JP2007182190A - Mounting structure of vehicle body-truck coupling element in railway vehicle - Google Patents

Mounting structure of vehicle body-truck coupling element in railway vehicle Download PDF

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JP2007182190A
JP2007182190A JP2006002877A JP2006002877A JP2007182190A JP 2007182190 A JP2007182190 A JP 2007182190A JP 2006002877 A JP2006002877 A JP 2006002877A JP 2006002877 A JP2006002877 A JP 2006002877A JP 2007182190 A JP2007182190 A JP 2007182190A
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vehicle body
coupling element
mounting
vehicle
mounting structure
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Katsuyuki Iwasaki
克行 岩▲崎▼
Minoru Nakamura
実 中村
Motosane Hiraishi
元実 平石
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Hitachi Ltd
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Hitachi Ltd
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Abstract

<P>PROBLEM TO BE SOLVED: To enhance durability of a mounting bushing of a vehicle body-truck coupling element in a vehicle in which relative vertical movement between the vehicle body and the truck in inclination or the like of the vehicle body is large. <P>SOLUTION: Mounting height of a yaw damper 23, i.e., the vehicle body-truck coupling element to a mounting part 24A on a vehicle body side is made variable by changing a serration portion, i.e., an engagement portion formed on a gap cylinder 26 with a serration and an engagement position with an engagement portion 25 formed on the mounting part 24A. Since variation of height of the mounting parts 24A, 24B can be absorbed, enhancement of durability of the mounting bushing provided on the end of the yaw damper 23 and prevention of variation with age of vehicle performance can be achieved. Even when a liner is inserted to a vehicle body support part by abrasion of a wheel, a mounting angle of the vehicle body-truck couplinging element is made not to be varied and variation with age of the vehicle performance can be prevented. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

本発明は鉄道車両用台車に関し、特に車体傾斜装置等の搭載により車体−台車間の相対的な上下変位量が大きい車両に取り付けられている車体−台車間結合要素の取付構造に関する。   The present invention relates to a railcar bogie, and more particularly to an attachment structure for a vehicle-to-carriage coupling element attached to a vehicle having a large relative vertical displacement between the carbody and the bogie by mounting a car body tilting device or the like.

鉄道車両の車体−台車間結合要素としては、前後力を伝達する牽引リンク、車体の左右振動を低減する左右動ダンパ、台車蛇行動を抑制するためのヨーダンパなどがある。これらの要素はリンクやダンパの両端にゴム等の緩衝ブッシュ又は球面ブッシュを備え、車体−台車間の相対的な変位を吸収するのが一般的である。   As a coupling element between a vehicle body and a bogie of a railway vehicle, there are a traction link that transmits a longitudinal force, a left-right motion damper that reduces left-right vibration of the vehicle body, a yaw damper that suppresses bogie snake behavior, and the like. Generally, these elements are provided with shock-absorbing bushes such as rubber or spherical bushes at both ends of the link and the damper to absorb relative displacement between the vehicle body and the carriage.

鉄道車両の高速化に伴い、曲線通過速度を向上するために車体傾斜装置を装備する車両がある。このような車体傾斜装置を備える車両においては、車体−台車間の上下方向の変位量が非常に大きくなるため、結合要素の車体や台車への取付部に設けられる緩衝ブッシュの耐久性が著しく低下する、又は上記変位が球面ブッシュの許容変位量を超えるという問題がある。   As the speed of railway vehicles increases, there are vehicles equipped with a vehicle body tilting device in order to improve the curve passing speed. In a vehicle equipped with such a vehicle body tilting device, the vertical displacement between the vehicle body and the carriage becomes very large, so that the durability of the buffer bush provided at the attachment portion of the coupling element to the vehicle body or the carriage is significantly reduced. Or the above displacement exceeds the allowable displacement of the spherical bush.

車輪が摩耗した場合には、車体高さを一定に保つことを目的として車体支持部にライナーを挿入するのが一般的である。この場合には、車体−台車間の相対変位がライナー挿入分だけ更に増大し、このため車体−台車間結合要素の両端に設置されている緩衝ブッシュや球面ブッシュの適用が困難になる、或いはダンパ類については抑制対象である振動方向と取付方向に角度がつき、減衰性能を十分に発揮できなくなるという問題があった。   When the wheels are worn, it is common to insert a liner into the vehicle body support for the purpose of keeping the vehicle body height constant. In this case, the relative displacement between the vehicle body and the carriage further increases by the amount of insertion of the liner, which makes it difficult to apply buffer bushes and spherical bushes installed at both ends of the body-cart carriage coupling element, or a damper. There is a problem that the vibration direction and the mounting direction that are to be suppressed are angled, and the damping performance cannot be sufficiently exhibited.

