• 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:
    The invention relates to a chassis frame for a rail vehicle, comprising two longitudinal members (1, 2) aligned parallel to a longitudinal direction (14), a cross member (3) connecting the two longitudinal members (1, 2) in a width direction (15), and at least one electric drive unit (6) which can be connected to a wheel set (4, 5), the drive unit (6) comprising a stator housing (7) and a rotor shaft (12) having a rotor axis (9). In order to make better use of the available installation space and to reduce the weight of the chassis frame, the invention provides for the at least one drive unit (6) to be integrated in the crossbeam (3), wherein the power transmission between the longitudinal members (1, 2) via the stator housing (7 ) he follows.
    公开号:AT518045A1
    申请号:T51041/2015
    申请日:2015-12-03
    公开日:2017-06-15
    发明作者:
    申请人:Siemens Ag Österreich；
    IPC主号:
    专利说明:

    description
    Chassis frame for a rail vehicle Technical area
    The invention relates to a chassis frame for a rail vehicle, comprising two longitudinal members aligned parallel to a longitudinal direction, a cross member connecting the two longitudinal members in a width direction, and at least one electric drive unit connectable to a wheel set, the drive unit comprising a stator housing and a rotor shaft having a rotor axis.
    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 on which the wheelsets, for example. Via a Radsatzführung or a primary suspension and the car body, for example, are connected via a secondary suspension. The power flows between the individual components run mainly on the chassis frame.
    The chassis frame usually comprises two longitudinal members and one or more cross members, the embodiment is referred to with a cross member as H-type. The longitudinal members may also be designed as closed by means of headrests frame.
    The cross member is formed in the H-design usually as a box-shaped profile and includes a top flange, a bottom flange and two side walls, which each consist of individual sheets or plate-shaped metal parts.
    The longitudinal members are arranged parallel to a longitudinal direction, which corresponds to the direction of travel of the rail vehicle, wherein the cross member is normal to the longitudinal direction or parallel to a - often referred to as transverse direction - width direction.
    In order to be able to decelerate the rail vehicle, the wheel sets generally each have at least one brake disk, which is connected to a corresponding brake device fastened to a brake caliper holder, preferably a friction brake, such as a compact brake caliper.
    Cooperation. If the brake device is in engagement with the brake disk, the kinetic energy is converted into frictional energy, thus slowing down or bringing the rail vehicle to a standstill. Such braking devices can be designed on the one hand as service brakes or on the other hand as parking brakes.
    If the chassis is a driven chassis, an electric drive unit is generally provided for each wheel set, the drive units generally comprising a stator installed in a stator housing and a rotor seated on a rotor shaft. The drive units are mounted either on the longitudinal members or on the cross member and take through the stator housing space in the chassis of the rail vehicle.
    Object of the invention
    It is therefore an object of the invention to overcome the disadvantages of the prior art and to propose a chassis frame for a rail vehicle, the better use of the available space, while
    Reduction of the overall weight of the chassis frame, in the sense of lightweight construction, allows.
    Presentation of the invention
    This object is achieved by a chassis frame with the features of claim 1. Advantageous embodiments of the invention are defined in the respective dependent claims.
    The invention relates to a chassis frame for a rail vehicle, comprising two longitudinal members aligned parallel to a longitudinal direction, a cross member connecting the two longitudinal members in a width direction, and at least one electric drive unit connectable to a wheel set, the drive unit comprising a stator housing and a rotor shaft having a rotor axis.
    According to the invention it is provided that the at least one drive unit is integrated in the cross member, wherein the power transmission between the longitudinal members via the stator housing. By integrating the at least one stator housing in the cross member, which may have, for example, in addition to the stator housing two connection sections for connection to the side rails and / or in several stator housings and connecting sections for connecting a plurality of stator housing, more space for other components is available in the chassis. The drive unit, in particular the stator housing, also assumes a supporting function, since the at least one stator housing is designed such that the power transmission, for example the transmission of the wheelset guiding forces, takes place between the longitudinal members via the at least one stator housing. Thus, compared to solutions according to the prior art, the weight of
    Chassis frame significantly reduced because otherwise supporting parts of the cross member are replaced by the stator housing.
