Side-guided vehicles

Abstract

To suppress a moving amount in a vertical direction of a guide wheel accompanied by earthquake.SOLUTION: A side guide type vehicle includes a vehicle body, a truck body having a guide frame extending in a width direction orthogonal to a traveling direction, and a rotation suppression part which is arranged below in a vertical direction to the vehicle body and suppresses rotation of the guide frame around a virtual axis extending in the traveling direction, wherein the rotation suppression part suppresses rotation of the guide frame so that a displacement amount in the vertical direction of a guide wheel arranged on the end of the guide frame becomes a predetermined specified value or less.SELECTED DRAWING: Figure 1

Description

Technical Field

[0001] The present disclosure relates to a side-guided vehicle.

Background Art

[0002] As a new means of transportation other than buses and railways, a track-based transportation system that travels on tracks via running wheels fitted with rubber tires is known.

[0003] For example, Patent Document 1 describes a vehicle for a side-guided track-based transportation system, which includes a running tire mounted on a running axle connected to the lower side of a vehicle body via a spring mechanism or the like, and guide wheels guided by a dedicated guide track. In this vehicle, auxiliary running wheels arranged at a position higher than the traveling road surface on which the running tires travel are attached to a steering guide frame having guide wheels attached to the outer side in the width direction. The auxiliary running wheels are capable of supporting the vehicle body to suppress tilting of the vehicle body when the running tire has a puncture.

[0004] In the side-guided track-based transportation system as described above, on the main line, the vehicle is guided in a state where the guide wheels on both sides in the width direction are in contact with the guide rails. On the other hand, at a branching path, not the guide wheels but the branching wheels come into contact with a branching guide separate from the guide rails, thereby guiding the vehicle. As a specific example, Patent Document 2 describes a branching path of a track on which a side-guided vehicle travels. The side-guided vehicle has branching guide wheels (branching wheels) arranged independently of the guide wheels. The branching guide wheels guide the traveling destination of the vehicle on the branching path by coming into contact with a branching guide rail (branching guide) arranged on the branching path.

[0005] Unlike guide rails, the branching guide may be arranged not on both sides in the width direction relative to the vehicle but on one side. As a result, on a branching path, there may be a case where the guide wheel is in contact with only the guide rail on one side.

Prior Art Documents

Patent Documents

[0006] [Patent Document 1] Japanese Utility Model Publication No. 01-178170 [Patent Document 2] Japanese Patent Publication No. 2002-178911 [Overview of the project] [Problems that the invention aims to solve]

[0007] Incidentally, when an earthquake occurs while such a vehicle is in operation, the shaking (lateral motion) of the earthquake can cause resonance in the vehicle. As a result, the vehicle may roll significantly around the axis extending in the direction of travel. In other words, the vehicle may shake so that the outer side in the width direction moves significantly up and down in the vertical direction. Consequently, when an earthquake occurs, the guide wheels and turnout wheels located on the outer side of the vehicle in the width direction also move significantly up and down. In particular, when the vehicle is traveling at a low speed to make a turn, such as on a switch track, resonance is more likely to occur and the rolling of the vehicle is more likely to be large. As a result, if such an earthquake occurs while the vehicle is traveling on a switch track, the vertical shaking of the guide wheels and turnout wheels may become too large, and they may not be adequately supported by the guide rails and turnout guides. Furthermore, if the shaking becomes too large, there is a possibility that the guide wheels may come off the guide rails. For this reason, in lateral-guided rail transit systems, there is a requirement to suppress the amount of vertical movement of the guide wheels due to earthquakes and to prevent the guide wheels from coming off the guide rails.

[0008] This disclosure was made to solve the above problems and aims to provide a lateral guide vehicle capable of suppressing the amount of vertical displacement of the guide wheels due to earthquakes. [Means for solving the problem]

[0009] To solve the above problems, the side-guided vehicle according to this disclosure comprises a vehicle body, a bogie body having a guide frame extending in the width direction perpendicular to the direction of travel, and a rotation suppression unit positioned vertically below the vehicle body and suppressing the rotation of the guide frame about a virtual axis extending in the direction of travel, wherein the rotation suppression unit suppresses the rotation of the guide frame so that the amount of vertical displacement of the guide wheels positioned at the ends of the guide frame is less than or equal to a predetermined value. The vehicle body further comprises a first running wheel positioned on the first side in the width direction and a second running wheel positioned on the second side in the width direction, and the rotation suppression unit has a first roller positioned in front of the first running wheel in the direction of travel and rotatable in the same direction as the first running wheel, and a second roller positioned in front of the second running wheel in the direction of travel and rotatable in the same direction as the second running wheel, and further comprises an interlocking connection unit that connects the first roller and the second roller so as to interlock the movement of the first roller and the second roller with respect to the guide frame or the bogie body, and the interlocking connection unit moves the second roller away from the guide frame when the first roller moves in the direction of approaching the guide frame in the vertical direction, and moves the second roller in the direction of approaching the guide frame when the first roller moves away from the guide frame. . [Effects of the Invention]

