JP2017118669A - Truck for railway vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To prevent a current collector from exceeding a vehicle gauge at truck oscillation without excessively enhancing the rigidity of support equipment to which the current collector of a third-rail system is installed.SOLUTION: A truck for railway vehicle comprises: a truck frame; a pair of axle boxes housing the bearings supporting a pair of axles, respectively and separate from each other in a vehicle longitudinal direction; support equipment connected to the pair of axle boxes; a current collector of a third-rail system installed to the support equipment; and at least one stopper connected to the truck frame and contacting the support equipment when the support equipment turns and displaces at a prescribed angle around the vehicle longitudinal direction to regulate the turning displacement.SELECTED DRAWING: Figure 1

Description

  The present invention relates to a railway vehicle carriage provided with a third rail type current collector.

  There are a plurality of methods for collecting power from the ground equipment by the railway vehicle. In the third rail system, a third rail (feeding rail) is laid in parallel with the pair of traveling rails, and the current collector is attached to a support device connected to a pair of axle boxes separated in the longitudinal direction of the carriage. . And current collection is performed because the current collection shoes of the current collection device provided in the cart make sliding contact with the 3rd rail (refer to patent documents 1).

US Publication No. 2015/0090553

  The current collector of the third rail system is attached to the support device so that the current collecting shoes protrude in a cantilevered manner outward in the vehicle width direction. Therefore, when the rigidity of the supporting device is not high, the current collecting device can be dynamically rotated and displaced so that the current collecting shoe swings up and down due to vibration or the like when the vehicle travels. In particular, when a large vibration is generated in the carriage due to the vehicle passing through a branch point of the traveling rail, the current collector may be greatly displaced and exceed the vehicle limit. On the other hand, it is conceivable to increase the rigidity of the support device so that the current collector does not exceed the vehicle limit even when a large vibration occurs. However, if the rigidity of the support device is excessively increased, the relative displacement of the pair of axle boxes to which the support device is connected is hindered, so there is a limit to increasing the rigidity of the support device.

  Therefore, an object of the present invention is to prevent the current collecting device from exceeding the vehicle limit at the time of bogie vibration without excessively increasing the rigidity of the support device to which the third rail type current collecting device is attached.

  A railcar bogie according to an aspect of the present invention includes a bogie frame, a pair of axle boxes separated from each other in the vehicle longitudinal direction, each housing a bearing that supports a pair of axles, and a support connected to the pair of axle boxes. Device, a third rail type current collector attached to the support device, and connected to the bogie frame, and contacts the support device when the support device is rotationally displaced by a predetermined angle around the longitudinal direction of the vehicle. And at least one stopper for restricting the rotational displacement.

  According to the above configuration, when the current collector of the third rail system is about to be displaced around the longitudinal direction of the vehicle during the vibration of the carriage, the support device to which the current collector is attached is turned and displaced around the longitudinal direction of the vehicle to a predetermined angle. The stopper contacts the support device and restricts the rotational displacement. Therefore, it is possible to prevent the current collector of the third rail system from exceeding the vehicle limit when the carriage vibrates without excessively increasing the rigidity of the support mechanism.

  ADVANTAGE OF THE INVENTION According to this invention, it can prevent that a current collector exceeds a vehicle limit at the time of a cart vibration, without raising the rigidity of the support apparatus to which a current collector of a 3rd rail system is attached too much.

It is a side view of the railcar bogie which concerns on embodiment. It is the front view which carried out the partial cross section seeing the support apparatus of the trolley | bogie shown in FIG. It is the top view which looked at the support apparatus of the trolley | bogie shown in FIG. 1, and its vicinity from upper direction. It is sectional drawing which looked at the stopper of the trolley | bogie shown in FIG. 1, and its vicinity from the vehicle longitudinal direction. It is sectional drawing of the main elastic bush shown in FIG. It is drawing explaining the effect | action of the main elastic bush shown in FIG.

  Hereinafter, embodiments will be described with reference to the drawings. In the following description, the direction in which the railway vehicle travels and the direction in which the vehicle body extends is defined as the vehicle longitudinal direction, and the lateral direction perpendicular thereto is defined as the vehicle width direction. The longitudinal direction of the vehicle can also be referred to as the front-rear direction, and the vehicle width direction can also be referred to as the left-right direction.

