JP2662894B2 - Unit brake device - Google Patents
Unit brake deviceInfo
- Publication number
- JP2662894B2 JP2662894B2 JP1113031A JP11303189A JP2662894B2 JP 2662894 B2 JP2662894 B2 JP 2662894B2 JP 1113031 A JP1113031 A JP 1113031A JP 11303189 A JP11303189 A JP 11303189A JP 2662894 B2 JP2662894 B2 JP 2662894B2
- Authority
- JP
- Japan
- Prior art keywords
- push rod
- brake
- brake shoe
- main body
- head
- 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.)
- Expired - Fee Related
Links
Landscapes
- Braking Arrangements (AREA)
Description
【発明の詳細な説明】 〔産業上の利用分野〕 この発明は、鉄道車両用等のユニットブレーキ装置に
関するものであり、制輪子の摩耗に伴う制動力の変化を
無くするとともに、制輪子の制動面と車輪踏面とを常に
均一に当接させることにより安定したブレーキ力を得る
ようにしたものである。Description: BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a unit brake device for a railway vehicle or the like, which eliminates a change in a braking force due to abrasion of a brake shoe and brakes the brake shoe. A stable braking force is obtained by constantly and uniformly contacting the surface and the wheel tread.
従来の鉄道用ユニットブレーキ装置としては、ナブコ
技報（日本エヤーブレーキ株式会社技術開発部発行）N
O.65の第54頁及び第55頁記載のTG−Ｄ型トレッドブレー
キユニットがある。同ユニットの概略の構成を第４図に
示す。図において、１は本体、２は押棒、３は制輪子
頭、４は制輪子、５は吊部材である。本体１にはエヤシ
リンダ６を設けてあり、７はピストン、８は戻しばね、
９は圧力空気給排口である。ピストン７のロッド7aはて
こ10に連結してあり、てこ10は軸11によって本体１に枢
支され、途中が球面座を介して押棒２に結合されてい
る。押棒２は、本体１から突出した先端に制輪子頭３を
ピン12によって枢支していると共に吊部材５の下端もピ
ン12で結合されている。吊部材５の上端は本体１に突設
した突出部13にピン14で枢支されている。なお、押棒２
は制輪子４及び車輪15の摩耗に従って図示していない隙
間調整機構の作動により徐々に繰出されるようになって
いる。Nabco Technical Report (published by Nippon Air Brake Co., Ltd. Technology Development Dept.)
There is a TG-D type tread brake unit described on page 54 and page 55 of O.65. FIG. 4 shows a schematic configuration of the unit. In the figure, 1 is a main body, 2 is a push rod, 3 is a brake head, 4 is a brake, and 5 is a suspension member. An air cylinder 6 is provided on the main body 1, 7 is a piston, 8 is a return spring,
9 is a pressure air supply / discharge port. The rod 7a of the piston 7 is connected to a lever 10, and the lever 10 is pivotally supported on the main body 1 by a shaft 11, and is connected to the push rod 2 via a spherical seat in the middle. The push rod 2 has the brake head 3 pivotally supported by a pin 12 at the tip protruding from the main body 1, and the lower end of the suspension member 5 is also connected by the pin 12. The upper end of the suspension member 5 is pivotally supported by a pin 14 on a protrusion 13 protruding from the main body 1. In addition, push rod 2
Is gradually fed out by the operation of a gap adjusting mechanism (not shown) according to wear of the brake shoe 4 and the wheels 15.
エヤシリンダ６に圧力空気が給気されるとピストン７
が同図の左方へばね８に抗して働き、てこ10を介して押
棒２を車輪15側へ漸進させ、制輪子４を車輪15へ制輪子
頭３を介して押圧し、ブレーキ作用する。エヤシリンダ
６の圧力空気を排気するとばね８によってピストン７が
右方へ後退し、ブレーキが緩められる。When compressed air is supplied to the air cylinder 6, the piston 7
Works against the spring 8 to the left in the figure, advances the push rod 2 toward the wheel 15 via the lever 10, and presses the brake shoe 4 against the wheel 15 via the brake shoe head 3 to act as a brake. . When the pressurized air in the air cylinder 6 is exhausted, the piston 7 is retracted to the right by the spring 8, and the brake is released.
