EP3617030B1 - Schienenfahrzeug - Google Patents

Schienenfahrzeug Download PDF

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Publication number
EP3617030B1
EP3617030B1 EP17907686.4A EP17907686A EP3617030B1 EP 3617030 B1 EP3617030 B1 EP 3617030B1 EP 17907686 A EP17907686 A EP 17907686A EP 3617030 B1 EP3617030 B1 EP 3617030B1
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EP
European Patent Office
Prior art keywords
elastic body
annular member
vehicle body
coupling bar
rolling device
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.)
Active
Application number
EP17907686.4A
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English (en)
French (fr)
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EP3617030A4 (de
EP3617030A1 (de
Inventor
Masataka Hidai
Kosuke Hara
Katuyuki IWASAKI
Takao Watanabe
Kazuo KAMEKAWA
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Hitachi Ltd
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Hitachi Ltd
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Publication date
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Publication of EP3617030A1 publication Critical patent/EP3617030A1/de
Publication of EP3617030A4 publication Critical patent/EP3617030A4/de
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Publication of EP3617030B1 publication Critical patent/EP3617030B1/de
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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
    • B61F5/00—Constructional details of bogies; Connections between bogies and vehicle underframes; Arrangements or devices for adjusting or allowing self-adjustment of wheel axles or bogies when rounding curves
    • B61F5/02—Arrangements permitting limited transverse relative movements between vehicle underframe or bolster and bogie; Connections between underframes and bogies
    • B61F5/22—Guiding of the vehicle underframes with respect to the bogies
    • B61F5/24—Means for damping or minimising the canting, skewing, pitching, or plunging movements of the underframes

