Railway vehicles

Abstract

To provide a railway vehicle capable of reducing steady horizontal acceleration acting on passengers and of improving a smooth ride using the configuration that the stiffness of an air spring can be changed in conjunction with the relative displacement between a railway body and a bogie at the curve passing time of a railway vehicle.SOLUTION: A railway vehicle has an auxiliary tank, a pipeline, a valve mechanism, and a transmission mechanism. The auxiliary tank comprises a first air chamber and a second air chamber connected to air chambers. The pipeline connects the first air chamber and the second air chamber. The valve mechanism comprises a valve body capable of moving between the closed position to close the pipeline and the open position to open the pipeline. When a relative displacement occurs in the vertical direction from a neutral position between the vehicle body and the bogie, the transmission mechanism inputs the relative displacement, outputs the displacement for driving to the valve body, and can move the valve body from the open position to the closed position.SELECTED DRAWING: Figure 4

Description

Technical Field

[0001] The present invention relates to a railway vehicle.

Background Art

[0002] A general railway vehicle is composed of one car body and two bogies, and an air spring is provided between the car body and the bogie. The car body is elastically supported in the front-rear, left-right, and up-down directions with respect to the bogie by this air spring. Since the height of the elastic support part of this air spring in the left-right direction is offset with respect to the height of the center of gravity of the car body, when a left-right direction force such as a centrifugal force acts on the center of gravity position of the car body, the car body is displaced around the axis in the rail direction with respect to the track cant surface (hereinafter, the displacement around the axis in the rail direction is called roll displacement).

[0003] Generally, when a railway vehicle travels at high speed in a curved section, a centrifugal force acts on the car body, and the car body rolls and displaces in the direction of the outer rail side of the curve. In this case, the steady acceleration in the left-right direction felt by passengers in the curved section is obtained by subtracting the acceleration component of gravitational acceleration × (track cant angle - car body roll displacement) from the centrifugal acceleration uniquely determined by the curve radius and speed. When this steady acceleration increases, passengers feel a sense of being pulled in the left-right direction and feel discomfort, which hinders the riding comfort. Therefore, in railway vehicles, it is important to reduce the roll displacement of the car body and suppress the increase in the steady acceleration in the left-right direction in order to improve the riding comfort when passing through a curve. Various methods have been studied as methods for improving the riding comfort when passing through a curve. For example, there are the technologies disclosed in Patent Document 1 and Patent Document 2.

Prior Art Documents

Patent Documents

[0004]

Patent Document 1

Patent Document 2

Summary of the Invention

Problems to be Solved by the Invention

[0005] For example, the railway vehicle described in Patent Document 1 is equipped with an anti-rolling device between the car body and the bogie. In this railway vehicle, the torsion bar of the anti-rolling device has a double structure with an inner and outer bar. When the roll displacement of the car body is small, the inner torsion bar twists, while when the roll displacement of the car body is large when passing through a curve, the inner and outer torsion bars twist together. This increases the rigidity in the roll direction, suppresses the increase in roll displacement, and aims to improve ride comfort when passing through curves. However, with the above configuration, since the torsion bar of the anti-rolling device has a double structure, there is a problem that the amount of work required for vehicle maintenance increases, for example, when disassembly inspection is required.

[0006] Furthermore, in the railway vehicle described in Patent Document 2, the vehicle body tilting device, which supports the vehicle body via a pair of left and right air springs, has a configuration that includes supply and discharge valves for each air spring and a control throttling device positioned between the air spring body and an auxiliary tank. With this configuration, when passing through a curve, the flow path state of the control throttling device can be appropriately controlled during the process of supplying air to the air springs to tilt the vehicle body, thereby making the change in the roll displacement of the vehicle body when passing through a curve smoother, and thereby aiming to improve ride comfort in curved sections. However, the above configuration requires the addition of control valves and control devices for throttling control, which presents the problem of incurring costs for design studies and additional vehicle installations for these devices.

