JP5061339B2 - Articulated vehicle testing equipment - Google Patents

Articulated vehicle testing equipment Download PDF

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JP5061339B2
JP5061339B2 JP2008031010A JP2008031010A JP5061339B2 JP 5061339 B2 JP5061339 B2 JP 5061339B2 JP 2008031010 A JP2008031010 A JP 2008031010A JP 2008031010 A JP2008031010 A JP 2008031010A JP 5061339 B2 JP5061339 B2 JP 5061339B2
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vehicle
frame
vertical
axis
test
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JP2009192269A (en
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隆行 下村
君章 佐々木
康宏 梅原
衛 榎本
信行 渡辺
良男 秋山
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公益財団法人鉄道総合技術研究所
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Description

  The present invention relates to a vehicle test apparatus for simulating a running state of a vehicle, and more particularly to an articulated vehicle test apparatus for performing various measurements by simulating a running state of a vehicle that is connected and running.
  A vehicle test apparatus for simulating various running conditions of a running vehicle, for example, measuring the vibration of the vehicle, the damping characteristic of the damper for suppressing the vibration of the vehicle, and the control characteristic of the brake of the vehicle is known. It has been.
  For example, Patent Document 1 discloses a vehicle test apparatus that simulates a traveling state of a vehicle that travels by placing only the actual vehicle body on the multi-axis shaking device. A coil spring or the like is interposed between the shaking device and the vehicle body to support the vehicle body, and the vehicle body is shaken under multiple axes by a shaking device in which movable tables are stacked. Patent Documents 2 and 3 disclose a vehicle test apparatus that simulates a traveling state of a traveling vehicle by disposing actual vehicle wheels on a rotating rail wheel provided on a shaking device. . When the rail wheel rotates, the wheels of the vehicle are rotated by the frictional force, and the sway from the swaying table composed of a movable table is transmitted to the vehicle body via the wheels. Various measurements can be performed as appropriate by simulating the traveling state of the vehicle traveling by the vehicle test apparatus disclosed in Patent Documents 1 and 2.
  By the way, there is a demand to perform various measurements by simulating the traveling state of a vehicle traveling in a connected manner, for example, a vehicle such as a railway vehicle or a connected automobile. In general, the total length of such an articulated vehicle becomes longer and its total weight also increases. Therefore, in the vehicle test apparatus as described above, the overall length of the apparatus and the equipment for driving must be increased, and the installation of the apparatus is required. Many problems occur in terms of space and cost.
Therefore, for example, in Non-Patent Documents 1 and 2, only one vehicle under test is arranged on a vehicle test apparatus as disclosed in Patent Documents 2 and 3, and the adjacent vehicle is placed at both ends or one end. A vehicle testing method with a simulation device that simulates the behavior of the vehicle end is proposed. The simulation apparatus and the vehicle under test on the vehicle test apparatus are connected by an actual connecting means to perform various measurements.
Japanese Patent Laid-Open No. 9-50231 JP 2005-274111 A JP 2007-327831 A June 2006 Railway Research Institute Report, pages 5 to 10 September 21, 2007 205th Railway Research Institute Monthly Presentation Material: Recent Research and Development on Vehicle Technology
  Non-Patent Documents 1 and 2 do not describe details of the structure of a device that simulates the operation of the vehicle end of an adjacent vehicle. Therefore, for example, a multi-axis shaking table in which movable tables such as the shaking device disclosed in Patent Document 1 are stacked can be used. However, the movement of the end of an actual articulated vehicle has a very high frequency, and it is difficult to accurately simulate such movement with a shaking table in which movable tables are stacked. In addition, the driving device for driving the movable table in multiple axes is large and the device becomes large.
  The present invention has been made in view of the above situation. That is, an object of the present invention is to provide a vehicle testing apparatus that can perform various measurements by accurately simulating the traveling state of an articulated vehicle that is more compact than the prior art and that is connected and travels. .
  The present invention relates to a connected vehicle testing apparatus for testing the motion state of an adjacent vehicle connected to a vehicle under test by applying the motion of the adjacent vehicle to the connected portion of the vehicle under test. A frame assembly having an end face and provided with a reference axis parallel to the end face; link support means for supporting the frame assembly while restricting movement of the front end face of the vehicle to a predetermined degree of freedom; and Up and down / roll driving means for moving the frame assembly so as to be inclined along and from there, rotation driving means for moving the frame assembly to rotate the front vehicle end surface around the reference axis, and the reference Horizontal driving means for moving the frame assembly so as to move the shaft horizontally in parallel with the front vehicle end surface, the up / down / roll driving means, and the rotation A load detecting means for detecting a load on the driving means and the horizontal driving unit, that consists of the features.
  According to this articulated vehicle test apparatus, the frame support having the front vehicle end surface that simulates the operation of the vehicle end of the connected vehicle is link-supported by the link support means so that the movement of the front vehicle end surface is limited to a predetermined degree of freedom. Then, it is moved by each driving means. That is, since there is no large drive device such as a large multi-axis movable table, the device itself can be made compact. The frame assembly that is link-supported by the link support means can be operated at a high frequency by each drive means. As described above, according to the present invention, it is possible to accurately simulate the traveling state of an articulated vehicle that travels in a connected manner, and to obtain a device that is more compact than before.
