JPS6374766A - Steering gear for four wheel truck - Google Patents
Steering gear for four wheel truckInfo
- Publication number
- JPS6374766A JPS6374766A JP21981986A JP21981986A JPS6374766A JP S6374766 A JPS6374766 A JP S6374766A JP 21981986 A JP21981986 A JP 21981986A JP 21981986 A JP21981986 A JP 21981986A JP S6374766 A JPS6374766 A JP S6374766A
- Authority
- JP
- Japan
- Prior art keywords
- axle
- primary suspension
- steering
- suspension member
- intermediate member
- 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.)
- Granted
Links
- 239000000725 suspension Substances 0.000 claims description 69
- 238000005096 rolling process Methods 0.000 claims description 14
- 238000006073 displacement reaction Methods 0.000 claims description 12
- 230000000452 restraining effect Effects 0.000 claims description 3
- 230000009471 action Effects 0.000 description 5
- 238000005452 bending Methods 0.000 description 5
- 238000010586 diagram Methods 0.000 description 4
- 230000000694 effects Effects 0.000 description 4
- 230000008878 coupling Effects 0.000 description 3
- 238000010168 coupling process Methods 0.000 description 3
- 238000005859 coupling reaction Methods 0.000 description 3
- 241001247986 Calotropis procera Species 0.000 description 2
- 230000005540 biological transmission Effects 0.000 description 2
- 206010012411 Derailment Diseases 0.000 description 1
- 230000008901 benefit Effects 0.000 description 1
- 230000003139 buffering effect Effects 0.000 description 1
- 239000000470 constituent Substances 0.000 description 1
- 239000012530 fluid Substances 0.000 description 1
- 238000012423 maintenance Methods 0.000 description 1
- 238000004519 manufacturing process Methods 0.000 description 1
- 230000004044 response Effects 0.000 description 1
- 230000035939 shock Effects 0.000 description 1
- 239000007787 solid Substances 0.000 description 1
- 230000007704 transition Effects 0.000 description 1
Landscapes
- Steering-Linkage Mechanisms And Four-Wheel Steering (AREA)
- Vehicle Body Suspensions (AREA)
Abstract
(57)【要約】本公報は電子出願前の出願データであるた
め要約のデータは記録されません。(57) [Abstract] This bulletin contains application data before electronic filing, so abstract data is not recorded.
Description
【発明の詳細な説明】 （産業上の利用分野） 本発明は鉄道車両の２軸台車のかじとり装置に関する。[Detailed description of the invention] (Industrial application field) The present invention relates to a steering device for a two-axle bogie of a railway vehicle.
（従来技術と問題点）
従来、一般的な２軸台車は、第１１図（Ａ）に示すよう
に、車軸３０の両端に軸箱３１を有し、該軸箱３１の上
に設けた軸ばね３２（１次懸架ばね）に台車枠３３が支
持される。(Prior Art and Problems) Conventionally, a general two-axle bogie has an axle box 31 at both ends of an axle 30, and an axle provided on the axle box 31, as shown in FIG. A bogie frame 33 is supported by a spring 32 (primary suspension spring).
また、上記台車枠３３の上に２次懸架装置３４が設けら
れると共に、上記軸箱３１は台車枠３３に対し軸箱守３
５等の軸箱支持装置により前後左右方向の移動を拘束す
るように支持される。さらに電動台車では、台車枠３３
上に取付けた駆動用電動機３６と車軸３０に設けた駆動
歯車装置３７とを駆動用の可撓軸継手３８により結合し
た駆動構造としている。Further, a secondary suspension device 34 is provided on the bogie frame 33, and the axle box 31 is attached to the axle box guard 3 with respect to the bogie frame 33.
It is supported by an axle box support device such as No. 5 so as to restrict movement in the front, rear, left and right directions. Furthermore, in the case of an electric truck, the truck frame 33
A driving structure is provided in which a driving electric motor 36 mounted on the top and a driving gear device 37 provided on the axle 30 are connected by a flexible shaft joint 38 for driving.
以上のように、台車は多くの部品から構成されているの
で、製作及び保守の面から構成部品を減じて台車全体を
簡素化することが望まれる。As described above, since the truck is composed of many parts, it is desirable to simplify the entire truck by reducing the number of component parts from the viewpoint of manufacturing and maintenance.
また、上記のように台車枠３３により車軸３０が平行に
保持されている一般的な２軸台車では、第１１図（Ｂ）
に示すように、車軸間の距離（軸距離）Ｌを有し、半径
Ｒの曲線路を走行するとき車輪は曲線路の方向と一致せ
ず、少くともＬ／２Ｒの角度をもつことになる。In addition, in a general two-axle truck in which the axle 30 is held parallel by the truck frame 33 as described above, FIG. 11(B)
As shown in , when traveling on a curved road with a distance between the axles (axle distance) L and a radius R, the wheels do not match the direction of the curved road and have an angle of at least L/2R. .
よって、特に小さい半径の曲線路を走行するときには車
輪とレールの間に滑りを生じ、大きい横圧とはげしいき
しり音を発生する。Therefore, especially when traveling on a curved road with a small radius, slippage occurs between the wheels and the rails, generating a large lateral force and a loud squealing noise.
その結果、車輪及びレールがともに摩耗し寿命が短かく
、さらに大きい横圧のため脱線の危険をはらむことにな
る。As a result, both the wheels and rails wear out, resulting in a short service life, and there is a risk of derailment due to large lateral forces.
これらの問題点を解消するために多くの提案がなされて
おり、その−例に実開昭５９−１９６３７０号公報、特
開昭５９−２０９９５８号公報があり、それらの平面図
を第１２図、第１３図に示す。Many proposals have been made to solve these problems, examples of which include Japanese Unexamined Utility Model Publication No. 59-196370 and Japanese Unexamined Patent Publication No. 59-209958, whose plan views are shown in Figure 12. It is shown in FIG.
これらは何れも枢着点Ｐ、 、 Ｐ、を中心として車軸
が水平回転可能、即ち車軸がかじとり可能の構造となっ
ているが、車軸の両端に軸箱４０ａ。All of these have a structure in which the axle can rotate horizontally around pivot points P, , P, that is, the axle can be steered, but there are axle boxes 40a at both ends of the axle.
４０ｂと台車枠４１とを有し、その間にばね（図示せず
）を介在するもので、その構成部品は前記第１１図（Ａ
）に示す一般的な２軸台車と何んら変るところがない。40b and a bogie frame 41, with a spring (not shown) interposed between them, and its constituent parts are shown in FIG.