Definitions

  • the present invention relates to a railroad vehicle provided with an anti-rolling device that suppresses roll oscillation of a vehicle body to improve riding quality when the vehicle passes through a curve section of a track.
  • the present invention relates to a railroad vehicle in which an anti-rolling device is disposed together with a vehicle body tilting device which inclines the vehicle body to the inner rail side in order to pass a curve section of a track at high speed.
  • the railroad vehicle passes through a curve section of a track, since centrifugal force acts on the vehicle body of the railroad vehicle, the railroad vehicle is inclined to the outer rail side. Normally, the centrifugal force is canceled by gravity by providing a cant on the railroad surface so that the track on the outer rail side is higher than that on the inner rail side to prevent the vehicle body from leaning to the outer rail side when the railroad vehicle passes through the curve section of the track.
  • the cant amount is set appropriately for the curve passing speed of the railroad vehicle, the components of centrifugal force and gravity cancel each other, and no centrifugal force acts on the passengers in the railroad vehicle in appearance.
  • the railroad vehicle travels through the curve section of the track at a speed exceeding the balancing speed at which the components of centrifugal force and gravity can cancel each other, the excess centrifugal force that cannot be cancelled by the cant acts on the railroad vehicle so that the passengers have a feeling of being swung outside the curve and feel an uncomfortable ride.
  • the railroad vehicle is provided with a vehicle body tilting device that positively inclines the railroad vehicle to the inner rail side of the curve more than the cant amount.
  • a railroad vehicle when the railroad vehicle travels on the track at high speed, track irregularities or the like may cause roll oscillation in which the railroad vehicle oscillates around an axis along the rail direction. For this reason, a railroad vehicle may be equipped with an anti-rolling device which suppresses this roll oscillation.
  • Patent Literature 1 discloses a railroad vehicle provided with an anti-rolling device having a torsion bar.
  • Patent Document 1 JP-2005-238858-A WO2016063382A1 proposes a railway vehicle including an anti-rolling device.
  • a railroad vehicle is provided with a vehicle body tilting device which inclines the railroad vehicle to the inner rail side of the track when the vehicle passes through a curve section of the track.
  • a vehicle body tilting device which inclines the railroad vehicle to the inner rail side of the track when the vehicle passes through a curve section of the track.
  • the present invention has been made in consideration of the above points, and an object thereof is to propose a railroad vehicle provided with an anti-rolling device which does not inhibit the function of the vehicle body tilting device.
  • a railroad vehicle according to claim 1 is provided.
  • the railroad vehicle provided with the anti-rolling device which does not inhibit the function of a vehicle body tilting device can be achieved.
  • the longitudinal direction of the railroad vehicle (rail direction) is defined as X direction
  • the width direction of the railroad vehicle (crosstie direction)
  • the height direction of the railroad vehicle is defined as Z direction.
  • X direction, Y direction, and Z direction may be simply referred to.
  • FIG. 1 is a side view of a railroad vehicle provided with an anti-rolling device 3 according to the present embodiment
  • FIG. 2 is a top view of the railroad vehicle provided with the anti-rolling device 3 according to the present embodiment (view taken along line A-A in FIG. 1 ).
  • the both ends in X direction of a vehicle body 1 of the railroad vehicle are supported, through air springs 2, by a truck including a truck frame 4, wheel axle 6, journal box body 7, and journal box supporting device 5 for connecting the journal box body 7 to the truck frame 4.
  • the anti-rolling device 3 is constituted by a torsion bar 9 provided extending in the X direction on the lower surface of the vehicle body 1, arms 11 extending in the Y direction from both ends of the torsion bar 9, and rods 12 hanging down in the Z direction from the ends of the arms 11 in the X direction.
  • a pair of holders 10 fixed to be spaced at both ends in the X direction of the lower surface of the vehicle body 1 are provided rotatably around the shaft of the torsion bar 9.
  • Each end of the torsion bar 9 is connected to one end of the arm 11 by press fitting or the like.
  • the other end of the arm 11 and the rod 12 are rotatably connected via a spherical bearing or the like.
  • a coupling bar 32 constituting a lower joint section 31 provided at the lower end of the rod 12 is fixed to a joint section support 15 provided on the side surface of the truck frame 4.
  • the torsion bar 9 is torsionally deformed when one rod 12 ascends in the Z direction to lift up the other end of the arm 11 and the other rod 12 descends in the Z direction to push down the other end of the arm 11 at the same time in the anti-rolling device 3.