  An articulated vehicle testing apparatus according to one aspect of the present invention is an apparatus for testing the motion state of an adjacent vehicle that is articulated to a vehicle under test by applying the motion of the adjacent vehicle to the articulated portion of the vehicle under test. In the following, the column direction of adjacent vehicles to be connected is referred to as front and rear, and the direction crossing the column direction is referred to as right and left. The frame assembly has a front vehicle end surface facing the connecting portion of the vehicle under test, and is provided with a reference axis parallel to the front vehicle end surface. The frame assembly is supported by link support means for supporting the link while restricting the movement of the front end face of the vehicle to a predetermined degree of freedom. The front vehicle end face is moved by three drive means that engage the link-supported frame assembly. That is, the up / down / roll driving means moves the frame assembly so that the reference axis of the frame assembly is inclined along and from the vertical direction. The rotational drive means moves the frame assembly to rotate the front end surface of the frame assembly about the reference axis. The horizontal drive means moves the frame assembly so as to horizontally move the reference shaft substantially parallel to the front vehicle end surface. In the above, the motion state of the vehicle under test is made by the load detection means for detecting the load required to drive the frame assembly in the vertical / roll drive means, the rotation drive means and the horizontal drive means.
  According to this articulated vehicle test apparatus, the frame support having the front vehicle end surface that simulates the operation of the vehicle end of the connected vehicle is link-supported by the link support means so that the movement of the front vehicle end surface is limited to a predetermined degree of freedom. Then, it is moved by each driving means. That is, since there is no large drive device such as a large multi-axis movable table, the device itself can be made compact. The frame assembly that is link-supported by the link support means can be operated at a high frequency by each drive means. Therefore, it is possible to accurately simulate the traveling state of an articulated vehicle that travels in a connected manner, and to obtain a device that is more compact than before.
  By the way, in the above aspect, the predetermined degree of freedom is based on the three degrees of freedom for moving the reference axis along the vertical direction, tilting the reference axis from the vertical direction, and further translating in the horizontal plane, and the front vehicle end surface. It is preferable that there are four degrees of freedom including one degree of freedom to rotate around the axis. The degree of freedom can be reduced or increased as appropriate.
  In one more specific aspect of the above aspect, the frame assembly has a main surface facing the connecting portion of the vehicle under test, an intermediate frame provided with a reference axis parallel to the main surface, and a front vehicle end surface. And a simulated motion frame that is pivotally supported by an intermediate frame so as to be opposed to the main surface and rotatable about a reference axis. Here, the support means comprises parallel support means for supporting the intermediate frame in parallel so as to maintain the orientation of the main surface of the intermediate frame constant. Here, in order for the reference axis to move along the vertical direction, the intermediate frame maintains a vertical plane. The intermediate frame is supported by one degree of freedom less than four degrees of freedom. However, since the simulated motion frame is supported with a rotation axis with respect to the intermediate frame, the front end surface of the simulated motion frame is at least four degrees of freedom. It becomes movable at a degree.
  In the above-described aspect, the parallel support means includes at least three support link members provided with spherical joints in the vicinity of both end portions of the rod-like body, preferably four, and one end portion thereof is connected to a different portion of the intermediate frame. The The support link members are connected so that one end portions thereof are not arranged in different portions of the intermediate frame, that is, in a straight line. In particular, when four support link members are used, it is preferable that the support link members are connected to the four corners of the rectangle. In this aspect, since the main surface of the intermediate frame is a vertical surface and the orientation thereof is maintained constant, the front vehicle end surface of the simulated motion frame that is rotatably connected to the intermediate frame has an inclination of the reference axis and its surroundings. As long as the rotation angle of the simulated motion frame at is not large, it becomes a substantially vertical plane.
  In the specific embodiment described above, the vertical / roll driving means includes two vertical vibration actuators having pistons that reciprocate in the vertical direction, that is, the gravity direction. The vertical vibration actuators are disposed on the left and right sides of the intermediate frame along the main surface of the intermediate frame with the reference axis of the intermediate frame interposed therebetween. The intermediate frame is disposed on the pistons of the pair of vertical vibration actuators. That is, when the pistons of the two vertical actuators move up and down, the reference axis of the simulated motion frame can be moved along the vertical direction, and the simulated motion frame can be moved so as to tilt from the vertical direction.
  In the specific embodiment described above, the rotation driving means includes two yaw vibration actuators having a piston that reciprocates along a direction that engages with the simulated motion frame and protrudes from the main surface of the intermediate frame. The yaw excitation actuators are arranged on both the left and right sides with the reference axis of the intermediate frame interposed therebetween. That is, when the pistons of the two yaw excitation actuators move back and forth, the simulated motion frame can be moved so as to rotate the simulated motion frame around the reference axis.
  Further, in the specific aspect described above, the horizontal drive means includes a left and right vibration actuator having a piston that engages with the intermediate frame in the vicinity of the reference axis and reciprocates left and right in a substantially horizontal plane along the main surface of the intermediate frame. . That is, when the piston of the left and right vibration actuator moves left and right, the simulated motion frame can be moved so that the reference axis of the simulated motion frame is moved substantially parallel to the main surface.
  Further, in the above specific embodiment, the load detection means includes a load cell for measuring a load applied to pistons of five actuators of two vertical vibration actuators, two yaw vibration actuator actuators, and one left and right vibration actuator. Including. That is, the drag force from the vehicle under test can be measured.
  Furthermore, in another specific aspect of the above aspect, the frame assembly may be formed by integrating the intermediate frame and the simulated motion frame or a single simulated motion frame. The simulated motion frame assembly is link-supported while restricting the movement of the front vehicle end face to a predetermined degree of freedom. The link support means includes a support link member provided with spherical joints in the vicinity of both end portions of the rod-like body, and a link moving means capable of moving the support link member by a predetermined amount. The support link members are rod-shaped bodies provided with spherical joints in the vicinity of both ends, and include two sets of a pair of support link members arranged in the vertical direction. Each set of support link members is connected to the vicinity of the left and right sides of the simulated motion frame with the rotation axis of the simulated motion frame interposed therebetween. On the other hand, the other end of the support link member is connected to the link moving means. When the connecting end of the pair of support link members arranged in the vertical direction is moved by a predetermined amount, for example, in the direction of the connecting portion, the connecting end of the other pair of supporting link members is connected. It moves by a predetermined amount in the direction opposite to the direction of the part.