) There is no difference from the general two-axle bogie shown in ).
また、第１３図には、アーム４２．ロッド４３によりか
じとり量を等しくし、減衰器４４によってかじとり運動
の動的安定を速めるようにしている。Further, in FIG. 13, arm 42. The rod 43 equalizes the steering amount, and the damper 44 speeds up the dynamic stability of the steering movement.
さらに、かじとり量を等しくする例として実開昭５５−
６６８５９号公報があり、その平面図を第１４図に示す
。Furthermore, as an example of equalizing the steering amount,
66859, whose plan view is shown in FIG.
即ち、ばね９台車枠等を省略した図で、左右の軸箱４０
ａ、４０ｂを結合する連結ばり４５を備え、該連結ばり
４５をＸ状に配置されたリンク４６により連結したもの
で、前記第１３図のものと同様に２本の車軸は等量で逆
方向に水平回転してかじをとるものである。In other words, this is a diagram with the spring 9 bogie frame etc. omitted, and the left and right axle boxes 40.
It is equipped with a connecting beam 45 that connects the connecting beams 40a and 40b, and the connecting beams 45 are connected by links 46 arranged in an It rotates horizontally to take the steering wheel.
以上の各側は懸架構造も含めて台車全体の構成部品が多
く、簡単な構成とは云い難い。Each of the above-mentioned sides has many components of the entire bogie including the suspension structure, and it is difficult to say that the structure is simple.
（目 的）
本発明は、台車にかじとり機能をもたせるために一般的
な台車に何んらかの装置が付加され、一般台車より複雑
化する従来の問題点を解決するもので、１次懸架装置が
かじとり機能をも併せもつものとし、台車全体の構成を
簡素なものとしうる２軸台車のかじとり装置を提供する
ことにある。(Purpose) The present invention is intended to solve the conventional problem that some type of device is added to a general bogie in order to give it a steering function, making it more complicated than a general bogie. To provide a steering device for a two-shaft bogie in which the device also has a steering function and the structure of the entire bogie can be simplified.
（問題点を解決するだめの手段）
本発明は上記の問題点を解決し、目的を達成するために
、２軸台車において、左右に車輪を有する車軸の両車軸
の間で車軸にかかる荷重を支持する主軸受を備えた１次
懸架部材を、２本の車軸間に配した中間部材に対し上下
方向に変位可能にして、かつ各車軸のかじとりのための
左右方向の変位をも可能な継手により枢着し、１次懸架
部材と中間部材との間に１次懸架のばねを設けて１次懸
架として十分な緩衝能力をもたせ、中間部材は２次懸架
である車体支持ばねを介する等で車体荷重を支持して台
車全体の構成部品を減少し、また１次懸架部材と中間部
材の枢着点の少くとも１箇所を車軸のローリング方向の
変位を許容する継手構造として軌道の平面不整に対応さ
せたものである。(Means for Solving the Problems) The present invention solves the above problems and achieves the object by reducing the load applied to the axle between the two axles having wheels on the left and right sides in a two-axle bogie. A joint that allows a primary suspension member with a supporting main bearing to be vertically displaced with respect to an intermediate member placed between two axles, and also capable of horizontal displacement for steering each axle. A primary suspension spring is provided between the primary suspension member and the intermediate member to provide sufficient shock absorbing capacity as the primary suspension, and the intermediate member is provided with a vehicle body support spring serving as the secondary suspension. The number of components of the entire bogie is reduced by supporting the car body load, and at least one of the pivot points between the primary suspension member and the intermediate member has a joint structure that allows displacement in the rolling direction of the axle to prevent irregularities in the plane of the track. This corresponds to the above.
また、本発明は上記構成に加え、２本の車軸のかじとり
量を等しくするためのリンク装置を、各１次懸架部材と
中間部材の間に介設し、さらに本発明は該構成に加え、
２本の車軸のかじとりに強制力又は抑制力を与える装置
を、各１次懸架部材と中間部材の間に介設し、かじとり
の機能を向上させたものである。In addition to the above configuration, the present invention also provides a link device for equalizing the steering amount of the two axles between each primary suspension member and the intermediate member;
A device that applies force or restraint to the steering of the two axles is interposed between each primary suspension member and the intermediate member to improve the steering function.
（作 用）
１次懸架部材が中間部材とのローリング変位可能な枢着
点を支点として変位すると、１次懸架部材と中間部材と
の間に設けたばねは圧縮されるが、その圧縮状態は、ば
ねの両端面が不平行となっていることに対応して一つの
円弧半径で弯曲し、ばねの両端面のなす角度をとる弯曲
として曲率半径が大きく、最も無理のない自然な弯曲状
態となる。(Function) When the primary suspension member is displaced using the pivot point that allows rolling displacement with the intermediate member as a fulcrum, the spring provided between the primary suspension member and the intermediate member is compressed, but the compressed state is as follows. Corresponding to the fact that both end faces of the spring are non-parallel, it is curved with one circular arc radius, and the radius of curvature is large as a curve that takes the angle formed by both end faces of the spring, resulting in the most natural curved state. .
また、上記枢着点は上下方向及び左右方向にも変位可能
な構成としているので、かじとり量を等しくするリンク
装置及びかじとりに強制力又は抑制力を与える装置と協
動して１次懸架部材に良好なかじとりを付与している。In addition, since the above-mentioned pivot point is configured to be able to be displaced in the vertical and horizontal directions, it works in conjunction with a link device that equalizes the steering amount and a device that applies a force or restraint force to the steering, so that the primary suspension member It provides good steering.
（実施例） 本発明の実施例を図面を参照して説明する。(Example) Embodiments of the present invention will be described with reference to the drawings.
第１図は本発明の基本的な実施例を示し、図において、
左右に車輪１を有する車軸２は、該車軸２にかかる荷重
を支持する主軸受３を備えた１次懸架部材４に内装され
ている。FIG. 1 shows a basic embodiment of the invention, in which:
An axle 2 having wheels 1 on the left and right sides is housed in a primary suspension member 4 equipped with a main bearing 3 that supports the load applied to the axle 2.
５は上記２本の車軸２の間に配設された駆動用電動機１
２を主体とした中間部材にして、該中間部材５の前後に
は、上記各１次懸架部材４がその少くとも一方が車軸２
のローリング方向の変位及びかじとりのための左右方向
の変位をも許容するように第３図（Ａ）（Ｂ）に示す継
手を有する枢着点６ａ、６ｂにアーム１０を介して上下
方向に変位可能に取付けられると共に、１次懸架部材４
との間に１次懸架のばね７がアーム９を介して取付けら
れている。Reference numeral 5 denotes a driving electric motor 1 disposed between the two axles 2.