  As shown in FIG. 1, the carriage 2 of the railway vehicle 1 according to the present embodiment is a steering carriage. The carriage 2 supports the vehicle body 3 from below. The carriage 2 includes a bolster 5 that extends in the vehicle width direction for supporting the vehicle body 3 via an air spring 4. The bolster 5 is connected to the bracket 3 a of the vehicle body 3 by a bolster anchor 6. The bolster 5 is connected to the carriage frame 7 via a turning guide mechanism (for example, a center pin and a center plate) arranged at the center of the carriage. That is, the bogie frame 7 supports the bolster 5 from below so that it can rotate in the yawing direction with respect to the bolster 5.

  The carriage frame 7 has a lateral beam 7 a extending in the vehicle width direction below the bolster 5. A pair of axles 8 (see FIG. 2) extending along the vehicle width direction are disposed on both sides of the transverse beam 7a in the vehicle longitudinal direction. Wheels 9 are provided on both sides of the axle 8 in the vehicle width direction. Bearings 10 (see FIG. 2) that rotatably support the axle 8 at the outer side in the vehicle width direction than the wheels 9 are provided at both ends of the axle 8 in the vehicle width direction. The bearing 10 on one side in the vehicle longitudinal direction is accommodated in the axle box 11, and the bearing 10 on the other side in the vehicle longitudinal direction is accommodated in the axle box 12.

  The ends of the transverse beams 7a in the vehicle width direction are coupled to the axle boxes 11 and 12 by coupling mechanisms 13 and 14, respectively. The coupling mechanisms 13 and 14 include shaft beams 15 and 16 extending from the shaft boxes 11 and 12 toward the lateral beam 7a in the longitudinal direction of the vehicle. That is, the cart 2 is a so-called shaft beam type cart. The carriage frame 7 further includes a pair of receiving seats 17 and 18 (see FIG. 4) that protrude from the transverse beam 7 a toward the shaft beams 15 and 16 and are spaced apart from each other in the vehicle width direction. The tip of each is elastically coupled to the receiving seats 17 and 18 via rubber bushes (not shown).

  A leaf spring 20 extending in the vehicle longitudinal direction is bridged between the pair of axle boxes 11 and 12 separated in the vehicle longitudinal direction. The central portion 20a in the longitudinal direction of the leaf spring 20 supports the end portion of the transverse beam 7a in the vehicle width direction from below, the longitudinal end portion 20b of the leaf spring 20 is supported by the axle box 11, and the longitudinal length of the leaf spring 20 is increased. The other end 20 c in the direction is supported by the axle box 12. That is, the leaf spring 20 has both the function of the primary suspension and the function of the conventional side beam.

  A pressing member 21 having an arc-shaped lower surface that protrudes downward is provided at the lower part of the end of the transverse beam 7a in the vehicle width direction. The pressing member 21 is placed on the central portion 20a of the leaf spring 20 from above and can be separated. Contact. That is, the pressing member 21 presses the upper surface of the leaf spring 20 from the upper side by free load due to gravity from the lateral beam 7a without fixing the leaf spring 20 to the pressing member 21 in the vertical direction. Further, support members 22 and 23 are attached to the upper end portions of the axle boxes 11 and 12, and the end portions 20b and 20c of the leaf spring 20 are supported from below by the axle boxes 11 and 12 via the support members 22 and 23. The The upper surfaces of the support members 22 and 23 are inclined toward the center in the vehicle longitudinal direction. The end portions 20b and 20c of the leaf spring 20 are also placed on the support members 22 and 23 from above without being fixed to the support members 22 and 23 in the vertical direction.

  The support members 22 and 23 include base members 24 and 25 (for example, anti-vibration rubber) installed on the axle boxes 11 and 12, spacers 26 and 27 installed on the base members 24 and 25, spacers Receiving members 28 and 29 installed on 26 and 27. The spacers 26 and 27 have a wedge shape in a side view and have an upper surface that is inclined downward toward the center of the carriage. Therefore, the upper surfaces of the receiving members 28 and 29 and the end portions 20b and 20c of the leaf spring 20 placed on the upper surfaces are inclined downward toward the center of the carriage. The leaf spring 20 passes through the space between the pair of receiving seats 17 and 18 in a portion between the central portion 20a and the end portions 20b and 20c. The central portion 20a of the leaf spring 20 is disposed lower than the end portions 20b and 20c, and the leaf spring 20 has a bow shape that protrudes downward in a side view.