回転中の車輪15に制輪子４が力F1で押し付けられる
と、摩擦により車輪15にその回転方向と逆方向のブレー
キ力FBが作用し、制輪子４にはブレーキ力FBと同じ大き
さで方向が反対の反力F2が作用する。この反力F2は吊部
材５を介して本体１の突出部13で受けられる。制輪子４
は使用により摩耗していくので、新品の状態から摩耗し
て交換される状態になる間に、吊部材５の押棒２に対す
る角度が徐々に変化する。予めこの変化を考慮して同図
に示すように変化する角度範囲２βの中間で吊部材５と
押棒２とが直角となるようにしてある。これは吊部材５
に拘束されて進退する押棒２の進退方向の変化を小さく
するようにしたものである。When brake shoe 4 is pressed with a force F 1 on the wheel 15 in rotation, by friction acts braking force F B of the direction opposite to the direction of rotation to the wheels 15, the same size as the brake force F B on the brake shoe 4 direction acts reaction force F 2 opposite in of. This reaction force F 2 is received by the projecting portion 13 of the main body 1 via the hanging member 5. Bracelet 4
Is worn by use, so that the angle of the suspending member 5 with respect to the push rod 2 gradually changes during a period from a new state to a state of being replaced. In consideration of this change, the suspending member 5 and the push rod 2 are set at a right angle in the middle of the changing angle range 2β as shown in FIG. This is the hanging member 5
The change in the direction of movement of the push rod 2 which is restrained and moves forward and backward is reduced.
また別に、従来のユニットブレーキ装置の制輪子頭の
支持構造は実公昭63−42186号公報に記載されているも
のがある。その構成は第６図に示すように、押棒20の先
端部に軸21により制輪子頭22を回動可能に軸支し、その
制輪子頭22に一端を取付けた板ばね23の中央部を押棒20
の先端に当接させ、板ばね23の他端部に調整ねじ部材24
を螺挿し、調整ねじ部材24の先端を制輪子頭22に当接さ
せてある。調整ねじ部材24を進退させると、制輪子頭22
の押棒20に対する傾きを調整できるようになっている。
これは制輪子25の円弧状制動面と車輪の円弧状踏面とが
片当りしないで一様に接触するようにするためであり、
板ばね23が制輪子頭22の押棒20に対する取付角度を保つ
角度保持部材として機能している。図中、27はコッタピ
ンで、制輪子25の裏板の凸部26の長孔を通っており制輪
子25を制輪子頭22に連結保持している。Another conventional support structure for a brake head of a unit brake device is disclosed in Japanese Utility Model Publication No. 63-42186. As shown in FIG. 6, the center of a leaf spring 23 in which a brake head 22 is rotatably supported by a shaft 21 at the tip end of a push rod 20 and one end is attached to the brake head 22 as shown in FIG. Push rod 20
Of the leaf spring 23 and the adjusting screw member 24
, And the tip of the adjusting screw member 24 is in contact with the brake head 22. When the adjusting screw member 24 is advanced or retracted, the brake head 22
Of the push rod 20 with respect to the push rod 20 can be adjusted.
This is to ensure that the arc-shaped braking surface of the brake shoe 25 and the arc-shaped tread of the wheel uniformly contact without hitting each other.
The leaf spring 23 functions as an angle holding member that keeps the mounting angle of the brake shoe head 22 with respect to the push rod 20. In the figure, reference numeral 27 denotes a cotter pin, which passes through an elongated hole of the convex portion 26 of the back plate of the brake shoe 25 and connects and holds the brake shoe 25 to the brake shoe head 22.