[0007] Therefore, the present invention aims to provide a railway vehicle that has a simple mechanical configuration that does not require electrical control, yet passively switches the state of the air springs equipped on the bogie according to the vehicle's posture, thereby improving vehicle maintainability and ride comfort when passing through curves. [Means for solving the problem]

[0008] To solve the above problems, one representative railway vehicle of the present invention is: In a railway vehicle comprising a car body and a bogie that supports the car body via air springs, An auxiliary tank comprising a first air chamber connected to the aforementioned air spring and a second air chamber, A pipe connecting the first air chamber and the second air chamber, A valve mechanism comprising a valve body movable between a closed position that closes the piping and an open position that opens the piping, The transmission mechanism is capable of inputting a relative displacement between the vehicle body and the bogie in the vertical direction from the neutral position, outputting a drive displacement to the valve body, and moving the valve body from the open position to the closed position. death, The valve mechanism comprises a case having a first opening connected to a pipe leading to a first air chamber and a second opening connected to a pipe leading to a second air chamber; a hollow cylindrical valve body whose outer circumference is sealed to the case and which is movable within the case; a seal that abuts against and can shield the end of the valve body; and a spring installed within the case and holding the seal. When the valve body moves and contacts the seal due to the driving displacement output from the transmission mechanism, the spring bends, and the space connected to the first opening and the space connected to the second opening within the case become disconnected. When the valve body is in the neutral position, the valve body is separated from the seal, and the first opening and the second opening communicate with each other through the valve body. This is achieved by doing so. [Effects of the Invention]

[0009] According to the present invention, it is possible to provide a railway vehicle that has a simple mechanical configuration that does not require electrical control, while passively switching the state of the air springs equipped on the bogie according to the vehicle body posture, thereby providing a vehicle that is easy to maintain and improves ride comfort when passing through curves. Other issues, configurations, and effects not mentioned above will be clarified by the following description of the embodiments. [Brief explanation of the drawing]

[0010] [Figure 1] Figure 1 is a side view of a railway vehicle bogie according to the first embodiment. [Figure 2] Figure 2 is a side view of the area around the mechanical control mechanism of a railway vehicle bogie according to the first embodiment. [Figure 3] Figure 3 is a cross-sectional view illustrating the configuration and operation of the valve mechanism of the first embodiment. [Figure 4] Figure 4 is an explanatory diagram of the operation of the mechanism when the railway vehicle bogie of the first embodiment travels on a curved track. [Figure 5] Figure 5 is a side view of the area surrounding the mechanical control mechanism of the second embodiment. [Figure 6]FIG. 6 is a front view of the periphery of the mechanical control mechanism according to the third embodiment. [Figure 7] FIG. 7 is an operation explanatory view of the present mechanism when the railway vehicle according to the third embodiment travels on a curved track.

MODE FOR CARRYING OUT THE INVENTION

[0011] [First Embodiment] The first embodiment of the present invention will be described below based on FIGS. 1 to 4. FIG. 1 shows a side view of the railway vehicle of the present embodiment.

[0012] In FIG. 1, the railway vehicle of the present embodiment has a car body 1, a bogie 16, and a mechanical control mechanism 31. Between the car body 1 and the bogie frame 3, they are connected by an air spring 30 and a traction device (not shown in the side view), and through these, the car body 1 is elastically supported with respect to the bogie 16.

[0013] The bogie 16 is mainly composed of a bogie frame 3, axle boxes 2, axle box support devices 6, and axles 4. The axles 4 are each rotatably held with respect to the axle boxes 2, and the axle boxes 2 are elastically supported with respect to the bogie frame 3 by the axle box support devices 6. There are various methods for the axle box support device 6, but in the present embodiment, any method may be used.