    A variant of a chassis frame according to the invention provides that the width direction is aligned normal to the longitudinal direction and the rotor axis is parallel to the width direction. Thus, a power transmission between the wheel axles and the drive unit in a simple manner possible because the wheel axles and the rotor shaft parallel to each other and therefore a simple transmission, such as a gear or belt transmission, can be used for power transmission.
    In a further embodiment variant of the invention, provision is made for the drive unit to be arranged centrally between the longitudinal carriers in relation to the width direction, wherein the rotor shaft projects beyond the stator housing on both sides in the width direction. The positioning of the drive unit in the middle of the cross member ensures that the stator housing of the drive unit alone takes over the main part of the power transmission without the cross member having a connecting portion.
    In order to decouple the two wheelsets or their drive from each other mechanically, it is provided according to a further embodiment that the rotor shaft is designed as a split shaft. Each rotor shaft has its own rotor, so that the two shaft parts can be operated at different speeds. It is also conceivable that two separate stators are installed in the stator housing.
    This symmetrical arrangement of the drive unit, it is possible to connect the two sets of wheels via a respective power transmission device, in particular comprising a gearbox with the drive unit to the two sets of wheels at the same speed or different
    To drive speeds. Therefore, a further embodiment of the chassis frame according to the invention provides that each end of the rotor shaft via a power transmission device with one of the wheelsets is connectable.
    A preferred embodiment of the chassis frame according to the invention provides that two drive units are integrated into the cross member and the power transmission between the longitudinal members via the two stator housing, wherein each rotor shaft via a power transmission device with one of the wheel sets is connectable. The two drive units each comprise a first and a second rotor shaft with corresponding first and second rotor axes and a first and second stator housing. Since the two rotor axis and thus also the rotor shafts are aligned parallel to the width direction, can be in a simple manner in each case a set of wheels on each one
    Connect power transmission with one of the rotor shafts, without the direction of force must be changed. In addition, can be formed on the positioning and possibly connection of the two stator housing different types of cross member.
    An H-shaped chassis frame is achieved in a further preferred embodiment of the invention in that the two rotor axes form a common rotor axis. As a result, the two stator housing can be arranged in alignment so that a substantially rectilinear cross member is formed.
    The drive units can either be positioned so that the two rotor shafts have in the middle of the cross member or so that the rotor shafts point from the center of the cross member in the direction of the respective longitudinal member.
    In order to achieve approximately a stepped course or an O-shaped profile of the cross member, provides a further preferred embodiment of the invention, that the two rotor axes are offset in the longitudinal direction against each other. This is also the by the
    Power transmission device to be bridged distance between the rotor shaft and wheel set reduced because the rotor shafts are arranged closer to the wheelsets by the offset of the stator housing.
    According to a further preferred embodiment variant of the chassis frame according to the invention, the power transmission devices comprise at least one clutch and one transmission. By coupling the power transmission between the drive unit and wheelset can be interrupted in a conventional manner or shocks can be cushioned. On the one hand, different gear ratios can be set by means of the gearbox via shiftable transmissions, on the other hand, greater distances can be bridged. As a gear, for example gear, spur, Reibrad- or traction mechanism are conceivable. It is also conceivable for a particularly space-saving variant that the wheelsets are driven by means of a hollow shaft via the transmission.
    In particular, when the transmission is rigidly connected to the cross member, is provided in a further preferred embodiment that each
    Power transmission device comprises a housing, which housing is at least partially integrated in the cross member. The housing surrounds protective the inner components of the power transmission devices and also takes over a part of the transmission of forces between the longitudinal members, since this is rigidly connected to the stator housings.