2 as the main member, and the above-mentioned primary suspension members 4 are arranged before and after the intermediate member 5, at least one of which is connected to the axle 2.
The pivot points 6a and 6b have joints shown in FIGS. 3(A) and 3(B) to allow displacement in the rolling direction and horizontal displacement for steering in the vertical direction via the arms 10. The primary suspension member 4
A primary suspension spring 7 is attached via an arm 9 between the two.
また、中間部材５には２次懸架である車体支持ばね８が
設けられている。Further, the intermediate member 5 is provided with a vehicle body support spring 8 which is a secondary suspension.
さらに、１次懸架部材４には駆動歯車装置１３を備え、
該駆動歯車装置１３と駆動用電動機１２は第４図に示す
可撓軸継手１４により連結されている。Furthermore, the primary suspension member 4 is equipped with a drive gear device 13,
The driving gear device 13 and the driving electric motor 12 are connected by a flexible shaft joint 14 shown in FIG.
而して、現実の軌道には平面不整があり、その上を走行
する台車はその不整にも拘らず各車輪１がレールから離
れないよう対応する構造とすることが必要となる。In reality, there are irregularities in the plane of the track, and it is necessary for the bogie running on the irregularities to have a corresponding structure so that each wheel 1 does not separate from the rail despite the irregularities.
第２図はその模式図で、実線は軌道平面不整のない状態
を示し、車輪１を両端に有する車軸２は水平であり、２
本の車軸２の間でローリング方向の相対変位はなく、車
軸２を支持する各１次懸架部材４も水平である。Fig. 2 is a schematic diagram of the same, where the solid line indicates a state where there is no irregularity in the track plane, and the axle 2 with wheels 1 at both ends is horizontal;
There is no relative displacement between the book axles 2 in the rolling direction, and each primary suspension member 4 supporting the axle 2 is also horizontal.
点線は軌道の平面不整がある場合にも各車輪１がレール
に接している状態を示し、相対的に手前の１次懸架部材
４が矢印Ａ方向に回転し、左方の車輪１は矢印Ｂの上向
きに、右方の車輪１は矢印Ｃの下向きに夫々変位してい
る。The dotted lines indicate the state in which each wheel 1 is in contact with the rail even when there is an irregularity in the plane of the track, and the primary suspension member 4 relatively nearer rotates in the direction of arrow A, and the wheel 1 on the left rotates in the direction of arrow B. In the upward direction, the right wheels 1 are respectively displaced in the downward direction of the arrow C.
よって、前記のように、少なくとも一方の１次懸架部材
４が枢着点６ａ、６ｂで上下方向に変位可能のほかロー
リング方向の変位をも許容する構造が必要であることが
明らかである。Therefore, as described above, it is clear that a structure is required that allows at least one of the primary suspension members 4 to be displaced not only in the vertical direction at the pivot points 6a and 6b but also in the rolling direction.
第３図（Ａ）はその一実施例の分解斜視図にして、１次
懸架部材４のアーム１０の先端に形成した棒体６０を十
字体６１の丸穴に挿入してローリング方向の変位を許容
し、軸方向の脱出を止めるナツト６２を螺合する。FIG. 3(A) is an exploded perspective view of one embodiment, in which a rod 60 formed at the tip of the arm 10 of the primary suspension member 4 is inserted into a round hole of a cross 61 to prevent displacement in the rolling direction. A nut 62 is screwed in to allow and prevent axial escape.
十字体６１の両側に突設した円筒ピン部６１ａを２個の
ブラケット６３の丸穴に嵌合し、１次懸架部材４の上下
方向の変位を可能としている。Cylindrical pin portions 61a protruding from both sides of the cross body 61 are fitted into round holes of the two brackets 63, allowing the primary suspension member 4 to be displaced in the vertical direction.
このような構造を採ることにより、１次懸架部材４の上
下方向の変位とローリング方向の変位を可能とする継手
が得られる。By adopting such a structure, a joint that allows the primary suspension member 4 to be displaced in the vertical direction and in the rolling direction can be obtained.
また、第３図（Ｂ）は第３図（Ａ）に代る一般的な球継
手の実施例にして、球面９０を有する軸の両端をブラケ
ット６３の丸穴に嵌合固着し、１次懸架部材４のア、−
ム１０に上記球面９０の軸受９１を設け、１次懸架部材
４の上下方向の変位とローリング方向の変位及び車軸の
かじとりのための左右方向の変位を球面９０と軸受９１
の協動作用で行うものである。In addition, FIG. 3(B) shows an example of a general ball joint instead of FIG. 3(A), in which both ends of a shaft having a spherical surface 90 are fitted and fixed into the round holes of the bracket 63, and the primary A, - of the suspension member 4
A bearing 91 of the spherical surface 90 is provided on the wheel 10, and the vertical displacement and rolling direction displacement of the primary suspension member 4 and the left-right displacement for steering the axle are controlled by the spherical surface 90 and the bearing 91.
This is done for collaborative purposes.
次に、１次懸架の作用とともに動力伝達の可撓軸継手の
実施例を第４図を参照して説明する。Next, an embodiment of the flexible shaft joint for power transmission as well as the effect of the primary suspension will be described with reference to FIG. 4.
第４図（Ａ）は内歯歯車と外歯歯車の噛合を利用した歯
車形軸継手と称される可撓軸継手５３（第１図の符号１
４に相当）を示し、該軸継手５３は中間部材５の構成物
である駆動用電動機１２と１次懸架部材４に備えた駆動
歯車装置１３を結合し動力伝達を行うもので、軸継手の
入出力軸が一致し一直線となっている状態を示している
。FIG. 4(A) shows a flexible shaft joint 53 (reference numeral 1 in FIG.
4), and the shaft joint 53 connects the drive electric motor 12, which is a component of the intermediate member 5, and the drive gear device 13 provided in the primary suspension member 4 to transmit power. This shows a state where the input and output axes are aligned and in a straight line.
軸継手５３の屈折点５．３ａ、５３ｂは枢着点６ａから
の垂線Ｚ−Ｚからｌ／２の等距離の位置にあるように配
置されている。The bending points 5.3a and 53b of the shaft joint 53 are arranged to be equidistant 1/2 from the perpendicular Z-Z from the pivot point 6a.
