JP2007216876A - Turning resistance adjustment device and railway vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a turning resistance adjustment device and a railway vehicle, which provide stable friction force not depending on the number of passengers and weight, easily go around a sharp curve, and stably travel in high speed linear traveling. <P>SOLUTION: The turning resistance adjustment device 4 for adjusting turning resistance between a vehicle body 2 and a truck 3 rotatably connected to each other is provided with: a circumference-like contact surface 18 provided on any one of the vehicle body 2 or the truck 3 and provided around one rotary axis L; and a contact element 20 provided on the other and contacted with the circumference-like contact surface 18 from a direction crossing the rotary axis L. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

  The present invention relates to a turning resistance adjusting device between a vehicle body such as a tram, such as an LRT (Light Rail Transit) and a bogie, and a railway vehicle.

  In general, a railway vehicle such as a tram is provided with a box-shaped vehicle body and a carriage having wheels, and the vehicle body and the vehicle body are rotatably connected to each other (for example, Patent Documents). 1). Some of these railway vehicles are connected to the following side receiving type carriages. That is, as shown in FIG. 12, the carriage 102 includes a wheel 103 connected to each other by a wheel shaft 105 and a main body portion 104 that supports the wheel shaft 105. A support recess 108 is formed. Further, on the upper surface of the main body portion 104, a rubbing-plate-type carriage side receiving portion 107 disposed so as to face each other with the support concave portion 108 interposed therebetween is formed.

  Further, a center pin 109 depending on the center of the vehicle body 101 is formed on the lower surface of the vehicle body 101, and a vehicle body side receiving portion 112 disposed opposite to the center pin 109 is formed. The center pin 109 is fitted in the support recess 108, and most of the vehicle body load is supported by the center pin 109 and the support recess 108. Further, the vehicle body side receiving portion 112 is configured to support the remaining vehicle body load by making contact with the cart side receiving portion 107. With such a configuration, the vehicle body 101 and the carriage 104 are rotatably connected to each other with the axis L of the center pin 109 as the rotation center.

  In addition, some of the above-mentioned railway vehicles have a vehicle body and a vehicle body connected as follows. That is, as shown in FIG. 13, a support recess 108 'is formed at the center of the upper surface of the main body 104' of the carriage 102 '. A rubbing plate 110 is provided around the support recess 108 '. In addition, a large-diameter center plate 113 that protrudes downward from the center thereof is formed on the lower surface of the vehicle body 101 ′. A center plate 114 is formed at the center of the lower end surface of the large-diameter center plate 113. Further, a rubbing plate 115 is provided around the core plate rod 114 in the lower end surface of the large-diameter core plate 113. The center plate 114 is fitted in the support recess 108 ', and the rubbing plate 115 of the large-diameter core plate 113 is in contact with the rubbing plate 110 on the cart 102' side. With such a configuration, the vehicle body 101 ′ and the carriage 104 ′ are rotatably connected to each other around the axis L of the center plate 114.

  Here, since a track such as a tram may be a sharp curve with a radius of 100 m or less, the distance (wheel base) WB between the front wheel shaft 105a and the rear wheel shaft 105b is shortened as shown in FIG. It is common to do. That is, if the wheel base WB is lengthened, it becomes impossible to turn a sharp curve, so a small-axis distance cart is used in a tram. However, if the wheel base WB is short, snake behavior (cart yawing) is likely to occur when going straight, so it is not suitable for high-speed straight running.

Therefore, it is conceivable to prevent the occurrence of snake behavior by increasing the frictional turning resistance between the vehicle body and the cart only when traveling straight at a high speed while using the small shaft distance cart. Then, since the wheel base WB is short, a sharp curve can be easily bent, and further stable running is possible when the vehicle goes straight at high speed.
Japanese Patent Laid-Open No. 2003-72543

  However, in the side receiving type carriage as described above, the load on the entire vehicle body 101 changes depending on the number of passengers and the weight of the vehicle body 101 shown in FIG. Therefore, the frictional force changes due to uncertain factors such as the number of passengers and weight, and there is a problem that the frictional turning resistance cannot be increased or decreased with high accuracy. In addition, since the vehicle body side receiving portion 112 and the cart side receiving portion 107 are locally in contact with each other, the vehicle body side receiving portion 112 and the cart side receiving portion 107 are likely to be worn, and the use of the vehicle The frictional force changes depending on the year.