従来の車体−台車間の結合要素であるヨーダンパ装置の一例を、図３を参照して説明する。図３は、従来技術におけるヨーダンパ装置の構成を示す概略正面図である。（ａ）は通常状態、（ｂ）は取付部１４Ａの上昇状態を示す。車体１１と台車枠１２との間は、車両の姿勢や運転状態に応じて相対的に変位可能である。両者のヨー方向の変位を緩和・制限するため、両者間にヨーダンパ１３が取り付けられている。車体側の取付部１４Ａ、台車側の取付部１４Ｂの高さは、それぞれ車体側と台車側とで固定である。   An example of a conventional yaw damper device that is a coupling element between a vehicle body and a carriage will be described with reference to FIG. FIG. 3 is a schematic front view showing a configuration of a conventional yaw damper device. (A) is a normal state, (b) shows the ascending state of the mounting portion 14A. The vehicle body 11 and the bogie frame 12 can be relatively displaced according to the posture and driving state of the vehicle. In order to mitigate / limit the displacement in the yaw direction, a yaw damper 13 is attached between the two. The heights of the mounting portion 14A on the vehicle body side and the mounting portion 14B on the cart side are fixed on the vehicle body side and the cart side, respectively.

以下、説明を簡潔にするため車体傾斜動作等によって車体側が上昇する場合を考える。車体側の取付部１４Ａの上昇に伴い、取付部１４Ａには角度１５が発生する。車輪摩耗に対応するため、車体支持部にライナーを挿入した場合には、取付部１４Ａには更に角度１６が発生し、ヨーダンパ１３の取付方向は水平ではなくなる。そのため、台車の蛇行動抑制力が低下する。車体傾斜動作等による車体側の取付部１４Ａの上昇（角度１５）と合わせて、取付部１４Ａに発生するトータルの角度は大きなものとなってしまう。   Hereinafter, for the sake of brevity, consider a case where the vehicle body side rises due to a vehicle body tilting operation or the like. As the mounting portion 14A on the vehicle body side rises, an angle 15 is generated in the mounting portion 14A. In order to cope with wheel wear, when a liner is inserted into the vehicle body support portion, an angle 16 is further generated in the attachment portion 14A, and the attachment direction of the yaw damper 13 is not horizontal. Therefore, the snake behavior suppression power of the carriage is reduced. Together with the rise (angle 15) of the mounting portion 14A on the vehicle body side due to the vehicle body tilting operation or the like, the total angle generated in the mounting portion 14A becomes large.

車体−台車間の異常上昇止めを設ける場合において、異常上昇隙間は上記車輪摩耗時のライナー挿入量を加味する必要があるため、ライナー未挿入時には異常上昇隙間が大きくなるという問題がある（特許文献１参照）。これを防止するために異常上昇部のライナー調整を実施する例もあるが、ライナー調整のための作業工数増加の問題が残る。   In the case of providing an abnormal rise stop between the vehicle body and the carriage, the abnormal rise gap needs to take into account the amount of the liner inserted when the wheel is worn. Therefore, there is a problem that the abnormal rise gap becomes large when the liner is not inserted (Patent Document). 1). In order to prevent this, there is an example in which the liner adjustment of the abnormally rising portion is performed, but the problem of an increase in the man-hour for the liner adjustment remains.

このように、従来技術では、車体傾斜装置を搭載した車両においては、車体と台車間結合要素の両端の緩衝ブッシュ又は球面ブッシュヘの負担が大きく、十分な耐久性を確保できない場合がある。また、車体−台車間の減衰要素が発生する減衰力の作用方向が、車輪摩耗状態によって変化するため車両性能が経年で変化してしまうという問題がある。
特開２００２−２４９０４２号公報 As described above, according to the conventional technology, in a vehicle equipped with a vehicle body tilting device, there is a case where the load on the buffer bushes or the spherical bushes at both ends of the coupling element between the vehicle body and the carriage is large and sufficient durability may not be ensured. Moreover, since the acting direction of the damping force generated by the damping element between the vehicle body and the carriage changes depending on the wheel wear state, there is a problem that the vehicle performance changes with time.
JP 2002-249042 A

本発明の目的は、上記課題を解決し、かつ車体−台車分離作業、結合作業時の作業工数を増大させないため、保守コストの低減が可能な鉄道車両を提供することである。   An object of the present invention is to provide a railway vehicle capable of solving the above-described problems and reducing maintenance costs because the number of work steps during the body-cart separation work and the joining work is not increased.