[0014] FIG. 2 shows a side view of the periphery of the mechanical control mechanism of the railway vehicle bogie of the present embodiment. In FIG. 2, the vehicle body support device 40 equipped with a mechanical control mechanism mainly comprises an air spring 30, a valve mechanism 41, a lever 42, an adjustment rod 43, a pipe 44, an auxiliary tank air chamber (first air chamber) 45, an auxiliary tank air chamber (second air chamber) 46, and a bogie frame 3 to which these are attached. The interior of the bogie frame 3 is partitioned into two auxiliary tank air chambers by the outer plate of the bogie frame 3 and a partition wall 47A. The adjustment rod 43 may be configured, for example, to connect two shafts via a turnbuckle. According to such a configuration, by rotating the turnbuckle, the overall length of the adjustment rod 43 changes, so that fine adjustment of the opening and closing timing of the valve mechanism 41 can be easily performed. The lever 42 and the adjustment rod 43 constitute a transmission mechanism as a link mechanism.

[0015] The upper side of the air spring 30 is connected to an air reservoir device (not shown), and the lower side is connected to the auxiliary tank air chamber 45 of the bogie frame 3. The flow path between the air reservoir device and the air spring 30 is closed by a valve mechanism (not shown) during operation within a range smaller than a predetermined vertical displacement amount of the air spring.

[0016] The auxiliary tank air chamber 45 and the auxiliary tank air chamber 46 are connected by a pipe 44, and the valve mechanism 41 is provided in the path of the pipe 44. The valve mechanism 41 is configured to be able to open and close the pipe 44 when the lever 42, which has been transmitted a predetermined force, swings (rotates). Both ends of the adjustment rod 43 are connected to the vehicle body 1 at the upper end and the lever 42 at the lower end by a mechanism such as a rotatable ball joint.

[0017] Referring to FIG. 3(a), the configuration of the valve mechanism 41 will be described. The valve mechanism 41 is composed of a lever 42, a pin 50, a valve body 51, a pair of springs 52, seals 53, seals 54, and a hollow cylindrical case 41a with both ends closed that encloses these. An opening (first opening) 100 provided in the upper side wall of the case 41a is connected to the auxiliary tank air chamber 45 via the pipe 44, and the other opening (second opening) 101 provided in the lower side wall is connected to the auxiliary tank air chamber 46 via the pipe 44 (FIG. 2). That is, the case 41a is connected in the middle of the pipe 44.

[0018] The lever 42, which extends both inside and outside the case 41a, is held rotatably around a lever rotation center 102 located at the center of the valve body 51, passing through the valve body 51. The pin 50 is a thin cylindrical shape and is fixed to the lever 42 at a position away from the lever rotation center 102. The cylindrical portion of the pin 50 extends toward the front and rear in the direction perpendicular to the plane of the paper relative to the lever 42 and engages with a recess in the valve body 51. It is preferable that the space between the lever 42 and the valve body 51 is sealed to prevent air leakage. A spring 52 is positioned between the upper end of the valve body 51 and the upper end of the case 41a, and another spring 52 is positioned between the lower end of the valve body 51 and the lower end of the case 41a. A disc-shaped seal 53 is positioned at the valve body side end of each spring 52.

[0019] The valve body 51, which is positioned to move vertically within the case 41a, has a hollow cylindrical shape, and the outer circumference of the valve body 51 above and below the lever 42 is sealed to the case 41a by a seal 54. Therefore, the upper and lower spaces of the case 41a communicate only through the inside of the valve body 51.

[0020] Within the range in which the lever 42 can rotate around the lever rotation center 102, the valve body 51 is configured such that a portion of it is notched (or a space is provided) so that it does not obstruct the swinging motion of the lever 42.

[0021] In the state shown in Figure 3(a), the valve body 51 is spaced apart from the upper and lower seals 53, and as will be described later, the valve body 51 is in the open position, opening the piping 44. On the other hand, in the state shown in Figure 3(b), the valve body 51 is in contact with the lower seal 53, and as will be described later, the valve body 51 is in the closed position, closing the piping 44. Although not shown, the valve body 51 is also in the closed position when it is in contact with the upper seal 53. The valve body 51 is movable between the open position and the closed position.