  In the other specific aspect described above, the link moving means may include a bell crank that is a substantially L-shaped bent flat plate and pivotally supported by the bent portion so as to be rotatable. When one end of the bell crank connected to the support link member moves by a predetermined amount, the bell crank rotates around the bent portion, and the other end of the bell crank also moves by a predetermined amount. In a corresponding other bell crank connected to the other end of the one bell crank by a rod or the like, the connecting end connected to the rod also moves by a predetermined amount around the bent portion. As a result, the other end of the connecting end of the other bell crank also moves by a predetermined amount, and the support link member connected to the end moves by a predetermined amount. That is, when the link moving means including the bell crank moves one end portion of one support link member in a predetermined direction by a predetermined amount, the one end portion of the other corresponding support link member is opposite to the predetermined direction. It can be moved by a predetermined amount toward
  In the other specific embodiment described above, the vertical / roll driving means includes two vertical vibration actuators having pistons that reciprocate in the vertical direction, that is, the gravity direction. The two vertical vibration actuators are respectively arranged on the left and right sides of the reference axis of the simulated motion frame along the front vehicle end surface, and the simulated motion frames are disposed on the pistons of the vertical vibration actuator. That is, when the pistons of the two vertical actuators move up and down, the reference axis of the simulated motion frame can be moved along the vertical direction, and the simulated motion frame can be moved so as to tilt from the vertical direction.
  In another specific aspect described above, the rotation driving means includes two yaw vibration actuators having a piston that abuts the simulated motion frame and reciprocates back and forth toward the connecting portion. The two yaw excitation actuators are respectively provided on both sides of the reference axis of the simulated motion frame. That is, when the pistons of the two yaw excitation actuators move back and forth, the simulated motion frame can be moved so that the simulated motion frame rotates approximately around the reference axis.
  In another specific aspect described above, the horizontal driving means includes a piston that engages with the simulated motion frame in the vicinity of the reference axis and reciprocates in a substantially horizontal plane along the front vehicle end surface of the simulated motion frame. Including actuators. That is, when the piston of the left and right vibration actuator moves left and right, the simulated motion frame can be moved so that the reference axis of the simulated motion frame is moved substantially parallel to the front vehicle end surface.
  Further, in the other specific aspect described above, the load detection means measures the load applied to the pistons of the five actuators of two vertical vibration actuators, two yaw vibration actuator actuators, and one left and right vibration actuator. The load cell to be included. That is, the drag from the vehicle under test is measured.
  In the connected vehicle test apparatus according to the above-described aspect, the operation of the adjacent vehicle connected to both ends of the vehicle under test can be controlled by providing each of them in the vicinity of the connected portion at both ends of the vehicle under test. Can be given to the connection. As a result, the running state can be simulated with accuracy with respect to all of the trained vehicles constituting the train of three or more cars.
  Next, a railway vehicle test apparatus as one embodiment of the present invention will be described in detail with reference to FIGS.
  As shown in FIG. 1, the inter-vehicle simulation apparatus 1 is installed at one end or both ends of a vehicle test table 2 and is connected to a vehicle under test 3 that is simulated by the vehicle test table 2. The operation of the adjacent vehicle that travels can be given to the connecting portion 3 a of the vehicle under test 3. In the case where the vehicle under test 3 is the leading vehicle or the tail vehicle, the inter-body simulation apparatus 1 is provided only at one end of the vehicle test stand 2 and one connecting portion 3a of the vehicle under test 3 is provided. Only the movement of the adjacent vehicle is given. On the other hand, in the case where the vehicle under test 3 is an intermediate vehicle for knitting, the inter-body simulation apparatus 1 is provided at both ends of the vehicle test stand 2 and connected portions 3a at both ends of the vehicle under test 3. The operation of the adjacent vehicle is given to the vehicle. That is, the operation of the trained vehicle can be sequentially simulated, and the motion of all the vehicles in one train can be simulated.
  The vehicle test bench 2 is a known device for simulating the running state of the vehicle under test 3 on the rail (track). A wheel 3b of the vehicle under test 3 is disposed on the rail wheel 4 having the shape of the top surface of the rail. In other words, the vehicle under test 3 is normally supported on two rails in practice, but is supported on the rail 4 in the vehicle test stand 2. When the rail wheel 4 rotates, the wheel 3b of the vehicle under test 3 rotates in the reverse direction due to the frictional force. Here, the rail wheel 4 is provided with a vibration device 5 and can vibrate the rail wheel 4 in the vertical and horizontal directions and in the roll direction. Therefore, the vehicle under test 3 can simulate the running state on the actual rail (track).
  2 and 3 together, the base frame 10 of the inter-body simulation exercise device 1 is fixed to the floor near the end of the vehicle test stand 2. The reference wall 11 of the base frame 10 has a vertical surface 11 a that faces the connecting portion 3 a of the vehicle under test 3. A reinforcing portion 11b is provided on the surface of the reference wall 11 opposite to the vertical surface 11a to increase its rigidity. Unless otherwise specified below, “up and down” defines the vertical direction in the side view of FIG. Further, front and rear and left and right define a direction toward the connecting portion 3a when viewed from the reference wall 11 in the plan view of FIG. 3, and a left and right toward the same direction.
