JPH03178862A - Wheel load fluctuation preventing method for rolling stock - Google Patents
Wheel load fluctuation preventing method for rolling stockInfo
- Publication number
- JPH03178862A JPH03178862A JP32026789A JP32026789A JPH03178862A JP H03178862 A JPH03178862 A JP H03178862A JP 32026789 A JP32026789 A JP 32026789A JP 32026789 A JP32026789 A JP 32026789A JP H03178862 A JPH03178862 A JP H03178862A
- Authority
- JP
- Japan
- Prior art keywords
- air
- internal pressure
- differential pressure
- air springs
- spring
- 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.)
- Pending
Links
- 238000000034 method Methods 0.000 title claims description 7
- 238000005096 rolling process Methods 0.000 title 1
- 230000001105 regulatory effect Effects 0.000 claims abstract description 29
- 230000007704 transition Effects 0.000 abstract description 6
- 238000010586 diagram Methods 0.000 description 6
- 230000003247 decreasing effect Effects 0.000 description 3
- 206010012411 Derailment Diseases 0.000 description 2
- 230000002265 prevention Effects 0.000 description 2
- 230000000694 effects Effects 0.000 description 1
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- Vehicle Body Suspensions (AREA)
Abstract
Description
【発明の詳細な説明】
産業上の利用分野
この発明は、空気ばね付き台車を有する鉄道車両が緩和
曲線で発生する輪重変動を防止するための輪重変動防止
方法に関する。DETAILED DESCRIPTION OF THE INVENTION Field of the Invention The present invention relates to a method for preventing wheel load fluctuations that occur on a transition curve of a railway vehicle having an air spring bogie.
従来技術
空気ばねを有する鉄道車両は、その時々の荷重に対応し
て圧縮空気量を自動的に調整して、車体の高さを一定に
保つためにリンクとレベリングバルブを組合せた自動高
さ調整装置を備えている。Conventional technology Railway vehicles with air springs use automatic height adjustment that combines links and leveling valves to automatically adjust the amount of compressed air according to the load at the time and maintain a constant height of the car body. Equipped with equipment.
また、左右の空気ばね内圧に大幅の差が生じた際に、左
右空気ばねの内圧を均等に保つための差圧調整弁が、左
右空気ばねの間に設けられている。Moreover, a differential pressure regulating valve is provided between the left and right air springs to maintain the internal pressures of the left and right air springs equal when a large difference occurs between the internal pressures of the left and right air springs.
しかし、鉄道車両が曲線路の緩和曲線、すなわちカント
逓減区間で停車した場合は、自動高さ調整装置の機能に
より、空気ばね高さを一定に保］、１′しようとする。However, when the railway vehicle stops at a gradual curve of a curved road, that is, a cant decreasing section, the automatic height adjustment device functions to maintain the air spring height at a constant level.
このとき、第６図に示すように、車体（１３）の前部は
カント小の位置にいる後台車（１２）の影響を受けて時
計方向のモーメントが生じる。また、車体の後部は、カ
ント大の位置にいる前台車（１１）の影響を受けて反時
計方向のモーメントが生じる。このように、前後の台車
は、車体を逆方向に回転させようとするが、車体のねじ
り剛性が大きいため、前後台車で発生するモーメントの
つり合う位置で車体は停止する。At this time, as shown in FIG. 6, the front portion of the vehicle body (13) is influenced by the rear bogie (12) in the small cant position, and a clockwise moment is generated. Further, the rear part of the vehicle body is influenced by the front bogie (11) located at a large cant position, and a counterclockwise moment is generated. In this way, the front and rear bogies try to rotate the car body in opposite directions, but because the torsional rigidity of the car body is large, the car body stops at a position where the moments generated by the front and rear bogies are balanced.
この状態では、前台車と後台車の空気ばね高さは、いず
れも制御目標値からずれているため、自動高さ調整装置
の給排気は続いており、それによって車体の対角線上に
ある空気ばねの内圧に差が生じる。In this state, the air spring heights of the front bogie and the rear bogie both deviate from the control target values, so the automatic height adjustment device continues to supply and exhaust the air springs on the diagonal of the car body. A difference occurs in the internal pressure of the
この対角線上にある空気ばね内圧の差により、各車輪が
負担する荷重が不均一となる。その結果一方の対角線上
にある空気ばねの内圧は高く、他方の対角線上にある空
気ばねの内圧は低くなる。Due to this difference in the internal pressures of the air springs on the diagonal lines, the load borne by each wheel becomes uneven. As a result, the internal pressure of the air springs on one diagonal line is high, and the internal pressure of the air springs on the other diagonal line is low.