而して、５３Ｃは内歯歯車で１次懸架部材４と中間部材
５の関係位置の変化に応じ駆動歯車装置１３０入力軸に
嵌合した外歯歯車５４及び駆動用電動機１２の出力軸に
嵌合した外歯歯車５５の噛合い位置が変化する構造にな
っている。53C is an internal gear that is fitted to the external gear 54 fitted to the input shaft of the drive gear device 130 and the output shaft of the drive motor 12 in response to changes in the relative position between the primary suspension member 4 and the intermediate member 5. The meshing position of the externally toothed gears 55 is changed.
第４図（Ｂ）は同図（Ａ）の状態から１次懸架部材４に
撓みδ１を生じたときの状態を示す一部断面側面図で、
破線は軸継手５３の入出力軸が一直線になった第４図（
Ａ）と同じ状態を示し、実線は１次懸架部材４が破線状
態から中間部材５との枢着点６ａを中心に半径ｒの円弧
を画き撓みδ１だけ上昇した状態を示している。FIG. 4(B) is a partially cross-sectional side view showing a state when a deflection δ1 is generated in the primary suspension member 4 from the state of FIG. 4(A).
The broken line shows the input and output shafts of the shaft coupling 53 in a straight line (Fig. 4).
The same state as in A) is shown, and the solid line shows a state in which the primary suspension member 4 draws an arc of radius r around the pivot point 6a with the intermediate member 5 from the broken line state and has been raised by a deflection δ1.
ばね７は長さｈｌからｈ２に撓みδ２だけ圧縮されてお
り、撓みδ１と６２の大きさは図では１：、１に近く、
ばね７としては第１１図（Δ）に示す通常台車の軸箱３
１上に配置されるコイルばねやゴムばねの軸ばね３２と
ほぼ同等の荷重とばね常数をもつものを配置することに
よって、通常台車同様の１次懸架として十分な緩衝能力
をもったものとなし得ると共に、台車の構成上そのよう
なばね７を配置するのに十分なスペースを設けることが
できる。The spring 7 is compressed by a deflection δ2 from the length hl to h2, and the magnitudes of the deflections δ1 and 62 are close to 1:,1 in the figure.
As the spring 7, the axle box 3 of a normal truck shown in Fig. 11 (Δ) is used.
By arranging a coil spring or rubber spring with approximately the same load and spring constant as the shaft spring 32 placed on the 1, it can have sufficient buffering capacity as a primary suspension similar to a normal bogie. In addition, sufficient space can be provided for arranging such a spring 7 due to the structure of the truck.
なお、以上は１次懸架部材４が中間部材５に対して上昇
した状態として説明したが、これは相対的なことで、１
次懸架部材４はレールに車軸２を介して支持されている
ので、実際は中間部材５が撓みδ１だけレールに対して
下降することを意味している。Note that although the above description has been made assuming that the primary suspension member 4 is raised relative to the intermediate member 5, this is a relative matter;
Since the next suspension member 4 is supported by the rail via the axle 2, this actually means that the intermediate member 5 is lowered relative to the rail by a deflection δ1.
第４図（Ａ）の実線状態で軸継手５３は屈折点５３ａ、
５３ｂの２個所で屈折し、屈折点５３ａ。In the solid line state of FIG. 4(A), the shaft coupling 53 has a bending point 53a,
It is bent at two points 53b and a refraction point 53a.
５３ｂは夫々の外歯歯車５４．５５の存在する個所で各
外歯歯車の歯先が丸めであることで、この位置で屈折が
可能なわけである。53b is a location where each of the external gears 54 and 55 is present, and since the tips of the teeth of each external gear are rounded, refraction is possible at this position.
第４図（Ａ）の状態で軸継手５３の位置は屈折点５３ａ
、５３ｂが夫々Ｉｌ／２の等距離においているので、第
４図（Ｂ）の実線状態になったとき軸継手５３は内歯歯
車５３Ｃでスライドして屈折点５３ａ、５３ｂの間隔が
短くなる。In the state shown in FIG. 4(A), the position of the shaft joint 53 is at the bending point 53a.
, 53b are spaced from each other at an equal distance of Il/2, so when the solid line state shown in FIG. 4(B) is reached, the shaft joint 53 slides by the internal gear 53C, and the interval between the refraction points 53a and 53b becomes shorter.
このとき、軸継手５３の中心線に対する枢着点６ａから
垂線を引くと、軸継手５３の屈折点５３ａ、５３ｂは夫
々β′／２の等しい位置にあり、夫々の屈折も対称形で
屈折角α６．α、は等しい値となる。At this time, if a perpendicular line is drawn from the pivot point 6a to the center line of the shaft joint 53, the refraction points 53a and 53b of the shaft joint 53 are located at the same position of β'/2, and each refraction is symmetrical and the refraction angle is α6. α has the same value.
而して、屈折角が等しいことは、中間部材５と１次懸架
部材４のなす角αを、α８＝α、＝α／２の姿で２個所
で分担しており、１個所の屈折角を最小に、すなわち、
内歯歯車５３Ｃと外歯歯車５４．５５の歯面の滑動量を
最小に止めたことになる。Therefore, the fact that the refraction angles are equal means that the angle α formed by the intermediate member 5 and the primary suspension member 4 is shared between two places in the form α8 = α, = α/2, and the refraction angle at one place is equal. , i.e.,
This means that the amount of sliding between the tooth surfaces of the internal gear 53C and the external gears 54 and 55 is minimized.
歯車形軸継手は日本機械学会発行「機械実用便覧」第３
５９頁〜３６０頁等で公知であり、単体で用いても数の
多い歯車の噛合いのため、基本的に等速性を有する特長
がある。Gear-type shaft couplings are described in the 3rd edition of "Mechanical Practical Handbook" published by the Japan Society of Mechanical Engineers.
It is known from pages 59 to 360, etc., and even when used alone, it has the feature of basically having constant velocity because of the meshing of a large number of gears.
この実施例でばね７は実線状態で水平であり、枢着点６
ａからの垂線Ｚ−Ｚ上にばね長さｈｌの中心があるよう
に配置されている。In this example, the spring 7 is horizontal in the solid state, and the pivot point 6
It is arranged so that the center of the spring length hl is on the perpendicular line Z-Z from a.
すなわち、ばね７の両端面がｈ１／２で等しくなってい
る。That is, both end surfaces of the spring 7 are equal at h1/2.
