Automatic height adjustment device and automatic height adjustment device set for railway vehicle

Abstract

To prevent an operator from attaching an adjustment rod receiver to a strike plate in a wrong direction during assembling of an automatic height adjustment device for a railway vehicle.SOLUTION: The automatic height adjustment device for the railway vehicle comprises: an adjustment rod extending in a vertical direction; a strike plate having a female screw hole and provided on an outside surface of a truck frame of a truck in a vehicle width direction; an adjustment rod support to which a lower end of the adjustment rod is attached; a positioning body fixed to the adjustment rod support and stacked on the strike plate; and an adjustment rod receiver having a bolt insertion hole corresponding to the female screw hole. The strike plate has a bearing surface including a first surface directed outward in the vehicle width direction and a second surface extending from an end of the first surface in a vehicle longitudinal direction to the vehicle width direction. The positioning body has an attachment surface that matches a shape of the bearing surface and abuts against the bearing surface. The bearing surface has a shape asymmetrical to a virtual line extending through the center of the female screw hole in the vertical direction when seen from the outside in the vehicle width direction.SELECTED DRAWING: Figure 6

Description

[Technical Field]

[0001] The present invention relates to an automatic height adjusting device for a railway vehicle, which adjusts the height of the railway vehicle by adjusting the distance between the car body and the bogie, and an automatic height adjusting device set for a railway vehicle. [Background technology]

[0002] Patent Document 1 discloses a height adjustment device for air springs for railway vehicles that adjusts the relative displacement between the carbody and the bogie by adjusting the supply and discharge of air to air springs arranged between the carbody and the bogie. This device includes an adjustment valve that adjusts the internal pressure of the air spring and an adjustment rod connected to the adjustment valve. A receiving seat is fixed to the bogie frame, and the fitting portion of the adjustment rod holder that supports the height adjustment rod is fitted into the fitted portion of the receiving seat, and the adjustment rod holder is bolted to the receiving seat. As a pair of left and right air springs are arranged on the bogie, height adjustment devices for the air springs are also arranged on both the left and right sides of the bogie frame. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Patent Publication No. 2021-88201 Summary of the Invention [Problem to be solved by the invention]

[0004] However, in the configuration disclosed in Patent Document 1, the fitting structure of the catch seat and the adjustment rod holder has a symmetrical shape. Therefore, when attaching the adjustment rod holder to the catch seat, the worker may attempt to attach the adjustment rod holder in the wrong direction relative to the catch seat.

[0005] Therefore, one aspect of the present disclosure aims to prevent a worker from attaching an adjustment rod holder to a holder seat in an incorrect orientation when assembling an automatic height adjustment device for a railway vehicle. [Means for solving the problem]

[0006] The automatic height adjustment device for a railway vehicle disclosed herein includes an adjustment valve that adjusts the intake and exhaust of an air spring that is arranged between the carbody and bogie of the railway vehicle, an arm that has one end connected to the adjustment valve and extends horizontally, an adjustment rod that has an upper end connected to the other end of the arm and extends vertically, a seat that is provided on the outer surface of the bogie frame in the vehicle width direction and has a female screw hole, an adjustment rod support part to which the lower end of the adjustment rod is attached, and a positioning body that is fixed to the adjustment rod support part and overlaps the seat. an adjustment rod holder having a bolt insertion hole corresponding to the female screw hole, and at least one bolt for fixing the adjustment rod holder to the seat, wherein the seat has a seat surface including a first surface facing outward in the vehicle width direction and a second surface extending in the vehicle width direction from an end of the first surface in the vehicle longitudinal direction, and the positioning body has a mounting surface that matches the shape of the seat surface and abuts against the seat surface, and when viewed from outside in the vehicle width direction, the seat surface has an asymmetric shape with respect to an imaginary line that passes through the center of the female screw hole and extends vertically. [Effects of the Invention]

[0007] According to the present disclosure, the bearing surface of the catch seat has an asymmetric shape with respect to an imaginary line that passes through the center of the female screw hole and extends vertically when viewed from the outside in the vehicle width direction, so that when a worker attaches the adjustment rod holder to the catch seat, the worker can easily recognize the correct orientation of the adjustment rod holder relative to the catch seat. Therefore, when assembling an automatic height adjustment device for a railway vehicle, the worker can be prevented from attaching the adjustment rod holder to the catch seat in the wrong orientation. [Brief explanation of the drawings]

[0008] [Figure 1] FIG. 1 is a side view of a railway vehicle according to a first embodiment. [Figure 2] 2 is an explanatory diagram showing a schematic diagram of an automatic height adjusting device provided in the railway vehicle of FIG. 1. FIG. [Figure 3] FIG. 2 is a plan view of a bogie in the railway vehicle of FIG. [Figure 4] FIG. 4 is a side view of the railway vehicle of FIG. 3 taken along line IV-IV. [Figure 5] 5 is a cross-sectional view of the automatic height adjusting device for the railway vehicle of FIG. 4 taken along line VV. [Figure 6] 6 is a perspective view showing a mounting portion of a catch and a positioning body in the automatic height adjusting device of FIG. 5. FIG. [Figure 7] FIG. 4 is a side view of the railway vehicle of FIG. 3 taken along line VII-VII. [Figure 8] 8 is a cross-sectional view of the automatic height adjusting device for the railway vehicle of FIG. 7 taken along line VIII-VIII. [Figure 9] FIG. 10 is a perspective view showing a mounting portion of a positioning body and a receiving seat of an automatic height adjusting device in a railway vehicle according to a second embodiment. [Figure 10] FIG. 11 is a perspective view showing a mounting portion of a positioning body and a receiving seat of an automatic height adjusting device in a railway vehicle according to a third embodiment. [Figure 11] 11 is a cross-sectional view showing a mounting portion of a receiving seat and a positioning body of the automatic height adjusting device of FIG. 10. FIG. DETAILED DESCRIPTION OF THE INVENTION

[0009] Hereinafter, an embodiment will be described with reference to the drawings. In the following description, the direction in which a railway vehicle travels and in which the car body extends is referred to as the longitudinal direction of the vehicle (front-rear direction), and the lateral direction perpendicular to the longitudinal direction is referred to as the transverse direction of the vehicle (left-right direction).

[0010] (First embodiment) FIG. 1 is a side view of a bogie 3 of a railway vehicle 1 according to a first embodiment. FIG. 2 is an explanatory diagram showing a schematic diagram for explaining a mechanism by which an automatic height adjustment device set 5 for a railway vehicle 1 adjusts the height of a carbody 2 in a railway vehicle 1 configured using the automatic height adjustment device set 5 for the railway vehicle 1. FIG. 3 is a plan view of the bogie 3 of the railway vehicle 1 of FIG. 1. As shown in FIGS. 1 to 3, the railway vehicle 1 includes a carbody 2, a bogie 3, and air springs 4 arranged between the carbody 2 and the bogie 3. The air springs 4 include a first air spring 4a arranged on the left side of the bogie 3 and a second air spring 4b arranged on the right side of the bogie 3. The bogie 3 includes a bogie frame 6 that supports the carbody 2 via the air springs 4. The bogie frame 6 has cross beams 7 that extend in the vehicle width direction and support the carbody 2, and side beams 8 that extend in the vehicle longitudinal direction. The side beams 8 include a first side beam 8a extending in the vehicle longitudinal direction on the side of the first air spring 4a, and a second side beam 8b extending in the vehicle longitudinal direction on the side of the second air spring 4b.