  • the action against the torsional deformation of the torsion bar 9 suppresses the upward and downward movements of the pair of right and left rods 12 and produces an anti-rolling action for reducing the relative roll displacement between the vehicle body 1 and the truck frame 4.
  • FIG. 3 is a front view of the lower joint section 31 connecting the lower end of the rod 12 of the anti-rolling device 3 and the truck frame 4.
  • FIG. 4 is a cross-sectional view at the center of the lower joint section 31 connecting the lower end of the rod 12 of the anti-rolling device 3 and the truck frame 4 (cross-sectional view taken along line B-B in FIG. 3 )
  • FIG. 5 is a cross-sectional view of the lower joint section 31 connecting the lower end of the rod 12 of the anti-rolling device 3 and the truck frame 4 when viewed from a point apart from the center (cross-sectional view taken along line C-C in FIG. 3 ).
  • the lower joint section 31 is composed of an outer annular member 36 connected to the lower end of the rod 12 by welding or the like and being pipe-shaped having an axis in the Y direction, and an second elastic body 35 that is annular and provided inside the outer annular member 36, an inner annular member 34 provided inside the second elastic body 35, and a first elastic body 33 provided inside the inner annular member 34.
  • the coupling bar 32 that is prismatic is provided at the center of the first elastic body 33.
  • the size of the coupling bar 32 in the Y direction is larger than the size of the lower joint section 31 in the Y direction, and both ends of the coupling bar 32 in the Y direction project from both end surfaces of the lower joint section 31 in the Y direction.
  • An extending portions 34a are connected in such a manner as to project in the Y direction (the axial direction of the inner annular member 34) from both ends of the inner annular member 34 in the Z direction and a stopper rubber mounting portion 37 on which a stopper rubber 38 is mounted is provided on the surface of the extending portion 34a facing the coupling bar 32.
  • the extending portion 34a and the stopper rubber mounting portion 37 may be carved integrally out of the inner annular member 34 by machining or may be fixed to the inner annular member 34 by welding or the like after being prepared as a component separate from the inner annular member 34.
  • Both ends of the coupling bar 32 in the Y direction are fixed with bolts 50 to the upper surfaces of both ends in the Y direction of the joint section support 15 fixed to the side surface of the truck frame 4. Due to fixing in this manner, the lower end of the rod 12 constituting the anti-rolling device 3 is fixed to the truck frame 4.
  • the first elastic body 33 When a relative roll displacement of the vehicle body 1 occurs relative to the truck, the first elastic body 33 is deformed first so that the coupling bar 32 comes in contact with the stopper rubber 38 held on the extending portion 34a via the stopper rubber mounting portion 37. Furthermore, when the relative roll displacement increases, the second elastic body 35 is deformed while absorbing the impact caused when the coupling bar 32 comes in contact with the stopper rubber 38.
  • the stopper rubber 38 Since the stopper rubber 38 is provided to inhibit the reliability of the first elastic body 33 from being significantly impaired due to deformation of the first elastic body 33 exceeding an allowable amount, the stopper rubber 38 does not have to be an elastic body such as a rubber, and may be a Teflon (registered trademark) plate or the like.
  • a clearance of Z direction dimension Z0 is provided between the upper surface (lower surface) of the coupling bar 32 and the stopper rubber 38. Since the coupling bar 32 and the stopper rubber 38 comes in contact with each other when the coupling bar 32 is displaced by the dimension Z0 in the Z direction, the dimension Z0 is desirably equal to or larger than the dimension ( ⁇ T/W) obtained by dividing the target inclination angle ⁇ T of the vehicle body tilting device by the W dimension (see FIG. 2 ) .
  • FIG. 6 is a schematic view showing a change in spring stiffness in the height direction of the lower joint section corresponding to the displacement amount in the height direction of the vehicle body.
  • the spring stiffness of the lower joint section 31 is the stiffness of the first elastic body 33 because mainly the first elastic body 33 is deformed.
  • the coupling bar 32 is displaced in the Z direction integrally with the inner annular member 34 while being in contact with the stopper rubber 38.
  • the spring stiffness of the lower joint section 31 is the spring stiffness of the second elastic body 35.
  • the lower joint section 31 includes the first elastic body 33 having small stiffness and the second elastic body 35 having large stiffness, when the displacement of the coupling bar 32 in the Z direction is smaller than Z0, the coupling bar 32 is easily displaced in the Z direction, but when the displacement of the coupling bar 32 in the Z direction is greater than Z0, the coupling bar 32 has the property of being less easily displaced in the Z direction.