そのため、輪重変動が発生し、内圧の低い空気ばね側に
ある車輪には、輪重法は現象が起こる。この輪重変動が
大きいと、車両の再起動時に脱線する恐れがある。Therefore, wheel load fluctuations occur, and a phenomenon occurs in the wheel load method for wheels located on the air spring side where the internal pressure is low. If this wheel load fluctuation is large, there is a risk of derailment when the vehicle is restarted.
発明が解決しようとする課題
上記のごとく、従来の空気ばね付き台車を有する鉄道車
両は、台車に自動高さ調整装置と左右空気ばねの内圧を
均等に保つ差圧調整弁を有しており、各台車個別に左右
空気ばねの内圧を調整することはできるが、前後台車間
での内圧は調整できず、緩和曲線では車体の対角線上の
内圧差が発生するため、輪重変動を防止することはでき
なかった。Problems to be Solved by the Invention As mentioned above, a conventional railway vehicle having a bogie with air springs has an automatic height adjustment device and a differential pressure regulating valve that keeps the internal pressure of the left and right air springs equal. Although it is possible to adjust the internal pressure of the left and right air springs for each bogie individually, it is not possible to adjust the internal pressure between the front and rear bogies, and in a transition curve, a difference in internal pressure occurs on the diagonal of the car body, so wheel load fluctuations can be prevented. I couldn't.
この発明は、緩和曲線における輪重変動の発生を防止し
、緩和曲線に停車した車両が再起動する際の脱線防止を
目的とした鉄道車両の輪重変動防止方法を提供するもの
である。The present invention provides a method for preventing wheel load fluctuations in a railway vehicle, which is aimed at preventing wheel load fluctuations on a transition curve and preventing derailment when a vehicle stopped on a transition curve restarts.
課題を解決するための手段
上記目的を達成するため、この発明の鉄道車両の輪重変
動防止方法は、左右空気ばねの内圧差により開く差圧調
整弁Ａを有する空気管で左右空気ばね間を接続した鉄道
車両において、前後台車の同じ側にある前後空気ばねの
内圧差により開く差圧調整弁Ｂを有する空気管で車両の
左右側それぞれの前後空気ばね間を接続し、前後台車の
同じ側にある一方の空気ばね内圧が他方の空気ばね内圧
より高いとき上記差圧調整弁Ｂが開き、前後台車の同じ
側の前後空気ばねが連通して空気ばねの内圧差を解消す
る。Means for Solving the Problems In order to achieve the above-mentioned object, the method for preventing wheel load fluctuations in a railway vehicle of the present invention connects the left and right air springs between the left and right air springs with an air pipe having a differential pressure regulating valve A that opens due to the internal pressure difference between the left and right air springs. In the connected railway vehicles, connect the front and rear air springs on the left and right sides of the vehicle with an air pipe that has a differential pressure adjustment valve B that opens due to the internal pressure difference between the front and rear air springs on the same side of the front and rear bogies, and When the internal pressure of one air spring is higher than the internal pressure of the other air spring, the differential pressure regulating valve B opens, and the front and rear air springs on the same side of the front and rear trucks communicate with each other to eliminate the difference in internal pressure of the air springs.
なお、差圧調整弁Ｂの設定差圧ΔＰ、は差圧調整弁Ａの
設定差圧ΔＰＩより小さく設定することができる。Note that the set differential pressure ΔP of the differential pressure regulating valve B can be set smaller than the set differential pressure ΔPI of the differential pressure regulating valve A.