第４図に示した従来のユニットブレーキ装置において
は、前記力F1が一定であっても前記吊部材５の角度が２
β変化することによってブレーキ力FBに違いが生じる問
題がある。この点について説明すると、吊部材５が押棒
２に直角であるとき吊部材５の受ける反力F2方向は吊部
材５の方向に一致するから、反力F2によって押圧力F1に
平行な（押棒２に平行な）分力は生じない。しかし、制
輪子４が新品のとき（第４図に実線で示す状態）吊部材
５が押棒２に直角な状態から角βだけ一方へ傾いている
ことから、第５図（ａ）に示すように、反力F2によって
押圧力F1に平行で逆向きの分力F3を生じる。F4は吊部材
５に沿う分力である。また、制輪子４が摩耗して交換直
前の状態（第４図に鎖線で示す状態）では吊部材５が押
棒２に直角な状態から角βだけ前記新品のときとは逆の
他方へ傾いていることから、第５図（ｂ）に示すよう
に、反力F2′によって押圧力F1に平行で同じ向きの分力
F3′を生じる。F4′は吊部材５に沿う分力である。車輪
15と制輪子４間の摩擦係数をμとしてブレーキ力FBの大
きさを求めてみると、大きさは反力F2と等しいから、第
５図（ａ）の場合、 第５図（ｂ）の場合、 これらに対し制輪子４の摩耗程度が中くらいで吊部材
５が押棒２に直角な状態（β＝０の状態）では、F2＝
F2′＝μF1であるから、このF2の値と式（１）、（２）
のF2、F2′の値との比は夫々 となり、前者は１より小さく、後者は１より大きい。従
って、ブレーキ力FBの大きさは制輪子４が摩耗するに従
って徐々に大きくなるように変化するのである。In the conventional unit brake device shown in FIG. 4, the angle of the force F 1 the it can be fixed hanging member 5 is 2
there is a problem that a difference in braking force F B is caused by β changes. To explain this point, since the hanging member 5 is a reaction force F 2 direction experienced by the hanging member 5 when it is perpendicular to the push rod 2 coincides with the direction of the hanging member 5, parallel to the pressing force F 1 by a reaction force F 2 No component force (parallel to the push rod 2) occurs. However, when the brake shoe 4 is new (the state shown by a solid line in FIG. 4), the hanging member 5 is inclined from the state perpendicular to the push rod 2 to one side by an angle β, so that as shown in FIG. in, resulting in a component force F 3 in the opposite direction parallel to the pressing force F 1 by the reaction force F 2. F 4 is a component force along the hanging member 5. Further, in a state immediately before the replacement due to the wear of the brake shoe 4 (a state shown by a chain line in FIG. 4), the hanging member 5 is tilted by an angle β from the state perpendicular to the push rod 2 to the other side opposite to that of the new article. since you are, as shown in FIG. 5 (b), the component force in the same direction parallel to the pressing force F 1 by a reaction force F 2 '
Yields F 3 '. F 4 ′ is a component force along the hanging member 5. Wheel
Looking seek the magnitude of the braking force F B the friction coefficient between 15 and brake shoe 4 as mu, the size from equal reaction force F 2, the case of FIG. 5 (a), In the case of FIG. 5 (b), On the other hand, in a state where the degree of wear of the brake shoe 4 is moderate and the hanging member 5 is perpendicular to the push rod 2 (state of β = 0), F 2 =
Since F 2 ′ = μF 1 , the value of F 2 and equations (1) and (2)
Of F 2 and F 2 ′ are Where the former is less than 1 and the latter is greater than 1. Thus, the magnitude of the braking force F B is being changed to gradually increase in accordance with the brake shoe 4 is worn.
このようなブレーキ力の増大は、最近の車両は速度が
速くなっており、滑走限界一杯までブレーキ力を大きく
設定してあるため、滑走の原因となる。車両が滑走した
場合は、車輪に平坦部ができるため走行時に不快音を発
しまたレールを傷つける。そしてこのような車輪の修理
には多大の費用がかかる。Such an increase in the braking force causes a gliding because the speed of recent vehicles is increasing and the braking force is set to be large to the sliding limit. If the vehicle slides, flat wheels are formed, causing unpleasant noise when driving and damaging the rails. And repairing such wheels is costly.
また、実公昭63−42186号公報記載の制輪子頭の調節
構造は、適切な調整によって制輪子25の制動面が車輪踏
面に均一に当接するが、前記吊部材を用いる構成のブレ
ーキ装置においては、制輪子25の摩耗に従って角２βが
変化することから傾きを常時調整しておかなければ上部
又は下部が異常に摩耗しやすいという問題がある。Further, in the brake head adjusting structure described in Japanese Utility Model Publication No. 63-42186, the braking surface of the brake shoe 25 uniformly abuts the wheel tread by appropriate adjustment.However, in the brake device using the hanging member, Since the angle 2β changes in accordance with the wear of the brake shoe 25, there is a problem that the upper or lower portion is likely to be abnormally worn unless the inclination is constantly adjusted.
この発明は、吊部材を用いない構成であって制輪子の
摩耗に関係なくブレーキ力が一定に保たれるようにする
ことを課題とする。SUMMARY OF THE INVENTION It is an object of the present invention to provide a configuration in which a suspension member is not used, so that a braking force is kept constant regardless of wear of a brake shoe.