[0022] Next, the operation of the valve mechanism 41 will be explained with reference to Figures 3(a) and 3(b). As shown in Figure 3(a), when the lever 42 is in the neutral position where it is horizontal, the valve body 51 is located approximately in the middle of the case 41a, so the valve body 51 is separated from the upper and lower seals 53. At this time, the lower space of the case 41a where the opening 101 is provided and the upper space where the opening 100 is provided are in communication through the inside of the hollow valve body 51.

[0023] As shown in Figure 3(b), when the lever 42 rotates clockwise around the lever rotation center 102 from the neutral position, the cylindrical parts of the pin 50 fixed to the lever 42 that extend to the front and back sides in the plane of the paper move vertically downward as the lever 42 rotates, pushing down the valve body 51. This operation is described as outputting a downward driving displacement from the lever 42 to the valve body 51. As a result of the output of the downward driving displacement, the lower end of the valve body 51 comes into contact with the lower seal 53. The lower end of the valve body 51 is shielded by the seal 53, so that the lower space in the case 41a where the opening 101 is provided and the upper space where the opening 100 is provided are not in communication.

[0024] Even after the lower end of the valve body 51 comes into contact with the seal 53, the valve body 51 can move downward as the lower spring 52 flexes, while there remains no gap between the valve body 51 and the seal 53.

[0025] Conversely, when the lever 42 rotates counterclockwise around the lever rotation center 102, the cylindrical portion of the pin 50 pushes up the valve body 51 (outputting an upward drive displacement), causing the upper end of the valve body 51 to contact the upper seal 53. The seal 53 shields the upper end of the valve body 51, so that the upper space with the opening 100 and the lower space with the opening 101 are not in communication. Even after contact, the upper spring 52 flexes, allowing the valve body 51 to move upward.

[0026] As is clear from the above, the rotation of the lever 42 closes the flow path between the opening 100 and the opening 101 of the valve mechanism.

[0027] Figure 4 illustrates the operation of the mechanical control mechanism when the railway vehicle of this embodiment runs on a straight track and a curved track, using the air spring on the outer rail side of the curve as an example. First, when the railway vehicle runs on a straight section, the valve mechanism 41 allows air to move between the auxiliary tank air chamber 45 and the auxiliary tank air chamber 46 through the openings 100 and 101 of the case 41a, thereby reducing pressure fluctuations due to volume changes when the air spring deflects. As a result, the vertical spring constant of the air spring 30 can be lowered, increasing cushioning and improving ride comfort.

[0028] On the other hand, when a railway vehicle travels on a curved section, the body undergoes a relative roll displacement (or relative vertical displacement) relative to the bogie due to the action of centrifugal force. As a result, the air spring 30 on the outer rail side of the curve deforms in a direction that compresses relative to the neutral height, while the air spring 30 on the inner rail side deforms in a direction that extends relative to the neutral height.

[0029] As shown in Figure 4, when the air spring 30 on the outer rail side compresses relative to the neutral height (the neutral position of the vehicle body 1 (when the vehicle body 1 is horizontal in the rail width direction) is shown by a dotted line), a relative vertical displacement occurs between the vehicle body 1 and the bogie frame 3, and this relative displacement is input via the adjustment rod 43. By inputting the relative displacement between the vehicle body 1 and the bogie frame 3, the adjustment rod 43 is displaced longitudinally (downward) relative to the bogie frame 3, transmitting a linear displacement to the end of the lever 42. The lever 42, having received this linear displacement at its end, rotates clockwise around the lever rotation center 102 in Figure 4. As the lever 42 rotates clockwise, a driving displacement is output to the valve body 51, causing the valve body 51 to move vertically.