  An excitation support link member 12 extends from the vertical surface 11a of the reference wall 11 in a substantially horizontal direction and in the front-rear direction. At least three or more, preferably four vibration support link members 12 are provided, and as shown in the drawing, four vertical, horizontal, and four corners are provided at four corners of a rectangle or square on the vertical surface 11a of the reference wall 11. Further, the extension end portion of the reference wall 11 of the vibration support link member 12 from the vertical surface 11a is connected to the back surface 30b of the intermediate frame 30 described later.
  As shown also in FIG. 4, the vibration support link member 12 includes a main rod 12a, spherical portions 12c attached to both ends thereof, and end attachments that sandwich the spherical portion 12c from above and below along part of the surface. It consists of member 12b. The end attachment member 12b is fixed to the vertical surface 11a of the reference wall 11 of the base frame 10 and the back surface 30b of the intermediate frame 30 with bolts or the like (not shown).
  Further, as shown in FIG. 5, the vibration support link member 12 having spherical joints at both ends allows the intermediate frame 30 to move in the horizontal and vertical directions while maintaining the orientation P of the main surface 30a as a constant and vertical surface. It is. Here, FIG. 5 illustrates the movement of the intermediate frame 30 in the right direction. However, when the length of the vibration support link member 12 increases, even if the intermediate frame 30 moves, the main surface 30a moves in the front-rear direction. The moving distance (indicated by “d” in FIG. 5) becomes smaller. Various known methods may be used as means for supporting the intermediate frame so as to be movable in the horizontal and vertical directions while keeping the orientation of the main surface 30a of the intermediate frame 30 constant.
  The vibration support link member 12 moves a reference shaft 57a (to be described later) along the vertical direction, inclines the reference shaft 57a from the vertical direction, and further translates it in a horizontal plane, and the front vehicle end surface 50a. It is possible to obtain four degrees of freedom including one degree of freedom for rotating the shaft around the reference axis 57a.
  Referring to FIGS. 2 and 3 again, the front wall 17 of the base frame 10 is provided in the front so as to face the reference wall 11, and is provided with a beam-like reinforcing portion 17 a on the back surface to increase its rigidity. Has been enhanced. Near the upper end of the front wall 17 and in front of it, a left and right vibration actuator 40 is attached by a pin 18 so as to be rotatable in a vertical plane. The left and right vibration actuator 40 has a projecting piston 40a, and its projecting end is pivotally connected to a piston mounting portion 32a on the back surface of the intermediate frame 30 by a pin 40b so as to be rotatable in a horizontal plane, as will be described later. Yes.
  The pair of vertical / roll vibration actuators 41 and 41 ′ are fixed along the front surface of the front wall 17 of the base frame 10. The vertical and roll vibration actuators 41 and 41 ′ have pistons 41a and 41a ′ that move up and down in the vertical direction, respectively, and are in contact with the lower surfaces of vertical movement receiving members 34 and 34 ′ of the intermediate frame 30 described later. Yes.
  Referring also to FIG. 6, the intermediate frame 30 is a rigid frame member assembled in a substantially ladder shape having a main surface 30a and a back surface 30b. Specifically, it is a substantially ladder-like structure in which a pair of main frame legs 31 and 31 'made of a prismatic frame material are arranged on the left and right sides and connected between them by connecting frames 32 and 32'. A pair of actuator mounting members 33 and 33 'extending in a horizontal plane is provided near the lower side of the lower connecting frame 32 and on the outer surfaces of the main frame legs 31 and 31'. On the actuator mounting members 33 and 33 ', yaw excitation actuators 42 and 42' are fixed so as to protrude from the main surface 30a. The yaw excitation actuators 42 and 42 'have pistons 42a and 42a' that move back and forth in a direction protruding from the main surface 30a, respectively. In addition, a pair of vertical motion receiving members 34 and 34 'extending in a horizontal plane are also provided on the back surfaces 30b of the main frame legs 31 and 31'.
  The pistons 41a and 41a 'of the vertical and roll vibration actuators 41 and 41' are in contact with the lower surfaces of the vertical movement receiving members 34 and 34 '(see also FIGS. 2, 3 and 8). Frame attachment portions 35 and 35 ′ are provided so as to protrude forward from the main surface 30 a along an intermediate line between the connection frames 32 and 32 ′ of the intermediate frame 30. The frame attachment portions 35 and 35 'are provided with through holes penetrating therethrough in the vertical direction. The reference shaft 57a connecting these through holes will be described later.
  Furthermore, referring also to FIG. 7, on the back surface of the lower connecting frame 32 of the intermediate frame 30 and in the vicinity of the reference shaft 57a, a piston mounting portion 32a is rotatable by a pin 32a ′ so as to be rotatable in a vertical plane. Pinned. On the other hand, the protruding end portion of the piston 40a of the left and right vibration actuator 40 attached to the front wall 17 of the base frame 10 is pin-connected to the piston mounting portion 32a by a pin 40b extending in the vertical direction, and around the pin 40b. It is free to rotate.