  Further, in the cart having the large-diameter core plate 113 (shown in FIG. 13) as described above, by increasing the contact area between the rubbing plate 114 of the large-diameter core plate 113 and the rubbing plate 110 of the cart 102 ′, Although the wear of the rubbing plates 110 and 114 can be suppressed, there is still a problem that the frictional force changes depending on the number and weight of passengers.

  The present invention has been made in view of such circumstances, and can obtain a stable frictional force that is not affected by the number of passengers and weight, and therefore can easily bend a sharp curve and travel straight ahead at high speed. It is an object of the present invention to provide a turning resistance adjusting device and a railway vehicle that can sometimes travel stably.

In order to solve the above problems, the present invention provides the following means.
A turning resistance adjusting device according to the present invention is a turning resistance adjusting device that adjusts a turning resistance between a vehicle body and a carriage that are rotatably connected to each other, and is provided on either the vehicle body or the carriage, A circumferential contact surface provided around the one rotation center axis, and a contact provided on the other and contacting the circumferential contact surface from a direction intersecting the rotation center axis. Features.

In the turning resistance adjusting device according to the present invention, the contact contacts the circumferential contact surface from the direction intersecting the rotation center axis. At this time, a frictional force is generated between the contact and the circumferential contact surface.
As a result, a frictional force can be generated according to the pressing force of the contact against the circumferential contact surface from the direction intersecting the rotation center axis without being influenced by the load of the vehicle body.

  Moreover, the turning resistance adjusting device according to the present invention is characterized by comprising a moving means for moving the contact in the intersecting direction and a control unit for controlling the moving means.

In the turning resistance adjusting apparatus according to the present invention, the moving unit is controlled by the control unit, and the moving unit moves the contact in the intersecting direction. That is, under the control of the control unit, the contact moves in the above direction via the moving means.
Thereby, the pressing force of the contact against the circumferential contact surface can be controlled with high accuracy. Therefore, the frictional force between the circumferential contact surface and the contact can be controlled, and the frictional turning resistance between the carriage and the vehicle body can be controlled with high accuracy.

  In addition, the turning resistance adjusting device according to the present invention includes a detecting unit that detects at least one of speed and vibration, and the control unit controls the moving unit based on a detection result of the detecting unit. And

In the turning resistance adjusting apparatus according to the present invention, at least one of the speed and vibration of the carriage and the vehicle body is detected by the detecting means, and the moving means is controlled by the control unit based on the detection result.
Thereby, the frictional turning resistance between the carriage and the vehicle body can be controlled with high accuracy by at least one of the speed and vibration of the carriage and the vehicle body.

  Further, in the turning resistance adjusting device according to the present invention, the carriage is a bolsterless carriage, the contactor and the moving means are provided in plural, the moving means includes a cylinder, and the cylinders communicate with each other. It is characterized by that.

In the turning resistance adjusting apparatus according to the present invention, the contact is moved in the direction in which the contact protrudes from the cylinder by the cylinder. At this time, since the plurality of cylinders communicate with each other, when one contact moves in a direction protruding from the one cylinder, the other contact moves in a direction sunk in the other cylinder. That is, a plurality of contacts are floated, and only the position in the intersecting direction changes while maintaining the pressing force of the contacts against the circumferential contact surface.
Thereby, even when the vehicle body moves to the left and right in the traveling direction with respect to the carriage, the pressing force can be maintained, and the turning resistance force can be controlled with high accuracy.

  In addition, a railway vehicle according to the present invention includes a vehicle body and a carriage that are rotatably connected to each other, and the turning resistance adjusting device according to any one of claims 1 to 4. To do.

  In the railway vehicle according to the present invention, the same effect as the turning resistance adjusting device according to any one of claims 1 to 4 can be obtained.

  According to the present invention, since the frictional force can be generated according to the pressing force of the contact with respect to the circumferential contact surface from the direction intersecting the rotation center axis, it is stable regardless of the number of passengers and the weight. Therefore, it is possible to easily bend a sharp curve and to travel stably during high-speed straight travel.

(Embodiment 1)
Hereinafter, a railway vehicle according to a first embodiment of the present invention will be described with reference to the drawings.
In FIG. 1, reference numeral 1 denotes a railway vehicle.
The railway vehicle 1 is used as, for example, a streetcar.