[0030] As a result, the valve body 51 comes into contact with the seal 53, and the piping 44 of the valve mechanism 41 closes as shown in Figure 3(b), preventing air from moving between the auxiliary tank air chamber 45 and the auxiliary tank air chamber 46. Consequently, the volume of the auxiliary tank connected to the air spring 30, which was the sum of the volumes of the auxiliary tank air chamber 45 and the auxiliary tank air chamber 46 before curve travel, decreases to the volume of the auxiliary tank air chamber 45 (for example, about half) during curve travel.

[0031] By keeping the volume of the auxiliary tank connected to the air spring 30 small, the pressure fluctuation associated with the volume change when the air spring deflects becomes larger, and the vertical load fluctuation of the air spring 30, which is obtained by multiplying the pressure fluctuation by the pressure-receiving area, also becomes larger. Since the load fluctuation with respect to the vertical displacement of the air spring 30 can be increased, that is, the vertical spring constant of the air spring 30 can be increased. In addition, even if the amount of oscillation of the lever 42 changes according to the relative roll displacement of the car body with respect to the bogie, the deflection of the spring 52 supporting the seal 53 changes to follow this, so that the contact state between the valve body 51 and the seal 53 can be maintained and the closure of the piping 44 can be ensured.

[0032] For the inner rail air spring 30, the lever 42 rotates in the opposite direction to the outer rail side around the lever rotation center 102, and the flow path of the valve mechanism 41 closes in the same way, thereby increasing the spring constant of the air spring 30. In contrast, when the railway vehicle moves from a curved section to a straight section, the centrifugal force of the vehicle body disappears, causing the air spring 30 to return from the expanded / contracted (or extended) state to the neutral state. As a result, the lever 42 returns to the neutral position, and the piping 44 opens, allowing air to move between the auxiliary tank air chamber 45 and the auxiliary tank air chamber 46, thus decreasing the vertical spring constant of the air spring 30.

[0033] As described above, by using the mechanical control mechanism of this embodiment, the vertical spring constant of the air springs on both the outer and inner rails can be increased during curved travel compared to straight travel. This increases the rotational rigidity in the roll direction between the vehicle body 1 and the bogie frame 3, thereby reducing the roll displacement due to centrifugal force. Consequently, the steady-state acceleration felt by passengers can be reduced, improving ride comfort in curved sections.

[0034] The mechanical control mechanism in this embodiment is positioned near the air spring, allowing access from the side of the vehicle. This makes it possible to perform inspections and other tasks without moving the vehicle to a special facility with space beneath it, or without separating the vehicle body from the bogie, thus reducing the effort required for vehicle maintenance.

[0035] [Second Embodiment] Figure 5 is a side view of the area surrounding the mechanical control mechanism of the second embodiment. In the second embodiment, the auxiliary tank is mounted on the vehicle body side. The auxiliary tank air chamber (first air chamber) 47 and the auxiliary tank air chamber (second air chamber) 48, separated by a bulkhead 80, are connected by piping 49, and a valve mechanism 41 is provided along the path of the piping 49. The transmission mechanism and the valve mechanism 41 have the same configuration as in the embodiment described above, so their description is omitted.

[0036] In the bogie of the second embodiment, the valve mechanism 41 closes and the piping 49 is closed as the air spring 30 expands and contracts vertically when passing through a curve, thus achieving the same effect as in the first embodiment. In the second embodiment, the valve mechanism 41 is mounted on the vehicle body side, which is vibration-insulated from the bogie 16 by the air spring 30, thus improving the durability and reliability of the valve mechanism 41 during long-term use. Also in the second embodiment, the mechanical control mechanism is located near the air spring, thus reducing the effort required for vehicle maintenance, similar to the first embodiment.