この発明である車体−台車間結合要素の取付構造によれば、前記目的は、両端部に備わるゴム等の弾性材から成るブッシュを介して車体側の取付部と台車側の取付部との間に取り付けられる鉄道車両における車体−台車間結合要素において、前記両取付部の少なくとも一方の高さを可変とすることで実現できる。   According to the mounting structure for the vehicle-to-cart coupling element according to the present invention, the object is between the vehicle-side mounting portion and the cart-side mounting portion via bushes made of an elastic material such as rubber provided at both ends. This can be realized by making the height of at least one of the two attachment portions variable in the body-to-cart coupling element in the railway vehicle attached to the vehicle.

本発明による鉄道車両における車体−台車間結合要素の取付構造によれば、車体−台車間結合要素の取付に際して、車体側の取付部と台車側の取付部の少なくとも一方の高さを可変とすることで、ライナー調整をする場合や車体傾斜装置を搭載した場合でも、車体−台車間結合要素の両端部に設けられる緩衝ブッシュ又は球面ブッシュへの負担を小さくすることができ、耐久性を向上することができる。また、車体−台車間の減衰要素が発生する減蓑力の作用方向が、車輪摩耗状態によって変化することがなく、常に最良の状態で使用することが可能となる。   According to the mounting structure of the vehicle body-to-cart coupling element in the railway vehicle according to the present invention, when mounting the vehicle body to the truck coupling element, the height of at least one of the vehicle body side mounting portion and the cart side mounting portion is variable. This makes it possible to reduce the burden on the buffer bushing or the spherical bushing provided at both ends of the coupling element between the vehicle body and the carriage even when adjusting the liner or mounting the vehicle body tilting device, thereby improving durability. be able to. Further, the direction of action of the reducing force generated by the damping element between the vehicle body and the carriage does not change depending on the wheel wear state, and can always be used in the best state.

以下、図面を参照して、本発明による鉄道車両における車体−台車間結合要素（以下、「結合要素」と略す）の取付構造の実施例について説明する。図１は、本発明による鉄道車両における結合要素の取付構造の一実施例を示す概略正面図である。   Hereinafter, with reference to the drawings, an embodiment of a mounting structure for a vehicle-to-car coupling element (hereinafter abbreviated as “coupling element”) in a railway vehicle according to the present invention will be described. FIG. 1 is a schematic front view showing an embodiment of a coupling element mounting structure in a railway vehicle according to the present invention.

図１に示す結合要素の取付構造は、前記のような問題を防止するために、車体側の取付部２４Ａにセレーションを設け、取付高さを可変とした構造である。車体２１にはセレーション部分２５が設けられており、噛合いスペーサとしてのセレーション付間隔筒２６を介してヨーダンパ２３が取り付けられている。   The attachment structure of the coupling element shown in FIG. 1 is a structure in which the attachment height is variable by providing serrations in the attachment portion 24A on the vehicle body side in order to prevent the above problems. The vehicle body 21 is provided with a serration portion 25, and a yaw damper 23 is attached via a serration-equipped interval cylinder 26 as an engagement spacer.

詳細には、車体側の取付部２４Ａには、結合要素であるヨーダンパ２３が取り付けられる車体２１の取付部２４Ａに噛合い部分としてのセレーション部分２５が形成されている。図２に取付構造の斜視図を示すように、取付部２４Ａには縦方向に長い長孔３０が形成されており、セレーション部分２５は長孔３０の開口周囲に形成されている。セレーション部分２５は、歯のピッチが縦に並ぶ方向に形成されている。   Specifically, the mounting portion 24A on the vehicle body side is formed with a serration portion 25 as a meshing portion with the mounting portion 24A of the vehicle body 21 to which the yaw damper 23 as a coupling element is mounted. As shown in a perspective view of the mounting structure in FIG. 2, a long hole 30 that is long in the vertical direction is formed in the mounting portion 24 </ b> A, and a serration portion 25 is formed around the opening of the long hole 30. The serration portion 25 is formed in a direction in which tooth pitches are arranged vertically.

