WO2013061641A1 - 鉄道車両用台車の操舵方法及び装置並びに台車 - Google Patents
鉄道車両用台車の操舵方法及び装置並びに台車 Download PDFInfo
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- WO2013061641A1 WO2013061641A1 PCT/JP2012/063037 JP2012063037W WO2013061641A1 WO 2013061641 A1 WO2013061641 A1 WO 2013061641A1 JP 2012063037 W JP2012063037 W JP 2012063037W WO 2013061641 A1 WO2013061641 A1 WO 2013061641A1
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- steering
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- vehicle
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Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
- B61F5/00—Constructional details of bogies; Connections between bogies and vehicle underframes; Arrangements or devices for adjusting or allowing self-adjustment of wheel axles or bogies when rounding curves
- B61F5/38—Arrangements or devices for adjusting or allowing self- adjustment of wheel axles or bogies when rounding curves, e.g. sliding axles, swinging axles
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
- B61F5/00—Constructional details of bogies; Connections between bogies and vehicle underframes; Arrangements or devices for adjusting or allowing self-adjustment of wheel axles or bogies when rounding curves
- B61F5/38—Arrangements or devices for adjusting or allowing self- adjustment of wheel axles or bogies when rounding curves, e.g. sliding axles, swinging axles
- B61F5/44—Adjustment controlled by movements of vehicle body
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
- B61F5/00—Constructional details of bogies; Connections between bogies and vehicle underframes; Arrangements or devices for adjusting or allowing self-adjustment of wheel axles or bogies when rounding curves
- B61F5/38—Arrangements or devices for adjusting or allowing self- adjustment of wheel axles or bogies when rounding curves, e.g. sliding axles, swinging axles
- B61F5/42—Adjustment controlled by buffer or coupling gear
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
- B61F5/00—Constructional details of bogies; Connections between bogies and vehicle underframes; Arrangements or devices for adjusting or allowing self-adjustment of wheel axles or bogies when rounding curves
- B61F5/38—Arrangements or devices for adjusting or allowing self- adjustment of wheel axles or bogies when rounding curves, e.g. sliding axles, swinging axles
- B61F5/46—Adjustment controlled by a sliding axle under the same vehicle underframe
Definitions
- the present invention relates to a steering method of a steering device that intentionally rotates two wheel shafts arranged in front and rear of a traveling direction of a vehicle with respect to a bogie frame of a bogie mounted on a railway vehicle, and the steering method.
- the present invention relates to a steering apparatus to be implemented, and a carriage provided with the steering apparatus, and more particularly, to a linear carriage that travels by a linear induction motor.
- front side in the traveling direction of the vehicle is simply referred to as “front side” or “front”
- rear side in the traveling direction of the vehicle is simply referred to as “rear side” or “rear”.
- the railcar bogie steering device rotates two wheel shafts arranged in the front and rear directions in the yawing direction. It is something to move.
- the steering device currently in practical use rotates two wheel shafts symmetrically in the front-rear direction, and is steered so as to have the most ideal steering angle (hereinafter referred to as a radial steering angle) in terms of geometry.
- the corner is set.
- the radial steering angle which is the steering angle in the most ideal steering state along which the wheel of the wheel shaft follows the curve
- ⁇ the curve radius
- R the center of the carriage 2
- R the center of the carriage 2
- the actual steering angle is insufficient due to the resistance against the rotation of the vehicle body and the carriage. Therefore, when the steering angle is set so as to be the radial steering angle, it does not rotate until the wheel axis faces the curvature center C of the track curve.
- Patent Document 1 proposes a technique for giving a steering angle larger than the radial steering angle. ing.
- the wheel shafts of the two-shaft trucks arranged respectively in the front and rear of the vehicle are referred to as a first wheel shaft, a second wheel shaft, a third wheel shaft, and a fourth wheel shaft in order from the front side.