この発明は、車体側に固定的に取付けられている本体
と、本体内部より突出して突出方向に直線状に進退移動
するように設けられシリンダ部の出力を伝達する押棒
と、この押棒の先端部に問付けられ制輪子を連結保持し
た制輪子頭と、前記押棒とこの制輪子頭との取付角度を
保つ角度保持部材とを備え、前記押棒の先端部を本体側
に支承するようにしたユニットブレーキ装置において、
前記本体側に押棒の突出位置よりこの押棒の移動方向と
平行な方向に案内溝を形成した支承部を固設するととも
に、前記押棒の先端部側面に可動部材を設け、前記案内
溝にこの可動部材を移動自在に支持させたことを特徴と
る。The present invention relates to a main body fixedly attached to a vehicle body, a push rod provided so as to protrude from the inside of the main body and move linearly in a protruding direction to transmit an output of a cylinder portion, and a tip end of the push rod. A unit comprising: a brake head connected and held by a brake shoe; and an angle holding member for maintaining an attachment angle between the push rod and the brake shoe head, wherein the tip of the push rod is supported on the main body side. In the brake device,
A support portion having a guide groove formed in a direction parallel to the moving direction of the push rod from the projecting position of the push rod is fixedly provided on the main body side, and a movable member is provided on a side surface of the distal end portion of the push rod. The member is movably supported.
シリンダ部の動作により押棒が前進移動すると、制輪
子頭を介して制輪子が車輪へ押圧されてブレーキ作用
し、押棒が後退移動するとブレーキが解除される。この
押棒の進退移動において、従来の吊部材がなく、押棒は
先端部の可動部材が押棒の進退方向に平行な案内溝に案
内されるから、ブレーキ作用時の反力は可動部材を介し
て案内溝を設けてある支承部によって受けられる。そし
てその反力が制輪子、制輪子頭、押棒、可動部材、支承
部と伝わる途中に、従来の吊部材の角２βのような制輪
子の摩耗によって支承方向が変化する部分はないから、
すなわち可動部材と案内溝との接触位置が変化しても支
承方向が変化しないから、制輪子の摩耗によるブレーキ
力の変化はない。また、押棒が常に案内溝に沿って進退
することから、制輪子頭と押棒との取付け角度が最初に
適切に調節されていれば、制輪子は摩耗が進行しても車
輪に同じように接触してブレーキの片利き状態が生じ難
い。When the push rod moves forward by the operation of the cylinder unit, the brake is pressed against the wheel via the brake head, and the brake acts. When the push rod moves backward, the brake is released. In the forward / backward movement of the push rod, there is no conventional hanging member, and the push rod is guided by a guide groove in which the movable member at the tip portion is parallel to the forward / backward movement direction of the push rod. It is received by a grooved bearing. And, while the reaction force is transmitted to the brake shoe, brake shoe head, push rod, movable member, and bearing portion, there is no portion where the bearing direction changes due to wear of the brake shoe such as the angle 2β of the conventional suspension member,
That is, the bearing direction does not change even if the contact position between the movable member and the guide groove changes, so that there is no change in the braking force due to wear of the brake shoe. Also, since the push rod always advances and retreats along the guide groove, if the mounting angle between the brake head and the push rod is properly adjusted first, the brake shoe will contact the wheel in the same way even if the wear progresses. It is difficult for the one-handed state of the brake to occur.
第１図乃至第３図を用いて１実施例を説明する。図に
おいて、30は本体、31は押棒である。One embodiment will be described with reference to FIGS. In the figure, 30 is a main body, and 31 is a push rod.
本体30は、シリンダ本体40、支承部41を備え、内部に
シリンダ部40のピストンロッド42によっててこ43を介し
て押棒31を進退駆動する駆動機構を設けてある。押棒31
のこの駆動機構は第４図に示した従来のものと同じであ
るが、本体30から押棒31が突出している部分に支承部41
が設けられている点が異なる。支承部41は押棒31の先端
部の両側に本体30から突設され、各々の内側に押棒31の
進退方向に平行な方向の案内溝44を形成されている。The main body 30 includes a cylinder main body 40 and a support part 41, and a drive mechanism for driving the push rod 31 forward and backward through the lever 43 by the piston rod 42 of the cylinder part 40 is provided inside. Push rod 31
This drive mechanism is the same as the conventional drive mechanism shown in FIG.
Is provided. The support portions 41 project from the main body 30 on both sides of the distal end portion of the push rod 31, and have guide grooves 44 formed inside each of the support grooves 41 in a direction parallel to the advance / retreat direction of the push rod 31.