    To a primary suspension of the chassis, which is arranged between wheelsets and the chassis frame, when
    In order not to block the braking process, another preferred embodiment of the invention provides that at least one brake caliper holder is provided for a brake disk attached to one wheel set per wheel set, the brake caliper brackets being fastened to the crossbeam. Since the brake calipers are attached to the cross member and this is supported by the primary suspension against the wheelsets, also reduce the unsprung masses.
    An alternative embodiment of the chassis frame according to the invention provides that the rotor axis is aligned parallel to the longitudinal direction. Thus, the stator housing are arranged parallel to the longitudinal direction, so that there are more design options for the cross member.
    Thus, in a further alternative embodiment variant of the invention, two drive units are integrated in the cross member and the power transmission between the longitudinal members takes place via the two stator housings, wherein each rotor shaft can be connected to one of the wheel sets via a power transmission device. The fact that the rotor shafts run normal to the axis of the wheel sets, the distance between the cross member and wheel set on the rotor shafts itself bridge. The transmission of power between the drive unit and wheelset is again via a power transmission device.
    In a preferred alternative embodiment, it is provided that the power transmission devices comprise at least one articulated shaft and an angular gear. The angular gear, for example, a bevel gear, deflects the driving forces of the rotor shaft by 90 ° to the wheelsets. The propeller shaft represents the connection between bevel gear and rotor shaft.
    In order to decelerate the rail vehicle, it is provided in a further alternative embodiment variant that at least one brake caliper holder is provided for one rotor shaft attached to the rotor shaft per rotor shaft, wherein the caliper brackets are attached to the cross member. It is therefore possible to decelerate the wheel sets indirectly via the rotor shafts by fixing the brake discs directly to the rotor shaft. About the power transmission device, for example, angle gear and PTO shaft, the braking force is transmitted to the wheelsets.
    According to a particularly preferred embodiment of the invention it is provided that the connection of the cross member and the longitudinal members is designed to be flexible in order to lower the forces.
    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. Show it:
    1 shows a first embodiment of a chassis frame according to the invention in plan view.
    Fig. 2 is a plan view of a second embodiment of the chassis frame;
    Fig. 3 is a plan view of a third embodiment of the chassis frame;
    4 shows a plan view of a fourth embodiment variant of the chassis frame;
    5 shows a plan view of a fifth embodiment variant of the chassis frame;
    Fig. 6 is a side view of one of the embodiments of the chassis frame.
    Embodiment of the invention
    The chassis frame according to the invention of a chassis for a rail vehicle comprises in all figures a first longitudinal member 1 and a second longitudinal member 2 which are aligned parallel to a longitudinal direction 14. The two longitudinal members 1, 2 are connected to one another by a cross member 3, which is aligned parallel to a width direction 15. Longitudinal direction 14 and width direction 15 form an orthogonal coordinate system, wherein the longitudinal direction 14 corresponds to the direction of travel in the rule.
    Between the longitudinal members 1, 2 also run a first wheel set 4, which is arranged in front of the cross member 3, seen in the longitudinal direction 14, and a second gear set 5, which is arranged behind the cross member 3 seen in the longitudinal direction 14. The connection between the longitudinal members 1, 2 and the wheel sets 4, 5 is effected via a primary suspension 21 (see FIG. 6). Each wheelset 4, 5 comprises two wheels and one wheel axle, wherein in FIGS. 1 to 4 at least one brake disk 20 is fastened to each wheelset 4, 5.
    Figure 1 shows a first embodiment in which the chassis by means of a first electric drive unit 6 and a second electric drive unit 10 is driven. In this case, the first drive unit 6 comprises a first stator housing 11, in which a first stator winding is arranged, and a first rotor, which is arranged on a first rotor shaft 12 and which can be driven via the current flow in the first stator winding. The first rotor shaft 8 has a first rotor axis 9, which is aligned parallel to the width direction 15. The second drive unit 10 comprises, analogously, a second stator housing 11 and a second rotor shaft 12 with a second rotor axis 13 which, like the first rotor axis 9, is aligned parallel to the width direction 15. The stator housing 7,11 may be approximately cuboidal or cylindrical, so that in plan view shows a substantially rectangular outline.