- Patent Document 1 is still a structure that rotates the wheel shaft symmetrically. Therefore, when the vehicle enters a straight portion at the curved exit (hereinafter referred to as an exit straight portion), the lateral steering pressure on the inner track side of the first wheel shaft increases as shown in FIG.
- 2a is a front truck
- 2b is a rear truck
- 3a is a first wheel axle
- 3b is a second wheel axle
- 3c is a third wheel axle
- 3d is a fourth wheel axle
- 4a is The track on the inner track side
- 4b indicates the track on the outer track side.
- the problem to be solved by the present invention is that in the case of a steering device having a structure in which the wheel shaft is rotated symmetrically back and forth, even if the steering angle is increased for the purpose of further improving the performance, excessively entering the exit straight portion It is a point that the lateral pressure on the inner gauge side of the first wheel shaft increases in a steered posture.
- a method for steering a railway vehicle carriage includes: In order to not only solve the over-steering condition at the exit straight part, but also to further improve the curve passing performance than when setting the front and rear wheel axles to the radial steering angle, In a steering method of a steering device that intentionally rotates two wheel shafts arranged at the front and rear with respect to a bogie frame of a bogie mounted on a railway vehicle, The most important feature is that the steering angle of the front wheel shaft is steered so as to be larger than the steering angle of the rear wheel shaft.
- the steering angle of the front wheel shaft is steered so as to be larger than the steering angle of the rear wheel shaft, thereby changing the bogie posture in the understeer direction,
- the excessive steering state at the exit is alleviated to suppress the increase in lateral pressure on the inner rail side.
- a reduction effect is obtained with respect to the lateral pressure on the outer gauge side of the front wheel axle.
- the lateral pressure of the outer wheel side of the front wheel shaft is reduced to further improve the curve passing performance, and the over-steering posture at the straight portion of the curve exit is relaxed to reduce the front wheel shaft.
- the increase in lateral pressure on the inner gauge side of the can be suppressed.
- (A) is a diagram for explaining the behavior when the steering angle of the front wheel shaft is increased from the steering angle of the rear wheel shaft
- (b) is the steering of the front and rear wheel shafts in the case of FIG. It is a figure explaining reaction force. Circular running when the steering angle of the front wheel shaft is increased by 20%, 30%, 40%, or 50% from the radial steering angle relative to the rear wheel shaft set to the radial steering angle. It is the figure which showed the yawing angle of the inside bogie frame.
- the object of the present invention is not only to solve the over-steering state at the exit straight portion, but also to reduce the lateral pressure on the outer rail side of the front wheel shaft in a circular curve to further improve the curve passing performance. This was realized by steering so that the steering angle of the shaft was larger than the steering angle of the rear wheel shaft.
- Japanese Patent Application Laid-Open No. 2000-272514 discloses a technique in which the carriage posture is oversteered when the steering angle of the rear wheel shaft is increased.
- the problem focused on in the present invention is caused by this oversteer and cannot be solved by a technique for increasing the steering angle of the rear wheel shaft.
- the steering reaction force different between the front and rear is generated in the steering device by making the steering angle of the front wheel shaft larger than the steering angle of the rear wheel shaft. That is, when the steering angle ⁇ 1 of the front wheel shaft 12a disposed on the carriage 11 is increased more than the steering angle ⁇ 2 of the rear wheel shaft 12b to satisfy ⁇ 1> ⁇ 2 (see FIG. 1A), the front wheel The steering reaction force F1 of the shaft 12a and the steering reaction force F2 of the rear wheel shaft 11b satisfy F1> F2 (see FIG. 1B).
- the lateral pressure on the outer track side of the front wheel shaft 12a during curve traveling is suppressed while suppressing the lateral pressure on the inner track side of the front wheel shaft 12a during travel of the exit straight portion.
- the pressure can be reduced.
- FIG. 2 shows that the steering angle ⁇ 1 of the front wheel shaft is increased by 20%, 30%, 40%, and 50% from the radial steering angle and the radial steering angle with respect to the rear wheel shaft set to the radial steering angle.