The railway vehicle 1 includes a vehicle body 2 extending in a rectangular box shape, a substantially H-shaped carriage 3 in plan view, and a turning resistance adjusting device 4 that adjusts the friction turning resistance between the vehicle body 2 and the carriage 3. I have.
The cart 3 includes a wheel 6 connected to each other by a wheel shaft 7 and a main body portion 8 that supports the wheel shaft 7. The wheel base, which is the distance between the front and rear wheel axles 7, is set to be short enough to bend easily even with a sharp curve with a radius of 100 m or less. In other words, the carriage 3 is used as a so-called bogie small-axis distance carriage. It is. A support recess 12 is formed at the center of the upper surface 8 a of the main body 8. In addition, a pair of cart side receiving portions 11 are provided on the upper surface 8a so as to face each other with the support recess 12 interposed therebetween. A rubbing plate 11 a is provided on the top surface of the cart side receiving portion 11.

On the lower surface of the vehicle body 2, a pair of vehicle body side receiving portions 15 are provided at positions opposed to the cart side receiving portions 11, and a rubbing plate 15 a is provided on the lower surface of each of the vehicle body side receiving portions 15. It has been. These rubbing plates 11a and 15a are in contact with each other.
The turning resistance adjusting device 4 in the present embodiment includes a wheel-shaped sliding center dish 16 provided at the center of the lower surface of the vehicle body 2. The outer peripheral surface 18 of the sliding center plate 16 functions as a circumferential contact surface. A center plate 17 is provided at the center of the lower end surface of the slide plate 16, and the plate 17 is fitted in the support recess 12. Thereby, the vehicle body 2 and the carriage 3 are connected to each other about the axis (rotation center axis) L of the center plate 17 so as to be rotatable.

  Further, the turning resistance adjusting device 4 in the present embodiment includes a pair of actuators (moving means) 21 provided on the upper surface 8a of the carriage 3 so as to face each other with the support recess 12 interposed therebetween. The actuator 21 is an air actuator composed of a cylindrical main body. The actuator 21 is installed along the extending direction of the upper surface 8a so as to face the depth direction of the support recess 12, that is, the direction orthogonal to the axis L (the width direction W of the carriage 3). The pair of actuators 21 are opposed to each other on the same axis line in the width direction W. The rear end portions of the pair of actuators 21 are in contact with the cart side receiving portion 11. At the tip of the actuator 21, there is provided a control ring (contactor) 20 made of resin, cast iron or sintered alloy. An inner circumferential surface 30 that is recessed inward is formed on the control wheel 20. Then, by driving the actuator 21, the pair of restrictors 20 moves in a direction approaching and separating from each other. That is, when the vehicle body 2 is installed on the carriage 3, the sliding center plate 16 is disposed between the pair of restrictors 20, and when the restrictor 20 is moved so as to approach each other in this state, the inner circumferential surface 30 and the outer peripheral surface 18 are in contact with each other over the entire length.

  Further, the driving of the actuator 21 is controlled by the control unit 24. The control unit 24 is electrically connected to a speed sensor (detection means) 25 that detects the speed of the railway vehicle 1. Under such a configuration, when the detection signal of the speed sensor 25 is input to the control unit 24, the drive of the actuator 21 is controlled in accordance with the detection signal, and the movement of the brake member 20 is controlled. ing.

Next, the operation of the railway vehicle 1 in the present embodiment configured as described above will be described.
While the railway vehicle 1 travels on a predetermined track rail, a detection signal from the speed sensor 25 is input to the control unit 24. When the speed of the railway vehicle 1 exceeds 40 km / h, the detection signal from the speed sensor 25 at this time is input to the control unit 24 to drive the actuator 21. Then, the control device 20 moves in a direction in which the control devices 20 approach each other.

Thereby, the inner circumferential surface 30 and the outer circumferential surface 18 come into contact with each other at a certain timing, and friction occurs between the inner circumferential surface 30 and the outer circumferential surface 18. As a result, the frictional turning resistance between the vehicle body 2 and the carriage 3 is increased, and snake behavior and the like are suppressed.
At this time, conventionally, since the frictional force is determined by the load of the entire vehicle body 2 including the passengers, it is difficult to increase or decrease the frictional force in a timely and highly accurate manner. In the present embodiment, since the inner circumferential surface 30 contacts the outer circumferential surface 18 from the direction orthogonal to the load direction of the vehicle body 2, that is, from the width direction W, the frictional force is not the load of the vehicle body 2 but the inward direction. It is determined by the pressing force of the circumferential surface 30 against the outer circumferential surface 18.