  Further referring to FIGS. 8 and 9, the inter-body simulation motion frame 50 includes a front vehicle end surface 50 a that simulates a connecting portion of an adjacent vehicle connected adjacent to the vehicle under test 3, and a rear rear surface 50 b behind the front vehicle end surface 50 a. And have. Similar to the intermediate frame 30, the inter-vehicle simulation frame 50 is a rigid frame member assembled in a substantially ladder shape. Specifically, it is a substantially ladder structure in which a pair of main frame legs 51 and 51 'made of a prismatic frame material are arranged on the left and right sides and connected between them by connecting frames 52 and 52'. A beam 53 for increasing the rigidity is provided between the connecting frames 52 and 52 '. Connected device mounting plates 54 and 54 'are mounted on both sides of the front vehicle end surface 50a. Further, frame attachment portions 56 and 56 ′ protruding rearward are provided along the center line 55 on the rear surface 50 b of the connection frames 52 and 52 ′. Note that damper mounting portions 61 a and 61 a ′ for mounting an inter-vehicle end yaw damper 61 connected to the vehicle under test 3 are provided at lower ends of the main frame legs 51 and 51 ′. Although not shown in the drawing, members connecting to the vehicle under test 3 are appropriately attached to the inter-vehicle simulation motion frame 50 such as the connecting device attachment plates 54 and 54 '.
  2, 3, and 8, the protruding end portions of the pair of frame mounting portions 56 and 56 ′ of the inter-body simulated motion frame 50 are formed on the base frame mounting portions 35 and 35 ′ of the intermediate frame 30. A pin 57 is inserted into a through hole that is sandwiched between the projecting end portions from above and below and penetrates them in the up and down direction. That is, the inter-body simulation frame 50 is rotatable about the reference shaft 57 a that connects the upper and lower pins 57 to the base frame 10. Further, the projecting end portions of the pistons 42a and 42a ′ of the pair of yaw vibration actuators 42 and 42 ′ attached to the intermediate frame 30 with the reference shaft 57a sandwiched between the left and right are formed on the rear surface 50b of the inter-vehicle simulation motion frame 50. A pin 58 is connected to the mounting portion 59 by a pin 58 extending in the vertical direction.
  The actual trains are connected by various devices. Also in the present embodiment, these can be interposed between the connecting portion 3a of the vehicle under test 3 and the inter-body simulation exercise device 1. For example, the end-to-end yaw damper 61 or the end-to-end damper 62 can be attached to the simulated inter-body frame 50. Moreover, a hood etc. can also be attached as needed.
  As shown in FIG. 10, the five actuators, the left and right vibration actuator 40, the vertical and roll vibration actuators 41 and 41 ′, and the yaw vibration actuators 42 and 42 ′, receive predetermined signals from the arithmetic unit 100. It is driven by the obtained actuator controller 101. Although not limited to this, as one embodiment, each actuator is displacement-controlled to make a predetermined displacement. At this time, the pistons 40a, 41a, 41a ', 42a and 42a' of the actuators 40, 41, 41 ', 42 and 42' have measuring devices for measuring their loads, for example, load cells 70, 71, 71 ', 72 and 72 'etc. are respectively attached, and the output from each load cell is sent to the arithmetic unit 100 so that a control loop can be formed.
  Next, the operation of the railway vehicle test apparatus according to the above-described embodiment will be described with reference to FIGS.
  First, as shown in FIG. 1, a vehicle under test 3 is placed on a vehicle test stand 2 to simulate a running state. This is well known and will not be described in detail.
  Here, in particular, referring to FIGS. 2, 3 and 10, when the left and right vibration actuator 40 is driven by a signal from the actuator controller 101 and the piston 40 a is moved by a predetermined stroke amount, the vibration supporting link member 12, the intermediate frame 30 moves in the left-right (horizontal) direction while maintaining the parallel surface to the vertical surface 11 a of the reference wall 11, that is, while maintaining the orientation of the main surface 30 a. Here, the inter-vehicle end simulated motion frame 50 is pin-connected by two pins 57 arranged along the reference shaft 57 a, and thus moves in the horizontal direction together with the intermediate frame 30. Therefore, when the left and right vibration actuator 40 is driven, the inter-vehicle end simulated motion frame 50 also moves in the left-right direction by the same movement distance as the intermediate frame 30. Furthermore, since the inter-end simulated motion frame 50 is appropriately connected to the vehicle under test 3 by the inter-end end yaw damper 61, the end-end damper 62, or the like, the reaction is counteracted against the movement. The load due to the reaction is measured by the load cell 70 provided on the piston 40a of the left and right vibration actuator 40.
  Further, when the pair of vertical and roll vibration actuators 41 and 41 ′ are driven by signals from the actuator controller 101 and the pistons 41a and 41a ′ are moved by a predetermined stroke amount, the vibration support link member 12 causes the intermediate frame to move. Similarly to the above, 30 can tilt the reference axis 57a up and down along the vertical direction or from left to right while maintaining the orientation of the main surface 30a. Here, the inter-end simulated motion frame 50 is also pin-connected by two pins 57 arranged along the reference axis 57a of the intermediate frame 30, and the inter-end simulated motion frame 50 is also along the vertical direction along with the intermediate frame 30. It can be tilted up and down, or from now on to the left and right. Therefore, when the left and right vibration actuator 40 is driven, the inter-vehicle end simulated motion frame 50 also moves with the same movement distance or inclination angle as the intermediate frame 30. Similarly to the above, the load caused by the reaction from the vehicle under test 3 is measured by the load cells 71 and 71 'provided on the pistons 41a and 41a' of the vertical and roll vibration actuators 41 and 41 '.