- the yawing angle of the bogie frame when traveling on a circular curve is shown.
- the vertical axis in FIG. 2 is positive in the understeer direction.
- the yawing angle of the bogie frame increases in the anti-steering direction, and the cart may be in an understeer posture. I understand.
- the passing performance of the curve can be improved in a state where the lateral pressure on the inner rail side of the front wheel shaft at the outlet straight portion is suppressed.
- Patent Document 1 When considered with one vehicle, the technique of Patent Document 1 tends to make the rear carriage more oversteered due to an increase in the steering angle. As a result, the curve passing performance deteriorates, for example, the attack angle is negative on the third wheel shaft and the wheel diameter difference is insufficient.
- the steering angle of the front first and third wheel shafts is made larger than the steering angle of the second and fourth wheel shafts on the rear side. There is a range in which the posture can be relaxed and the increase in wear index can be suppressed.
- FIG. 5 shows the third wheel shaft when the rear second and fourth wheel shafts are radial steering angles and the front first and third wheel shafts are increased by 20%, 30%, and 40% from the radial steering angles. It is the figure which showed the tread wear index.
- FIG. 5 shows that the maximum limit value of the ratio of increasing the front side first and third wheel shafts from the radial steering angle when the rear side second and fourth wheel shafts are set to the radial steering angle is the tread friction index. It turns out that it is 35.3% which is a value equivalent to the technique of literature 1.
- FIG. 6 also shows that the first and third wheel shafts on the front side are increased by 20% from the radial steering angle, and the second and fourth wheel shafts on the rear side are increased by 10% and 20% from the radial steering angle and the radial steering angle. It is the figure which compared the tread surface wear index of the 3rd wheel axis in the case.
- FIG. 7 also shows that the first and third wheel shafts on the front side are increased by 30% from the radial steering angle, and the second and fourth wheel shafts on the rear side are increased by 5% and 10% from the radial steering angle and the radial steering angle. It is the figure which compared the tread surface wear index of the 3rd wheel axis in the case.
- FIG. 8 illustrates the increasing condition as x.
- the effect of the present invention is more obtained in the range marked with ⁇ in FIG. . That is, when ⁇ 1> ⁇ 2, the second and fourth wheel shafts are equal to or greater than the radial steering angle, and the second and fourth wheel shafts are at the radial steering angle, the first and third wheel shafts are increased by 35.3% from the radial steering angle. When the first and third wheel shafts are increased by 30% from the radial steering angle, the second and fourth wheel shafts are surrounded by a straight line connecting the value increased by 8.8% from the radial steering angle. is there. This is the invention of claim 3.
- FIG. 9 compares the tread wear index of the third wheel shaft when the second and third wheel shafts are radial steering angles and the first and fourth wheel shafts are increased by 20%, 30%, and 40% from the radial steering angles.
- the maximum limit value of the ratio of increasing the first and fourth wheel shafts from the radial steering angle when the second and third wheel shafts are set to the radial steering angle is the tread friction index of the technique of Patent Document 1. It turns out that it is 39.3% which is an equivalent value.
- FIG. 10 shows the third wheel when the first and fourth wheel shafts are increased by 20% from the radial steering angle, and the second and third wheel shafts are increased by 5% and 10% from the radial steering angle and the radial steering angle. It is the figure which compared the tread surface wear index of the axis.
- FIG. 11 shows the case where the first and fourth wheel shafts are increased by 30% from the radial steering angle, and the second and third wheel shafts are increased by 5%, 10% and 15% from the radial steering angle and the radial steering angle. It is the figure which compared the tread surface wear index of the 3rd wheel axis.
- the maximum limit value of the ratio of increasing the second and third wheel shafts from the radial steering angle when the first and fourth wheel shafts are increased by 30% from the radial steering angle is the tread friction index. It can be seen that the value is 10.8%, which is the same value as that of the first technique.
- FIG. 12 illustrates a circle with ⁇ and an increasing condition as x.