[0037] [Third Embodiment] Figure 6 is a front view of the mechanical control mechanism of the third embodiment, viewed in the direction of the rails. Figure 6(a) is a front view at the position of the piping 75 connecting to the auxiliary tank air chamber separated by the air spring partition on the left side of the page, and Figure 6(b) is a front view at the position of the piping 77 connecting to the auxiliary tank air chamber separated by the air spring partition on the right side of the page.

[0038] The two front views are shown at positions offset in the direction of the rails. In Figures 6(a) and 6(b), the mechanical control mechanism components other than piping 75 and piping 77 consist of only one illustrated set of components, which is configured to act on both piping 75 and piping 77, which are positioned at offset locations in the direction of the rails.

[0039] The vehicle body support device 70, which constitutes the mechanical control mechanism of the third embodiment, mainly consists of two air springs 30 arranged along the rail width direction, a valve mechanism 78, a lever 86, an adjustment rod 85, a lever 71, a bearing base 72, a shaft 73 with universal joints at both ends, a receiving part 74, piping 75, and piping 77. The shaft 73, lever 71, adjustment rod 85, and lever 86 constitute a single transmission mechanism as a link mechanism.

[0040] The auxiliary tanks of the bogie frame 79 are provided for each of the two air springs 30 and, as in the first or second embodiment, are divided into two auxiliary tank air chambers by a partition wall 81. The auxiliary tank air chambers connected to each air spring 30 (first air chamber) TS1 are connected to a valve mechanism 78 by piping 75, and the auxiliary tank air chambers not directly connected to each air spring 30 (second air chamber) TS2 are connected to the valve mechanism 78 by piping 77. The valve mechanism 78 is responsible for simultaneously opening and closing the passages of both piping 75 and piping 77.

[0041] The valve mechanism 78 has a configuration in which two units of the valve body 51, spring 52, and seal 53 of the valve mechanism 41 shown in Figure 4 are arranged side by side in the depth direction of the paper, but there is only one lever 86. As the lever 86 rotates around the lever rotation center 103, the cylindrical part of the pin 50 fixed to the lever 86 and extending in the depth direction of the paper can move the two valve bodies 51 that are arranged side by side in the depth direction of the paper simultaneously. As a result, the flow paths of pipe 75 and pipe 77 can be closed simultaneously with a single lever 86.

[0042] Both ends of the adjustment rod 85 are connected by a mechanism such as a rotatable ball joint, with the upper end connected to lever 71 and the lower end connected to lever 86. Lever 71 is held pivotably on a bearing base 72 fixed to the bogie frame 79 via a pivot shaft (fulcrum) 89. Both ends of the pivot shaft 89 are connected to one end of a universal joint shaft 73, and the other end of the universal joint is fixed to a receiving part 74. The receiving part 74 is connected to the vehicle body 1.

[0043] With this configuration, the rotational displacement of the receiving part 74 due to the rotational displacement (roll displacement) of the vehicle body 1 around the rail axis is transmitted as the rotational displacement of the rotating shaft 89 around the rail axis via the shaft 73, which has universal joints at both ends.

[0044] Figure 7 is an explanatory diagram of the operation of the third embodiment, and is a front view from the same position as Figure 6(a). The operation will be explained with reference to Figure 7. In the third embodiment, when the vehicle travels along a curved track, rotational displacement of the receiving portion 74 occurs due to the roll displacement of the vehicle body. This input due to rotational displacement is transmitted as rotational displacement of the rotating shaft 89 around the rail axis via the shaft 73, which has universal joints at both ends, causing the lever 71 to rotate counterclockwise around the rotating shaft 89.

[0045] The rotational displacement of lever 71 causes longitudinal displacement of adjustment rod 85, moving the lower end of adjustment rod 85 vertically downward, causing lever 86 to rotate clockwise around the lever rotation center 103. The rotational displacement of lever 86 outputs a drive displacement to the two valve bodies of valve mechanism 78, and as these valve bodies move to the closed position (see Figure 3(b)), the flow paths of piping 75 and piping 77 (not shown in Figure 7) are simultaneously closed. As a result, only the auxiliary tank air space TS1 is connected to the air spring 30, and the vertical spring constants of the pair of left and right air springs 30 can be increased simultaneously, thus achieving the same effect as in the first embodiment.