[0011] A pair of wheel sets 9 are arranged on both sides of the bogie frame 6 in the longitudinal direction of the vehicle. The wheel sets 9 have an axle 9a extending along the vehicle width direction and wheels 9b provided on both sides of the axle 9a in the vehicle width direction. Both sides of the axle 9a in the vehicle width direction are rotatably supported by bearings 10, and the bearings 10 are housed in axle boxes 12 of axle box suspension devices 11. The axle box suspension devices 11 are, for example, of an axle beam type. Axle beams 13 extending from the axle boxes 12 are connected to the side beams 8 by coupling devices 14.

[0012] The railway vehicle 1 is equipped with an automatic height adjustment device set 5 that adjusts the height of the carbody 2 by adjusting the distance between the carbody 2 and the bogie 3 by adjusting the height of the air springs 4. The automatic height adjustment device set 5 includes a first automatic height adjustment device 5a arranged on the left side of the bogie 3 and a second automatic height adjustment device 5b arranged on the right side of the bogie 3. The first automatic height adjustment device 5a and the second automatic height adjustment device 5b have the same basic structure, so the first automatic height adjustment device 5a will be representatively described below.

[0013] The first automatic height adjusting device 5a adjusts the height of the carbody 2 relative to the bogie 3 by adjusting the amount of air supplied to and discharged from the first air springs 4a. The first automatic height adjusting device 5a is equipped with an adjustment valve 15 that adjusts the intake and exhaust of the first air springs 4a. The adjustment valve 15 is attached to the carbody 2 and has piping 16, an intake valve 17, and an exhaust valve 18. The piping 16 includes an intake flow path 19 provided with an intake port that draws in compressed air from a compressed air supply source, and an exhaust flow path 20 provided with an exhaust port that exhausts air into the atmosphere.

[0014] The intake valve 17 has an intake valve chamber 24 that constitutes part of the intake flow path 19, an intake valve element 21 that opens and closes the intake flow path 19, and a spring 23 that urges the intake valve element 21 in the direction of closing it. The exhaust valve 18 has an exhaust valve chamber 26 that constitutes part of the exhaust flow path 20, an exhaust valve element 22 that opens and closes the exhaust flow path 20, and a spring 25 that urges the exhaust valve element 22 in the direction of closing it. The piping 16 further includes a common flow path 27 that connects the exhaust valve 18 to the inside of the air spring 4. In other words, the common flow path 27 functions as both an intake flow path and an exhaust flow path.

[0015] The first automatic height adjusting device 5a includes an arm 28 extending horizontally and having one end 28a connected to the adjusting valve 15, an adjusting rod 29 extending vertically and having an upper end 29a connected to the other end 28b of the arm 28, and an adjusting rod holder 31 fixed to the bogie frame 6. The lower end of the adjusting rod 29 is connected to the adjusting rod holder 31. The adjusting rod 29 is disposed so as to straddle the area between the car body 2 and the bogie 3 in the vertical direction while extending vertically. The adjusting rod 29 does not displace up and down relative to the bogie 3, but is displaceable up and down relative to the car body 2. A cam 30 of the adjusting valve 15 is fixed to one end 28a of the arm 28. One end 28a of the arm 28 is rotatable about an axis extending in the longitudinal direction of the vehicle relative to the car body 2, and is supported by the car body 2 so as not to displace up and down or horizontally. The other end 28b of the arm 28 is vertically displaceable relative to the vehicle body 2 in accordance with vertical displacement of the adjustment rod 29 relative to the vehicle body 2. The cam 30 protrudes upward from one end 28a of the arm 28.

[0016] When the height of the carbody 2 relative to the bogie 3 decreases, the vertical distance between the carbody 2 and the bogie 3 decreases, and the adjustment rod 29 moves upward relative to the carbody 2. As a result, one end 28a of the arm 28 rotates, and the tip 30a of the cam 30 rotates so as to press the intake valve body 21 of the intake valve 17. At that time, in conjunction with the movement of the cam 30, the intake valve body 21 moves against the spring 23 inside the intake valve chamber 24. This opens the intake valve 17, allowing air to flow through the intake flow path 19, and compressed air is supplied to the first air spring 4a. As a result, the height of the first air spring 4a increases, and the height of the carbody 2 relative to the bogie 3 increases.

[0017] When the height of the carbody 2 relative to the bogie 3 increases, the vertical distance between the carbody 2 and the bogie 3 increases, and the adjustment rod 29 moves downward relative to the carbody 2. As a result, one end 28a of the arm 28 rotates in the reverse direction, and the tip 30a of the cam 30 rotates so as to press the exhaust valve body 22 of the exhaust valve 18. This opens the exhaust valve 18, and the air inside the first air spring 4a is discharged to the atmosphere through the exhaust valve 18 and the exhaust flow path 20. As a result, the height of the first air spring 4a decreases, and the height of the carbody 2 relative to the bogie 3 decreases.

[0018] FIG. 4 shows a side view of the railway vehicle 1, looking at the first automatic height adjusting device 5a along line IV-IV in FIG. 3. Note that while FIG. 1 shows the adjusting valve 15 of the first automatic height adjusting device 5a in a schematic manner to explain the operation of the adjusting valve 15, FIG. 4 shows the adjusting valve 15 at a size that is close to the actual size of the adjusting valve 15. As shown in FIG. 4, the lower end 29b of the adjusting rod bearing 31 is rotatably attached to the adjusting rod bearing 31 via a ball joint 35 and is journaled on the adjusting rod bearing 31. The adjusting rod bearing 31 is disposed between the air spring 4a and the wheel 9b in the longitudinal direction of the vehicle. The adjusting rod bearing 31 is disposed at a position more inward than the axle beam 13 in the longitudinal direction of the vehicle. The lower end 29b of the adjusting rod 29 is attached to the adjusting rod bearing 31 at a midpoint in the vehicle width direction.

[0019] FIG. 5 shows a cross-sectional view of the side sill 8 and the automatic height adjustment device 5a taken along line VV in FIG. 4. As shown in FIGS. 4 and 5, the adjustment rod receiver 31 includes an adjustment rod support portion 32 and a bogie fixing portion 33. The adjustment rod support portion 32 is fixed to the lower part of the bogie fixing portion 33. The bogie fixing portion 33 includes a bottom wall 39 having a main surface facing the vehicle width direction, a side wall 40 protruding outward in the vehicle width direction from one end of the bottom wall 39 on the side closer to the first air springs 4a in the vehicle longitudinal direction, and a side wall 41 protruding outward in the vehicle width direction from the other end of the bottom wall 39 on the side farther from the first air springs 4a in the vehicle longitudinal direction. The adjustment rod support portion 32 is an adjustment rod support wall spaced outward in the vehicle width direction from the bottom wall 39 and arranged parallel to the bottom wall 39. The adjustment rod support portion 32 is fixed to a pair of side walls 40, 41. The pair of side walls 40, 41 cover the adjustment rod 29 in the longitudinal direction of the vehicle.