  The carriage 2 has a steering link mechanism 30 that steers the pair of axles 8 in the yawing direction with respect to the carriage frame 7. The steering link mechanism 30 includes a steering lever 31 disposed on the outer side of the carriage frame 7 in the vehicle width direction. The steering lever 31 has a fulcrum 32, a force point 33, a first action point 34, and a second action point 35. The first action point 34 is arranged on one side of the fulcrum 32, and the second action point 35 is arranged on the other side of the fulcrum 32. The steering lever 31 is supported by the carriage frame 7 so as to be rotatable about an axis extending in the vehicle width direction at the fulcrum 32. The steering lever 31 is connected to the bolster 5 via a connecting link 36 at a force point 33. The steering lever 31 is connected to the axle box 11 on one side in the longitudinal direction of the vehicle via the first steering link 37 and the shaft beam 15 at the first action point 34. The steering lever 31 is connected to the axle box 12 on the other side in the longitudinal direction of the vehicle via the second steering link 38 and the shaft beam 16 at the second action point 35.

  When the carriage 2 passes the curve, the steering link mechanism 30 operates in conjunction with the relative rotation around the vertical axis of the carriage frame 7 with respect to the bolster 5. In other words, the steering lever 31 rotates in the vertical plane around the fulcrum 32, so that the first steering link 37 and the second steering link 38 move the axle box 11 and the axle box 12 closer to or away from each other. The pair of axles 8 are steered by relative displacement in the longitudinal direction.

  A support device 40 that supports a third rail type current collector 39 is connected to the axle boxes 11 and 12. The support device 40 is connected to the first bracket mechanism 41 attached to the axle box 11, the second bracket mechanism 42 attached to the axle box 12, the first bracket mechanism 41 and the second bracket mechanism 42, and the longitudinal direction of the vehicle. And a current collecting beam 43 extending in the direction. The current collector 39 is attached to the central portion of the current collector beam 43 in the longitudinal direction. The current collecting beam 43 is made of an insulating fiber reinforced resin (for example, GFRP) containing non-conductive fibers (for example, glass fibers). Therefore, the current collecting beam 43 can be made light and high in strength, and the current collecting beam 43 can be provided with electrical insulation, and the current collecting beam 43 can be prevented from burning in the event of a fire or the like. As will be described later, stoppers 70 and 71 for restricting displacement of the current collecting beam 43 are connected to the seats 17 and 18 of the carriage frame 7.

  As shown in FIGS. 2 and 3, the first bracket mechanism 41 includes a box side bracket 45, an intermediate bracket 46, a beam side bracket 47, a main elastic bush 48, and a sub elastic bush 49. The box side bracket 45 is fixed to the axle box 11. The beam side bracket 47 is fixed to the current collecting beam 43. The main elastic bushing 48 is interposed between the box side bracket 45 and the intermediate bracket 46. The auxiliary elastic bushing 49 is interposed between the intermediate bracket 46 and the beam side bracket 47.

  The second bracket mechanism 42 includes a box side bracket 51, a beam side bracket 52, and a main elastic bush 53. The box side bracket 51 is fixed to the axle box 12. The beam side bracket 52 is fixed to the current collecting beam 43. The main elastic bushing 53 is interposed between the box side bracket 51 and the beam side bracket 52. Even if the pair of axle boxes 11 and 12 are largely displaced in the longitudinal direction of the vehicle by the steering link mechanism 30, the main elastic bushes 48 and 53 and the secondary elastic bush 49 follow the relative displacement of the pair of axle boxes 11 and 12. Thus, smooth steering is realized without overloading the current collecting beam 43.

  Each of the main elastic bush 48 and the sub-elastic bush 49 includes inner cylinders 61 and 64, outer cylinders 62 and 65, and elastic bodies 63 interposed between the inner cylinders 61 and 64 and the outer cylinders 62 and 65, 66 (for example, rubber). Each of the main elastic bushing 48 and the auxiliary elastic bushing 49 is disposed with its axis line directed in the vehicle width direction. The box side bracket 45 is fixed to the inner cylinder 61 of the main elastic bushing 48. The upper part of the intermediate bracket 46 is fixed to the outer cylinder 62 of the main elastic bushing 48. The lower part of the intermediate bracket 46 is fixed to the inner cylinder 64 of the auxiliary elastic bushing 49. The beam side bracket 47 is fixed to the outer cylinder 65 of the auxiliary elastic bush 49.