  Further, when the pair of yaw vibration actuators 42 and 42 'are driven by signals from the actuator controller 101 and the pistons 42a and 42a' are moved by a predetermined stroke amount, the intermediate frame 30 is moved by the vibration support link member 12. Since it is always parallel to the vertical surface 11a of the reference wall 11 and cannot move backward, the direction of the front vehicle end surface 50a of the inter-vehicle end simulated motion frame 50 with respect to the main surface 30a of the intermediate frame 30 is determined. It can be tilted. Here, the inter-end simulated exercise frame 50 is pin-connected by two pins 57 arranged along the reference axis 57 a of the intermediate frame 30, so that the inter-end simulated exercise frame 50 rotates with respect to the intermediate frame 30. It moves. Similarly to the above, the load due to the reaction from the vehicle under test 3 is measured by the load cells 72 and 72 'provided on the pistons 42a and 42a' of the yaw excitation actuators 42 and 42 '.
  As described above, by driving the five actuators of the left / right vibration actuator 40, the vertical / roll vibration actuators 41 and 41 ′, and the yaw vibration actuators 42 and 42 ′, the front end-to-end simulated motion frame 50 is driven. The vehicle end surface 50a can be displaced with four degrees of freedom.
  Further, one test method will be further described with reference to FIGS. 1 and 2 mainly with reference to FIG.
  First, vehicle travel data obtained by travel of an actual vehicle is input to the arithmetic device 100 (vehicle travel data reproduction), and the coordinates of the vehicle end surface are calculated from this data (adjacent vehicle end surface coordinate calculation). The drive amounts of the left and right vibration actuators 40, the vertical and roll vibration actuators 41 and 41 ′, and the yaw vibration actuators 42 and 42 ′ so as to position the inter-vehicle simulation frame 50 at the coordinates of the obtained vehicle end surface, that is, The stroke amounts of the pistons 40a, 41a, 41a ′, 42a and 42a ′ are calculated (actuator stroke calculation). This calculation data is appropriately converted into a signal for controlling each actuator (transfer function correction, D / A conversion) and sent to the actuator controller 101. The actuator controller 101 drives each actuator according to a signal. Then, the movement of the inter-body simulation frame 50 is transmitted to the vehicle under test 3 via the inter-end yaw damper 61 and the end-end damper 62.
  On the other hand, the vehicle under test 3 simulates the traveling state on the vehicle test stand 2, and the simulated movement between the vehicle bodies via the inter-end-end yaw damper 61 and the end-of-end damper 62 conversely corresponds to the traveling state. The reaction is given to the frame 50. Such a reaction is applied to the respective pistons 40a, 41a, 41a ', 42a and 42a' of the five actuators of the left / right vibration actuator 40, the vertical / roll vibration actuators 41 and 41 ', and the yaw vibration actuators 42 and 42'. It is measured as a load by the provided load cells 70, 71, 71 ′, 72 and 72 ′. These measured values are sent to the arithmetic unit 100, A / D converted, and stored as a database. Moreover, the coordinates of the vehicle end surface with respect to the load described above are recalculated using various functions as vehicle simulation. By repeating such steps, the running state of the trained vehicle can be simulated with high accuracy.
  In the above-described embodiment, the inter-body simulation exercise device 1 is provided in the vicinity of the connecting portion 3a at both ends of the vehicle under test 3 arranged on the vehicle test bench 2, and the vehicle under test 3 is provided at both ends of the vehicle under test 3. It can give the motion of adjacent vehicles that are connected. As a result, it is possible to accurately simulate the traveling state of the intermediate vehicle constituting the formation of three or more cars. That is, the operation of the trained vehicle can be sequentially simulated, and the motion of all the vehicles in one train can be simulated.
  Next, a test apparatus for a railway vehicle will be described in detail with reference to FIGS. 11 to 13 as another embodiment of the present invention.
  As shown in FIG. 11, the inter-vehicle simulation exercise apparatus 1 ′ according to the present embodiment is also installed at one end or both ends of the vehicle test table 2 in the same manner as the above-described embodiment, and the vehicle test table 2 (see FIG. 1). The operation of an adjacent vehicle that travels while being connected to the vehicle under test 3 whose traveling is simulated is given to the connecting portion 3 a of the vehicle under test 3. Details have been described above and will be omitted.
  In the present embodiment, the movement of the front vehicle end surface 50a of the single simulated motion frame assembly 50 ′ in which the intermediate frame 30 and the simulated motion frame 50 in the previous embodiment are integrated is limited to a predetermined degree of freedom. The link is supported. That is, the intermediate frame 30 and the simulated motion frame 50 are connected and integrated with each other by the frame attachment portions 35 and 35 '. The reference shaft 57a is a straight line connecting the frame mounting portions 35 and 35 'arranged in the vertical direction, as in the previous embodiment.
  12 and 13 together, a stay 14a is provided on one side of the mounting surface 11a 'of the reference wall 11, and a rotating rod 14 extending in the vertical direction is pivotally supported. Yes. Bell cranks 13 a and 13 a ′ are attached to the vicinity of the upper end and the lower end of the rotating rod 14. The bell cranks 13a and 13a 'are substantially L-shaped plate members having bent portions as viewed from above. That is, the bell cranks 13a and 13a 'have one end portion T1 extended toward the outside of the reference wall 11 and the other end portion T2 directed rearward, and the bent portion is fixed to the rotating rod 14. When the rotating rod 14 rotates, both the bell cranks 13a and 13a 'rotate in the same direction. Similarly, a stay 14a is also provided on the other side of the mounting surface 11a 'of the reference wall 11, and rotatably supports a rotating rod 14 extending in the vertical direction. Bell cranks 13 b and 13 b ′ (hidden below 13 b in FIG. 12) are similarly attached in the vicinity of the upper end and the lower end of the rotating rod 14. One end of the connecting rod 15 is pin-connected to the rear end T2 of the bell cranks 13a and 13a 'so as to be rotatable in a horizontal plane, that is, in a plane perpendicular to the rotating rod 14. The other end of the connecting rod 15 is also pin-connected to the rear end T2 of the bell cranks 13b and 13b '.