    The first rotor shaft 8 is over a
    Power transmission device 16 connected to the first gear 4, the second rotor shaft 12 is connected via a power transmission device 16 with the second gearset 5. The power transmission devices 16 each comprise a clutch and a transmission, preferably a gear transmission. In order to connect the rotor shafts 8, 12 to the power transmission devices 16, the ends of the rotor shafts 8, 12 project out of the stator housings 7, 11.
    The two drive units 6, 10 are designed such that the two stator housings 7, 11 are integrated into the cross member 3. In other words, the main part of the cross member 3 of the two
    Stator housings 7,11 formed so that the power flow from the first side member 1 to the second side member 2 via the stator 7.11 takes place. The two drive units 6, 10 are offset in the longitudinal direction 14 from each other, so that a step-shaped course of the cross member 3 is shown in plan view. Each stator housing 7, 11 is connected to one of the longitudinal members 1, 2 via a connection section. The connection sections expand steadily from the stator housings 7,11 towards the longitudinal members 1,2. The two stator housings 7, 11 are connected to one another via a connecting section, wherein the connecting section is formed in that region in which the two stator housings 7, 11 overlap one another in the width direction 15. The stator housing 7,11 thus form the cross member 3 together with the connecting portion and the connecting portions. It is conceivable that the entire cross member 3 is formed as a casting, wherein the connection, preferably welding, a plurality of separate castings is conceivable. By the offset of the two
    Drive units 6,10 are also the rotor shafts 8,12 and their rotor axes 9,13 offset in the longitudinal direction 14 against each other.
    On the cross member 3, a brake caliper holder 18 is mounted in each case for a brake disc 20 attached to the first wheel set 4 and the second set of wheels 5.
    Figure 2 shows a second embodiment of the invention, in which only the relevant differences compared to the first embodiment variant is discussed. The drive of the chassis takes place here via a single electric drive unit 6, which is arranged centrally in the width direction 15 between the longitudinal members 1.2. The rotor shaft 8 protrudes on both sides of the stator housing 7 out of this, wherein each end of the rotor shaft 8 is connected via a power transmission device 16 with one of the wheelsets 4,5. The rotor axis 9 is aligned parallel to the width direction 15, wherein a variant with a split rotor shaft 8 is conceivable. In this case, the cross member 3 comprises not only the stator housing 7 but also the two connection sections. Each wheel set 4,5 has in this embodiment, two brake discs 20, which is why four brake caliper holder 18 are fixed to the cross member 3, two per wheel 4,5.
    FIG. 3 shows a third embodiment which, like the first embodiment variant, has two drive units 6, 10. The first stator housing 7 is connected via a connecting portion with the first side member 1, wherein the end of the first rotor shaft 8 protrudes into the central portion of the cross member 3, which central portion also forms the connecting portion between the two stator housings 7,11. Spiegelverkehrt to the second stator housing 11 is connected via a connection portion on the second side member 2; the end of the second rotor shaft 12 protrudes into the central portion of the cross member 3 in the direction of the first rotor shaft 8. The two
    Stator housings 7, 11 do not overlap one another in the width direction 15, so that the stator housings 7, 11 are connected to one another only via the connecting section. The two rotor axes 9, 13 form a common axis, ie are not offset from one another in the longitudinal direction 14.
    FIG. 4 shows a fourth embodiment variant with again two drive units 6, 10. The two stator housings 7, 11 overlap one another in the width direction 15 and are spaced apart in the longitudinal direction 14, so that a free space is formed between the two stator housings 7, 11.