[0020] The amount of protrusion of side wall 40 at the center and upper part of adjustment rod bearing 31 is smaller than the amount of protrusion of side wall 40 at the lower part of adjustment rod bearing 31. Side wall 41 exists only at the lower part of adjustment rod bearing 31. A portion of bottom wall 39 is cut out on the side farther from first air spring 4a in the vehicle longitudinal direction. Adjustment rod bearing 31 has an asymmetric shape with respect to center line L1 of adjustment rod bearing 31 extending in the vehicle width direction.

[0021] The adjustment rod support portion 32 of the adjustment rod receiver 31 has a through hole 34. A screw 35a of a ball joint 35 provided at the lower end portion 29b of the adjustment rod 29 is inserted into the through hole 34 and fixed to the adjustment rod support portion 32 with a nut 36. The adjustment rod 29 is positioned outboard in the vehicle width direction relative to the adjustment rod support portion 32. The lower end portion 29b of the adjustment rod 29 is disposed below the side sill 8.

[0022] A receiving seat 37 is attached to an outer surface 8c in the vehicle width direction of the side beam 8 of the bogie 3. The receiving seat 37 is fixed to the side beam 8 by welding. A female screw hole 38 is formed in the receiving seat 37, opening outward in the vehicle width direction and extending in the vehicle width direction.

[0023] The carriage fixing portion 33 of the adjustment rod holder 31 further includes a positioning body 43. The positioning body 43 abuts against the receiving seat 37 when the adjustment rod holder 31 is attached to the receiving seat 37. The automatic height adjustment device 5a is equipped with a bolt 46 that fixes the adjustment rod holder 31 to the receiving seat 37. The bottom wall 39 of the adjustment rod holder 31 has a bolt insertion hole 44 at a position corresponding to the female screw hole 38 of the receiving seat 37. The positioning body 43 has a bolt insertion hole 45 at a position corresponding to the female screw hole 38 of the receiving seat 37. Two pairs of bolt insertion holes 44, 45 are arranged in the vertical direction.

[0024] When attaching the adjustment rod holder 31 to the receiving seat 37, the bolt insertion holes 44, 45 are aligned with the female threaded hole 38 of the receiving seat 37, and then the bolt 46 is inserted through the bolt insertion holes 44, 45 of the adjustment rod holder main body 42 and the positioning body 43 and screwed into the female threaded hole 38 of the receiving seat 37.

[0025] FIG. 6 shows a perspective view of the adjustment rod receiver 31 before it is attached to the receiver seat 37. As shown in FIGS. 5 and 6, the positioning body 43 is L-shaped when viewed from above. The positioning body 43 has a first portion 48 extending in the vehicle longitudinal direction and a second portion 49 extending in the vehicle width direction. The receiver seat 37 has a seat surface 50 that abuts against the positioning body 43. The seat surface 50 includes a first surface 51 facing outward in the vehicle width direction and a second surface 52 extending inward in the vehicle width direction from an end of the first surface 51 in the vehicle longitudinal direction. The first surface 51 and the second surface 52 of the receiver seat 37 extend vertically.

[0026] The positioning body 43 has a mounting surface 85 that matches the shape of the seat surface 50 and abuts against the seat surface 50 of the receiving seat 37. The mounting surface 85 of the positioning body 43 includes a first abutment surface 53 that abuts against the first surface 51 of the receiving seat 37 and a second abutment surface 54 that abuts against the second surface 52 of the receiving seat 37. The surface of the first portion 48 of the positioning body 43 that faces inward in the vehicle width direction is the first abutment surface 53, and the surface of the second portion 49 of the positioning body 43 that faces closer to the bolt insertion hole 45 in the vehicle longitudinal direction is the second abutment surface 54.

[0027] The bolt insertion holes 45 of the positioning body 43 are formed at positions that coincide with the female screw holes 38 of the receiving seat 37 in a state where the first surface 51 of the receiving seat 37 and the first abutting surface 53 of the positioning body 43 are in contact, and the second surface 52 of the receiving seat 37 and the second abutting surface 54 of the positioning body 43 are in contact. Therefore, when the first surface 51 of the receiving seat 37 and the first abutting surface 53 of the positioning body 43 are in contact, and the second surface 52 of the receiving seat 37 and the second abutting surface 54 of the positioning body 43 are in contact, the bolt 46 can reach the female screw hole 38 of the receiving seat 37 through the bolt insertion hole 45.

[0028] The first surface 51 on the seating surface 50 of the receiving seat 37 has a shape that is asymmetric with respect to a virtual line L2 that extends in the vertical direction passing through the center of the female screw hole 38 when viewed from the outside in the vehicle width direction. In the receiving seat 37, the distance a from the virtual line L2 to one end in the vehicle longitudinal direction is shorter than the distance b from the virtual line L2 to the other end in the vehicle longitudinal direction (a < b). The seating surface 50 of the receiving seat 37 has a shape that is asymmetric with respect to the virtual line L2. Therefore, the female screw hole 38 of the receiving seat 37 is disposed offset closer to the second surface 52 than the center line L3 that extends in the vertical direction through the center of the first surface 51 in the vehicle longitudinal direction on the first surface ५१.

[0029] By abutting the first abutting surface 53 of the positioning body 43 against the first surface 51 of the receiving seat 37 and abutting the second abutting surface 54 of the positioning body 43 against the second surface 52 of the receiving seat 37, the positioning body 43 is positioned with respect to the receiving seat 37. As a result, when viewed from the outside in the vehicle width direction, the positioning body 43 is in the correct posture with respect to the receiving seat 37, and the two bolt insertion holes 45 of the positioning body 43 respectively coincide with the two female screw holes 38 of the receiving seat 37.

[0030] In the positioning body 43, the distance from the portion where the first abutting surface 53 and the second abutting surface 54 intersect to the center of the bolt insertion hole 45 is the same as the distance a from the virtual line L2 of the receiving seat 37 to one end in the vehicle longitudinal direction. The distance from the center of the bolt insertion hole 45 on the first abutting surface 53 of the positioning body 43 to the end on the side opposite to the second abutting surface 54 in the vehicle longitudinal direction is not particularly limited.

[0031] In this embodiment, the second surface 52 of the catch 37 is formed by machining. Therefore, the second surface 52 of the catch 37 is formed with high precision. Furthermore, the second abutment surface 54 of the positioning body 43 is formed by machining. Therefore, the second abutment surface 54 of the positioning body 43 is formed with high precision. As described above, in this embodiment, both the second surface 52 of the catch 37 and the second abutment surface 54 of the positioning body 43 are formed by machining. However, this is not limited to the above embodiment. It is sufficient that at least one of the second surface 52 of the catch 37 and the second abutment surface 54 of the positioning body 43 is formed by machining. Furthermore, in this embodiment, the first surface 51 of the catch 37 is also formed by machining. Furthermore, the first abutment surface 53 of the positioning body 43 is also formed by machining. Therefore, the first surface 51 of the catch 37 and the first abutment surface 53 of the positioning body 43 are also formed with high precision. It is to be noted that with regard to the first surface 51 and the first contact surface 53, both the first surface 51 and the first contact surface 53 do not have to be machined. Alternatively, either the first surface 51 or the first contact surface 53 may be machined, or both may be machined.