  The main elastic bushing 48 is disposed on the outer side in the vehicle width direction of the axle box 11 so as to overlap the axle box 11 when viewed from the vehicle width direction. The auxiliary elastic bushing 49 and the current collecting beam 43 are disposed below the axle box 11 and inside the main elastic bushing 48 in the vehicle width direction. The intermediate bracket 46 has a shape inclined downward and inward in the vehicle width direction. Specifically, the secondary elastic bushing 49 is disposed directly below the axle box 11, and the position of the current collecting beam 43 in the vehicle width direction overlaps the position of the axle boxes 11, 12 in the vehicle width direction. Thus, the auxiliary elastic bushing 49 is offset from the main elastic bushing 48 in the vehicle width direction, so that the support device 40 can be easily arranged so as not to exceed the vehicle limit X. However, the entire center of gravity G of the support device 40 and the current collector 39 is located outside the center of the current collector beam 43 in the vehicle width direction. The vertical dimension of the secondary elastic bushing 49 is smaller than the vertical dimension of the main elastic bushing 48. The dimension of the auxiliary elastic bushing 49 in the vehicle width direction is smaller than the dimension of the auxiliary elastic bushing 49 in the vehicle width direction. The configuration of the main elastic bushing 53 is the same as the configuration of the main elastic bushing 48, and thus detailed description thereof is omitted.

  The current collector 39 includes a mounting base 39b that is fixed to the lateral side of the current collecting beam 43 in the vehicle width direction, and a current collecting shoe 39a that projects from the mounting portion base 39b in a cantilevered manner outward in the vehicle width direction. Have. An electric cable (not shown) connected to an in-vehicle component (for example, a switch) mounted on the vehicle body 3 is electrically connected to the current collecting shoe 39a. The current collecting shoe 39a extends to the outside in the vehicle width direction from the main elastic bushing 48 and slidably contacts the upper surface of the third rail 80.

  As shown in FIGS. 1, 3 and 4, a pair of stoppers 70 and 71 are fixed to the receiving seats 17 and 18 of the carriage frame 7 with bolts B. The stoppers 70 and 71 are opposed to the current collecting beam 43 from both sides in the vehicle width direction with a gap. The vehicle width direction dimension of the gap is smaller than the current collection beam 43 dimension in the vehicle width direction. The stoppers 70, 71 are made of metal stopper plates 72, 73 fixed to the receiving seat 17, and plate-like elastic members 74 fixed to the side surfaces of the stopper plates 72, 73 facing the current collecting beam 43 by bonding or the like. , 75 (for example, rubber plate).

  When the current collecting beam 43 to which the current collecting device 39 is attached is rotated to a predetermined angle around the vehicle longitudinal direction or when the current collecting beam 43 is displaced in the vehicle width direction during vibration of the carriage 2, the current collecting beam 43 is Contacting the elastic members 74 and 75 interferes with the stoppers 70 and 71. As described above, since the stoppers 70 and 71 restrict the rotational displacement of the current collecting beam 43, the current collecting device 39 exceeds the vehicle limit X when the carriage 2 vibrates without excessively increasing the rigidity of the support device 40. Can be prevented. Further, since the stoppers 70 and 71 are disposed to face the current collecting beam 43 closer to the current collecting device 39 than the first bracket mechanism 41, the stoppers 70 and 71 are excessive in the current collecting device 39 while allowing the support device 40 to be displaced. Can be reliably controlled. Further, since the stoppers 70 and 71 are provided with the elastic members 74 and 75, the impact when the stoppers 70 and 71 come into contact with the current collector beam 43 is alleviated, and fluttering of the current collector 39 can be suppressed.

  The stoppers 70 and 71 are not disposed closer to the second bracket mechanism 42 than the current collector 39 but are disposed closer to the first bracket mechanism 41. That is, in the configuration in which the first bracket mechanism 41 has two elastic bushings 48 and 49 and the second bracket mechanism 42 has one elastic bushing 53, the stoppers 70 and 71 have two elastic bushings 48 and 49. It arrange | positions at the 1st bracket mechanism 41 side. Accordingly, the stoppers 70 and 71 are arranged corresponding to the portions of the current collecting beam 43 where the displacement is likely to increase, and the compact stoppers 70 and 71 effectively reduce the rotational displacement of the current collecting beam 43. Can be regulated.