このような配置において、ばね７が長さｈｌよりｈ２に
撓みδ２だけ圧縮されると、枢着点６ａからばね７の軸
心Ｘ−Ｘに対する垂線ｚ’−ｚ’とばね７の両端はｈ２
／２で示されるようにばね長さｈ２の中心と一致してい
る。In such an arrangement, when the spring 7 is bent from the length hl to h2 and compressed by δ2, the perpendicular z'-z' from the pivot point 6a to the axis XX of the spring 7 and both ends of the spring 7 are h2
As shown by /2, it coincides with the center of the spring length h2.
このことは、ばね７が圧縮されて両端面が不平行となっ
ていることに対応し一つの円弧半径Ｒで湾曲しているこ
とを意味し、ばね７の両端面のなす角度βをとる湾曲と
しては如何なる曲線よりも最も曲率半径が大きく、最も
無理の少ない自然な湾曲状況であるといった長所をもっ
ている。This means that the spring 7 is compressed and its end surfaces are non-parallel, so it is curved with one circular arc radius R, and the curvature takes the angle β formed by the both end surfaces of the spring 7. It has the advantage of having the largest radius of curvature of any curve, and being the least unreasonable and natural curve.
次に、曲線路における車軸のかじとり作用について、第
５図（Ａ）（Ｂ）を参照して説明する。Next, the steering action of the axle on a curved road will be explained with reference to FIGS. 5(A) and 5(B).
一般に鉄道用の車輪は、その踏面は勾配をもっており、
このような車輪２個と車軸よりなる車軸が軌道中心に対
し、横方向に変位した場合、変位した側の車輪の踏面ば
直径の大きい所でレールに接し、他の車輪の踏面は直径
の小さい所でレールに接し、両車軸のころがり作用をす
る有効な直径に比をもつこととなる。車軸は、直線路か
ら曲線路に入る際、直線路のときの走行姿勢から曲線路
の外側レールの方向に進み、軌道中心から外れ曲線路外
方の車輪の直径が大きく内方の車輪の直径が小さく作用
する。その様子を第５図（Ａ）に示し、Ｄｘ ＞Ｉ）、
である。同一車軸に取付けられた車輪は同じ回転をする
ため、曲線路外方の車輪の方が曲線路内方の車輪より前
方へ進み、この車軸はかじをとり車輪の方向が曲線路の
接線方向と一致するようになる。Generally, railway wheels have sloped treads.
When an axle consisting of two wheels and an axle is displaced laterally with respect to the center of the track, the tread of the displaced wheel will touch the rail at the point with a larger diameter, and the treads of the other wheels will touch the rail at a point with a smaller diameter. At this point, it touches the rail and has a ratio to the effective diameter of the rolling action of both axles. When entering a curved road from a straight road, the axle moves from its running position on the straight road to the outside rail of the curved road, and moves away from the center of the track.The diameter of the outer wheel on the curved road is larger and the diameter of the inner wheel is larger. has a small effect. The situation is shown in Fig. 5 (A), where Dx > I),
It is. Since wheels mounted on the same axle rotate in the same way, the wheels on the outside of the curved road move forward than the wheels on the inside of the curved road, and this axle takes the steering wheel so that the direction of the wheels is tangential to the curved road. will match.
上記車軸自体のかじとり作用に対し、本発明では車軸２
の平面的な位置を規制するのは１次懸架部材４であり、
これを中間部材５と枢着点６ａ。In contrast to the steering action of the axle itself, in the present invention, the axle 2
It is the primary suspension member 4 that regulates the planar position of
This is connected to the intermediate member 5 and the pivot point 6a.
６ｂで左右方向に回動可能に枢着しているので、車軸２
のかじとりを阻害することなく、曲線路上における台車
の状態を示した第５図（Ｂ）の平面図のように各車軸２
が曲線路中心の方向に一致するかじとりを完成する。Since it is pivotally connected at 6b so that it can rotate in the left and right direction, the axle 2
As shown in the plan view of Fig. 5 (B), which shows the condition of the bogie on a curved road, each axle 2 is
completes the steering wheel that coincides with the direction of the center of the curved road.
また、第６図はかじとり時の１次懸架部材の水平回転と
、動力伝達の可撓軸継手の作用を説明するもので、同図
は前記第５図（Ｂ）に示したかじとり状態における前記
第４図（Ｂ）に対する一部断面平面図であり、１車軸分
のみについて示している。Furthermore, FIG. 6 explains the horizontal rotation of the primary suspension member during steering and the action of the flexible shaft joint for power transmission. This is a partially sectional plan view of FIG. 4(B), showing only one axle.
第６図に示すように、中間部材５と１次懸架部材４とは
枢着点６ａで１次懸架部材４が水平回転し角度ψだけ屈
折する。As shown in FIG. 6, the intermediate member 5 and the primary suspension member 4 are connected at a pivot point 6a, at which the primary suspension member 4 horizontally rotates and is bent by an angle ψ.
可撓軸継手５３は上下方向の回動と同様に屈折点５３ａ
、５３ｂの２個所で回動する。The flexible shaft joint 53 rotates at the bending point 53a as well as in the vertical direction.
, 53b.
これらの屈折点５３ａと５３ｂは枢着点６ａからβ“／
２の等距離にあるので、各々の屈折角はψ／２あての等
しい値となる。These refraction points 53a and 53b are located at β"/
Since they are equidistant from each other, each angle of refraction has an equal value of ψ/2.
このように、かじとり動作においても、内歯歯車５３Ｃ
と外歯歯車５４．５５の歯面の滑動量が最小になるよう
になっている。In this way, even in the steering operation, the internal gear 53C
The amount of sliding of the tooth surfaces of the external gears 54 and 55 is minimized.
第７図は他の実施例を示し、同図（Δ）は平面図、同図
（Ｂ）は側面図を示す。FIG. 7 shows another embodiment, in which (Δ) is a plan view and FIG. 7 (B) is a side view.
即ち、１次懸架部材４には駆動歯車装置１３及び主軸受
３を内蔵し、車軸２は車輪１の間で１次懸架部材４の内
部にあり、図示されていない。That is, the primary suspension member 4 incorporates a driving gear device 13 and a main bearing 3, and the axle 2 is located inside the primary suspension member 4 between the wheels 1 and is not shown.
駆動用電動機１２を主体として構成した中間部材５に対
し、１次懸架部材４を枢着点５ａ、５ｂの球継手７０ａ
、７０ｂで結合し車軸２が上下方向及び左右方向の各回
動と、さらには相対的にローリング可能にされている。The primary suspension member 4 is connected to a ball joint 70a at pivot points 5a and 5b for an intermediate member 5 mainly composed of a driving electric motor 12.
, 70b, so that the axle 2 can rotate vertically and horizontally, and can also roll relatively.