[0032] In the above embodiment, the configuration of the first automatic height adjusting device 5a has been described. The configuration of the second automatic height adjusting device 5b will now be described. FIG. 7 shows a side view of the railway vehicle 1, showing the second automatic height adjusting device 5b, as seen from the outside in the vehicle width direction. FIG. 8 shows a cross-sectional view taken along line VIII-VIII in FIG. 7. The second automatic height adjusting device 5b differs from the first automatic height adjusting device 5a only in its location; otherwise, its basic structure is the same as that of the first automatic height adjusting device 5a. When the bogie 3 is viewed from above, the second automatic height adjusting device 5b is disposed in a position that is symmetrical to the first automatic height adjusting device 5a with respect to the center line L5 in the vehicle width direction of the bogie 3 (FIG. 3). Therefore, the second automatic height adjusting device 5b is configured in mirror symmetry with the first automatic height adjusting device 5a. Therefore, in the description of the second automatic height adjusting device 5b, parts common to the first automatic height adjusting device 5a are designated by the same reference numerals, and their description will be omitted.

[0033] The first automatic height adjusting device 5a and the second automatic height adjusting device 5b are both arranged on the same side of the first air springs 4a and the second air springs 4b in the vehicle longitudinal direction. When viewed from one side (right side) of the bogie 3 in the vehicle width direction, the shapes of the receiving seat 37, the positioning body 43, and the adjustment rod receiver main body 42 of the second automatic height adjusting device 5b are left-right inverted compared to the shapes of the receiving seat 37, the positioning body 43, and the adjustment rod receiver main body 42 of the first automatic height adjusting device 5a when viewed from the other side (left side) of the bogie 3 in the vehicle width direction. In the first automatic height adjusting device 5a, a portion of the bottom wall 39 is provided on the right side of the adjusting rod 29 when viewed from the outside in the vehicle width direction to protect the attachment portion of the adjustment rod receiver 31 to the side sill 8, whereas in the second automatic height adjusting device 5b, a portion of the bottom wall 39 is provided on the left side of the adjusting rod 29 when viewed from the outside in the vehicle width direction to protect the attachment portion of the adjustment rod receiver 31 to the side sill 8.

[0034] As described above, the positioning body 43 of the second automatic height adjusting device 5b is disposed so as to face the same direction in the vehicle longitudinal direction as the positioning body 43 of the first automatic height adjusting device 5a. The second portion 49 of the positioning body 43 of the second automatic height adjusting device 5b is disposed on the same side in the vehicle longitudinal direction as the second portion 49 of the positioning body 43 of the first automatic height adjusting device 5a with respect to the center line L1 in the vehicle longitudinal direction of the positioning body 43. In other words, the orientation of the positioning body 43 of the first automatic height adjusting device 5a when viewed from the left side of the bogie 3 is opposite to the orientation of the positioning body 43 of the second automatic height adjusting device 5b when viewed from the right side of the bogie 3.

[0035] The second abutment surface 54 of the mounting surface 85 of the positioning body 43 in the first automatic height adjusting device 5a, which abuts against the second surface 52 of the receiving seat 37, and the second abutment surface 54 of the mounting surface 85 of the positioning body 43 in the second automatic height adjusting device 5b, which abuts against the second surface 52 of the receiving seat 37, both face the same side in the vehicle longitudinal direction. Specifically, the positioning body 43 in the first automatic height adjusting device 5a is arranged so that its second abutment surface 54 faces in the direction D1 toward the first air spring 4a in the vehicle longitudinal direction. The positioning body 43 in the second automatic height adjusting device 5b is arranged so that its second abutment surface 54 faces in the direction D1 toward the second air spring 4b in the vehicle longitudinal direction.

[0036] Conventionally, the fitting structure of the catch and adjustment rod holder on the left side of the bogie was the same as that of the catch and adjustment rod holder on the right side of the bogie. Therefore, even if an adjustment rod holder should be attached to the catch on the left side of the bogie, it could be mistakenly attached to the catch on the right side of the bogie. In contrast, according to this embodiment, the first surface 51 of the seat surface 50 of the catch 37 has an asymmetric shape with respect to the imaginary line L2 when viewed from the outside in the car width direction. Therefore, when a worker manufacturing the bogie 3 attaches the adjustment rod holder 31 to the catch 37, the worker can easily recognize the correct orientation of the adjustment rod holder 31 relative to the catch 37. This prevents a worker from attaching the adjustment rod holder 31 to the catch 37 in the wrong orientation when assembling the first automatic height adjusting device 5a of the railway vehicle 1.

[0037] Furthermore, since the female screw hole 38 of the catch 37 is positioned on the first surface 51 closer to the second surface 52 than the center line L3, if an operator attempts to align the adjustment rod receiver 31 with the catch 37 in the wrong direction, the bolt insertion holes 44, 45 of the adjustment rod receiver 31 will not match the female screw hole 38 of the catch 37. For example, even if an operator attempts to incorrectly attach the adjustment rod receiver 31 of the first automatic height adjusting device 5a to the catch 37 of the second automatic height adjusting device 5b, the bolt insertion holes 44, 45 of the positioning body 43 of the first automatic height adjusting device 5a will not match the female screw hole 38 of the catch 37 of the second automatic height adjusting device 5b. Therefore, it is possible to physically prevent the positioning body 43 of the first automatic height adjusting device 5a from being erroneously attached to the catch 37 of the second automatic height adjusting device 5b, and it is possible to more reliably prevent incorrect attachment of the adjustment rod receiver 31 to the catch 37.

[0038] Furthermore, since the second surface 52 of the receiver extends in the vertical direction, the positioning body 43 can be more accurately positioned in the vehicle longitudinal direction relative to the receiver 37. This prevents the adjustment rod receiver 31 from being attached at an angle to the vertical direction due to the clearance between the bolt insertion holes 44, 45 and the bolt 46.

[0039] Furthermore, at least one of the second surface 52 of the receiving seat 37 or the second abutment surface 54 of the positioning body 43 is formed by machining, so that the installation accuracy of the adjustment rod holder 31 can be improved when the positioning body 43 is abutted against the receiving seat 37 to position the adjustment rod holder 31 in a vertical position.

[0040] Furthermore, the second abutment surface 54 of the mounting surface 85 of the positioning body 43 of the first automatic height adjusting device 5a that abuts against the second surface 52 of the receiver 37 and the second abutment surface 54 of the mounting surface 85 of the positioning body 43 of the second automatic height adjusting device 5b that abuts against the second surface 52 of the receiver 37 both face the same side in the vehicle longitudinal direction. In other words, the orientation of the second abutment surface 54 of the positioning body 43 of the first automatic height adjusting device 5a that abuts against the second surface 52 of the receiver 37 when viewed from one side in the vehicle width direction of the bogie 3 is different from the orientation of the second abutment surface 54 of the positioning body 43 of the second automatic height adjusting device 5b that abuts against the second surface 52 of the receiver 37 when viewed from the other side in the vehicle width direction of the bogie 3. In this embodiment, both the second abutment surface 54 of the positioning body 43 in the first automatic height adjusting device 5a and the second abutment surface 54 of the positioning body 43 in the second automatic height adjusting device 5b are configured to face the direction D1 toward the air spring 4. This allows the worker to more reliably determine whether the adjustment rod receiver 31 is attached in the correct orientation when assembling the bogie 3. Therefore, when attaching the adjustment rod receiver 31 to the bogie 3, the worker can more reliably prevent attaching the adjustment rod receiver 31 to the bogie 3 in the wrong orientation.