作 用
この発明による輪重変動防止装置を設けた鉄道車両は、
緩和曲線に停車して、車体の前部と後部に逆向きのモー
メントが働き、左右空気ばＩコの一方の対角線上にある
空気ばね内圧が他方の対角線上にある空気ばね内圧より
高い場合には、左右の差圧調整弁Ｂがともに開き、同じ
側の空気ばね間が連通し内圧の高い空気ばね側から内圧
の低い空気ばね側へ圧縮空気が流れ、前後および左右空
気ばね間の内圧差が解消する。その結果、前後台車の各
空気ばねの内圧は均等となり、輪重変動は防止される。Function: The railway vehicle equipped with the wheel load fluctuation prevention device according to the present invention has the following features:
When the vehicle is stopped on a transition curve, opposite moments act on the front and rear of the vehicle, and the internal pressure of the air spring on one diagonal of the left and right air springs I is higher than the internal pressure of the air spring on the other diagonal. In this case, both the left and right differential pressure adjustment valves B open, the air springs on the same side are communicated, and compressed air flows from the air spring side with higher internal pressure to the air spring side with lower internal pressure, and the internal pressure difference between the front and rear and left and right air springs is is resolved. As a result, the internal pressures of the air springs of the front and rear bogies become equal, and wheel load fluctuations are prevented.
なお設定差圧を△Ｐ！く△Ｐ、と規制することにより、
従来の差圧調整弁Ａのみによるときの１車両内の空気ば
ね内圧の最大値と最小値の差２ΔＰ＋を差圧調整弁Ｂも
用いることによって２ΔＰ＋と縮小することができ輪重
変動を従来と比較して小さく押さえることが可能となる
。In addition, the set differential pressure is △P! By regulating ku△P,
By also using differential pressure regulating valve B, the difference 2ΔP+ between the maximum and minimum air spring internal pressures in one vehicle when using only the conventional differential pressure regulating valve A can be reduced to 2ΔP+, and wheel load fluctuations can be reduced compared to the conventional one. It is possible to keep it small in comparison.
実施例 この発明の実施例を図面に基いて説明する。Example Embodiments of this invention will be described based on the drawings.
第１図は、この発明を実施するための輪重変動機構を有
する前台車（１１）の空気ばね（１） （２＞と後台車
（１２）の空気ばね（３）（４）と圧力空気の通路を示
したものである。Figure 1 shows the air springs (1) (2) of the front truck (11) having a wheel load variation mechanism for carrying out the present invention, the air springs (3) (4) of the rear truck (12), and the pressure air This shows the passage.
なお、前台車（１１〉の空気ばね（１） （２）および
接台。In addition, the air springs (1) (2) and the mounting base of the front bogie (11).
車（１２）の空気ばね（３）（４）は、いずれも元空気
溜に配管で接続された給気弁（図面省略）と、他に排気
管に設けた排気弁（図面省略）および高さ調整装置（１
０）が設けられている。また、左右空気ばねの内圧を均
等に保つため差圧調整弁Ａ（７）を有する空気管（８）
で左右空気ばねの間を接続している。The air springs (3) and (4) of the car (12) both have an air supply valve (not shown) connected to the source air reservoir via piping, an exhaust valve (not shown in the drawing) installed in the exhaust pipe, and a high Adjustment device (1
0) is provided. In addition, the air pipe (8) has a differential pressure regulating valve A (7) to keep the internal pressure of the left and right air springs equal.
This connects the left and right air springs.
そして、前台車（１１）と後台車（１２）の同じ側にあ
る前後の空気ばね（１）と（３）および（２）と（４）
の間に輪重変動の発生を防止するための差圧調整弁Ｂ（
５）を有する空気管（６）で接続する。And the front and rear air springs (1) and (3) and (2) and (4) on the same side of the front truck (11) and the rear truck (12)
Differential pressure regulating valve B (to prevent wheel load fluctuations during
5) with an air pipe (6).
上記差圧調整弁Ａ、Ｂは第２図に示すように、弁本体内
にばねに押圧されて互いに逆向きに一方向のみに開く弁
（９−１） （９−２）を設けた公知の構造からなる。As shown in FIG. 2, the differential pressure regulating valves A and B are known in the art, in which valves (9-1) and (9-2) are provided in the valve body that are pressed by a spring and open only in one direction in opposite directions. It consists of the structure of
そして、差圧調整弁Ａは、左右空気ばね（１） （２）
あるいは（３）（４）の差圧が設定差圧△Ｐ、を超えた
とき開くように、ばねの押圧力が設定されている。The differential pressure regulating valve A has left and right air springs (1) (2)
Alternatively, the pressing force of the spring is set so that it opens when the differential pressure in (3) and (4) exceeds the set differential pressure ΔP.