押棒31は、先端に平坦面31aを有し、先端部に第６図
に示したと同じ制輪子頭22を軸21によって取付けられて
おり、その制輪頭22に制輪子25を連結保持させてある。
第６図と同等部分は同一図面符号で示して説明を省略す
る。軸21は第２図に示すように押棒31の両側面よりも外
方へ突出するように延長した長さとされ、その突出部に
可動部材45としてローラを夫々回転可能に支持してい
る。その可動部材45は前記案内溝44の幅寸法よりもわず
かに小さい外径寸法とされ、案内溝44内に位置し、押棒
の進退移動時に案内溝44内を案内されて移動する。The push rod 31 has a flat surface 31a at the tip, and the same brake head 22 as shown in FIG. 6 is attached to the tip by a shaft 21, and the brake head 25 is connected to and held by the brake head 22. is there.
6 are denoted by the same reference numerals, and description thereof is omitted. As shown in FIG. 2, the shaft 21 has a length extending so as to protrude outward from both side surfaces of the push rod 31, and a roller is rotatably supported as a movable member 45 on the protruding portion. The movable member 45 has an outer diameter slightly smaller than the width of the guide groove 44, is located in the guide groove 44, and moves while being guided in the guide groove 44 when the push rod moves forward and backward.
このように構成されたユニットブレーキ装置は本体30
を車両の台車に固定して用いられ、押棒31の前進方向延
長線上に車輪15の中心が位置するようにする。押棒31と
制輪子頭22との取付角度は調整ねじ部材24によって制輪
子25の制動面が全面で車輪15の踏面に当接するように調
整される。The unit brake device configured in this manner is
Is fixed to a truck of the vehicle so that the center of the wheel 15 is positioned on an extension of the push rod 31 in the forward direction. The mounting angle between the push rod 31 and the brake head 22 is adjusted by the adjusting screw member 24 so that the braking surface of the brake shoe 25 abuts on the tread surface of the wheel 15 over the entire surface.
シリンダ部40の動作により押棒31が進退駆動される
と、可動部材45が案内溝44に沿って移動するから、押棒
31の先端部が直線に沿って進退移動することになる。制
輪子25が車輪15に当接してブレーキ力を生じるとその反
力が、例えば第１図において上向きに生じ、その反力は
制輪子25、制輪子頭22、軸21、可動部材45を介して案内
溝44で受けられる。その反力の方向は可動部材45の外周
の接触する案内溝44の面に直角であり、この状態は制輪
子25が新品のときも使用限界まで摩耗したときもその途
中でも同じである。従ってブレーキ力の反力によって押
棒31の進退方向の分力は発生せず、制輪子25の摩耗によ
ってブレーキ力は変化しない。When the push rod 31 is driven forward and backward by the operation of the cylinder unit 40, the movable member 45 moves along the guide groove 44, so that the push rod 31
The tip of 31 moves forward and backward along a straight line. When the brake shoe 25 comes into contact with the wheel 15 to generate a braking force, the reaction force is generated upward, for example, in FIG. 1, and the reaction force is transmitted via the brake shoe 25, the brake shoe head 22, the shaft 21, and the movable member 45. In the guide groove 44. The direction of the reaction force is perpendicular to the surface of the guide groove 44 in contact with the outer periphery of the movable member 45, and this state is the same whether the brake shoe 25 is new or worn to the limit of use or in the middle. Therefore, no component force is generated in the forward and backward directions of the push rod 31 due to the reaction force of the braking force, and the braking force does not change due to the wear of the brake shoe 25.
この発明のユニットブレーキ装置は、吊部材を設けな
いで、押棒先端部を可動部材と案内溝とにより進退方向
に平行に案内するようにしたから、ブレーキ力の反力を
押棒の位置の変化に関係なく同じ状態で支えることがで
き、従って制輪子が摩耗しても摩耗しない初期の状態と
ブレーキ力が変らないものである。そして最初に調整さ
れた制輪子の制動面と車輪踏面との均等な接触状態が最
後まで持続できて安定したブレーキ力が得られる。In the unit brake device of the present invention, since the leading end of the push rod is guided in parallel to the advance / retreat direction by the movable member and the guide groove without providing the suspending member, the reaction force of the braking force is applied to the change in the position of the push rod. Irrespective of the wear of the brake shoe, the brake force is the same as the initial state where the brake shoe is not worn even if the brake shoe is worn. Then, the initially adjusted uniform contact state between the braking surface of the brake shoe and the wheel tread surface can be maintained to the end, and a stable braking force can be obtained.