[0041] Mistakes can be prevented and work efficiency can be improved by thoroughly informing workers of the rule that second contact surface 54 of positioning body 43 faces in a specific direction in the vehicle longitudinal direction relative to air spring 4. Although the rule in the example given is that second contact surface 54 of positioning body 43 faces in direction D1 toward air spring 4 in the vehicle longitudinal direction, it is also possible for the rule to be that second contact surface 54 of positioning body 43 faces in the opposite direction to direction D1 toward air spring 4 in the vehicle longitudinal direction.

[0042] In the above embodiment, the second surface 52 of the receiving seat 37 extends inward in the vehicle width direction from the first surface 51 facing outward in the vehicle width direction. However, this is not limited to the above embodiment. The second surface of the receiving seat 37 may extend outward in the vehicle width direction from the first surface facing outward in the vehicle width direction. Furthermore, the second abutment surface 54 of the positioning body 43 that abuts against it may extend outward in the vehicle width direction from the end of the first abutment surface 53. As long as the second surface of the receiving seat abuts against the second abutment surface of the positioning body and the positioning body can be positioned relative to the vehicle longitudinal direction, the second surface of the receiving seat may extend outward or inward in the vehicle width direction from the first surface facing outward in the vehicle width direction. In other words, it is sufficient that the second surface of the receiving seat extends in the vehicle width direction from the end of the first surface.

[0043] In the above embodiment, as shown in FIG. 6 , the side walls 40 and 41 of the adjustment rod receiver main body 42 protrude significantly in the vehicle width direction at the lower part. As a result, the adjustment rod receiver main body 42 has a U-shape at the lower part, with the side walls 40 and 41 opening outward in the vehicle width direction. However, the shape of the adjustment rod receiver main body 42 is not limited to the above embodiment. The adjustment rod receiver main body 42 may have an L-shape at the lower part, with only one of the side walls 40 and 41 protruding outward in the vehicle width direction. In this case, the adjustment rod support part 32 may be fixed to only one of the side walls 40 and 41 that protrudes outward in the vehicle width direction, and the adjustment rod 29 may be fixed to the adjustment rod support part 32. Also, the adjustment rod support portion 32 may be bent and fixed to one of the side walls 40 and 41 that protrudes outward in the vehicle width direction and to the bottom wall 39, and the adjustment rod 29 may be fixed to the adjustment rod support portion 32. In this way, the adjustment rod receiver main body portion 42 may have an L-shape, or may have another shape as long as the adjustment rod receiver main body portion 42 can support the adjustment rod 29.

[0044] (Second embodiment) Next, an automatic height adjusting device set 5A for a railway vehicle according to a second embodiment will be described. Fig. 9 shows a perspective view of the receiving seat 55, the positioning body 60, and the adjusting rod receiving body 42 in a railway vehicle according to the second embodiment before the positioning body 60 and the adjusting rod receiving body 42 are attached to the receiving seat 55, respectively. Note that parts common to the first embodiment are given the same reference numerals and will not be described again. In the second embodiment, the shape of the bearing surface 56 of the receiving seat 55 and the shape of the mounting surface 86 of the positioning body 60 are different from those of the first embodiment.

[0045] The receiving seat 55 has a seat surface 56 that abuts against the positioning body 60. The seat surface 56 includes a first surface 57 facing outward in the vehicle width direction, a second surface 58 extending inward in the vehicle width direction from an end of the first surface 57 in the vehicle longitudinal direction, and a third surface 59 extending in the vehicle longitudinal direction from the end of the second surface 58 and facing outward in the vehicle width direction.

[0046] The positioning body 60 has an attachment surface 86 that corresponds to the bearing surface 56 of the catch 55. The attachment surface 86 includes a first abutment surface 61, a second abutment surface 62, and a third abutment surface 63. In the positioning body 60, the surface that abuts against the first surface 57 of the catch 55 is the first abutment surface 61, the surface that abuts against the second surface 58 of the catch 55 is the second abutment surface 62, and the surface that corresponds to the third surface 59 of the catch 55 is the third abutment surface 63. In the second embodiment, the adjustment rod receiver main body 42 and the positioning body 60 together form an adjustment rod receiver 64.

[0047] In this embodiment, the positioning body 60 is positioned relative to the receiving seat 55 by abutting a first abutment surface 61 of the positioning body 60 against a first surface 57 of the receiving seat 55 facing outward in the vehicle width direction, and abutting a second abutment surface 62 of the positioning body 60 against a second surface 58 of the receiving seat 55 extending inward in the vehicle width direction from an end of the first surface 57 in the vehicle longitudinal direction. Therefore, accurate positioning can be achieved between the receiving seat 55 and the positioning body 60. In this embodiment, when the first surface 57 of the receiving seat 55 abuts against the first abutment surface 61 of the positioning body 60 and the second surface 58 of the receiving seat 55 abuts against the second abutment surface 62 of the positioning body 60, the third surface 59 of the receiving seat 55 does not abut against the third abutment surface 63 of the positioning body 60, and a gap in the vehicle width direction is provided between the third surface 59 and the third abutment surface 63.

[0048] In the second embodiment, when the positioning body 60 is abutted against the receiving seat 55, both the first surface 57 of the receiving seat 55 and the first abutment surface 61 of the positioning body 60 and the third surface 59 of the receiving seat 55 and the third abutment surface 63 of the positioning body 60 are not abutted. Therefore, it is not necessary to form the first abutment surface 61 and the third abutment surface 63 of the positioning body 60 with high precision. If both the first abutment surface 61 and the third abutment surface 63 of the positioning body 60 were to abut against the receiving seat 55, it would be necessary to form the first abutment surface 61 and the third abutment surface 63 of the positioning body 60 with high positional precision, which could increase the manufacturing cost of the positioning body 60. In this embodiment, it is not necessary to align both the first abutment surface 61 and the third abutment surface 63 of the positioning body 60 with the receiving seat 55, so the manufacturing cost of the positioning body 60 can be kept low.

[0049] By abutting the first contact surface 61 of the positioning body 60 against the first surface 57 of the receiving seat 55 to position the positioning body 60, the positioning of the positioning body 60 in the vehicle width direction can be accurately performed. Further, by abutting the second contact surface 62 of the positioning body 60 against the second surface 58 of the receiving seat 55 to position the positioning body 60, the positioning of the positioning body 60 in the vehicle longitudinal direction can be accurately performed. Thereby, the positioning of the positioning body 60 in the vehicle longitudinal direction with respect to the receiving seat 55 can be performed more accurately. Therefore, it is possible to prevent the adjustment rod receiver 64 from being attached obliquely with respect to the vertical direction due to the clearance between the bolt insertion holes 44, 45 and the bolt 46.