  • first elastic body 33 and second elastic body 35 that are two types having different stiffness are provided. Therefore, even in the case where the first elastic body 33 with small stiffness is easily displaced and the coupling bar 32 vigorously comes in contact with the stopper rubber 38, the second elastic body 35 can absorb the impact caused by the coupling bar 32 coming in contact with the stopper rubber 38. As described above, since the second elastic body 35 absorbs the impact when the coupling bar 32 and the stopper rubber 38 come in contact with each other, the reliability of the anti-rolling device 3 is not impaired.
  • FIG. 7 is a schematic view showing the operation of the anti-rolling device 3 when a small roll displacement occurs.
  • FIG. 8 is a schematic view showing the state of displacement of one lower joint section 31 (side A) constituting the anti-rolling device 3 when a small roll displacement occurs, and
  • FIG. 9 is a schematic view showing the state of displacement of the other lower joint section 31 (B side) constituting the anti-rolling device 3 when a small roll displacement occurs.
  • a case is considered where the vehicle body 1 rotates around an axis extending along the X direction at a roll angle ⁇ (a relative roll angle ⁇ is generated between the vehicle body 1 and the truck frame 4).
  • the coupling bar 32 located on one side (A side) of the truck frame 4 in the Y direction is located at a distance of W dimension from the above-described axis in the +Y direction, and the coupling bar 32 located on the other side (B side) of the truck frame 4 in the Y direction is located at a distance of W dimension from the above-mentioned axis in the -Y direction (see FIG. 2 ).
  • the coupling bar 32 on the A side is displaced upward in the Z direction by a displacement amount (W ⁇ ⁇ ) obtained by multiplying the W dimension by the roll angle ⁇ (see FIG. 8 ).
  • the coupling bar 32 on the B side is displaced downward in the Z direction by a displacement amount (W ⁇ ⁇ ) obtained by multiplying the W dimension by the roll angle ⁇ (see FIG. 9 ).
  • the vehicle body tilting device is a device that adjusts the internal pressure of the pair of air springs 2 mounted on the upper surface of the truck frame 4 to gives a small relative roll angle ⁇ of the vehicle body 1 relative to the truck frame 4 when the railroad vehicle passes through a curve section of the track.
  • FIG. 10 is a schematic view showing the operation of the anti-rolling device 3 when a large roll displacement occurs.
  • FIG. 11 is a schematic view showing the state of displacement of one lower joint section 31 (side A) constituting the anti-rolling device 3 when a large roll displacement occurs, and
  • FIG. 12 is a schematic view showing the state of displacement of the other lower joint section 31 (B side) constituting the anti-rolling device 3 when a large roll displacement occurs.
  • a case is considered where the vehicle body 1 rotates around an axis extending along the X direction at a roll angle 2 ⁇ .
  • the coupling bar 32 located on one side (A side) of the truck frame 4 in the Y direction is located at a distance of W dimension from the above-described axis in the +Y direction, and the coupling bar 32 located on the other side (B side) of the truck frame 4 in the Y direction is located at a distance of W dimension from the above-mentioned axis in the -Y direction.
  • the coupling bar 32 on the A side is displaced upward in the Z direction by a displacement amount (W ⁇ 20) obtained by multiplying the W dimension by the roll angle ⁇ (see FIG. 11 ).
  • the coupling bar 32 on the B side is displaced downward in the Z direction by a displacement amount (W ⁇ 20) obtained by multiplying the W dimension by the roll angle ⁇ (see FIG. 12 ) .
  • the displacement amount W ⁇ 2 ⁇ in the Z direction of the coupling bar 32 is larger than the Z direction dimension Z0 (see FIG. 5 ) from the upper surface and the lower surface of the coupling bar 32 at the initial (relative displacement angle 0°) position to the stopper rubber 38. Therefore, when the relative roll angle exceeds Z0/W, the coupling bar 32 deforms the first elastic body 33 and comes in contact with the stopper rubber 38. Further, the coupling bar 32 is displaced together with the inner annular member 34 supporting the stopper rubber 38 from the initial position (position of relative roll angle 0°) to the position at a distance of W ⁇ 2 ⁇ in the Z direction while deforming the second elastic body 35.
  • the second elastic body 35 Since the stiffness of the second elastic body 35 is set sufficiently large compared to the stiffness of the first elastic body 33, the second elastic body 35 is not easily deformed in the Z direction. Due to this property (the property of not being easily deformed) of the second elastic body 35, one rod 12 connected to the lower joint section 31 ascends in the Z direction and the other rod 12 descends in the Z direction at the same time.