- the effect of the present invention can be obtained more in the range marked with ⁇ in FIG. That is, when the steering angle of the first and fourth wheel shafts> the steering angle of the second and third wheel shafts, the second and third wheel shafts are equal to or greater than the radial steering angle, and the second and third wheel shafts are the radial steering angle.
- the first and fourth wheel shafts are increased by 39.3% from the radial steering angle, and when the first and fourth wheel shafts are increased by 30% from the radial steering angle, the second and third wheel shafts are more than the radial steering angle. It is a range surrounded by a straight line connecting the values increased by 10.8%. This is the invention of claim 4.
- the steering device for carrying out the method for steering a railway vehicle bogie of the present invention is not particularly limited as long as the steering angle of the front wheel shaft can be made larger than the steering angle of the rear wheel shaft.
- 21 is a lever that is rotatably attached to the carriage frame 22 at one end side.
- the first link 26a, 26b is rotatably connected between the equidistant position of the lever 21 across the rotation fulcrum 23 and the axle boxes 25a, 25b of the front and rear wheel shafts 24a, 24b.
- the other end of the bolster 27 and the bolster 27 are rotatably connected by a second link 26c.
- the lever 21 rotates around the fulcrum 23 by the second link 26c due to the rotation of the bolster 27 with respect to the carriage frame 22 when passing through the curve. Then, the front and rear wheel shafts 24a and 24b are respectively steered at a predetermined steering angle through the first links 26a and 26b and the axle boxes 25a and 25b by rotation about the starting point 23 of the lever 21.
- the gear device and the unit brake correspond to the rotation of the wheel shaft. Is difficult.
- the railway vehicle carriage equipped with the steering mechanism of the present invention has a gear brake as shown in FIG. 13 and a disc brake 28 as compared with a normal railway vehicle carriage that uses a motor as a drive source. Therefore, it is desirable for a linear vehicle that travels by the linear induction motor 29 that can be easily handled.
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- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Steering-Linkage Mechanisms And Four-Wheel Steering (AREA)
- Steering Control In Accordance With Driving Conditions (AREA)
- Platform Screen Doors And Railroad Systems (AREA)
- Vehicle Body Suspensions (AREA)
Abstract
Description
出口直線部での過操舵状態を解決するだけでなく、前後の車輪軸をラジアル操舵角に設定する場合よりも曲線通過性能を更に向上させるために、
鉄道車両に搭載される台車の台車枠に対して、前後に配置された2本の車輪軸を意図的に回動させる操舵装置の操舵方法において、
前側の車輪軸の操舵角を、後側の車輪軸の操舵角よりも大きくなるように操舵することを最も主要な特徴としている。