[0050] In the present embodiment, the first surface 57 on the seating surface 56 of the receiving seat 55 has a shape asymmetric with respect to a virtual line L2 that extends in the vertical direction passing through the center of the female screw hole 38 when viewed from the outside in the vehicle width direction. In the present embodiment, in the receiving seat 55, the distance c from the virtual line L2 to one end in the vehicle longitudinal direction is shorter than the distance d from the virtual line L2 to the other end in the vehicle longitudinal direction (c < d). Therefore, the female screw hole 38 of the receiving seat 55 is offset toward the side closer to the second surface 58 than the center line L3 that extends in the vertical direction through the center of the first surface 57 in the vehicle longitudinal direction on the first surface 57. Since the shape of the first surface 57 is asymmetric with respect to the virtual line L2, the shape of the mounting surface 86 of the positioning body 60 that abuts against the seating surface 56 is also asymmetric with respect to the virtual line L2.

[0051] In the positioning body 60, the distance from the intersection of the first contact surface 61 and the second contact surface 62 to the center of the bolt insertion hole 45 is the same as the distance c from the virtual line L2 of the receiving seat 55 to one end in the vehicle longitudinal direction. The distance from the center of the bolt insertion hole 45 to the end on the side opposite to the second contact surface 62 in the vehicle longitudinal direction on the first contact surface 61 of the positioning body 60 is not particularly limited.

[0052] In the second embodiment as well, the first surface 57 of the seat surface 56 of the catch 55 has an asymmetric shape with respect to the imaginary line L2 when viewed from the outside in the vehicle width direction, and therefore, when a worker manufacturing the bogie 3 attaches the adjustment rod receiver 64 to the catch 55, the worker can easily recognize the correct orientation of the adjustment rod receiver 64 with respect to the catch 55. Therefore, when assembling the first automatic height adjusting device 5a and the second automatic height adjusting device 5b of the railway vehicle 1, the worker can be prevented from attaching the adjustment rod receiver 64 in the wrong orientation with respect to the catch 55.

[0053] In the second embodiment as well, the female screw hole 38 of the receiver 55 is positioned offset toward the second surface 58 relative to the vehicle longitudinal center line L3 of the first surface 57, and therefore, if an operator attempts to align the adjustment rod receiver 64 in the wrong direction relative to the receiver 55, the bolt insertion holes 44, 45 in the adjustment rod receiver 64 will not match the female screw hole 38 of the receiver 55. This makes it possible to physically prevent an operator from aligning the adjustment rod receiver 64 in the wrong direction relative to the receiver 55, and it is possible to reliably prevent mistakes in attaching the adjustment rod receiver 64 to the receiver 55.

[0054] In the second embodiment, the third surface 59 of the catch 55 and the third abutment surface 63 of the positioning body 60 do not abut against each other, and a gap in the vehicle width direction is secured between the third surface 59 and the third abutment surface 63, but this is not limited to the above embodiment. In addition to having the first abutment surface 61 of the positioning body 60 abut against the first surface 57 of the catch 55 and having the second abutment surface 62 of the positioning body 60 abut against the second surface 58 of the catch 55, the third surface 59 of the catch 55 and the third abutment surface 63 of the positioning body 60 may also abut against each other.

[0055] By thoroughly informing workers of the rule that second abutment surface 62 of positioning body 60 faces a specific direction in the vehicle longitudinal direction relative to air spring 4, mistakes can be prevented and work efficiency can be improved. As with the first embodiment, this rule may be stipulated such that second abutment surface 62 of positioning body 60 faces direction D1 toward air spring 4 in the vehicle longitudinal direction. Alternatively, a rule may be stipulated such that second abutment surface 62 of positioning body 60 faces in the opposite direction to direction D1 toward air spring 4 in the vehicle longitudinal direction.

[0056] In the above embodiment, the second surface 58 of the receiving seat 55 extends inward in the vehicle width direction from the first surface 57 facing outward in the vehicle width direction. However, this is not limited to the above embodiment. The second surface of the receiving seat 55 may extend outward in the vehicle width direction from the first surface facing outward in the vehicle width direction. Furthermore, the second abutment surface 62 of the positioning body 60 that abuts thereon may extend outward in the vehicle width direction from the end of the first abutment surface 61. As long as the second surface of the receiving seat and the second abutment surface of the positioning body abut against each other and can position the positioning body relative to the vehicle longitudinal direction, the second surface of the receiving seat may extend outward or inward in the vehicle width direction from the first surface facing outward in the vehicle width direction. In other words, it is sufficient that the second surface of the receiving seat extends in the vehicle width direction from the end of the first surface.

[0057] (Third embodiment) Next, an automatic height adjusting device set 5B for a railway vehicle according to a third embodiment will be described. FIG. 10 shows a perspective view of the receiving seat 65, the positioning body 72, and the adjusting rod receiving body 42 in a railway vehicle according to the third embodiment, before the positioning body 72 and the adjusting rod receiving body 42 are attached to the receiving seat 65. FIG. 11 shows a cross-sectional view of the mounting portion of the positioning body 72 and the adjusting rod receiving body 42 to the receiving seat 65, after the positioning body 72 and the adjusting rod receiving body 42 are attached to the receiving seat 65. Note that parts common to the first and second embodiments are designated by the same reference numerals and will not be described again. In the third embodiment, the shape of the bearing surface 66 of the receiving seat 65 and the shape of the mounting surface 87 of the positioning body 72 differ from those of the first and second embodiments.

[0058] The receiving seat 65 has a seat surface 66 that abuts against the positioning body 72. The seat surface 66 includes a first surface 67 facing outward in the vehicle width direction, a second surface 68 extending inward in the vehicle width direction from one end of the first surface 67 in the vehicle longitudinal direction, a third surface 69 extending in the vehicle longitudinal direction from the other end of the second surface 68 and facing outward in the vehicle width direction, a fourth surface 70 extending outward in the vehicle width direction from the other end of the first surface 67 in the vehicle longitudinal direction, and a fifth surface 71 extending in the vehicle longitudinal direction from the end of the fourth surface 70 and facing outward in the vehicle width direction. In this embodiment, the seat surface 66 of the receiving seat 65 includes three seat surfaces extending along the vehicle longitudinal direction and vertical direction and facing outward in the vehicle width direction, and two seat surfaces extending along the vehicle width direction and vertical direction and facing one side in the vehicle longitudinal direction, and the seat surface 66 is stepped.

[0059] The positioning body 72 has an attachment surface 87 that corresponds to the shape of the seat surface 66. The attachment surface 87 includes a first abutment surface 73, a second abutment surface 74, a third abutment surface 75, a fourth abutment surface 76, and a fifth abutment surface 77 that correspond to the first surface 67, the second surface 68, the third surface 69, the fourth surface 70, and the fifth surface 71 of the receiving seat 65. In the positioning body 72, the surface that abuts against the first surface 67 of the receiving seat 65 is referred to as the first abutment surface 73, the surface that abuts against the second surface 68 of the receiving seat 65 is referred to as the second abutment surface 74, the surface that corresponds to the third surface 69 of the receiving seat 65 is referred to as the third abutment surface 75, the surface that abuts against the fourth surface 70 of the receiving seat 65 is referred to as the fourth abutment surface 76, and the surface that corresponds to the fifth surface 71 of the receiving seat 65 is referred to as the fifth abutment surface 77. In the third embodiment, the adjustment rod receiver main body 42 and the positioning body 72 are combined to form an adjustment rod receiver 78 .