また、同様に差圧調整弁Ｂは、車体の同じ側にある前後
の空気ばね（１）と（３）あるいは（２）と（４）の差
圧が設定差圧ΔＰ、を超えたとき開くように、ばねの押
圧力が設定されている。Similarly, the differential pressure regulating valve B opens when the differential pressure between the front and rear air springs (1) and (3) or (2) and (4) on the same side of the vehicle body exceeds the set differential pressure ΔP. The pressing force of the spring is set as follows.
なお、差圧調整弁Ｂは、カント逓減区間において前後台
車の一方の対角線上にある空気ばねの内圧が、他方の対
角線上にある空気ばねの内圧より大きくなったとき輪重
変動を低く押さえるため、差圧調整弁Ｂの設定差圧ΔＰ
！は差圧調整弁Ａの設定差圧△Ｐ＋より小さくすること
が望ましい。The differential pressure regulating valve B is used to suppress wheel load fluctuations when the internal pressure of the air spring on one diagonal of the front and rear bogies becomes greater than the internal pressure of the air spring on the other diagonal in the cant decreasing section. , set differential pressure ΔP of differential pressure regulating valve B
! is preferably smaller than the set differential pressure ΔP+ of the differential pressure regulating valve A.
前台車（１１）の空気ばね（１） （２）と後台車（１
２）の空気ばね（３）（４）の夫々の内圧をＰＩ Ｐ富
、Ｐ２、Ｐ４としたとき、第６図に示すように、カント
逓減区間において前台車（１１〉と後台車（１２）に互
いに逆向きのモーメントが働けば、その際の各空気ばね
の内圧は、例えば第３図に示すように、Ｐ＋とＰ４が低
く、Ｐ！とＰｌが高い。この場合、
Ｐｇ Ｐ４＞△Ｐ！であれば、空気ばね（２〉がら空
気ばね（４）へ、またＰｓＰ＋＞△ｐｔであれば空気ば
ね（３）がら空気ばね（１）へ圧力空気が流れるように
左右側の差圧調整弁Ｂが開き、空気ばねの内圧差は解消
する。Air springs (1) (2) of the front truck (11) and the rear truck (1)
When the internal pressures of the air springs (3) and (4) in 2) are defined as PIP, P2, and P4, as shown in Fig. 6, the front bogie (11〉) and the rear bogie (12) If opposite moments act on , the internal pressure of each air spring at that time will be, for example, as shown in Fig. 3, P+ and P4 are low and P! and Pl are high. In this case, Pg P4>△P If !, adjust the differential pressure on the left and right sides so that pressurized air flows from the air spring (2> to the air spring (4), and if PsP+>△pt, from the air spring (3) to the air spring (1). Valve B opens and the internal pressure difference in the air spring is eliminated.
なお、カント区間においては、前後台車の対角線上にあ
る空気ばねの内圧には内圧差が生じないため、差圧調整
弁Ｂは作用しない。Note that in the cant section, there is no difference in internal pressure between the air springs located on the diagonal line of the front and rear bogies, so the differential pressure regulating valve B does not act.
しかし、車両がカント区間に停車した際は、第５図ａ、
ｂに示すように、前台車（１１）と後台車（１２）は、
ともに同じ方向のモーメントが生じ、例えば第４図に示
すように、内軟側の空気ばね（１）（３）の内圧Ｐ１．
Ｐｓは高く、外軌側の空気ばね（２）（４）の内圧Ｐ！
、Ｐ４は小さくなる。この際は、差圧調整弁Ａが開き、
左右空気ばねの内圧が均等になるように内圧調整が行わ
れる。However, when the vehicle stops in the cant section, Figure 5a,
As shown in b, the front truck (11) and the rear truck (12) are
A moment is generated in both the same direction, and as shown in FIG. 4, for example, the internal pressure P1.
Ps is high, and the internal pressure P of the air springs (2) and (4) on the outer track side!
, P4 becomes smaller. At this time, differential pressure regulating valve A opens,
Internal pressure adjustment is performed so that the internal pressures of the left and right air springs are equal.