ばね７は湾曲し易い構造のもので、湾曲した状態の断面
図を示す第７図（Ｃ）のように、ゴムばね９２の外側に
ばね受９３と９４があり、ばね受９３の内側にゴムプツ
シ：Ｌ９５を備え、該ゴムブツシュ９５の内径にばね受
９４が嵌合している。The spring 7 has a structure that is easily curved, and as shown in FIG. 7(C), which shows a cross-sectional view in a curved state, there are spring receivers 93 and 94 on the outside of the rubber spring 92, and a rubber pusher on the inside of the spring receiver 93. :L95, and a spring receiver 94 is fitted into the inner diameter of the rubber bush 95.
ゴムブツシュ９５は弾性を有し、ばね９２の湾曲には抵
抗しないようになっている。The rubber bush 95 is elastic and does not resist the bending of the spring 92.
また、ゴムブツシュ９５を介したばね受９３と９４の係
合により、ばね９２が横方向に大きく剪断変形すること
を阻止し、１次懸架部材４、即ち車軸２が中間部材５に
対し左右方向の屈折に抵抗をもたず、車軸２のかじとり
を可能とする効果をもたせている。In addition, the engagement of the spring receivers 93 and 94 via the rubber bushing 95 prevents the spring 92 from being significantly sheared in the lateral direction, causing the primary suspension member 4, that is, the axle 2, to bend in the left-right direction with respect to the intermediate member 5. This has the effect of making it possible to steer the axle 2 without any resistance.
駆動用電動機１２と駆動歯車装置１３とは前記第４図に
示す歯車形軸継手に代表される可撓軸継手５３で結合し
動力伝達を行っている。The driving electric motor 12 and the driving gear device 13 are connected by a flexible shaft joint 53, typified by the gear-shaped shaft joint shown in FIG. 4, to transmit power.
本実施例では、可撓軸継手５３の中心は車軸２の中心に
対し間隔Ｆだけ低い位置にある（第７図（Ｂ）参照）。In this embodiment, the center of the flexible shaft joint 53 is located at a position lower than the center of the axle 2 by a distance F (see FIG. 7(B)).
これは駆動歯車装置１３にハイポイドギヤを用いた場合
で、ピニオンのオフセットが上記間隔Ｆの偏心として現
われている。This is a case where a hypoid gear is used for the driving gear device 13, and the offset of the pinion appears as eccentricity of the above-mentioned interval F.
駆動用電動機１２を高い位置に設ける場合にはピニオン
のオフセットを車軸線より上側にとればよい。When the driving electric motor 12 is installed at a high position, the pinion may be offset above the axle axis.
駆動用電動機１２を主体として構成した中間部材５には
一対のアーム１１が設けられ、該アーム１１上に２次懸
架の車体支持ばね８が取付けられている。A pair of arms 11 are provided on the intermediate member 5 mainly composed of a driving electric motor 12, and a vehicle body support spring 8 for secondary suspension is attached to the arms 11.
車輪１にはともに回転するブレーキディスク７２があり
、該ブレーキディスク７２を挾むように作用してブレー
キをかけるブレーキキャリパ７３が１次懸架部材４に取
付けられている。The wheels 1 have brake discs 72 that rotate together, and a brake caliper 73 that acts to sandwich the brake discs 72 to apply a brake is attached to the primary suspension member 4.
第８図は第７図の台車が曲線路上にあるときの様子を示
した平面図で、車軸２は前記第５図で説明したように各
々かじをとり曲線に沿うようになっている。FIG. 8 is a plan view showing the cart shown in FIG. 7 when it is on a curved road, and the axles 2 are each steered along the curved line as explained in FIG. 5.
したがって、二つの車軸２は角度Φをもち、第５図（Ｂ
）における角度２ψに相当する。Therefore, the two axles 2 have an angle Φ, and FIG.
) corresponds to the angle 2ψ.
この角度は各車軸２が中間部材５に対しψ６及びψ、の
角度をとり、ψ６＋ψ、＝Φの関係となっている。These angles are such that each axle 2 makes an angle of ψ6 and ψ with respect to the intermediate member 5, and the relationship is ψ6+ψ,=Φ.
ここで各部の寸法に誤差がなく、台車が一つの円曲線路
上にあるときはψ６＝ψ、となる。Here, when there is no error in the dimensions of each part and the truck is on one circular curved road, ψ6=ψ.
また、車体支持ばね８は上面が車体に直結した構造であ
り、台車の回転によってこのばね８が大きく剪断される
ことがないように、ばね８の下面を支えるアーム１１は
中間部材５に対し枢着点１１ａで水平回転するよう枢着
している。Further, the vehicle body support spring 8 has a structure in which the upper surface is directly connected to the vehicle body, and an arm 11 supporting the lower surface of the spring 8 is pivoted relative to the intermediate member 5 so that the spring 8 is not significantly sheared due to rotation of the truck. It is pivoted so that it can rotate horizontally at a landing point 11a.
なお、この水平回転量が左右のアーム１１の間で差を生
じないように、リンク８５により左右のアーム１１の間
を枢着点１１ｂで枢着し連結している。In order to prevent a difference in the amount of horizontal rotation between the left and right arms 11, the left and right arms 11 are pivotally connected by a link 85 at a pivot point 11b.
次に、二つの車軸のかじとり量に関連をもたせる装置と
かじとりに強制力を与える装置を付加した実施例を第９
図に示す。Next, a ninth embodiment will be described in which a device that correlates the steering amount of two axles and a device that applies force to the steering wheel are added.
As shown in the figure.
第９図（Ａ）は直線路上の台車の平面図で、中間部材５
に対し１次懸架部材４は屈折していない状態である。FIG. 9(A) is a plan view of the truck on a straight road, with intermediate member 5
In contrast, the primary suspension member 4 is in an unbent state.
二つの車軸のかじとり量に関連をもたせる装置がレバー
１６．ロッド１７．１８で構成されており、図示のもの
はレバー１６は１：１の比をもち、かじとり時に両車軸
が逆方向回転で、その量が１：１となる。Lever 16 is a device that correlates the steering amount of the two axles. The lever 16 shown has a ratio of 1:1, and when steering, both axles rotate in opposite directions, resulting in a 1:1 ratio.
なお、１９は中間部材５から突出し、レバー１６の中間
を支持するブラケットであり、ロッド１７．１８はレバ
ー１６と各１次懸架部材４との間を連結している。Note that 19 is a bracket that protrudes from the intermediate member 5 and supports the middle of the lever 16, and rods 17 and 18 connect the lever 16 and each primary suspension member 4.