結合要素２３の端部は、ゴム等の緩衝ブッシュ又は球面ブッシュを備える従来の構造と同じであるので、ここでは詳細に説明しないが、ピン４０の端部４１は取付に関する側面が平面４２，４２（一方のみ図示する）に形成されている。端部４１には、取付ボルト３１を通すために、平面４２，４２に直交する態様で挿通孔４３が形成されている。   Since the end portion of the coupling element 23 is the same as the conventional structure including a buffer bush such as rubber or a spherical bush, the end portion 41 of the pin 40 has flat side surfaces 42 and 42 for mounting, although not described in detail here. (Only one is shown). In the end portion 41, an insertion hole 43 is formed in a manner orthogonal to the flat surfaces 42, 42, in order to pass the mounting bolt 31.

取付部２４Ａとピン４０の端部４１との間に介装されるセレーション付間隔筒２６は、高さの低い円筒体であり、中心部分には取付ボルト３１を通すため挿通孔３４が形成されている。セレーション付間隔筒２６のセレーション部分２５に対面する側には、互いに噛み合い可能な噛合い部分として、セレーション部分２５の歯と相補的なセレーション部分３５が形成されている。長孔３０、挿通孔３４、挿通孔４３を挿通した取付ボルト３１の雄ねじ部３３にナット３６をねじ込むことにより、取付ボルト３１の頭部３２とナット３６との間で、取付部２４Ａとセレーション付間隔筒２６とが締めつけられる。取付部２４Ａとセレーション付間隔筒２６とは、この締付けによって、それぞれのセレーション部分２５とセレーション部分３５とが噛み合った状態で取り付けられるので、高さ方向に拘束されてズレることがない。   The serrated spacing cylinder 26 interposed between the mounting portion 24A and the end portion 41 of the pin 40 is a cylindrical body having a low height, and an insertion hole 34 is formed in the center portion for passing the mounting bolt 31. ing. A serration portion 35 complementary to the teeth of the serration portion 25 is formed on the side facing the serration portion 25 of the interval cylinder with serration 26 as a meshing portion that can mesh with each other. By screwing the nut 36 into the male threaded portion 33 of the mounting bolt 31 inserted through the long hole 30, the insertion hole 34, and the insertion hole 43, the mounting portion 24 </ b> A and serrations are provided between the head 32 of the mounting bolt 31 and the nut 36. The spacing tube 26 is tightened. The attachment portion 24A and the serration-equipped spacing cylinder 26 are attached in a state in which the serration portions 25 and the serration portions 35 are engaged with each other by this tightening, so that the attachment portions 24A and the serration portions 26 are restrained in the height direction and are not displaced.

車輪摩耗により車体支持部にライナーを挿入した場合には、図１（ａ）に示す状態から、図１（ｂ）に示すようにセレーション部分２５とセレーション部分３５との噛合い位置を挿入ライナー量の分だけ下げることで、ヨーダンパ２３の取付方向を常に水平に保つことができる。したがって、台車蛇行動抑制力が低下することはない。取付部２４Ａには、車体支持部にライナーを挿入することによる角度は発生しないため、取付部２４Ａを構成する緩衝ブッシュ又は球面ブッシュの耐久性を向上することができる。   When the liner is inserted into the vehicle body support portion due to wheel wear, the engagement position of the serration portion 25 and the serration portion 35 is changed from the state shown in FIG. 1 (a) to the amount of the inserted liner as shown in FIG. 1 (b). By lowering by this amount, the mounting direction of the yaw damper 23 can always be kept horizontal. Therefore, the trolley snake behavior suppressing power does not decrease. Since the mounting portion 24A does not generate an angle caused by inserting a liner into the vehicle body support portion, the durability of the buffer bush or the spherical bush constituting the mounting portion 24A can be improved.