発明の効果
この発明は、鉄道車両の前後台車の同じ側にある前後空
気ばね間を差圧調整弁を有する空気管で接続し、鉄道車
両がカント逓減区間にあり、前後台車の同じ側にある空
気ばねの内圧に差が生じたとき、上記差圧調整弁が開き
、各空気ばねの内圧が均等になるように、圧縮空気が移
動するから、輪重変動の発生を防止することができる。Effects of the Invention This invention connects the front and rear air springs on the same side of the front and rear bogies of a railway vehicle with an air pipe having a differential pressure regulating valve. When a difference occurs in the internal pressures of the air springs, the differential pressure regulating valve opens and compressed air is moved so that the internal pressures of each air spring are equalized, thereby preventing wheel load fluctuations from occurring.
第１図はこの発明の方法を実施するための輪重変動防止
機構を有する前後台車の空気ばねと圧力空気の通路を示
す説明図、第２図は第１図において用いた差圧調整弁の
機構を示す断面図、第３図は鉄道車両がカント逓減区間
にある際の空気ばね内圧の高低を示す説明図、第４図は
鉄道車両がカント区間にある際の空気ばね内圧の高低を
示す説明図、第５図は鉄道車両がカント区間にある際の
前台車（ａ図）と後台車（ｂ図）に働くモーメントを示
す説明図、第６図は鉄道車両がカント逓減区間内にある
際、車体の前部と後部に発生するモーメントを示す説明
図であり、ａ図はカント逓減区間と車体との関係を、ｂ
図は車体前部のモーメントを、Ｃ図は車体後部のモーメ
ントを、それぞれ示す。
１．２．３．４・・・空気ばね
５・・・差圧調整弁穴 ６．８・・・空気管７・・
・差圧調整弁Ｂ
９−１．９−２・・・弁
１１・・・前台車 １２・・・後台車１３・
・・車体FIG. 1 is an explanatory diagram showing the air springs and pressure air passages of front and rear trucks having a wheel load fluctuation prevention mechanism for carrying out the method of the present invention, and FIG. A cross-sectional view showing the mechanism, Figure 3 is an explanatory diagram showing the level of internal pressure of the air spring when the railway vehicle is in the cant decreasing section, and Figure 4 shows the level of internal pressure of the air spring when the railway vehicle is in the cant section. An explanatory diagram, Figure 5 is an explanatory diagram showing the moment acting on the front bogie (Figure a) and rear bogie (Figure B) when the railway vehicle is in the cant section, and Figure 6 is an explanatory diagram showing the moment acting on the front bogie (Figure a) and the rear bogie (Figure b) when the railway vehicle is in the cant section. Fig. 2 is an explanatory diagram showing the moments generated at the front and rear parts of the vehicle body when the vehicle is moving.
The figure shows the moment at the front of the vehicle body, and the figure C shows the moment at the rear of the vehicle body. 1.2.3.4...Air spring 5...Differential pressure adjustment valve hole 6.8...Air pipe 7...
・Differential pressure regulating valve B 9-1.9-2... Valve 11... Front truck 12... Rear truck 13.
・Car body
Claims (1)
差圧調整弁Ａを有する空気管で左右空気ばね間を接続し
た空気ばね付き台車を有する鉄道車両において、前後台
車の同じ側の内圧差が設定差圧を超えたとき開く差圧調
整弁Ｂを有する空気管で車両の左右側それぞれの前後空
気ばね間を接続し、前後台車の同じ側にある一方の空気
ばね内圧が他方の空気ばね内圧より高いとき上記差圧調
整弁Ｂが開き、前後台車の同じ側の前後空気ばねが連通
して空気ばね内圧差を解消する鉄道車両の輪重変動防止
方法。 ２ 差圧調整弁Ｂの設定差圧ΔＰ＿２が差圧調整弁Ａの
設定差圧ΔＰ＿１より小さいことを特徴とする請求項１
記載の鉄道車両の輪重変動防止方法。[Scope of Claims] 1. In a railway vehicle having a bogie with an air spring in which the left and right air springs are connected by an air pipe having a differential pressure regulating valve A that opens when the internal pressure difference between the left and right air springs exceeds a set differential pressure, An air pipe with a differential pressure regulating valve B that opens when the internal pressure difference on the same side of the bogie exceeds the set differential pressure connects the front and rear air springs on the left and right sides of the vehicle, and connects the front and rear air springs on the same side of the front and rear bogies. When the internal pressure of a spring is higher than the internal pressure of the other air spring, the differential pressure regulating valve B opens, and the front and rear air springs on the same side of the front and rear bogies communicate with each other to eliminate the difference in air spring internal pressure. 2 Claim 1 characterized in that the set differential pressure ΔP_2 of the differential pressure regulating valve B is smaller than the set differential pressure ΔP_1 of the differential pressure regulating valve A.