    However, it is also conceivable that the stator housing 7,11 contact each other and thus no clearance is formed or that the space is bridged by a connecting portion. The cross member 3 is thus formed by the connection sections and the stator housing 7,11, wherein each stator housing 7,11 is connected to two connection sections. The
    Power transmission devices 16 each have a housing, which is partially integrated in the cross member 3 and also transmits forces between the longitudinal members 1.2. In the housing, a transmission is fixedly mounted, wherein the power is transmitted to the wheelsets 4, 5 via a hollow shaft 17. Each wheel set 4,5 two brake caliper holder 18 are provided for two brake discs 20.
    A fifth embodiment differs greatly, as can be seen in FIG. 5, from the previously described embodiments. Although two drive units 6, 10 are provided, however, the rotor axes 9, 13 are aligned parallel to the longitudinal direction 14, so that the drive units 6, 10 are normally in the width direction 15. The two stator housing 7,11 are slightly offset in the longitudinal direction 14 against each other, so that in the plan view shows a staircase-shaped course, but also variants are conceivable in which complete the stator 7,11 flush with each other. The rotor shafts 8, 12 project on both sides from the stator housings 7, 11, only one end of the rotor shafts 8, 12 being connected to the wheel sets 4, 5 via a power transmission device 16. In the present embodiment, the end of the rotor shafts 8,12 is designed as a connected to an angle gear 19 PTO shaft. In order to decelerate the wheel sets 4, 5, the brake disks 20 are fastened to the rotor shafts 8, 12 in this embodiment, so that the wheel sets 4, 5 are decelerated indirectly via the rotor shafts 8, 12. The brake caliper holders 18 are, as in the previously described embodiments, attached to the cross member 3. Since the rotor shafts 8, 12 protrude from the stator housings 7, 11 on both sides, one brake disk 20 and one brake disk holder 18 assigned to the brake disk 20 are arranged in front of and behind the stator housings 7, 11 in the longitudinal direction. Of course, embodiments are also conceivable in which the rotor shafts 8, 12 project from the stator housings 7, 11 on only one side and one or more brake disks 20 are fastened to the rotor shafts 8, 12.
    FIG. 6 shows a side view of a chassis frame. In addition to the connection of the wheelsets 4, 5 to the longitudinal members 1, 2 via the primary suspensions 21, which are each arranged in an end portion of the longitudinal members 1, 2, the flexible connection from the cross member 3 to the longitudinal members 1, 2 is also via two elastic suspension elements 22 to recognize.
    In this case, the elastic suspension elements 22 in the central portion of the longitudinal members 1, 2, which central portion is formed by a cranking of the longitudinal members 1, 2, are fastened to the longitudinal members 1, 2 at the upper side. The cross member 3 and a projecting portion of the cross member 3 rests on the elastic suspension elements 22 and is pivotally connected to the side rails 1,2.
    One possibility for carrying out an articulated elastic connection between longitudinal members 1, 2 and cross member 3 is shown, for example, in EP 2 454 139 B1, where the longitudinal members 1, 2 are bent and have a corresponding design
    Recess of the cross member 3 protrude. The connecting elements between the longitudinal and transverse beams, corresponding to the suspension elements 22 in FIG. 6, can be designed as spring elements, for example as pressure-resistant rubber elements.
    List of Reference Signs: 1 first longitudinal member 2 second longitudinal member 3 cross member 4 first set of wheels 5 second set of wheels 6 first electric drive unit 7 first stator housing 8 first rotor shaft 9 first rotor axis 10 second electric drive unit 11 second stator housing 12 second rotor shaft 13 second rotor axis 14 longitudinal direction 15 width direction 16 power transmission device 17 hollow shaft 18 Brake caliper bracket 19 Angular gear 20 Brake disc 21 Primary suspension 22 Elastic suspension element
    权利要求:
    Claims (16)
    [1]
    claims
    1. chassis frame for a rail vehicle, comprising two parallel to a longitudinal direction (14) aligned longitudinal beams (1,2), a the two longitudinal beams (1,2) in a width direction (15) connecting the cross member (3), and at least one with a Wheel set (4,5) connectable electric drive unit (6), the drive unit (6) comprising a stator housing (7) and a rotor shaft (9) having rotor shaft (12), characterized in that the at least one drive unit (6) in the Cross member (3) is integrated, wherein the power transmission between the longitudinal members (1,2) via the stator housing (7).