[0046] In the configuration of the third embodiment, a single lever 86 operates the valve mechanism 78 to open and close two pipes simultaneously, thus reducing the number of parts in the mechanical control mechanism. Since the body roll displacement is the same at any point within the same plane in the front view, the receiving portion 74 is positioned between the left and right pair of air springs 30 in Figure 7, but it may also be positioned in a location accessible from the side of the vehicle, as in the first and second embodiments.

[0047] In the configuration of the third embodiment, the rotation axis of the universal joint at the shaft 73, which has universal joints at both ends, is set facing the rail direction to detect the roll displacement of the vehicle body when passing through a curve and close the flow path of the piping between the auxiliary tank air chambers. However, the rotation axis of the universal joint may be set in the vertical direction to detect the yaw displacement of the vehicle body relative to the bogie that occurs when passing through a curve and close the flow path of the piping between the auxiliary tank air chambers.

[0048] Furthermore, in the mechanical control mechanism described above, a link mechanism is used to transmit the relative displacement of the car body relative to the bogie to the valve mechanism. Alternatively, the force due to the relative displacement of the car body may be transmitted to the valve mechanism using, for example, the pulling action of a wire.

[0049] This specification includes disclosures of the following inventions. (First form) In a railway vehicle comprising a car body and a bogie that supports the car body via air springs, An auxiliary tank comprising a first air chamber connected to the aforementioned air spring and a second air chamber, A pipe connecting the first air chamber and the second air chamber, A valve mechanism comprising a valve body movable between a closed position that closes the piping and an open position that opens the piping, A railway vehicle characterized by having a transmission mechanism that, when a relative displacement occurs in the vertical direction from the neutral position between the vehicle body and the bogie, outputs a drive displacement to the valve body by inputting the relative displacement, thereby moving the valve body from the open position to the closed position.

[0050] (Second form) In the first type of railway vehicle, The transmission mechanism is a linkage mechanism comprising an adjustment rod that can be linearly displaced in accordance with the input relative displacement, and a lever connected to the adjustment rod that can output the drive displacement to the valve body by rotational displacement.

[0051] (Third form) In a railway vehicle of the first or second form, A railway vehicle characterized in that the auxiliary tank is provided on the bogie frame side of the bogie, and a partition wall is arranged inside the auxiliary tank to define the first air chamber and the second air chamber.

[0052] (Fourth form) In a railway vehicle of the first or second form, A railway vehicle characterized in that the auxiliary tank is provided on the vehicle body side, and a partition wall is arranged inside the auxiliary tank to define the first air chamber and the second air chamber.

[0053] (Fifth form) In any of the second to fourth forms of railway vehicles, A railway vehicle characterized in that the valve mechanism can open and close the piping by linking the relative roll displacement between the vehicle body and the bogie with the rotational displacement of the lever.

[0054] (Sixth form) In any of the first to fifth forms of railway vehicles, The railway vehicle is characterized in that the transmission mechanism is located near the air spring.

[0055] (Seventh form) In any of the first to sixth forms of railway vehicles, Two of the aforementioned air springs are arranged along the rail width direction, For each air spring, the auxiliary tank, the piping, and the valve mechanism are respectively provided. A railway vehicle characterized in that the transmission mechanism is single, and the relative displacement is input to the valve body of the valve mechanism, and the drive displacement is output simultaneously.