  On the other hand, when the railway vehicle 1 tries to bend a sharp curve in a state where the frictional turning resistance is large as described above, the pressure on the vehicle body 2 becomes great, and not only the wheels 6 and the rails wear but also derailment. There is also the potential for fear. In this embodiment, when the speed of the railway vehicle 1 drops from over 40 km / h to 40 km / h, the detection signal from the speed sensor 25 at this time is input to the control unit 24 to drive the actuator 21. To do. Then, the restrictor 20 moves in a direction away from each other, the inner circumferential surface 30 is separated from the outer circumferential surface 18, and no frictional force is generated therebetween. At this time, as in the conventional case, only the frictional force caused by the contact between the rubbing plates 11a and 15a of the cart side receiving portion 11 and the vehicle body side receiving portion 15 is obtained, and the frictional resistance is reduced to an appropriate friction turning resistance. The threshold is set to 40 km / h because the speed per hour when the railway vehicle 1 turns a sharp curve is 40 km or less.

  As described above, according to the railway vehicle 1 of the present embodiment, the inner circumferential surface 30 with respect to the outer circumferential surface 18 is not affected by the load of the vehicle body 2 and responds to the pressing force from the direction intersecting the load direction. Frictional force can be generated. Therefore, a stable frictional force that is not affected by the number of passengers and weight can be obtained. Thus, by controlling the frictional force in a timely and highly accurate manner, it is possible to easily bend a sharp curve and to travel stably even when traveling straight at high speed.

In addition, since the sliding center plate 16 and the control wheel 20 are provided, existing parts equivalent to the tread brakes of the wheels can be used, and the cost can be reduced.
In addition, when a yawing damper is provided between the vehicle body 2 and the carriage 3 and an attempt is made to suppress the snake behavior, the backlash and the dead body may be caused by the difference in the height between the vehicle body 2 and the carriage 3 or the rotational displacement. It will occur. In particular, it is difficult to suppress the yawing of a small-axis distance bogie having a small bogie snake action wavelength with a damper. In the present embodiment, not only such looseness and dead bodies are not generated, but also the vehicle body 2 and the carriage 3 can be easily separated for maintenance.

Furthermore, if a complicated structure such as a steered vehicle or an independent rotating wheel bogie is adopted, the maintenance burden increases and the cost becomes high, but in this embodiment, a general one-wheeled bogie bogie is used. Can facilitate maintenance and reduce costs.
Moreover, if the self-steering method in which the shaft front and rear support rigidity in the carriage 3 is lowered is adopted, the curve passing performance can be improved, but the linear snake behavior limit speed is lowered. In the present embodiment, both the curve passing performance and the linear snake action limit speed can be kept high.

In the present embodiment, the speed sensor 25 is provided. However, the present invention is not limited to this. For example, by providing a vibration sensor (detection means), the magnitude of vibration exceeds a preset threshold value. Control may be performed to increase the frictional force. Further, both the speed sensor 25 and the vibration sensor may be installed.
Moreover, although the threshold value is 40 km, it is not limited to this, and the value can be changed as appropriate.
Further, the on / off control is performed depending on whether or not the threshold value is exceeded. However, the present invention is not limited to this, and the on / off control may be performed by a predetermined switching button. Thereby, the driver can switch the pressing force appropriately at a necessary timing. Further, instead of the on / off control, the pressing force may be controlled stepwise or linearly with speed.

  In addition, although the wheel-shaped sliding center dish 16 is provided, the present invention is not limited to this, and the center dish itself can be appropriately changed. For example, as shown in FIG. 3, a conventional large-diameter mandrel 27 provided with a rubbing plate 28 may be used.

(Embodiment 2)
Next, a second embodiment of the present invention will be described.
4 and 5 show a second embodiment of the present invention.
4 and 5, the same components as those shown in FIGS. 1 to 3 are denoted by the same reference numerals, and description thereof is omitted.
This embodiment and the first embodiment have the same basic configuration, and different points will be described here.

The carriage 3 in the present embodiment includes a core tray receiving pedestal 32 extending in the width direction W. Outer circumferential surfaces (circumferential contact surfaces) 33 are provided at both ends in the width direction W of the center plate receiving base 32. A support recess 12 is provided in the center of the upper surface of the tray tray pedestal 32, and a rubbing plate 37 is provided in the vicinity of the support recess 12 so as to be opposed thereto.
In addition, a pair of actuators 21 and a control 20 are coaxially provided on the lower surface of the vehicle body 2 so as to be directed in the width direction of the vehicle body 2. A sliding center plate 16 is provided between the control wheels 20. A rubbing plate 35 is provided on the lower end surface of the sliding center dish 16.