かじとりに強制力を与える装置としての油圧シリンダー
２１が各１次懸架部材４の間に両端を枢着して設置され
、ボー）２１ｂに油圧を入れ、ボー）２１ｃから油圧を
逃がすことによりピストン２１ａは右方へ移行し、逆の
油圧の出し入れによりピストン２１ａは左方へ移行する
。A hydraulic cylinder 21 serving as a device for applying force to the steering wheel is installed between each primary suspension member 4 with both ends pivotally connected, and hydraulic pressure is applied to the bow 21b and released from the bow 21c, thereby causing the piston 21a. moves to the right, and the piston 21a moves to the left due to the opposite oil pressure.
このように、油圧の出入を制御することによってかじと
りを強制することができる。In this way, steering can be forced by controlling the inflow and outflow of hydraulic pressure.
第９図（Ｂ）は曲線路上の台車の平面図で、中間部材５
に対し各１次懸架部材４は夫々角度ψ６゜ψ、屈折して
いる。FIG. 9(B) is a plan view of the bogie on a curved road, and shows the intermediate member 5.
On the other hand, each primary suspension member 4 is bent by an angle ψ6°ψ.
前記レバー１６．ロッド１７．１８よりなる各車軸のか
じとり量に関連をもたせる装置によって角度ψ６＝ψ、
になる。Said lever 16. An angle ψ6=ψ is established by means of a device for relating the steering amount of each axle consisting of rods 17 and 18.
become.
また、かじとりに強制力を与える装置の油圧シリンダー
２１のポート２１ｃに油圧を入れ、ポート２１ｂから油
圧を逃がして直線路上の状態から曲線路上への移行状態
を得ている。Further, hydraulic pressure is applied to the port 21c of the hydraulic cylinder 21 of the device that applies force to the steering wheel, and the hydraulic pressure is released from the port 21b to obtain a transition state from a straight road state to a curved road state.
強制力を発生する油圧シリンダー２１に代り、外形的に
ほぼ同構造のかじとりに抑制力を発生する流体圧装置と
することも可能である。Instead of the hydraulic cylinder 21 that generates a force, it is also possible to use a fluid pressure device that generates a restraining force at the steering wheel and has approximately the same external structure.
これらの装置は一台車にすべて設けることもできるが、
車両の使用される条件である速度や曲線等に合わせて選
択して設けるようにすることができる。All of these devices can be installed in one vehicle, but
They can be selected and provided according to the speed, curve, etc. under which the vehicle is used.
前記第１図は上記のすべての装置を装着した本発明の基
本的実施例である。FIG. 1 shows a basic embodiment of the invention equipped with all the devices described above.
第１０図は本発明の他の実施例を示すもので、曲線路上
で二つの車軸が不平行で角度Φをとったときを図示して
いる。FIG. 10 shows another embodiment of the present invention, in which the two axles are non-parallel and form an angle Φ on a curved road.
２次懸架である車体支持ばね８は上面が車体に直結され
、下面がボルスタ−８１上に載せられる構造で、中間部
材５の主体構成物である駆動用電動機１２の直上に設け
られた心皿８０によってボルスタ−８１に対し、中間部
材５より車輪１に至る部分が水平回転できるようになっ
ている。The vehicle body support spring 8, which is a secondary suspension, has a structure in which the upper surface is directly connected to the vehicle body and the lower surface is placed on a bolster 81, and the center plate is provided directly above the driving electric motor 12, which is the main component of the intermediate member 5. 80 allows the portion from the intermediate member 5 to the wheel 1 to rotate horizontally with respect to the bolster 81.
（効 果）
本発明は、中間部材に対する１次懸架部材の上下方向回
動可能な枢着点を左右方向にも回動可能な構ｙ＜例えば
球継手等）としたことで、路面不整の対応と共にかじと
りの機能をも得ることができ、台車全体の構成を極めて
簡単になしうる。(Effects) The present invention provides a structure in which the pivot point of the primary suspension member relative to the intermediate member, which can rotate in the vertical direction, can also rotate in the left and right directions (e.g., a ball joint, etc.), thereby reducing road surface irregularities. In addition to handling, it also provides a steering function, and the entire structure of the truck can be made extremely simple.
また、二つの車軸のかじとり量に関連をもたせる装置及
びかじとりに強制力を与える装置又はかじとりに対する
抑制力を与える装置等を付加したことで、かじとりの機
能を向上させることができる。Furthermore, the steering function can be improved by adding a device that correlates the steering amounts of the two axles, a device that applies force to the steering, or a device that applies a restraining force to the steering.
第１図は本発明の基本的な実施例の斜視図、第２図は１
次懸架部材のローリング模式図、第３図（Ａ）はローリ
ング継手の一実施例の分解斜視図、第３図（Ｂ）はロー
リング継手の他の実施例の斜視図、第４図（Ａ）（Ｂ）
は動力伝達の可撓軸継手の実施例の一部断面側面図、第
５図（Ａ）（Ｂ）は曲線路におけるかじとり作用の説明
図、第６図はかじとり時の１次懸架部材の水平回動と可
撓軸継手の作用説明図、第７図は本発明の他の実施例を
示し、同図（Ａ）は平面図、同図（Ｂ）は側面図、同図
（Ｃ）は１次懸架ばねの断面図、第８図は台車が曲線路
上にあるときの平面図、第９図は車軸のかじとり量に関
連をもたせる装置及びかじとりに強制的を与える装置の
実施例を示し、同図（Ａ）は直線路上の台車の平面図、
同図（Ｂ）は曲線路上の台車の平面図、第１０図は他の
実施例の斜視図、第１１図〜第１４図は従来例を示すも
のである。
■・・・車輪、２・・・車軸、３・・・主軸受、４・・
・１次懸架部材、５・・・中間部材、６ａ、６ｂ・・・
枢着点、７・・・１次懸架のばね、訃・・車体支持ばね
。１４・・・可撓軸継手、１６・・・レバー、１７．１
８・・・ロッド、１９・・・ブラケット、２１・・・油
圧シリンダー。
特許出願人 川崎重工業株式会社
（Ａ）
（Ｂ）
第５図
第１２図
第１３図Fig. 1 is a perspective view of a basic embodiment of the present invention, and Fig. 2 is a perspective view of a basic embodiment of the present invention.