この取付構造においても、ヨーダンパ２３の取外しの際には、取付ボルト３１を取外すことで、上記セレーション付き間隔筒２６も同時に分離するため、従来の取付取外し作業工数を増大させることがない。上記取付部２４Ａの高さを可変とする方式はセレーション方式でなくとも、例えば凹凸部のような噛合い位置が変更可能なものでもよく、また台車側取付位置２４Ｂで、または車体側取付位置２４Ａと台車側取付位置２４Ｂの双方で実施しても良い。   Also in this mounting structure, when the yaw damper 23 is removed, the mounting bolt 31 is removed, so that the spacing cylinder 26 with serration is also separated at the same time, so that the conventional mounting and removal man-hours are not increased. The method of making the height of the mounting portion 24A variable is not the serration method, but may be one in which the meshing position such as the concavo-convex portion can be changed, or at the carriage side mounting position 24B or the vehicle body side mounting position 24A. It may be carried out at both the trolley side mounting position 24B.

本発明の草体一台車間結合要素の取付構造の一実施例を示す説明図である。It is explanatory drawing which shows one Example of the attachment structure of the coupling | bonding element between the one body vehicles of this invention. 図１に示す取付構造の分解斜視図である。It is a disassembled perspective view of the attachment structure shown in FIG. 従来技術における車体−台車間結合要素の取付説明図である。It is attachment explanatory drawing of the coupling element between a vehicle body and a trolley | bogie in a prior art.

符号の説明Explanation of symbols

１１…車体、１２…台車枠、１３…車体−台車間結合要素（ヨーダンパ）、１４Ａ…車体側取付位置、１４Ｂ‥・台車側取付位置、１５…車体傾斜動作等により取付部に発生する角度、１６・・・車体支持部へのライナー挿入により取付部に発生する角度、２１…車体、２２…台車枠、２３…車体−台車間結合要素（ヨーダンパ）、２４Ａ…車体側取付位置、２４Ｂ…台車側取付位置、２５…セレーション部分、２６…セレーション付間隔筒、３０…長孔、３１…取付ボルト、３２…頭部、３３…雄ねじ部、３４…挿通孔、３５…セレーション部分、３６…ナット、４０…ピン、４１…端部、４２…平面、４３…挿通孔   DESCRIPTION OF SYMBOLS 11 ... Vehicle body, 12 ... Carriage frame, 13 ... Body-to-carriage coupling element (yaw damper), 14A ... Car body side mounting position, 14B ... Carriage side mounting position, 15 ... Angle generated in the mounting part due to vehicle body tilting operation, etc. 16 ... An angle generated in the attachment portion by inserting the liner into the vehicle body support portion, 21 ... vehicle body, 22 ... cart frame, 23 ... body-to-car coupling element (yaw damper), 24A ... vehicle body side attachment position, 24B ... cart Side mounting position, 25 ... serration portion, 26 ... spacing cylinder with serration, 30 ... long hole, 31 ... mounting bolt, 32 ... head, 33 ... male screw portion, 34 ... insertion hole, 35 ... serration portion, 36 ... nut, 40 ... pin, 41 ... end, 42 ... plane, 43 ... insertion hole

Claims (5)