また、全体の構成において、吊部材を設けない構成は
小形化、軽量化に有効である。In addition, in the entire configuration, a configuration in which no hanging member is provided is effective in reducing the size and weight.
第１図はこの発明の１実施例を示す概略側面図、第２図
は第１図のＡ−Ａ断面図、第３図は第２図のＢ−Ｂ断面
図、第４図は従来のユニットブレーキ装置の概略側面
図、第５図（ａ）、（ｂ）は第４図の装置におけるブレ
ーキ反力が吊部材の回動によって異なる分力を生じるこ
とを説明するベクトル線図、第６図は従来の制輪子頭を
押棒に取付ける構造の１例を示す縦断側面図である。 21……軸、22……制輪子頭、25……制輪子、30……本
体、31……押棒、40……シリンダ部、41……支承部、44
……案内溝、45……可動部材。1 is a schematic side view showing one embodiment of the present invention, FIG. 2 is a sectional view taken along line AA of FIG. 1, FIG. 3 is a sectional view taken along line BB of FIG. 2, and FIG. FIGS. 5 (a) and 5 (b) are schematic side views of the unit brake device, and FIGS. 5 (a) and 5 (b) are vector diagrams for explaining that the brake reaction force in the device of FIG. The figure is a longitudinal sectional side view showing an example of a conventional structure for attaching a brake head to a push rod. 21 ... shaft, 22 ... brake head, 25 ... brake shoe, 30 ... body, 31 ... push rod, 40 ... cylinder, 41 ... bearing, 44
…… Guide groove, 45 …… Movable member.
Claims (1)
と、本体内部より突出して突出方向に直線状に進退する
ように設けられシリンダ部の出力を伝達する押棒と、こ
の押棒の先端部に取り付けられ制輪子を連結保持した制
輪子頭と、前記押棒とこの制輪子頭との取付角度を保つ
角度保持部材とを備え、前記押棒の先端部を本体側に支
承するようにしたユニットブレーキ装置において、 前記本体側に押棒の突出位よりこの押棒の移動方向と平
行な方向に案内溝を形成した支承部を固設するととも
に、前記押棒の先端部側面に可動部材を設け、前記案内
溝にこの可動部材を移動自在に支持させたことを特徴と
するユニットブレーキ装置。1. A main body fixedly attached to a vehicle body, a push rod projecting from the inside of the main body and extending linearly in a projecting direction and transmitting an output of a cylinder section, and a tip end of the push rod. A unit brake, comprising: a brake head attached to and attached to a brake shoe, and an angle holding member for maintaining a mounting angle between the push rod and the brake shoe head, wherein the tip of the push rod is supported on the main body side. In the device, a support portion having a guide groove formed in a direction parallel to a moving direction of the push bar from a projecting position of the push bar is fixedly provided on the main body side, and a movable member is provided on a side surface of a distal end portion of the push bar, A unit brake device movably supporting the movable member.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP1113031A JP2662894B2 (en) | 1989-05-02 | 1989-05-02 | Unit brake device |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP1113031A JP2662894B2 (en) | 1989-05-02 | 1989-05-02 | Unit brake device |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPH02293254A JPH02293254A (en) | 1990-12-04 |
| JP2662894B2 true JP2662894B2 (en) | 1997-10-15 |
Family
ID=14601721
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP1113031A Expired - Fee Related JP2662894B2 (en) | 1989-05-02 | 1989-05-02 | Unit brake device |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JP2662894B2 (en) |
Families Citing this family (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP4502995B2 (en) * | 2006-10-26 | 2010-07-14 | 日本車輌製造株式会社 | Railway vehicles with control wheels |
| JP5545548B2 (en) * | 2010-10-13 | 2014-07-09 | いすゞ自動車株式会社 | Vehicle collision energy absorbing device |
Family Cites Families (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS548926A (en) * | 1977-06-23 | 1979-01-23 | Gen Corp | Tabulation for information input device |
| JPS5810675B2 (en) * | 1980-09-30 | 1983-02-26 | 滝川工業株式会社 | Scrap preheating device |
-
1989
- 1989-05-02 JP JP1113031A patent/JP2662894B2/en not_active Expired - Fee Related
Also Published As
| Publication number | Publication date |
|---|---|
| JPH02293254A (en) | 1990-12-04 |
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