    [2]
    2. chassis frame according to claim 1, characterized in that the width direction (15) is aligned normal to the longitudinal direction (14) and the rotor axis (9,13) parallel to the width direction (15).
    [3]
    3. chassis frame according to claim 2, characterized in that the drive unit (6) in relation to the width direction (15) centrally between the longitudinal beams (1,2) is arranged, wherein the rotor shaft (12) the stator housing (7) in the width direction (15 ) surmounted on both sides.
    [4]
    4. chassis frame according to claim 3, characterized in that the rotor shaft (8) is designed as a split shaft.
    [5]
    5. chassis frame according to claim 3 or 4, characterized in that each end of the rotor shaft (8) via a power transmission device (16) with one of the wheelsets (4,5) is connectable.
    [6]
    6. chassis frame according to claim 2, characterized in that two drive units (6,10) in the cross member (3) are integrated and the power transmission between the longitudinal members (1,2) via the two stator housing (7,11) takes place, each Rotor shaft (8,12) via a power transmission device (16) with one of the wheelsets (4,5) is connectable.
    [7]
    7. chassis frame according to claim 6, characterized in that the two rotor axes (9,13) in the longitudinal direction (14) are offset from each other.
    [8]
    8. chassis frame according to claim 6, characterized in that the two rotor axes (9,13) form a common rotor axis.
    [9]
    9. chassis frame according to one of claims 5 to 8, characterized in that the force transmission means (16) comprise at least one clutch and a transmission.
    [10]
    10. chassis frame according to one of claims 1 to 9, characterized in that each power transmission device (16) comprises a housing, which housing is at least partially integrated in the cross member (3).
    [11]
    11. Chassis frame according to one of claims 1 to 10, characterized in that at least one brake caliper holder (18) for one on a wheel set (4,5) fixed brake disc (20) per wheel set (4,5) is provided, wherein the brake caliper holder ( 18) are attached to the cross member (3).
    [12]
    12. chassis frame according to claim 1, characterized in that the rotor axis (9,13) is aligned parallel to the longitudinal direction (14).
    [13]
    13. Chassis frame according to claim 12, characterized in that two drive units (6,10) in the cross member (3) are integrated and the power transmission between the longitudinal members (1,2) via the two stator housing (7,11), wherein each rotor shaft (8,12) via a power transmission device (16) with one of the wheelsets (4,5) is connectable.
    [14]
    14. Chassis frame according to claim 12, characterized in that the force transmission means (16) comprise at least one propeller shaft and an angle gear (19).
    [15]
    15. Chassis frame according to one of claims 12 to 14, characterized in that at least one brake caliper holder (18) for a to the rotor shaft (8,12) fixed brake disc (20) per rotor shaft (8,12) is provided, wherein the brake caliper holder ( 18) are attached to the cross member (3).
    [16]
    16. chassis frame according to one of claims 1 to 15, characterized in that the connection of the cross member (3) and longitudinal members (1,2) is designed to be flexible in order to lower the forces.