  • the anti-rolling device 3 since the stiffness of the first elastic body 33 constituting the lower joint section 31 is set small, the first elastic body 33 is easily deformed and the anti-rolling action of the anti-rolling device 3 is not generated while the displacement of the coupling bar 32 in the Z direction is allowed when the relative roll angle ⁇ is small, and therefore, the anti-rolling device 3 does not interfere with the operation of the vehicle body tilting device.
  • the pair of coupling bars 32 are displaced in the opposite direction from each other in the Z direction and causes the torsion bar 9 to be twisted via the arms 11. For this reason, a strong anti-rolling action works, and an increase in the relative roll displacement can be suppressed between the vehicle body 1 and the truck frame 4. Therefore, a railroad vehicle provided with the anti-rolling device 3 which does not inhibit the function of the vehicle body tilting device can be provided.
  • the anti-rolling device 3 has a first-stage stiffness region that does not interfere with the action of the vehicle body tilting device and a second-stage stiffness region that can suppress an excessive relative roll displacement between the vehicle body and the truck frame. Therefore, according to the present embodiment, a railroad vehicle provided with the anti-rolling device 3 which does not inhibit the function of the vehicle body tilting device can be provided.
  • the present embodiment an example is shown in which the lower end of the rod 12 connected to the arm 11 couples with the torsion bar 9 is fixed to the truck frame 4 while the torsion bar 9 is rotatably held in the holders 10 fixed to the lower surface of the vehicle body 1.
  • the present embodiment is not limited to this example, and the same effect can be obtained even if the upper end portion of the rod 12 connected to the arm 11 couples with the torsion bar 9 is fixed to the floor surface of the vehicle body 1 while the torsion bar is rotatably held in the holders provided on the upper surface of the truck frame (the same goes for also the second and third embodiments).
  • FIG. 13 is a side view of the lower joint section of an anti-rolling device 40 according to a second embodiment.
  • the inner annular member 34 is omitted and only one type of elastic body (first elastic body 33) having a relatively small stiffness is adopted to simplify the structure.
  • extending portions 36a extending in the Y direction from both ends of the outer annular member 36 in the Z direction are provided, and the stopper rubber 38 is fixed to the stopper rubber mounting portion 37 while the stopper rubber mounting portion 37 is fixed to the extending portion 36a.
  • the anti-rolling device 40 Since the support stiffness for the coupling bar 32 by the first elastic body 33 in the first stage elastic region is small, the anti-rolling device 40 does not inhibit the function of the vehicle body tilting device. In the second stage elastic region, the torsional stiffness of the torsion bar 9 constituting the anti-rolling device 40 suppresses the excessive relative roll displacement between the vehicle body 1 and the truck frame 4. For this reason, a railroad vehicle provided with the anti-rolling device 40 that does not inhibit the function of the vehicle body tilting device can be provided.
  • FIG. 14 is a side view of the lower joint section of an anti-rolling device 45 according to a further third embodiment.
  • the configuration of a lower joint section 46 according to the present embodiment is basically the same as that of the lower joint section 31 according to the first embodiment.
  • the lower joint section 46 according to the present embodiment is provided with a pair of inner walls 34b extending in the Z direction inside the inner annular member 34.
  • the clearance size of the inner wall 34b in the X direction is set to be slightly larger than the size of the coupling bar 32 in the X direction, thereby characteristically allowing the displacement of the coupling bar 32 in the Z direction while restricting the displacement of the coupling bar 32 in the X direction.
  • the coupling bar 32 is inhibited from being largely displaced in the X direction or having minute rotation in the X-Z plane.
  • the stiffness of the first elastic body 33 holding the coupling bar 32 is set smaller than the stiffness of the second elastic body 35. Therefore, when the coupling bar 32 is largely displaced in the X direction or rotated in the X-Z plane, the first elastic member 33 having small stiffness is largely deformed and the deterioration thereof rapidly progresses, which causes a concern that reliability of the lower joint section 46 may be degraded.
  • the inner annular member 34 is provided with the pair of inner walls 34b extending in the Z direction, and the coupling bar 32 that is allowed to be displaced in the Z direction is disposed inside the inner walls 34b facing each other, in addition.
  • a railroad vehicle having the anti-rolling device 45 which does not inhibit the function of the vehicle body tilting device can be provided.
  • the rapid deterioration of the first elastic body 33 is suppressed and the decrease in the reliability of the lower joint section 46 can be restricted.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Vehicle Body Suspensions (AREA)
  • Springs (AREA)
  • Vibration Prevention Devices (AREA)