[0010] According to the side-guided vehicle of this disclosure, the amount of vertical displacement of the guide wheels due to an earthquake can be suppressed. [Brief explanation of the drawing]

[0011] [Figure 1] This is a schematic cross-sectional view, as seen from the direction of travel, showing the configuration of a lateral-guided rail-based transportation system according to the first embodiment. [Figure 2] This is a schematic diagram showing the configuration of the air spring puncture control circuit according to this embodiment. [Figure 3] This is a schematic cross-sectional view from the direction of travel illustrating the rolling state of the vehicle according to the first embodiment. [Figure 4] This is a schematic cross-sectional view, as seen from the direction of travel, showing the configuration of a lateral-guided rail-based transportation system according to the second embodiment. [Figure 5] This is a schematic cross-sectional view, as seen from the direction of travel, showing the configuration of a lateral-guided rail-based transportation system according to the third embodiment. [Figure 6] This is a schematic diagram showing the configuration of the damping air control circuit for rotation suppression according to this embodiment. [Modes for carrying out the invention]

[0012] <First Embodiment> Hereinafter, a first embodiment, which is one mode for carrying out the side-guided rail transportation system 1 according to the present disclosure, will be described with reference to the accompanying drawings. However, the present disclosure is not limited to only this first embodiment.

[0013] (Configuration of Rail Transportation System) The side-guided rail transportation system 1 according to the embodiment of the present disclosure is a system that causes a side-guided vehicle 10 to travel along a rail 50. Accordingly, the side-guided rail transportation system 1 includes the vehicle 10 and the rail 50.

[0014] (Configuration of Vehicle) As shown in Figure 1, the vehicle 10 traveling on the rail 50 in the embodiment of the present disclosure is a vehicle 10 for a guided-rail automated transportation system. The vehicle 10 is operated with one or more cars forming one train. When a plurality of vehicles 10 form one train, the vehicles 10 are connected to each other by a coupling device (not shown). Each vehicle 10 includes a traveling bogie 12 that travels on the rail 50, and a car body 11 supported by the traveling bogie 12.

[0015] The car body 11 is formed in a rectangular parallelepiped shape elongated in the traveling direction Da. A space capable of accommodating passengers and the like is formed inside the car body 11. The traveling bogie 12 is arranged at a lower portion of the car body 11 in the vertical direction Dv.

[0016] Hereinafter, the direction in which the rail 50 extends and the vehicle 10 travels is referred to as the traveling direction Da. The width direction Dw of the vehicle 10 orthogonal to the traveling direction Da is simply referred to as the width direction Dw. The direction orthogonal to both the traveling direction Da and the width direction Dw is referred to as the vertical direction Dv. In the present embodiment, the vertical direction Dv is different from the vertical direction in the strict sense, and is a direction perpendicular to the traveling surface 51a described later.

[0017] The traveling bogie 12 supports the vehicle body 11 from below in the vertical direction Dv. The traveling bogie 12 travels on a traveling path 51 along the ground. The traveling bogie 12 of the present embodiment includes traveling wheels 13, an axle 14, a bogie main body 15, a guide device 16, and a rolling suppression portion (rotation suppression portion) 20.

[0018] A plurality of traveling wheels 13 are arranged at a lower portion of the vehicle body 11. The traveling wheels 13 are made of rubber tires, and are rotationally driven by the axle 14 connected to an electric motor (not shown). The vehicle 10 travels along a guide rail 52 described later while steering the traveling wheels 13 relative to the traveling path 51 of the track 50. Alternatively, there is also a bogie having a structure that travels along the track 50 by turning the entire traveling bogie 12. When viewed from the traveling direction Da, the traveling wheels 13 of the present embodiment include a first traveling wheel 13A arranged on a first side in the width direction Dw with respect to the vehicle body 11, and a second traveling wheel 13B arranged on a second side in the width direction Dw. The first traveling wheel 13A and the second traveling wheel 13B have the same structure except for the arrangement. Here, the first side in the width direction Dw is the left side (the left side of the paper surface of FIG. 1) when viewed from the front in the traveling direction Da. The second side in the width direction Dw is the right side (the right side of the paper surface of FIG. 1) when viewed from the front in the traveling direction Da. The front in the traveling direction Da refers to the side toward which the vehicle 10 advances relative to the vehicle 10.