  On the other hand, the vibration support link member 12 is connected to the end portions T1 of the bell cranks 13a, 13a ', 14a, 14a'. As described above with reference to FIG. 4, the vibration support link member 12 includes the main rod 12 a, spherical portions 12 c attached to both ends thereof, and end attachments that sandwich the spherical portions 12 c along a part of the surface from above and below. It consists of member 12b. The terminal attachment members 12b at one end of the four vibration support link members 12 are connected to the front ends T1 of the bell cranks 13a, 13a ', 14a, 14a', respectively. Further, the end attachment member 12b at the other end of the vibration support link member 12 is connected to the back surface 30b of the intermediate frame 30 of the simulated motion frame 50 'described later.
  In other words, the pair of excitation support link members 12 arranged in the vertical direction are connected to the bell cranks 13a and 13a 'or 14a and 14a' at one end, and thus move by a predetermined amount simultaneously. For example, when the end portions T1 of the bell cranks 13a and 13a 'move by a predetermined amount, the bell cranks 13a and 13a' rotate around the bent portion, and the other end portion T2 also moves by a predetermined amount. Since the end portions T2 of the corresponding bell cranks 13b and 13b 'are connected by the connecting rod 15, the end portion T1 also moves by a predetermined amount around the bent portion. Therefore, the pair of excitation support link members 12 arranged in the remaining vertical direction moves by a predetermined amount. That is, when the pair of excitation support link members 12 arranged in the vertical direction is moved by a predetermined amount in the predetermined direction, the corresponding pair of excitation support link members 12 arranged in the vertical direction is opposite to the predetermined direction. It moves by a predetermined amount in the direction.
  The simulated motion frame assembly 50 ′ is supported with four degrees of freedom by the vibration support link member 12 including the bell cranks 13 a, 13 a ′, 14 a, 14 a ′ and the vibration support link member 12. That is, the reference shaft 57a is moved along the vertical direction, the reference shaft 57a is tilted from the vertical direction, and is further translated in the horizontal plane, and the front end surface 50a is rotated around the reference shaft 57a. Four degrees of freedom that combine one degree of freedom can be obtained.
  Further, unlike the previous embodiment, the pair of yaw excitation actuators 42 and 42 ′ are fixed so as to protrude from the front wall 17 of the base frame 10. That is, the yaw vibration actuators 42 and 42 ′ have pistons 42a and 42a ′ that move back and forth in a direction protruding from the front wall 17, and abut against the back surface 30b of the intermediate frame 30 that constitutes the simulated motion frame assembly 50 ′. Thus, the direction of the front vehicle end surface 50a can be changed in the horizontal plane.
  Note that the left and right vibration actuator 40 and the vertical and roll vibration actuators 41 and 41 'are the same as those in the above-described embodiment, and thus the description thereof is omitted.
  Next, the operation of the yaw vibration actuators 42 and 42 'of the test apparatus for a railway vehicle according to another embodiment described above will be described with reference to FIGS.
  When the pair of yaw vibration actuators 42 and 42 'are driven by signals from the actuator controller 101 and the pistons 42a and 42a' are moved by a predetermined stroke amount, the simulated motion frame assembly 50 is driven by the vibration support link member 12. The intermediate frame 30 of 'is inclined while maintaining the vertical plane with respect to the vertical plane 11a of the reference wall 11 by the vibration support link mechanism using the bell cranks 13a, 13a', 14a, 14a '. Therefore, as described above, the load caused by the reaction from the vehicle under test 3 is measured by the load cells 72 and 72 'provided on the pistons 42a and 42a' of the yaw excitation actuators 42 and 42 '.
  That is, the simulated motion frame supported by the vibration support link mechanism by driving the five actuators of the left / right vibration actuator 40, the vertical / roll vibration actuators 41 and 41 ′, and the yaw vibration actuators 42 and 42 ′. The front vehicle end surface 50a of the inter-vehicle end simulated motion frame 50 of the assembly 50 'can be displaced with four degrees of freedom.
  For other operations of the railway vehicle test apparatus of the present embodiment, refer to the previous embodiment.
  Although the embodiment has been described with respect to the articulated vehicle testing apparatus for railway vehicles, the present invention can be similarly applied to a vehicle that is connected and travels, for example, an articulated automobile. That is, while representative embodiments according to the present invention have been described, the present invention is not necessarily limited thereto, and those skilled in the art will recognize various alternative embodiments without departing from the scope of the appended claims. And modifications could be found.
1 is a diagram of an apparatus including an articulated vehicle testing apparatus according to the present invention. 1 is a side view of a connected vehicle test apparatus according to the present invention. 1 is a plan view of a connected vehicle test apparatus according to the present invention. It is a side view of the principal part of the connection vehicle test apparatus by this invention. It is a top view which shows the motion of the principal part of the articulated vehicle test device by this invention. It is a perspective view of the principal part of the articulated vehicle test device by the present invention. It is a top view of the principal part of the articulation vehicle test device by the present invention. It is a front view of the principal part of the articulation vehicle test device by the present invention. It is a perspective view of the principal part of the articulated vehicle test device by the present invention. It is a control diagram of the articulated vehicle testing device by the present invention. 1 is a side view of a connected vehicle test apparatus according to the present invention. 1 is a plan view of a connected vehicle test apparatus according to the present invention. It is a top view which shows the motion of the principal part of the articulated vehicle test device by this invention.