Under such a configuration, the frictional turning resistance is controlled by controlling the pressing force against the outer circumferential surface 33 of the control device 20 in the same manner as described above.
Thereby, the same effects as those of the first embodiment can be obtained.

(Embodiment 3)
Next, a third embodiment of the present invention will be described.
FIG. 6 shows a third embodiment of the present invention.
The carriage 3 in the present embodiment is provided with press receiving portions 39 at both ends in the width direction W. The press receiving portion 39 is formed with an inner circumferential surface (circumferential contact surface) 40 in which the mutually opposed surfaces are cut out in an arc shape. A double acting cylinder (moving means) 41 oriented in the width direction W is provided on the lower surface of the vehicle body 2. At both ends of the double-acting cylinder 41, contacts 44 are provided so as to be movable in the width direction W. An outer circumferential surface 45 is provided at the tip of the contactor 44.

Under such a configuration, when the contact 44 moves in a direction away from each other via the double-acting cylinder 41, the outer circumferential surface 45 contacts the inner circumferential surface 40 over the length direction.
Thereby, the same effects as those of the first embodiment can be obtained.

(Embodiment 4)
Next, a fourth embodiment of the present invention will be described.
FIG. 7 shows a fourth embodiment of the present invention.
In the present embodiment, the pressure receiving portion 39 is installed on the side receiving portion 11 for the carriage, and actuators (moving means) 47 are provided on the lower surface of the vehicle body 2.
The actuators 47 include a double acting cylinder 41. A contact 44 is provided at one end of the double-acting cylinder 41, and a contact 44 is provided at the other end via a rotating rod 48. The rotating rod 48 is rotatably attached with the stop point C as a fulcrum.

In such a configuration, when the contactor 44 moves away from each other via the double-acting cylinder 41, the outer circumferential surface 45 extends in the length direction on the inner circumferential surface 40 in the same manner as described above. Touch over.
Thereby, not only the same effect as the third embodiment can be obtained, but also the pressure receiving portion 39 can be easily installed by using the existing cart receiving portion 11.

(Embodiment 5)
Next, a fifth embodiment of the present invention will be described.
8 and 9 show a fifth embodiment of the present invention.
The cart 3 in this embodiment is a bolsterless cart provided with an air spring 51 as shown in FIG. That is, the vehicle body 2 and the carriage 3 are connected via the air spring 51, so that the vehicle body 2 moves laterally with respect to the carriage 3. Reference numeral 53 denotes a tow link.

As shown in FIG. 9, a pair of air cylinders 56 is provided on the upper surface 8 a of the carriage 3, and the pair of air cylinders 56 communicate with each other via a communication conduit 57. An air adjusting device (moving means) 58 is connected to the communication pipe 57.
Under such a configuration, by driving the air conditioner 58, the brake members 20 move in the width direction W so as to approach each other via the air cylinder 56. Then, the outer peripheral surface 18 of the sliding center dish 16 is pressed by the control wheel 20 from both ends in the width direction W. At this time, when the vehicle body 2 laterally moves with respect to the carriage 3, one of the brake members 20 is pushed by the outer peripheral surface 18 and moves in a direction approaching one of the air cylinders 56. Then, the air in one air cylinder 56 is pushed, and the pressure is transmitted to the other air cylinders 56 via the communication pipe 57. As a result, the other restrictor 20 moves in the direction in which the other restrictor 20 protrudes as much as the one restrictor 20 is pushed. That is, the restrictor 20 is a floating contact. For this reason, even if the vehicle body 2 moves sideways, only the control member 20 and the sliding center plate 16 move while maintaining the pressing force of the inner circumferential surface 30 against the outer circumferential surface 18.

  As a result, not only the same effects as in the first embodiment can be obtained, but also the pressing force can be maintained even when the vehicle body 2 moves to the left and right in the traveling direction with respect to the carriage 3, and the friction can be maintained. The turning resistance can be controlled with high accuracy.

(Embodiment 6)
Next, a sixth embodiment of the present invention will be described.
FIG. 10 shows a sixth embodiment of the present invention.
The carriage 3 in the present embodiment is a ball race type center dish with a ball race center dish 61. That is, a cylindrical ball race center plate 61 is provided at the center of the upper surface of the carriage 3. The ball race-type center dish is a steep curving cart that uses a cylindrical bearing to reduce the cart turning resistance to the limit.

