatus according to claim 2, characterized in that the yoke (10) between the two transverse beams (2,3), preferably symmetrically in a longitudinal direction (16) and / or a transverse direction (17) is arranged.
    [4]
    4. Apparatus according to claim 2 or 3, characterized in that the emergency stops (18,19) are connected to the cross members (2,3).
    [5]
    5. Apparatus according to claim 2 or 3, characterized in that the emergency stops (18,19) are formed by the cross member (2,3).
    [6]
    6. Device according to one of claims 2 to 5, characterized in that the first emergency stop (18) has a first abutment surface (20) for a first contact surface (22) of the yoke (10) and that the second emergency stop (19) has a second Stop surface (21) for a second contact surface (23) of the yoke (10).
    [7]
    7. The device according to claim 6, characterized in that the first abutment surface (20) and the second abutment surface (21) facing each other and the yoke (10) in a longitudinal direction (16) centrally between the abutment surfaces (20,21) is arranged ,
    [8]
    8. Apparatus according to claim 6 or 7, characterized in that the yoke (10) has a first contact surface (22) and a second contact surface (23), wherein the contact surfaces (22,23) facing the respective abutment surfaces (20,21) are.
    [9]
    9. Device according to one of claims 6 to 8, characterized in that the contact surfaces (22,23) and / or the abutment surfaces (20,21) are flat.
    [10]
    10. Device according to one of claims 6 to 8, characterized in that the contact surfaces (22,23) and / or the abutment surfaces (20,21) bent, preferably bent cylinder jacket, are formed.
    [11]
    11. Device according to one of claims 6 to 10, characterized in that the contact surfaces (22,23) and the abutment surfaces (20,21) are spaced apart.
    [12]
    12. The device according to claim 11, characterized in that a first distance (24) between the first abutment surface (20) and the first contact surface (22) sets, which first distance (24) at least the deformation of that elastic element (13) below corresponds to an operating load which has the least rigidity.
    [13]
    13. The apparatus according to claim 11, characterized in that a second distance (25) between the second abutment surface (21) and the second contact surface (23) adjusts, which second distance (25) at least the deformation of that elastic element (13) below corresponds to an operating load which has the least rigidity.
    [14]
    14. Device according to one of claims 11 to 13, characterized in that at an impact load in the tensile force direction (15), which is higher than the operating load, the elastic elements (13) in the joints (6,7,8,9 ) or elastically deform in the yoke (10) such that either the first contact surface (22) contacts the first abutment surface (20) or the second contact surface (23) contacts the second abutment surface (21) to direct at least a portion of the impulsive stress directly into to initiate the chassis frame (1).
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    同族专利:
    公开号 | 公开日
    WO2016131707A1|2016-08-25|
    AT516917A3|2017-12-15|
    CN107428346A|2017-12-01|
    US10676111B2|2020-06-09|
    EP3259167B1|2020-09-30|
    RU2675397C1|2018-12-19|
    US20180065648A1|2018-03-08|
    EP3259167A1|2017-12-27|
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    RU2276030C1|2005-01-20|2006-05-10|Николай Иванович Никифоров|Device for longitudinal coupling of two-axle bogies with body of rail traction vehicle|
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    CN201070994Y|2007-09-05|2008-06-11|西南交通大学|Mobile middle, low speed magnetic suspension train running module with air spring built-in|
    AT513078A1|2012-04-26|2014-01-15|Siemens Ag Oesterreich|Device for transmitting power between the chassis and the body of a rail vehicle|
    CN202783228U|2012-09-20|2013-03-13|南车南京浦镇车辆有限公司|Lower swing bolster structure bogie of railway vehicle|
    CN203358608U|2013-07-22|2013-12-25|济南轨道交通装备有限责任公司|Low-power radial welding bogie|CN108116442B|2016-11-28|2019-05-17|中车大同电力机车有限公司|A kind of automobile-used traction device of novel traction|
    法律状态:
    优先权:
    申请号 | 申请日 | 专利标题
    ATA50123/2015A|AT516917A3|2015-02-18|2015-02-18|Device for power transmission between chassis frame and car body of a rail vehicle|ATA50123/2015A| AT516917A3|2015-02-18|2015-02-18|Device for power transmission between chassis frame and car body of a rail vehicle|
    US15/551,639| US10676111B2|2015-02-18|2016-02-11|Device for force transfer between chassis frame and carriage body of a rail vehicle|
    EP16703985.8A| EP3259167B1|2015-02-18|2016-02-11|Device for force transfer between chassis frame and carriage body of a rail vehicle|
    CN201680011128.5A| CN107428346A|2015-02-18|2016-02-11|Device for the power transmission between the carrier frame and car body of rail vehicle|
    PCT/EP2016/052937| WO2016131707A1|2015-02-18|2016-02-11|Device for force transfer between chassis frame and carriage body of a rail vehicle|
    RU2017127104A| RU2675397C1|2015-02-18|2016-02-11|Device for transferring forces between chassis frame and carriage body of rail vehicle|
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