[0056] (Eighth form) In any of the first to seventh forms of railway vehicles, The valve mechanism comprises a case having a first opening connected to piping leading to a first air chamber and a second opening connected to piping leading to a second air chamber; a cylindrical valve body whose outer circumference is sealed to the case and which is movable within the case; and a seal that can abut and shield the end of the valve body. A railway vehicle characterized in that when the valve body moves and comes into contact with the seal due to the driving displacement output from the transmission mechanism, the space connected to the first opening and the space connected to the second opening within the case become disconnected. [Explanation of Symbols]

[0057] 1...car body, 2...axle box body, 3...bogie frame, 4...wheelset, 6...axle box support device 7...rail, 16...bogie, 30...air spring, 40...car body support device 41... Valve mechanism, 41a... Case, 42... Lever, 43... Adjusting rod, 44... Piping 45... Auxiliary tank air chamber, 46... Auxiliary tank air chamber, 47... Auxiliary tank air chamber, 48... Auxiliary tank air chamber, 49... Piping, 50...pin, 51...valve body, 52...spring, 53...seal, 54...seal 70...Body support device, 71...Lever, 72...Bearing base, 73...Shaft with universal joints at both ends, 74...Receiving part, 75...Piping, 77...Piping, 79...Bogie frame, 81...Bulkhead, 85...Adjustment rod, 86...Lever, 89...Rotation shaft, 100...Opening, 101...Opening, 102...Lever rotation center, 103...Lever rotation center, TS1... Auxiliary tank air chamber, TS2... Auxiliary tank air chamber

Claims

1. In a railway vehicle comprising a car body and a bogie that supports the car body via air springs, An auxiliary tank comprising a first air chamber connected to the aforementioned air spring and a second air chamber, A pipe connecting the first air chamber and the second air chamber, A valve mechanism comprising a valve body movable between a closed position that closes the piping and an open position that opens the piping, The vehicle body and the bogie have a transmission mechanism that, when a relative displacement occurs in the vertical direction from the neutral position, inputs the relative displacement and outputs a drive displacement to the valve body, thereby moving the valve body from the open position to the closed position. The valve mechanism comprises a case having a first opening connected to a pipe leading to a first air chamber and a second opening connected to a pipe leading to a second air chamber; a hollow cylindrical valve body whose outer circumference is sealed to the case and which is movable within the case; a seal that abuts against and can shield the end of the valve body; and a spring installed within the case to hold the seal. When the valve body moves and contacts the seal due to the driving displacement output from the transmission mechanism, the spring bends, and the space connected to the first opening and the space connected to the second opening within the case become disconnected. When the valve body is in the neutral position, the valve body is separated from the seal, and the first opening and the second opening communicate with each other through the valve body. A railway vehicle characterized by the following.

2. In the railway vehicle according to claim 1, The transmission mechanism is a linkage mechanism comprising an adjustment rod that can be linearly displaced in accordance with the input relative displacement, and a lever connected to the adjustment rod that can output the drive displacement to the valve body by rotational displacement.

3. In the railway vehicle according to claim 1, A railway vehicle characterized in that the auxiliary tank is provided on the bogie frame side of the bogie, and a partition wall is arranged inside the auxiliary tank to define the first air chamber and the second air chamber.

4. In the railway vehicle according to claim 1, A railway vehicle characterized in that the auxiliary tank is provided on the vehicle body side, and a partition wall is arranged inside the auxiliary tank to define the first air chamber and the second air chamber.

5. In the railway vehicle of claim 2, A railway vehicle characterized in that the valve mechanism can open and close the piping by linking the relative roll displacement between the vehicle body and the bogie with the rotational displacement of the lever.

6. In the railway vehicle according to claim 1, The railway vehicle is characterized in that the transmission mechanism is located near the air spring.

7. In the railway vehicle described in claim 1, Two of the aforementioned air springs are arranged along the rail width direction, For each air spring, the auxiliary tank, the piping, and the valve mechanism are respectively provided. A railway vehicle characterized in that the transmission mechanism is single, and the relative displacement is input to the valve body of the valve mechanism, and the drive displacement is output simultaneously.

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