[0060] In the third embodiment, the first abutment surface 73 of the positioning body 72 abuts against the first surface 67 of the seat 65, the second abutment surface 74 of the positioning body 72 abuts against the second surface 68 of the seat 65, and the fourth abutment surface 76 of the positioning body 72 abuts against the fourth surface 70 of the seat 65, thereby abutting the seat 65 and the positioning body 72. Therefore, accurate positioning can be achieved between the seat 65 and the positioning body 72. In this embodiment, when the first surface 67 of the catch 65 and the first abutment surface 73 of the positioning body 72 are in contact, the second surface 68 of the catch 65 and the second abutment surface 74 of the positioning body 72 are in contact, and the fourth surface 70 of the catch 65 and the fourth abutment surface 76 of the positioning body 72 are in contact, the third surface 69 of the catch 65 and the third abutment surface 75 of the positioning body 72 do not abut, and the fifth surface 71 of the catch 65 and the fifth abutment surface 77 of the positioning body 72 do not abut. A gap c1 in the vehicle width direction is provided between the third surface 69 of the catch 65 and the third abutment surface 75 of the positioning body 72, and a gap c2 in the vehicle width direction is provided between the fifth surface 71 of the catch 65 and the fifth abutment surface 77 of the positioning body 72 ( FIG. 11 ).

[0061] By positioning the positioning body 72 by abutting the first abutment surface 73 of the positioning body 72 against the first surface 67 of the receiving seat 65, the positioning body 72 can be accurately positioned in the vehicle width direction. Furthermore, by positioning the positioning body 72 by abutting the second abutment surface 73 of the positioning body 72 against the second surface 68 of the receiving seat 65 and abutting the fourth abutment surface 74 of the positioning body 72 against the fourth surface 70 of the receiving seat 65, the positioning body 72 can be accurately positioned in the vehicle longitudinal direction. This allows accurate positioning of the positioning body 72 and the adjustment rod receiver main body 42 with respect to the receiving seat 65. Therefore, it is possible to prevent the adjustment rod receiver 78 from being installed at an angle to the vertical direction due to clearances between the bolt insertion holes 44, 45 and the bolt 46.

[0062] In the third embodiment, the positioning body 72 positions the positioning body 72 on the receiving seat 65 in the vehicle longitudinal direction using not only the second abutment surface 73 but also the fourth abutment surface 74. In this way, the second surface 68 and the fourth surface 70 of the receiving seat may be included in the surface (second surface) extending in the vehicle width direction from the end of the first surface 67. In other words, multiple surfaces extending from the end of the first surface of the receiving seat may function as the surface (second surface) extending in the vehicle width direction from the end of the first surface. Furthermore, the positioning body may be positioned in the vehicle longitudinal direction by abutting the bearing surface of the receiving seat using corresponding mounting surfaces 87.

[0063] According to the above configuration, if an operator attempts to align the adjustment rod receiver 78 with the catch seat 65 in the wrong direction, the shape of the stepped seat surface 66 of the catch seat 65 will not match the shape of the abutment surface 87 of the positioning body 72. Therefore, if an operator aligns the adjustment rod receiver 78 with the catch seat 65 in the wrong direction, the operator can easily notice this. This allows the operator to correct the orientation of the adjustment rod receiver 78 to the correct direction, preventing the operator from aligning the adjustment rod receiver 78 with the catch seat 65 in the wrong direction. As a result, it is possible to prevent mistakes in attaching the adjustment rod receiver 78 to the catch seat 65.

[0064] In the third embodiment, the catch 65 is virtually divided into three blocks: a first rectangular parallelepiped block 79 formed by a portion extending vertically from the first surface 67, a second rectangular parallelepiped block 80 formed by a portion extending vertically from the third surface 69, and a third rectangular parallelepiped block 81 formed by a portion extending vertically from the fifth surface 71. The positioning body 72 is also virtually divided into a first rectangular parallelepiped block 82 formed by a portion extending vertically from the first contact surface 73, a second rectangular parallelepiped block 83 formed by a portion extending vertically from the third contact surface 75, and a third rectangular parallelepiped block 84 formed by a portion extending vertically from the fifth contact surface 77. In this embodiment, a gap is provided between the third surface 69 of the catch 65 and the third contact surface 75 of the positioning body 72. Therefore, the second block body 80 of the catch 65 and the second block body 83 of the positioning body 72 are not involved in positioning the positioning body 72 in the vehicle width direction. Similarly, a gap is provided between the fifth surface 71 of the catch 65 and the fifth abutment surface 77 of the positioning body 72. Therefore, the third block body 81 of the catch 65 and the third block body 84 of the positioning body 72 are not involved in positioning the positioning body 72 in the vehicle width direction. Therefore, for example, the second block body 80 may be removed from the catch 65, and the third block body 84 may be removed from the positioning body 72. Even if the second block body 80 of the catch 65 and the third block body 84 of the positioning body 72 are removed, the first surface 67 of the catch 65 and the first abutment surface 73 of the positioning body 72 abut against each other, thereby allowing the positioning body 72 to be positioned in the vehicle width direction. In addition, by abutting the second surface 68 of the receiving seat 65 with the second abutment surface 74 of the positioning body 72 and abutting the fourth surface 70 of the receiving seat 65 with the fourth abutment surface 76 of the positioning body 72, the positioning body 72 can be positioned in the longitudinal direction of the vehicle.

[0065] Furthermore, in the third embodiment described above, a gap is provided between the third surface 69 of the catch 65 and the third abutment surface 75 of the positioning body 72, and a gap is provided between the fifth surface 71 of the catch 65 and the fifth abutment surface 77 of the positioning body 72, but this is not limited to the above embodiment. The third surface 69 of the catch 65 may abut against the third abutment surface 75 of the positioning body 72, and the fifth surface 71 of the catch 65 may abut against the fifth abutment surface 77 of the positioning body 72. Furthermore, it is also possible for either the third surface 69 of the catch 65 and the third abutment surface 75 of the positioning body 72 or the fifth surface 71 of the catch 65 and the fifth abutment surface 77 of the positioning body 72 to abut against each other, without the other abutting against each other.

[0066] Furthermore, in the third embodiment as well, mistakes can be prevented and work efficiency can be improved by thoroughly informing workers of the rule that the second abutment surface 74 and the fourth abutment surface 76 of the positioning body 72 face in a specific direction in the vehicle longitudinal direction relative to the air spring 4. The rule may be specified such that the second abutment surface 74 and the fourth abutment surface 76 of the positioning body 72 face in the direction D1 toward the air spring 4 in the vehicle longitudinal direction. Alternatively, the rule may be specified such that the second abutment surface 74 and the fourth abutment surface 76 of the positioning body 72 face in the opposite direction to the direction D1 toward the air spring 4 in the vehicle longitudinal direction.