The described method for preventing wheel load fluctuations in railway vehicles.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP32026789A JPH03178862A (en) | 1989-12-07 | 1989-12-07 | Wheel load fluctuation preventing method for rolling stock |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP32026789A JPH03178862A (en) | 1989-12-07 | 1989-12-07 | Wheel load fluctuation preventing method for rolling stock |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JPH03178862A true JPH03178862A (en) | 1991-08-02 |
Family
ID=18119599
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP32026789A Pending JPH03178862A (en) | 1989-12-07 | 1989-12-07 | Wheel load fluctuation preventing method for rolling stock |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPH03178862A (en) |
Cited By (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2007269076A (en) * | 2006-03-30 | 2007-10-18 | Sumitomo Metal Ind Ltd | Height adjusting device of air spring for rolling stock |
| WO2014010624A1 (en) * | 2012-07-13 | 2014-01-16 | 川崎重工業株式会社 | Vehicle body support device and railroad vehicle |
| WO2016088806A1 (en) * | 2014-12-05 | 2016-06-09 | 新日鐵住金株式会社 | Railway vehicle |
| CN106740251A (en) * | 2016-12-09 | 2017-05-31 | 中车株洲电力机车有限公司 | A kind of magnetic-levitation train and its hydraulic pilot device, guidance method |
| CN110641499A (en) * | 2019-10-16 | 2020-01-03 | 中车唐山机车车辆有限公司 | Curve turning control method, curve turning control device and rail vehicle |
-
1989
- 1989-12-07 JP JP32026789A patent/JPH03178862A/en active Pending
Cited By (13)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2007269076A (en) * | 2006-03-30 | 2007-10-18 | Sumitomo Metal Ind Ltd | Height adjusting device of air spring for rolling stock |
| US9932050B2 (en) | 2012-07-13 | 2018-04-03 | Kawasaki Jukogyo Kabushiki Kaisha | Carbody support device and railway vehicle |
| WO2014010624A1 (en) * | 2012-07-13 | 2014-01-16 | 川崎重工業株式会社 | Vehicle body support device and railroad vehicle |
| CN104428185A (en) * | 2012-07-13 | 2015-03-18 | 川崎重工业株式会社 | Vehicle body support device and railroad vehicle |
| JP5897128B2 (en) * | 2012-07-13 | 2016-03-30 | 川崎重工業株式会社 | Car body support device and railway vehicle |
| US10464582B2 (en) | 2012-07-13 | 2019-11-05 | Kawasaki Jukogyo Kabushiki Kaisha | Carbody support device and railway vehicle |
| US10464581B2 (en) | 2012-07-13 | 2019-11-05 | Kawasaki Jukogyo Kabushiki Kaisha | Carbody support device and railway vehicle |
| CN107000768A (en) * | 2014-12-05 | 2017-08-01 | 新日铁住金株式会社 | Rail truck |
| JPWO2016088806A1 (en) * | 2014-12-05 | 2017-08-10 | 新日鐵住金株式会社 | Railway vehicle |
| CN107000768B (en) * | 2014-12-05 | 2019-10-29 | 日本制铁株式会社 | Rail truck |
| WO2016088806A1 (en) * | 2014-12-05 | 2016-06-09 | 新日鐵住金株式会社 | Railway vehicle |
| CN106740251A (en) * | 2016-12-09 | 2017-05-31 | 中车株洲电力机车有限公司 | A kind of magnetic-levitation train and its hydraulic pilot device, guidance method |
| CN110641499A (en) * | 2019-10-16 | 2020-01-03 | 中车唐山机车车辆有限公司 | Curve turning control method, curve turning control device and rail vehicle |
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