Claims (6)

  1. Schienenfahrzeug, das Folgendes umfasst:
    einen Fahrzeugkörper (1);
    einen Drehgestellrahmen (4), der ein Drehgestell zum Stützen des Fahrzeugkörpers bildet;
    eine Rollstabilisierungsvorrichtung (3; 40; 45), die so bereitgestellt ist, dass sie sich zwischen dem Fahrzeugkörper (1) und dem Drehgestellrahmen (4) erstreckt, um eine relative Rollverschiebung des Fahrzeugkörpers zu unterdrücken;
    einen Torsionsstab (9) der so bereitgestellt ist, dass er sich in einer Breitenrichtung des Fahrzeugkörpers (1) in der Rollstabilisierungsvorrichtung erstreckt;
    einen Schenkel (11), der sich in einer Längsrichtung des Fahrzeugkörpers (1) von jedem Ende des Torsionsstabs (9) erstreckt;
    eine Stange (12), die sich in einer vertikalen Richtung des Fahrzeugkörpers (1) von einer Spitze des Schenkels (11) erstreckt;
    einen Verbindungsabschnitt (15), der an der Spitze der Stange bereitgestellt ist;
    ein Ringelement (34; 36), das an dem Verbindungsabschnitt (15) bereitgestellt ist und mit der Stange (12) verbunden ist;
    einen elastischen Körper (33; 35), der ein Inneres des Ringelements (36) ausfüllt;
    einen Kopplungsstab (32), der sich entlang einer Achse des Ringelements (36) erstreckt und durch den elastischen Körper (33) gestützt ist; und
    ein Steuerglied, um eine Verschiebung des Kopplungsstabs in einer Höhenrichtung zu steuern;
    dadurch gekennzeichnet, dass:
    das Steuerglied ein Gummianschlag (38) ist, der an einem Erstreckungsabschnitt (34a; 36a) bereitgestellt ist, der sich in einer axialen Richtung des Ringelements (34; 36) von jedem Ende des Ringelements in einer Höhenrichtung erstreckt und
    der Gummianschlag (38) eine Verschiebung des Kopplungsstabs (32) in der Höhenrichtung einhergehend mit einer Verformung des elastischen Körpers (33; 35) steuert, wenn eine relative Rollverschiebung auftritt.
  2. Schienenfahrzeug nach Anspruch 1, wobei:
    der elastische Körper ein erster elastischer Körper (33) ist;
    das Ringelement ein äußeres Ringelement (36) ist, das mit der Stange (12) verbunden ist und mit einem zweiten elastischen Körper (35) ausgefüllt ist; und
    ein inneres Ringelement (34) durch den zweiten elastischen Körper (35) gestützt ist und mit dem ersten elastischen Körper (33) ausgefüllt ist,
    wobei der Kopplungsstab (32) durch den ersten elastischen Körper (33) gestützt ist, wodurch das innere Ringelement (34) ausgefüllt ist, und
    der Gummianschlag (38) an einem Erstreckungsabschnitt (34a) angeordnet ist, der sich in einer axialen Richtung des inneren Ringelements (34) von jedem Ende des inneren Ringelements in einer Höhenrichtung erstreckt.
  3. Schienenfahrzeug nach Anspruch 2, wobei:
    die Steifigkeit des zweiten elastischen Körpers (35) größer als die Steifigkeit des ersten elastischen Körpers (33) ist.
  4. Schienenfahrzeug nach Anspruch 3, wobei
    das innere Ringelement (34) ein Paar von Innenwänden (34b) in diesem aufweist, die sich in vertikaler Richtung erstrecken, um einander gegenüber zu liegen, und
    der Kopplungsstab (32) in einer Höhenrichtung entlang der Innenwand verschoben wird.
  5. Schienenfahrzeug nach einem der Ansprüche 1 bis 4, wobei:
    jedes Ende des Torsionsstabs (9) an einer unteren Oberfläche jedes der Enden des Fahrzeugkörpers (1) in einer Breitenrichtung drehbar gehalten ist, und
    jedes Ende des Kopplungsstabs (32) an dem Drehgestellrahmen (4) befestigt ist.
  6. Schienenfahrzeug nach einem der Ansprüche 1 bis 4, wobei:
    jedes Ende des Torsionsstabs (9) drehbar an einer oberen Oberfläche in einer Breitenrichtung des Drehgestellrahmens (4) gehalten ist, und
    jedes Ende des Kopplungsstabs (32) an einer unteren Oberfläche in einer Breitenrichtung des Fahrzeugkörpers (1) befestigt ist.
EP17907686.4A 2017-04-25 2017-04-25 Schienenfahrzeug Active EP3617030B1 (de)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
PCT/JP2017/016397 WO2018198200A1 (ja) 2017-04-25 2017-04-25 鉄道車両