両端部に備わるゴム等の弾性材から成るブッシュを介して車体側の取付部と台車側の取付部との間に取り付けられる鉄道車両における車体−台車間結合要素において、
前記両取付部の高さの少なくとも一方を可変とすること、
を特徴とする車体−台車間結合要素の取付構造。 In a vehicle-to-cart coupling element in a railway vehicle that is mounted between a vehicle-body-side mounting portion and a cart-side mounting portion via a bush made of an elastic material such as rubber provided at both ends,
Making at least one of the heights of the two attachment portions variable,
A mounting structure of a coupling element between a vehicle body and a carriage characterized by the above. 請求項１に記載の車体−台車間結合要素の取付構造において、
高さが可変とされた前記取付部と前記結合要素の前記端部とには、高さ方向に噛合い位置が変更可能な噛合い部分が形成されており、前記両噛合い部分の噛合い位置を変更することで前記取付部の高さが変更可能であること、
を特徴とする車体−台車間結合要素の取付構造。 In the mounting structure of the coupling element between the vehicle body and the carriage according to claim 1,
The attachment portion whose height is variable and the end portion of the coupling element are formed with a meshing portion whose meshing position can be changed in the height direction. The height of the mounting part can be changed by changing the position,
A mounting structure of a coupling element between a vehicle body and a carriage characterized by the above. 請求項２に記載の車体−台車間結合要素の取付構造において、
前記噛合い部分が形成されている前記取付部と前記結合要素の前記端部との間には噛合いスペーサが介装されており、前記噛合いスペーサには、前記取付部に対面する側に、前記噛合い部分と噛合可能な噛合い部分が形成されていること、
を特徴とする車体−台車間結合要素の取付構造。 In the mounting structure of the vehicle body-dolly coupling element according to claim 2,
A meshing spacer is interposed between the mounting part where the meshing part is formed and the end of the coupling element, and the meshing spacer is located on the side facing the mounting part. A meshing portion that can mesh with the meshing portion is formed;
A mounting structure of a coupling element between a vehicle body and a carriage characterized by the above. 請求項３に記載の車体−台車間結合要素の取付構造において、
前記噛合い部分は高さ方向に歯が並ぶセレーション部分であること、
を特徴とする車体−台車間結合要素の取付構造。 In the mounting structure of the coupling element between the vehicle body and the carriage according to claim 3,
The meshing part is a serration part in which teeth are arranged in the height direction;
A mounting structure of a coupling element between a vehicle body and a carriage characterized by the above. 請求項２又は３に記載の車体−台車間結合要素の取付構造において、
前記結合要素の前記端部と前記噛合いスペーサとにはそれぞれ取付ボルトが挿通される挿通孔が形成されており、
前記噛合い部分が形成されている前記取付部には前記取付ボルトが挿通される高さ方向に長い長孔が形成されており、
前記結合要素の前記端部、前記噛合いスペーサ及び前記取付部は、前記取付ボルトと当該取付ボルトに螺合されるナットとにより締め付けて取り付けられること、
を特徴とする車体−台車間結合要素の取付構造。 In the mounting structure of the coupling element between the vehicle body and the carriage according to claim 2 or 3,
Insertion holes through which mounting bolts are respectively inserted are formed in the end portion of the coupling element and the meshing spacer,
A long hole in the height direction through which the mounting bolt is inserted is formed in the mounting portion where the meshing portion is formed,
The end portion of the coupling element, the engagement spacer, and the attachment portion are attached by being tightened by the attachment bolt and a nut that is screwed to the attachment bolt,
A mounting structure of a coupling element between a vehicle body and a carriage characterized by the above.
JP2006002877A 2006-01-10 2006-01-10 Mounting structure of vehicle body-truck coupling element in railway vehicle Pending JP2007182190A (en)

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Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
KR101230960B1 (en) * 2010-12-07 2013-02-07 서울메트로 a device for stopper the lifting of rolling stock
KR101236535B1 (en) 2011-02-14 2013-02-28 주식회사 우진산전 Monorail bogie assay with yawing preventing means
WO2017179480A1 (en) * 2016-04-12 2017-10-19 株式会社日立製作所 Railcar

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US4032017A (en) * 1975-04-29 1977-06-28 Southern Railway Company Adjustable bracket assembly for a rail car coupler
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JPH02105068A (en) * 1988-10-14 1990-04-17 Toshiba Corp Optical applied current transformer
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Publication number Priority date Publication date Assignee Title
US3987907A (en) * 1975-04-29 1976-10-26 Southern Railway Company Adjustable bracket assembly for a rail car coupler
US4032017A (en) * 1975-04-29 1977-06-28 Southern Railway Company Adjustable bracket assembly for a rail car coupler
JPS6117708B2 (en) * 1978-09-27 1986-05-08 Hitachi Ltd
JPS56102269A (en) * 1980-01-11 1981-08-15 Honkon San Rii Toreedeingu Co Car of toy
JPH01186466A (en) * 1988-01-20 1989-07-25 Hitachi Ltd Transverselly movable damper installation structure for car body supporting device
JPH02105068A (en) * 1988-10-14 1990-04-17 Toshiba Corp Optical applied current transformer
JP2002249042A (en) * 2001-02-27 2002-09-03 East Japan Railway Co Traction device for bolster-less truck for rolling stock

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
KR101230960B1 (en) * 2010-12-07 2013-02-07 서울메트로 a device for stopper the lifting of rolling stock
KR101236535B1 (en) 2011-02-14 2013-02-28 주식회사 우진산전 Monorail bogie assay with yawing preventing means
WO2017179480A1 (en) * 2016-04-12 2017-10-19 株式会社日立製作所 Railcar
JPWO2017179480A1 (en) * 2016-04-12 2019-02-21 株式会社日立製作所 Railway vehicle

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