    类似技术:
    公开号 | 公开日 | 专利标题
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    EP0234357A2|1987-09-02|Running gear springing of railway vehicles
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    DE19650913A1|1998-06-10|Driven idler axle
    EP0007021A1|1980-01-23|Drive for rail-guided electric motor vehicle
    AT518045A1|2017-06-15|Chassis frame for a rail vehicle
    EP1532033B1|2009-07-08|Driven bogie for a rail vehicle
    DE2827112C3|1981-08-27|Rail vehicle with gear drive
    DE2910392A1|1980-09-25|Railway vehicle or tram bogie mounting - has mitre gears inside individually driven wheels on rocker arms
    EP1065122B1|2004-02-18|Idler wheel axle for railway vehicles
    WO2018215147A1|2018-11-29|Bogie for a rail vehicle
    DE102017102138A1|2018-08-09|System for connecting a gearbox with a wheel set shaft and arrangement for a bogie for rail vehicles
    DE102005004721A1|2006-07-20|Connection between wheels and frame of steering bogie of rail vehicle comprises of two springs per wheel, whereby at least one of spring contains elastically fitting spring element and sensor device is firmly connected with framework
    EP2939898B1|2020-06-10|Bogie for railway vehicles with three wheel sets
    EP3793879B1|2022-01-26|Wheel set intermediate frame for a rail vehicle
    CH631664A5|1982-08-31|Rail vehicle with bogies having at least two wheel sets
    DE102011002300A1|2012-10-31|Chassis unit for a rail vehicle
    DE102017210478B3|2018-07-26|Railway vehicle
    DE19821688C2|2001-05-31|Brake assembly for rail vehicles
    DE534732C|1931-10-03|Chassis for rail vehicles, especially for tram cars
    DE10208543A1|2003-09-04|Lane change chassis for rail vehicles |
    AT211369B|1960-10-10|Motor bogie for rail vehicles
    AT517180A2|2016-11-15|Chassis frame for a rail vehicle
    EP2398665A1|2011-12-28|Drive device for a vehicle
    DE473789C|1929-03-23|Drive arrangement for electric rail vehicles
    同族专利:
    公开号 | 公开日
    WO2017093094A1|2017-06-08|
    AT518045B1|2021-09-15|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    US463356A|1891-11-17|Electric locomotive |
    US2023756A|1932-04-29|1935-12-10|Timken Axle Co Detroit|Car truck|
    DE721772C|1936-10-30|1942-06-17|Bbc Brown Boveri & Cie|Two-axle frameless motor frame for electrically operated rail vehicles|
    CH226389A|1942-03-02|1943-03-31|Oerlikon Maschf|Motor bogie for electric rail vehicles.|
    CH298368A|1951-12-01|1954-04-30|Schweizerische Lokomotiv|Rail vehicle with at least one two-axle motor bogie.|
    US2903975A|1955-06-07|1959-09-15|Transit Res Corp|Rail truck construction|
    EP0046135A2|1980-08-11|1982-02-17|Siemens Aktiengesellschaft|Drive mechanism for the drive axles of railway vehicles|
    DE2848106A1|1978-11-06|1980-05-14|Thyssen Industrie|ELECTRIC MOTOR GEAR UNIT FOR DRIVING RAIL VEHICLES LIKE TRAMS OR THE LIKE.|
    DE2936771C2|1979-09-12|1982-11-18|Thyssen Industrie Ag, 4300 Essen|Drive bogie for rail vehicles, e.g. trams|
    CH671740A5|1986-04-24|1989-09-29|Sig Schweiz Industrieges|
    FR2635742A1|1988-08-31|1990-03-02|Anf Ind|BOGIE ARTICULATED BIMOTOR FOR RAILWAY VEHICLE|
    FR3014397B1|2013-12-10|2016-01-15|Alstom Transport Sa|ENGINE BOGIE AND VEHICLE COMPRISING SUCH A BOGIE|AT523026A1|2019-09-30|2021-04-15|Siemens Mobility GmbH|Undercarriage for a rail vehicle|
    法律状态:
    优先权:
    申请号 | 申请日 | 专利标题
    ATA51041/2015A|AT518045B1|2015-12-03|2015-12-03|Chassis frame for a rail vehicle|ATA51041/2015A| AT518045B1|2015-12-03|2015-12-03|Chassis frame for a rail vehicle|
    PCT/EP2016/078527| WO2017093094A1|2015-12-03|2016-11-23|Chassis frame for a rail vehicle|
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