Publications (3)

Publication Number Publication Date
EP3617030A1 EP3617030A1 (de) 2020-03-04
EP3617030A4 EP3617030A4 (de) 2020-10-21
EP3617030B1 true EP3617030B1 (de) 2021-09-08

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EP17907686.4A Active EP3617030B1 (de) 2017-04-25 2017-04-25 Schienenfahrzeug

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EP (1) EP3617030B1 (de)
JP (1) JP6709331B2 (de)
WO (1) WO2018198200A1 (de)

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN110341740B (zh) * 2019-08-29 2020-10-27 株洲时代新材料科技股份有限公司 一种刚度可变的抗侧滚扭杆装置及实现可变刚度的方法

Family Cites Families (11)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE4037672A1 (de) * 1990-11-27 1992-06-04 Man Ghh Schienenverkehr Schienenfahrzeug
JPH10287241A (ja) * 1997-04-17 1998-10-27 Sumitomo Metal Ind Ltd 鉄道車両用車体傾斜制御装置及びその車体傾斜制御方法
DE19819412C1 (de) * 1998-04-30 1999-10-07 Talbot Gmbh & Co Kg Wankstützeinrichtung für den Rahmen des Laufwerks eines Schienenfahrzeugs
JP2002145061A (ja) * 2000-11-15 2002-05-22 Hitachi Ltd 鉄道車両
JP4305210B2 (ja) 2004-01-28 2009-07-29 住友金属工業株式会社 鉄道車両のアンチローリング装置
JP4968277B2 (ja) * 2004-01-28 2012-07-04 住友金属工業株式会社 鉄道車両のアンチローリング装置
JP4306517B2 (ja) * 2004-04-02 2009-08-05 住友金属工業株式会社 鉄道用台車及び鉄道車両
JP2008290671A (ja) * 2007-05-28 2008-12-04 Sumitomo Metal Ind Ltd 車体傾斜制御装置
JP2011213148A (ja) * 2010-03-31 2011-10-27 Hitachi Ltd 鉄道車両及び鉄道車両用台車
JP5825025B2 (ja) * 2011-10-03 2015-12-02 住友電気工業株式会社 鉄道車両のアンチローリング装置用軸受
WO2016063382A1 (ja) * 2014-10-22 2016-04-28 株式会社日立製作所 鉄道車両

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Publication number Publication date
JPWO2018198200A1 (ja) 2019-11-14
EP3617030A4 (de) 2020-10-21
EP3617030A1 (de) 2020-03-04
WO2018198200A1 (ja) 2018-11-01
JP6709331B2 (ja) 2020-06-10

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