前後2本の車輪軸を対称に回動させる操舵装置を備えた従来台車において、ラジアル操舵角に設定して円曲線を走行する場合(以下、従来技術という。)は、実際の操舵角が不足する。
12a 前側の車輪軸
12b 後側の車輪軸
21 てこ
22 台車枠
23 支点
24a,24b 車輪軸
26a,26b 第1のリンク
26c 第2のリンク
Claims (7)
- 鉄道車両に搭載される台車の台車枠に対して、車両進行方向前後に配置された2本の車輪軸を意図的に回動させる操舵装置の操舵方法において、
車両進行方向前側の車輪軸の操舵角α1を、車両進行方向後側の車輪軸の操舵角α2よりも大きくなるように操舵することを特徴とする鉄道車両用操舵台車の操舵方法。 - 鉄道車両の車両進行方向前後にそれぞれ配置された2軸台車を構成する台車枠に対して、車両進行方向前後に配置された2本の車輪軸を意図的に回動させる操舵装置の操舵方法において、
車両進行方向前後にそれぞれ配置された2軸台車の、車両進行方向前側の第1,3車輪軸の操舵角α1を、車両進行方向後側の第2,4車輪軸の操舵角α2よりも大きくなるように操舵することを特徴とする鉄道車両用操舵台車の操舵方法。 - 請求の範囲第2項に記載の鉄道車両用操舵台車の操舵方法において、
車両進行方向後側の第2,4車輪軸の操舵角α2がラジアル操舵角以上であり、かつ車両進行方向後側の第2,4車輪軸の操舵角α2がラジアル操舵角の場合に車両進行方向前側の第1,3車輪軸の操舵角α1がラジアル操舵角より35.3%増加させた値と、車両進行方向前側の第1,3車輪軸の操舵角α1がラジアル操舵角より30%増加させた場合に車両進行方向後側の第2,4車輪軸の操舵角α2がラジアル操舵角より8.8%増加させた値を結ぶ直線で囲まれる範囲で操舵することを特徴とする鉄道車両用操舵台車の操舵方法。 - 鉄道車両の車両進行方向前後にそれぞれ配置された2軸台車を構成する台車枠に対して、車両進行方向前後に配置された2本の車輪軸を意図的に回動させる操舵装置の操舵方法において、
第1,4車輪軸の操舵角が第2,3車輪軸の操舵角よりも大きく、第2,3車輪軸がラジアル操舵角以上であり、かつ第2,3車輪軸がラジアル操舵角の場合に第1,4車輪軸がラジアル操舵角より39.3%増加させた値と、第1,4車輪軸がラジアル操舵角より30%増加させた場合に第2,3車輪軸がラジアル操舵角より10.8%増加させた値を結ぶ直線で囲まれる範囲で操舵することを特徴とする鉄道車両用操舵台車の操舵方法。 - 請求の範囲第1~4項の何れかに記載の操舵方法を実施する操舵装置が、リンクを用いた操舵機構であることを特徴とする鉄道車両用操舵台車の操舵装置。
- 請求の範囲第5項に記載の操舵装置を設けたことを特徴とする鉄道車両用台車。
- 請求の範囲第5項に記載の操舵装置を設けたことを特徴とする鉄道車両用リニア台車。
Priority Applications (8)
Application Number | Priority Date | Filing Date | Title |
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CN201280052839.9A CN103930329B (zh) | 2011-10-26 | 2012-05-22 | 铁道车辆用转向架的转向方法和装置以及转向架 |
KR1020147011867A KR101580420B1 (ko) | 2011-10-26 | 2012-05-22 | 철도 차량용 대차의 조타 방법 및 장치와, 대차 |
EP12843168.1A EP2772406B1 (en) | 2011-10-26 | 2012-05-22 | Method and device for steering bogie of railway vehicle, and bogie |
CA2853215A CA2853215C (en) | 2011-10-26 | 2012-05-22 | Method and device for steering truck of railway vehicle, and truck |
JP2013540679A JP5765432B2 (ja) | 2011-10-26 | 2012-05-22 | 鉄道車両用台車の操舵方法及び装置並びに台車 |
AU2012329458A AU2012329458B2 (en) | 2011-10-26 | 2012-05-22 | Method and device for steering truck of railway vehicle, and truck |
US14/352,348 US9688293B2 (en) | 2011-10-26 | 2012-05-22 | Method and device for steering truck of railway vehicle, and truck |
AU2016202628A AU2016202628B2 (en) | 2011-10-26 | 2016-04-26 | Method and device for steering truck of railway vehicle, and truck |
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JP2011-235284 | 2011-10-26 | ||
JP2011235284 | 2011-10-26 |
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EP (1) | EP2772406B1 (ja) |
JP (1) | JP5765432B2 (ja) |
KR (1) | KR101580420B1 (ja) |
CN (1) | CN103930329B (ja) |
AU (2) | AU2012329458B2 (ja) |
CA (2) | CA2931477C (ja) |
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WO2017073442A1 (ja) * | 2015-10-29 | 2017-05-04 | 川崎重工業株式会社 | 鉄道車両用操舵台車 |
JP2017081442A (ja) * | 2015-10-29 | 2017-05-18 | 川崎重工業株式会社 | 鉄道車両用操舵台車 |