[0019] The axle 14 is a columnar or prismatic member extending in the width direction Dw below the vehicle body 11 in the vertical direction Dv. At both ends of the axle 14 in the width direction Dw, the first traveling wheel 13A and the second traveling wheel 13B are each rotatably attached via bearings. The axle 14 is supported by the bogie main body 15 so as to be displaceable in the vertical direction by a suspension device including an air spring portion 152. The axle 14 is rotated by an electric motor (not shown) attached to the bogie main body 15. Note that the axles 14 include driven axles having no drive mechanism, and driving axles provided with a differential device for rotationally driving the traveling wheels 13 by an electric motor mounted on the vehicle body 11 or the bogie main body 15.

[0020] The bogie body 15 is fixed to the lower part of the car body 11 in the vertical direction Dv. The bogie body 15 supports the axle 14 so as to be displaceable in the vertical direction by a suspension system including an air spring section 152, and the running wheels 13 are rotatably supported at both ends of the axle 14 by bearings. The bogie body 15 of this embodiment has a suspension frame 151, an air spring section 152, and an air spring puncture control circuit 153. The suspension frame 151 is fixed to the car body 11 and supports each of the devices constituting the bogie body 15, and at the same time connects to the guide frame 161 of the guide device 16 which will be described later.

[0021] The air spring section 152 is connected to the axle 14 and the suspension frame 151 at positions separated in the width direction Dw. The air spring section 152 is a suspension device that dampens vertical vibrations Dv generated in the vehicle body 11 from the axle 14 by high-pressure air (compressed air) supplied inside. In other words, the air spring section 152 is capable of damping vertical vibrations Dv generated in the vehicle body 11 by the air supplied inside. In this embodiment, the air spring section 152 mitigates the relative vertical vibration of the running wheels 13 with respect to the vehicle body 11. The spring stiffness of the air spring section 152 is basically smaller than the spring stiffness of the running wheels 13, and the vehicle has a two-degree-of-freedom spring system. The air spring section 152 of this embodiment has a first air spring section 152A positioned close to the first running wheel 13A in the width direction Dw, and a second air spring section 152B positioned close to the second running wheel 13B in the width direction Dw. The first air spring section 152A and the second air spring section 152B are positioned at separate locations in the width direction Dw. When viewed from the running direction Da, the first air spring section 152A and the second air spring section 152B are positioned between the first running wheel 13A and the second running wheel 13B in the width direction Dw.

[0022] The air spring puncture control circuit 153 adjusts the amount of air in the air spring section 152 to maintain a constant height of the vehicle body in response to changes in vehicle weight due to increases or decreases in the number of passengers. At the same time, it can also vent the air from the air spring to create a puncture state in emergencies such as earthquakes. Therefore, the air spring puncture control circuit 153 is capable of adjusting the position of the vehicle body 11 in the vertical direction Dv by the air spring section 152. Furthermore, the air spring puncture control circuit 153 is capable of completely venting the air from the air spring section 152 to the outside. The air spring puncture control circuit 153 is controlled by control equipment (not shown) mounted on the vehicle body 11. In this embodiment, when the rolling suppression section 20 (described later) suppresses the rotation of the guide frame 161, the air spring puncture control circuit 153 vents all the air from the air spring section 152 to suppress the rolling of the vehicle body 11 and effectively suppresses the influence on the rotation of the guide frame. As shown in Figure 2, the air spring puncture control circuit 153 of this embodiment includes an air tank 1531, a stop valve 1532, a switching valve 1533, a first height adjustment valve 1534, a second height adjustment valve 1535, a differential pressure valve 1536, an exhaust silencer 1537, and an earthquake detection control unit 1538.

[0023] The air tank 1531 stores the air supplied to the air spring section 152. The air tank 1531 is the air supply source for the air spring puncture control circuit 153. The air tank 1531 is located under the vehicle floor so as not to interfere with the suspension frame 151. The stop valve 1532 is an on / off valve that switches the air supply state from the air tank 1531 to the switching valve 1533.

[0024] The switching valve 1533 is switchable between a supply state, which supplies air to the first height adjustment valve 1534 and the second height adjustment valve 1535, and an exhaust state, which exhausts air from the first air spring section 152A and the second air spring section 152B. In the supply state, the switching valve 1533 supplies air supplied from the air tank 1531 via the stop valve 1532 to the first height adjustment valve 1534 and the second height adjustment valve 1535. Also, in the supply state, the switching valve 1533 does not exhaust air from the first air spring section 152A and the second air spring section 152B. On the other hand, in the exhaust state, the switching valve 1533 exhausts all the air inside the first air spring section 152A and the second air spring section 152B through the exhaust silencer 1537. Furthermore, in the exhaust state, the switching valve 1533 does not supply air supplied from the air tank 1531 to the first height adjustment valve 1534 and the second height adjustment valve 1535.