Explanation of symbols
DESCRIPTION OF SYMBOLS 1 Vehicle body simulated exercise apparatus 2 Vehicle test stand 3 Vehicle under test 3a Connection part 4 Rail wheel 10 Base frame 11 Reference wall 12 Excitation support link member 17 Front wall 30 Intermediate frame 30a Main surface 40 Left and right excitation actuators 41 and 41 ' Vertical / roll vibration actuators 42, 42 'Yaw vibration actuator 50 Simulated motion frame 50' between vehicle bodies Simulated motion frame assembly 50a Front vehicle end surface 57a Reference shaft 61 Vehicle end yaw damper 62 Vehicle end dampers 70, 71, 71 ', 72 , 72 'load cell 100 arithmetic unit 101 actuator controller

Claims (15)

  1. An articulated vehicle testing device for testing the motion state of an adjacent vehicle connected to a vehicle under test by applying the motion of the adjacent vehicle to the articulated portion of the vehicle under test,
    A frame assembly having a front vehicle end surface facing the connecting portion and provided with a reference axis parallel thereto;
    Link support means for supporting the frame assembly while restricting movement of the front end face of the vehicle to a predetermined degree of freedom;
    Up / down / roll driving means for moving the frame assembly so that the reference axis is inclined along and in the vertical direction;
    Rotational drive means for moving the frame assembly to rotate the front vehicle end surface about the reference axis;
    Horizontal driving means for moving the frame assembly so as to horizontally move the reference shaft substantially parallel to the front vehicle end surface;
    An articulated vehicle testing apparatus comprising: load detecting means for detecting a load on the vertical / roll driving means, the rotation driving means, and the horizontal driving means.
  2.   The predetermined degrees of freedom are four degrees of freedom in which the reference axis is moved along the vertical direction, tilted therefrom, translated in a horizontal plane, and the front vehicle end surface is rotated around the reference axis. The articulated vehicle test device according to claim 1 characterized by things.
  3. The frame assembly has a main surface facing the connecting portion and an intermediate frame provided with the reference axis in parallel with the main surface; and a front vehicle end surface facing the main surface and facing the main surface. Including a simulated motion frame pivotally supported by the intermediate frame so as to be rotatable around
    3. The articulated vehicle testing apparatus according to claim 2, wherein the support means comprises parallel support means for supporting the intermediate frame in parallel so as to keep the orientation of the main surface of the intermediate frame constant.
  4.   The parallel support means includes at least three support link members provided with spherical joints in the vicinity of both end portions of the rod-like body, and one end portions thereof are connected to different portions of the intermediate frame. The articulated vehicle testing device as described.
  5.   The vertical / roll driving means includes a pair of vertical vibration actuators having pistons that reciprocate along a vertical direction and disposed along the main surface of the intermediate frame with the reference axis of the intermediate frame interposed therebetween. The connected vehicle testing device according to claim 3, wherein the intermediate frame is disposed on the piston of the pair of vertical vibration actuators.
  6.   The rotation driving means has a piston that engages with the simulated motion frame and reciprocates along a direction protruding from the main surface of the intermediate frame, and is provided on both sides of the intermediate frame with the reference axis interposed therebetween. 6. The articulated vehicle testing apparatus according to claim 3, further comprising a pair of yaw vibration actuators.
  7.   The horizontal driving means includes a left and right vibration actuator having a piston that engages with the intermediate frame in the vicinity of the reference shaft and reciprocates in a substantially horizontal plane along the main surface of the intermediate frame. The connected vehicle test apparatus according to claim 3.
  8.   The articulated vehicle testing apparatus according to claim 5, wherein the load detection unit includes a load cell that measures a load applied to the piston of the actuator.
  9.   The frame assembly is composed of a single simulated motion frame, and the support means includes four support link members provided with spherical joints in the vicinity of both ends of the rod-like body and includes a pair of the support link members arranged in the vertical direction as the simulated motion. When the frame is connected to the vicinity of both sides of the reference axis and the other end of the pair of support link members is moved by a predetermined amount toward the connecting portion, the other pair of support link members 3. The articulated vehicle testing device according to claim 2, further comprising a link moving means for moving the other end of the vehicle in the reverse direction by the predetermined amount.
  10.   10. The articulated vehicle testing device according to claim 9, wherein the link moving means includes a bell crank pivotally supported by a bent portion.
  11.   The vertical / roll driving means includes a pair of vertical vibration actuators having a piston that reciprocates along a vertical direction and disposed along the front vehicle end surface with the reference axis of the simulated motion frame interposed therebetween, The articulated vehicle test apparatus according to claim 9 or 10, wherein the simulated motion frame is disposed on the piston of the pair of vertical vibration actuators.
  12.   The rotation driving means includes a pair of yaw excitation actuators provided on both sides of the reference frame of the simulated motion frame having a piston that reciprocates toward the connecting portion. The connected vehicle test apparatus according to any one of 9 to 11.
  13.   The horizontal drive means comprises a left and right vibration actuator having a piston that engages with the simulated motion frame in the vicinity of the reference axis and reciprocates in a substantially horizontal plane along the front vehicle end surface of the simulated motion frame. The articulated vehicle testing device according to claim 9, characterized in that it is characterized in that:
  14.   The articulated vehicle test apparatus according to claim 11, wherein the load detection means includes a load cell that measures a load applied to the piston of the actuator.
  15.   The connected vehicle test apparatus according to claim 1, wherein the connected vehicle test apparatus is provided at both ends of the vehicle under test.
JP2008031010A 2008-02-12 2008-02-12 Articulated vehicle testing equipment Expired - Fee Related JP5061339B2 (en)

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