JP2021126975A (ja) * | 2020-02-13 | 2021-09-02 | 日本製鉄株式会社 | 鉄道車両用台車、及びその台車を備えた鉄道車両 |
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FR3046125B1 (fr) * | 2015-12-28 | 2019-05-31 | Alstom Transport Technologies | Vehicule ferroviaire avec bogie a essieux orientables |
US10427697B2 (en) * | 2017-07-04 | 2019-10-01 | Nordco Inc. | Rail pressure adjustment assembly and system for rail vehicles |
WO2022077077A1 (pt) * | 2020-10-14 | 2022-04-21 | Rodrigues De Lima Neto Manoel | Truck ferroviário radial passivo por longeirões móveis, roletes e trilhos de roletes e rodeiros com roda livre |
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- 2012-05-22 US US14/352,348 patent/US9688293B2/en not_active Expired - Fee Related
- 2012-05-22 KR KR1020147011867A patent/KR101580420B1/ko active IP Right Grant
- 2012-05-22 CA CA2931477A patent/CA2931477C/en not_active Expired - Fee Related
- 2012-05-22 CA CA2853215A patent/CA2853215C/en not_active Expired - Fee Related
- 2012-05-22 CN CN201280052839.9A patent/CN103930329B/zh active Active
- 2012-05-22 EP EP12843168.1A patent/EP2772406B1/en active Active
- 2012-05-22 JP JP2013540679A patent/JP5765432B2/ja active Active
- 2012-05-29 TW TW101119117A patent/TWI466791B/zh not_active IP Right Cessation
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Cited By (6)
Publication number | Priority date | Publication date | Assignee | Title |
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WO2017073442A1 (ja) * | 2015-10-29 | 2017-05-04 | 川崎重工業株式会社 | 鉄道車両用操舵台車 |
JP2017081442A (ja) * | 2015-10-29 | 2017-05-18 | 川崎重工業株式会社 | 鉄道車両用操舵台車 |
JP2017081443A (ja) * | 2015-10-29 | 2017-05-18 | 川崎重工業株式会社 | 鉄道車両用操舵台車 |
TWI607915B (zh) * | 2015-10-29 | 2017-12-11 | Kawasaki Heavy Ind Ltd | Steering carts for railway vehicles |
JP2021126975A (ja) * | 2020-02-13 | 2021-09-02 | 日本製鉄株式会社 | 鉄道車両用台車、及びその台車を備えた鉄道車両 |
JP7406088B2 (ja) | 2020-02-13 | 2023-12-27 | 日本製鉄株式会社 | 鉄道車両用台車、及びその台車を備えた鉄道車両 |
Also Published As
Publication number | Publication date |
---|---|
CA2931477C (en) | 2017-07-18 |
TW201317152A (zh) | 2013-05-01 |
CN103930329A (zh) | 2014-07-16 |
JPWO2013061641A1 (ja) | 2015-04-02 |
AU2012329458A1 (en) | 2014-05-22 |
CA2853215A1 (en) | 2013-05-02 |
AU2012329458B2 (en) | 2016-05-12 |
EP2772406A1 (en) | 2014-09-03 |
CN103930329B (zh) | 2017-05-24 |
CA2853215C (en) | 2016-10-25 |
TWI466791B (zh) | 2015-01-01 |
US20140261062A1 (en) | 2014-09-18 |
EP2772406A4 (en) | 2015-11-11 |
KR20140074372A (ko) | 2014-06-17 |
JP5765432B2 (ja) | 2015-08-19 |
AU2016202628A1 (en) | 2016-05-19 |
EP2772406B1 (en) | 2017-01-04 |
CA2931477A1 (en) | 2013-05-02 |
AU2016202628B2 (en) | 2017-02-23 |
KR101580420B1 (ko) | 2015-12-28 |
US9688293B2 (en) | 2017-06-27 |
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