[0067] As described above, the above-described embodiments have been described as examples of the technology disclosed in this application. However, the technology of the present disclosure is not limited to these embodiments and can be applied to embodiments in which modifications, substitutions, additions, omissions, etc. are made as appropriate. Furthermore, the components described in the above-described embodiments can be combined to create new embodiments. For example, some configurations or methods in one embodiment may be applied to other embodiments, and some configurations in one embodiment may be separated from other configurations in that embodiment and extracted as desired. Furthermore, the components described in the accompanying drawings and detailed description include not only components essential for solving the problem, but also components that are not essential for solving the problem, and are used to illustrate the technology.

[0068] Each of the following sections is a disclosure of a preferred embodiment.

[0069] [Item 1] an adjusting valve that adjusts the intake and exhaust of an air spring disposed between the carbody and the bogie of the railway vehicle; a horizontally extending arm having one end connected to the adjusting valve; an adjustment rod having an upper end connected to the other end of the arm and extending vertically; a receiving seat provided on an outer surface of the bogie frame of the bogie in the vehicle width direction and having a female screw hole; an adjustment rod holder including an adjustment rod support portion to which a lower end portion of the adjustment rod is attached, and a positioning body fixed to the adjustment rod support portion and superimposed on the receiving seat, the adjustment rod holder having a bolt insertion hole corresponding to the female screw hole; At least one bolt that fixes the adjustment rod holder to the seat, the receiving seat has a seat surface including a first surface facing outward in the vehicle width direction and a second surface extending in the vehicle width direction from an end of the first surface in the vehicle longitudinal direction, the positioning body has a mounting surface that conforms to the shape of the seating surface and abuts against the seating surface, An automatic height adjustment device for a railway vehicle, wherein the seating surface has an asymmetric shape with respect to an imaginary line that passes through the center of the female screw hole and extends vertically when viewed from the outside in the vehicle width direction.

[0070] [Item 2] The automatic height adjustment device for railway vehicles described in item 1, wherein the female screw hole is positioned on the first surface so as to be biased toward the second surface relative to a center line extending vertically through the center of the first surface in the longitudinal direction of the vehicle.

[0071] [Item 3] 3. The automatic height adjusting device for a railway vehicle according to item 1 or 2, wherein the second surface of the seat extends in a vertical direction.

[0072] [Item 4] the second surface of the seat; or a surface of the mounting surface of the positioning body of the adjustment rod receiver that abuts against the second surface; 4. The automatic height adjusting device for a railway vehicle according to any one of items 1 to 3, wherein at least one of the above is formed by machining.

[0073] [Item 5] An automatic height adjustment device set that adjusts the heights of first air springs and second air springs arranged between a carbody and a bogie of a railway vehicle, 5. The automatic height adjusting device according to any one of items 1 to 4, further comprising: a first automatic height adjusting device that is arranged on one side of the bogie in a vehicle width direction and on one side of the first air spring in the vehicle longitudinal direction, and that adjusts the height of the first air spring; The automatic height adjusting device according to any one of items 1 to 4, further comprising: a second automatic height adjusting device that is arranged on the other vehicle width direction side of the bogie and on the one vehicle longitudinal direction side with respect to the first air spring, and that adjusts the height of the second air spring; An automatic height adjustment device set for railway vehicles, wherein the surface of the mounting surface of the positioning body in the first automatic height adjustment device that abuts the second surface and the surface of the mounting surface of the positioning body in the second automatic height adjustment device that abuts the second surface both face the same side in the longitudinal direction of the vehicle. [Explanation of symbols]

[0074] 1. Railway vehicles 2. Body 3 carts 4 Air springs 4a First air spring 4b Second air spring 5 Automatic Height Adjustment Device Set 5a First automatic height adjustment device 5b Second automatic height adjustment device 6 Bogie frame 8 side beam 8c External surface 15 Regulating valve 28 Arm 29 Adjustment rod 29c Lower end 31, 78 Adjustment rod holder 32 Adjustment rod support part 37, 55, 65 catch seat 38 female screw hole 43, 60, 72 Positioning body 44, 45 Bolt insertion holes 46 volts 50, 56, 66 seat 51, 57, 67 1st page 52, 58, 68 2nd side 53, 61, 73 1st contact surface 54, 62, 74 2nd contact surface 85, 86, 87 Mounting surface L2 Virtual Line

Claims

1. an adjusting valve that adjusts the intake and exhaust of an air spring disposed between the carbody and the bogie of the railway vehicle; a horizontally extending arm having one end connected to the adjusting valve; an adjustment rod having an upper end connected to the other end of the arm and extending vertically; a receiving seat provided on an outer surface of the bogie frame of the bogie in the vehicle width direction and having a female screw hole; an adjustment rod holder including an adjustment rod support portion to which a lower end portion of the adjustment rod is attached, and a positioning body fixed to the adjustment rod support portion and superimposed on the receiving seat, the adjustment rod holder having a bolt insertion hole corresponding to the female screw hole; At least one bolt that fixes the adjustment rod holder to the seat, the receiving seat has a seat surface including a first surface facing outward in the vehicle width direction and a second surface extending in the vehicle width direction from an end of the first surface in the vehicle longitudinal direction, the positioning body has a mounting surface that conforms to the shape of the seating surface and abuts against the seating surface, An automatic height adjustment device for a railway vehicle, wherein the seating surface has an asymmetric shape with respect to an imaginary line that passes through the center of the female screw hole and extends vertically when viewed from the outside in the vehicle width direction.

2. 2. The automatic height adjustment device for a railway vehicle as described in claim 1, wherein the female screw hole is arranged on the first surface so as to be biased toward the second surface relative to a center line extending vertically through the center of the first surface in the longitudinal direction of the vehicle.

3. The automatic height adjusting device for a railway vehicle according to claim 1 , wherein the second surface of the seat extends in a vertical direction.

4. the second surface of the seat; or a surface of the mounting surface of the positioning body of the adjustment rod receiver that abuts against the second surface; 4. The automatic height adjusting device for a railway vehicle according to claim 3, wherein at least one of the above is formed by machining.

5. An automatic height adjusting device set for adjusting the heights of first air springs and second air springs disposed between a carbody and a bogie of a railway vehicle, comprising:

5. The automatic height adjusting device according to claim 1, further comprising: a first automatic height adjusting device that is arranged on one side of the bogie in a vehicle width direction and on one side of the first air spring in the vehicle longitudinal direction, and that adjusts the height of the first air spring; 5. The automatic height adjusting device according to claim 1, further comprising: a second automatic height adjusting device that is arranged on the other vehicle width direction side of the bogie and on the one vehicle longitudinal direction side of the first air spring, and that adjusts the height of the second air spring; An automatic height adjustment device set for railway vehicles, wherein both the surface of the mounting surface of the positioning body in the first automatic height adjustment device that abuts the second surface and the surface of the mounting surface of the positioning body in the second automatic height adjustment device that abuts the second surface face the same side in the longitudinal direction of the vehicle.

Images