  The main elastic bushing 48 and the main elastic bushing 53 have the same structure and the same size, and the main elastic bushings 48 and 53 and the auxiliary elastic bushing 49 have the same structure although they are similar and different in size. Therefore, the structure of the main elastic bushing 48 will be described below as a representative.

  As shown in FIG. 5, the main elastic bushing 48 includes an inner cylinder 61, an outer cylinder 62, and an elastic body 63 interposed between the inner cylinder 61 and the outer cylinder 62. A shaft portion extending in the vehicle width direction of the box-side bracket 45 is press-fitted into the inner cylinder 61 (see FIG. 2). On the outer peripheral surface of the inner cylinder 61, a recess 61a that is annular around the axis AL and recessed radially inward is formed. A dimension L2 of the outer cylinder 62 in the axis AL direction is smaller than a dimension L1 of the inner cylinder 61 in the axis AL direction. On the inner peripheral surface of the outer cylinder 62, a convex portion 62a that is annular around the axis AL and protrudes radially inward is formed. In this embodiment, the whole outer peripheral surface of the outer cylinder 62 is the convex part 62a. The convex portion 62a is fitted into the concave portion 61a via the elastic body 63, and the concave portion 61a and the convex portion 62a are formed in an arc shape when viewed from a direction orthogonal to the axis AL. In the present embodiment, the arc shape of the concave portion 61a and the convex portion 62a is a shape made of a part of a perfect circle, but may be a shape made of a part of an ellipse.

  The elastic body 63 has a cylindrical shape and covers the outer peripheral surface of the inner cylinder 61 so as to include the recess 61 a of the inner cylinder 61. The elastic body 63 is made of self-lubricating rubber. Specifically, the elastic body 63 includes a recess 63a that is in close contact with the recess 61a of the inner cylinder 61, and protrudes outwardly in the axis AL direction from both ends of the recess 63a in the axis AL direction. And an eaves portion 63b that is in close contact with the end portion of the rim. The thickness T of the recess 63a of the elastic body 63 is thin, and the rigidity of the main elastic bush 48 is relatively high. In the present embodiment, the portion of the elastic body 63 sandwiched between the inner cylinder 61 and the outer cylinder 62, that is, the thickness T of the recess 63a is 2 mm or more and 5 mm or less. Further, the thickness T of the recess 63 a of the elastic body 63 is 15% or more and 35% or less of the depth D of the recess 61 a of the inner cylinder 61. The thickness of the flange 63b is further thinner than the thickness T of the recess 63a.

  As shown in FIG. 6, in the configuration in which the axis AL of the main elastic bush 48 is aligned with the vehicle width direction, the outer cylinder 62 is inclined with respect to the inner cylinder 61 when viewed from the vehicle longitudinal direction when the carriage 2 vibrates. Or may be displaced in the vehicle width direction. In the main elastic bushing 48, a concave portion 61a is formed on the outer peripheral surface of the inner cylinder 61 and a convex portion 62a is formed on the inner peripheral surface of the outer cylinder 62, and the concave portion 61a and the convex portion 62a are viewed from a direction perpendicular to the axis AL. Since it is formed in an arc shape as viewed, the load from the convex portion 62a is received by many areas of the concave portion 61a during the displacement. Therefore, the rigidity of the main elastic bushing 48 at the time of the displacement is improved, and the third rail type current collecting device 39 can be prevented from exceeding the vehicle limit X when the carriage 2 vibrates. In addition, since the concave portion 61a and the convex portion 62a are formed in an arc shape when viewed from the direction orthogonal to the axis AL, the concave portion 61a has a large area for receiving the load from the convex portion 62a at the time of the displacement. Further, the main elastic bushing 48 can be made compact in the vehicle width direction by shortening the convex portion 62a in the direction of the axis AL. Therefore, it is possible to prevent the current collector 39 from exceeding the vehicle limit X even when the vehicle limit is severe.