3(A) is an exploded perspective view of one embodiment of the rolling joint; FIG. 3(B) is a perspective view of another embodiment of the rolling joint; FIG. 4(A) is a rolling schematic diagram of the suspension member; (B)
5(A) and 5(B) are explanatory diagrams of the steering action on a curved road, and FIG. 6 is a horizontal view of the primary suspension member during steering. FIG. 7 is an explanatory view of rotation and the operation of the flexible shaft joint, and shows another embodiment of the present invention, in which (A) is a plan view, (B) is a side view, and (C) is a side view. FIG. 8 is a cross-sectional view of the primary suspension spring, FIG. 8 is a plan view when the bogie is on a curved road, and FIG. 9 is an embodiment of a device that correlates the amount of steering of the axle and a device that applies force to the steering, The same figure (A) is a plan view of a bogie on a straight road.
Fig. 10 is a perspective view of another embodiment, and Figs. 11 to 14 show a conventional example. ■...Wheel, 2...Axle, 3...Main bearing, 4...
・Primary suspension member, 5... Intermediate member, 6a, 6b...
Pivot point, 7...primary suspension spring, and...body support spring. 14...Flexible shaft joint, 16...Lever, 17.1
8...Rod, 19...Bracket, 21...Hydraulic cylinder. Patent applicant: Kawasaki Heavy Industries, Ltd. (A) (B) Figure 5 Figure 12 Figure 13
Claims (3)
る荷重を支持する主軸受を備えた１次懸架部材を、２本
の車軸間に配した中間部材に対し上下方向に変位可能に
して、かつ各車軸のかじとりのための左右方向の変位を
も可能な継手により枢着し、１次懸架部材と中間部材の
間にばねを設け、上記１次懸架部材と中間部材の枢着点
の少くとも１個所を車軸のローリング変位を許容する構
造としたことを特徴とする２軸台車のかじとり装置。(1) A primary suspension member equipped with a main bearing that supports the load on the axle between both wheels of an axle having left and right wheels can be vertically displaced with respect to an intermediate member placed between the two axles. and is pivoted by a joint that can also be displaced in the left and right direction for steering each axle, a spring is provided between the primary suspension member and the intermediate member, and a pivot point between the primary suspension member and the intermediate member is provided. A steering device for a two-axle bogie, characterized in that at least one location of the structure allows rolling displacement of the axle.
る荷重を支持する主軸受を備えた１次懸架部材を、２本
の車軸間に配した中間部材に対し上下方向に変位可能に
して、かつ各車軸のかじとりのための左右方向の変位を
も可能な継手により枢着し、１次懸架部材と中間部材の
間にばねを設け、上記１次懸架部材と中間部材の枢着点
の少くとも１個所を車軸のローリング変位を許容する構
造とし、２本の車軸のかじとり量を等しくするためのリ
ンク装置を、各１次懸架部材と中間部材の間に介設した
ことを特徴とする２軸台車のかじとり装置。(2) A primary suspension member equipped with a main bearing that supports the load on the axle between both wheels of an axle having left and right wheels can be vertically displaced with respect to an intermediate member placed between the two axles. and is pivoted by a joint that can also be displaced in the left and right direction for steering each axle, a spring is provided between the primary suspension member and the intermediate member, and a pivot point between the primary suspension member and the intermediate member is provided. The present invention is characterized in that at least one part of the axle is structured to allow rolling displacement of the axle, and a link device for equalizing the steering amount of the two axles is interposed between each primary suspension member and the intermediate member. A steering device for a two-axle bogie.
る荷重を支持する主軸受を備えた１次懸架部材を、２本
の車軸間に配した中間部材に対し上下方向に変位可能に
して、かつ各車軸のかじとりのための左右方向の変位を
も可能な継手により枢着し、１次懸架部材と中間部材の
間にばねを設け、上記１次懸架部材と中間部材の枢着点
の少くとも１個所を車軸のローリング変位を許容する構
造とし、各１次懸架部材と中間部材との間に２本の車軸
のかじとり量を等しくするためのリンク装置を介設する
と共に、２本の車軸のかじとりに強制力又は抑制力を与
える装置を介設したことを特徴とする２軸台車のかじと
り装置。(3) A primary suspension member equipped with a main bearing that supports the load on the axle between both wheels of an axle having left and right wheels can be vertically displaced with respect to an intermediate member placed between the two axles. and is pivoted by a joint that can also be displaced in the left and right direction for steering each axle, a spring is provided between the primary suspension member and the intermediate member, and a pivot point between the primary suspension member and the intermediate member is provided. A link device is interposed between each primary suspension member and the intermediate member to equalize the steering amount of the two axles. 1. A steering device for a two-axle bogie, characterized in that a device for applying a forcing force or a restraining force to the steering of the axle is provided.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP61219819A JPH0811533B2 (en) | 1986-09-19 | 1986-09-19 | Steering device for 2-axle bogie |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP61219819A JPH0811533B2 (en) | 1986-09-19 | 1986-09-19 | Steering device for 2-axle bogie |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS6374766A true JPS6374766A (en) | 1988-04-05 |
| JPH0811533B2 JPH0811533B2 (en) | 1996-02-07 |
Family
ID=16741533
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP61219819A Expired - Lifetime JPH0811533B2 (en) | 1986-09-19 | 1986-09-19 | Steering device for 2-axle bogie |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPH0811533B2 (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH03128759A (en) * | 1989-10-13 | 1991-05-31 | Daifuku Co Ltd | Self-running truck for conveyance |
Citations (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS58183344A (en) * | 1982-04-21 | 1983-10-26 | 株式会社日立製作所 | Four wheel truck for railway rolling stock |
| JPS5979456U (en) * | 1982-11-19 | 1984-05-29 | 三菱電機株式会社 | Two-axis drive system for railway vehicles |
| JPS6067259A (en) * | 1983-09-22 | 1985-04-17 | 住友金属工業株式会社 | Electric truck for railway rolling stock |
-
1986
- 1986-09-19 JP JP61219819A patent/JPH0811533B2/en not_active Expired - Lifetime
Patent Citations (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS58183344A (en) * | 1982-04-21 | 1983-10-26 | 株式会社日立製作所 | Four wheel truck for railway rolling stock |
| JPS5979456U (en) * | 1982-11-19 | 1984-05-29 | 三菱電機株式会社 | Two-axis drive system for railway vehicles |
| JPS6067259A (en) * | 1983-09-22 | 1985-04-17 | 住友金属工業株式会社 | Electric truck for railway rolling stock |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH03128759A (en) * | 1989-10-13 | 1991-05-31 | Daifuku Co Ltd | Self-running truck for conveyance |
Also Published As
| Publication number | Publication date |
|---|---|
| JPH0811533B2 (en) | 1996-02-07 |
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