A pair of brake members 10 attached to the pair of actuators 21 are pressed against the outer peripheral surface 61 a of the ball race center plate 61. That is, the outer peripheral surface 61a of the ball race center plate 61 functions as a circumferential contact surface.
As described above, according to the railway vehicle 1 of the present embodiment, since the ball race type center dish is used, it is possible to have characteristics specialized for curved and linear high-speed traveling.
Although the outer peripheral surface 61a of the ball race center plate 61 is used, the inner peripheral surface 61b may be used instead. For example, as shown in FIG. 11, a pair of actuators 21 and a restrictor 20 are arranged in a ball race center plate 61, and the restrictor 20 is directed radially outward of the ball race center plate 61. May be pressed against the inner peripheral surface 61b.

In the first to sixth embodiments, the center plate or the press receiving portion 39 is provided on one of the vehicle body 2 and the carriage 3, and the control device 20 or the contact 44 is provided on the other. You may arrange in. That is, either one of the control ring 20 or the contact 44 may be provided, and the other side may be provided with the center plate or the pressure receiving portion 39.
The technical scope of the present invention is not limited to the above-described embodiment, and various modifications can be made without departing from the spirit of the present invention.

1 is a front view showing a first embodiment of a railway vehicle according to the present invention. It is a perspective view which expands and shows the principal part of the trolley | bogie of FIG. It is a perspective view which shows the modification of the sliding center dish of FIG. It is a front view which shows 2nd Embodiment of the railway vehicle which concerns on this invention. It is a perspective view which expands and shows the principal part of the trolley | bogie of FIG. It is a figure which shows 3rd Embodiment of the railway vehicle which concerns on this invention, Comprising: It is a perspective view which shows the principal part of a trolley | bogie. It is a figure which shows 4th Embodiment of the railway vehicle which concerns on this invention, Comprising: It is a perspective view which shows the principal part of a trolley | bogie. It is a front view showing a fifth embodiment of a railway vehicle according to the present invention. It is a perspective view which expands and shows the principal part of the trolley | bogie of FIG. It is a figure which shows 6th Embodiment of the railway vehicle which concerns on this invention, Comprising: It is a perspective view which shows the principal part of a trolley | bogie. It is a perspective view which shows the modification of the turning resistance adjustment apparatus of FIG. It is a figure which shows the conventional railway vehicle, Comprising: It is a front view which shows the example of a side receiving type trolley | bogie. It is a figure which shows the conventional railway vehicle, Comprising: It is a front view which shows the example which has a large diameter center plate. It is explanatory drawing which shows a mode when a trolley | bogie bends a sharply curved track.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Railway vehicle 2 Car body 3 Bogie 4 Turning resistance adjusting device 18 Outer peripheral surface (circumferential contact surface)
20 Control wheel (contact)
21 Actuator (moving means)
24 control unit 25 speed sensor (detection means)
33 Outer circumferential surface (circumferential contact surface)
40 Inner circumferential surface (circumferential contact surface)
41 Double acting cylinder (moving means)
44 Contact 47 Actuators (moving means)
56 Air cylinder (cylinder, moving means)
58 Air conditioner (moving means)
L axis (rotation center axis)

Claims (5)

A turning resistance adjusting device for adjusting a turning resistance between a vehicle body and a carriage that are rotatably connected to each other,
A circumferential contact surface provided on one of the vehicle body or the carriage and provided around the one rotation center axis;
A turning resistance adjusting device comprising: a contact provided on the other side and contacting the circumferential contact surface from a direction intersecting the rotation center axis. Moving means for moving the contact in the intersecting direction;
The turning resistance adjusting device according to claim 1, further comprising a control unit that controls the moving unit. A detecting means for detecting at least one of speed and vibration;
The turning resistance adjusting apparatus according to claim 1, wherein the control unit controls the moving unit based on a detection result of the detecting unit. The cart is a bolsterless cart,
A plurality of the contacts and the moving means are provided,
The moving means comprises a cylinder;
The turning resistance adjusting device according to any one of claims 1 to 3, wherein the cylinders communicate with each other. A vehicle body and a carriage that are rotatably coupled to each other;
A rolling vehicle comprising: the turning resistance adjusting device according to any one of claims 1 to 4.

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