  Further, since the thickness T of the elastic body 63 is thin and the concave portion 61a is easy to receive the load from the convex portion 62a, the rigidity of the main elastic bushing 48 at the time of the displacement is improved, and the current collector 39 is connected to the vehicle when the carriage 2 vibrates. It is possible to suitably prevent the limit X from being exceeded. In addition, since the elastic body 63 of the main elastic bushing 48 is made of self-lubricating rubber, the displacement tolerance of the main elastic bushing 48 during steering is increased and the life of the main elastic bushing 48 is increased compared to the case of using normal rubber. Can be long.

  The effect of the main elastic bush 48 described above is the same for the main elastic bush 53 and the sub elastic bush 49. Further, since the main elastic bushes 48 and 53 and the auxiliary elastic bushing 49 have their axes AL oriented in the vehicle width direction, when the pair of axle boxes 11 and 12 approach or separate from each other in the longitudinal direction of the vehicle by steering, The cylinder 61 and the outer cylinder 62 can be relatively rotated about the axis AL. Therefore, even if the elastic body 63 is thin, it can be smoothly steered by the relative rotation.

DESCRIPTION OF SYMBOLS 1 Railway vehicle 2 Bogie 3 Car body 5 Bolster 7 Bogie frame 8 Axle 10 Bearing 11, 12 axle box 30 Steering link mechanism 39 Current collector 40 Supporting device 41 First bracket mechanism 42 Second bracket mechanism 43 Current collecting beam 45, 51 Box Side bracket 46 Intermediate bracket 47, 52 Beam side bracket 48, 53 Main elastic bush 49 Sub elastic bush 61 Inner cylinder 61a Recess 62 Outer cylinder 62a Protrusion 63 Elastic body 70, 71 Stopper 72, 73 Stopper plate 74, 75 Elastic member 80 Third rail X Vehicle limit

Claims (8)

Bogie frame,
A pair of axle boxes separated from each other in the vehicle longitudinal direction, each housing bearings that support the pair of axles;
A support device connected to the pair of axle boxes;
A third rail current collector attached to the support device;
For railway vehicles, comprising: at least one stopper that is connected to the bogie frame and that contacts the support device and restricts the rotational displacement when the support device is rotationally displaced to a predetermined angle around the longitudinal direction of the vehicle. Trolley. The support device includes a first bracket mechanism attached to one of the pair of axle boxes, a second bracket mechanism attached to the other of the pair of axle boxes, the first bracket mechanism, and the second bracket. A current collecting beam connected to the bracket mechanism and extending in the longitudinal direction of the vehicle,
The current collector is attached to the current collector beam,
The railway vehicle carriage according to claim 1, wherein the stopper is opposed to the current collecting beam with a gap in a vehicle width direction. A steering link mechanism that steers the axle in conjunction with a relative rotation about a vertical axis of the bogie frame with respect to a vehicle body or a bolster;
The first bracket mechanism includes a box-side bracket attached to the axle box, an intermediate bracket, a beam-side bracket attached to the current collector beam, and an interposition between the box-side bracket and the intermediate bracket. The bogie for a railway vehicle according to claim 2, further comprising: a main elastic bush that is formed, and a secondary elastic bush interposed between the intermediate bracket and the beam-side bracket.   The bogie for a railway vehicle according to claim 3, wherein the auxiliary elastic bush is disposed below the axle box and on an inner side in the vehicle width direction than the main elastic bush. The second bracket mechanism includes a box-side bracket attached to the axle box, a beam-side bracket attached to the current collecting beam, and a main part interposed between the box-side bracket and the beam-side bracket. An elastic bush,
The railcar bogie according to claim 3 or 4, wherein the stopper is disposed closer to the first bracket mechanism than the current collector. The main elastic bush and the sub-elastic bush have an inner cylinder, an outer cylinder, and an elastic body interposed between the inner cylinder and the outer cylinder,
The bogie for a railway vehicle according to any one of claims 3 to 5, wherein the elastic body is made of self-lubricating rubber in at least one of the main elastic bush and the sub elastic bush.   The bogie for a railway vehicle according to any one of claims 2 to 6, wherein the current collecting beam is made of an insulating fiber reinforced resin containing a non-conductive fiber.   The stopper includes a stopper plate connected to the bogie frame, and an elastic member attached to the stopper plate and contacting the support device when the support device is displaced by a predetermined angle around the longitudinal direction of the vehicle. Item 8. The railcar carriage according to any one of Items 1 to 7.

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