[0025] The first height adjustment valve 1534 and the second height adjustment valve 1535 adjust the supply and exhaust of air to the air spring section in response to changes in the vehicle weight due to increases or decreases in the number of passengers, and vertical displacement of the vehicle body 11 due to the weight balance in the width direction Dw of the vehicle body 11, thereby maintaining a constant height for the vehicle body 11. This ensures that the horizontal and height of the vehicle body 11 is maintained. The first height adjustment valve 1534 is positioned corresponding to the first air spring section 152A. The second height adjustment valve 1535 is positioned corresponding to the second air spring section 152B. When a difference in internal pressure occurs between the first air spring section 152A and the second air spring section 152B, the differential pressure valve 1536 adjusts the flow from the higher pressure section to the lower pressure section to maintain the differential pressure below a certain level, so that the difference does not exceed a set value. The exhaust silencer 1537 exhausts the air sent from the air spring section 152 to the outside via the switching valve 1533. The exhaust silencer 1537 of this embodiment reduces exhaust noise when exhausting air.

[0026] The earthquake detection control unit 1538 detects the occurrence of an earthquake and sends an instruction to the switching valve 1533 to switch from the supply state to the exhaust state. In this embodiment, the earthquake detection control unit 1538 detects vibrations generated in the vehicle 10 due to the earthquake, and signals for emergency stop of the vehicle 10 due to the earthquake, as earthquake occurrence information. The switching valve 1533 may be controlled by a control device independent of the earthquake detection control unit 1538.

[0027] As shown in Figure 1, the guide device 16 guides the vehicle body 11 along the guide rail 52. The guide device 16 comprises a guide frame 161, guide wheels 162, and branching wheels 163. The guide frame 161 is attached to the bogie body 15. Specifically, the guide frame 161 is positioned in the front-rear position in the running direction Da relative to the axle 14 on the bogie body 15, or on the vehicle end side of the vehicle 10. The guide frame 161 is a square pipe-shaped member extending in the width direction Dw. Both ends of the guide frame 161 in the width direction Dw are located outside the width direction Dw relative to the running wheels 13 and the vehicle body 11. One guide wheel 162 is attached to each end of the guide frame 161.

[0028] Multiple guide wheels 162 are arranged on the lower part of the vehicle body 11. The outer circumference of each guide wheel 162 is made of an elastic material such as urethane rubber. The guide wheels 162 are positioned at the ends of the guide frame 161. The guide wheels 162 are rotatably supported relative to the guide frame 161 around a rotation axis extending in the vertical direction Dv. The guide wheels 162 are arranged in pairs, spaced apart in the width direction Dw, so that they can contact the left and right guide rails 52, which will be described later.

[0029] The branching wheel 163 is positioned below the guide wheel 162 in the vertical direction Dv and outside the vehicle body 11 in the width direction Dw. More specifically, the branching wheel 163 is positioned below the guide wheel 162 in the vertical direction Dv and at the end of the guide frame 161. The branching wheel 163 is rotatably supported relative to the guide frame 161 around a rotation axis different from the rotation axis of the guide wheel 162. The branching wheels 163 are positioned in pairs, separated in the width direction Dw, so as to be able to contact the branching guide 73, which will be described later.

[0030] The rolling suppression unit (rotation suppression unit) 20 is positioned below the vehicle body 11 in the vertical direction Dv. The rolling suppression unit 20 is capable of suppressing the rotation of the guide frame 161 around a virtual axis O extending in the travel direction Da. The rolling suppression unit 20 suppresses the rotation of the guide frame 161 in the rolling direction so that the vertical displacement of the guide wheel 162 in the vertical direction Dv is less than or equal to a predetermined specified value. Here, the specified value is the value at which the guide wheel 162 can be considered not to derail from the guide rail 52. For example, in this embodiment, the specified value is the thickness of the guide rail 52 in the vertical direction Dv. The rolling suppression unit 20 in this embodiment includes a first roller 21, a second roller 22, an interlocking connection unit 23, a first damping unit 24, a second damping unit 25, and a stopper unit 26.

[0031] The first roller 21 is positioned in front of the first running wheel 13A in the direction of travel Da. When viewed from the direction of travel Da, the first roller 21 is positioned so that the center of the first running wheel 13A and the center of the width direction Dw coincide. When viewed from the direction of travel Da, the first roller 21 is positioned below the guide frame 161 in the vertical direction Dv. The first roller 21 is rotatable in the same direction as the first running wheel 13A. The first roller 21 is a rubber tire with a smaller outer diameter than the running wheel 13. During normal operation when the vehicle 10 is not tilted relative to the running surface 51a, the first roller 21 is positioned above the running surface 51a in the vertical direction Dv. The first roller 21 rotates when it comes into contact with the running surface 51a.

[0032] The second roller 22 is positioned in front of the second running wheel 13B in the direction of travel Da. In other words, the second roller 22 is positioned at a distance Dw in the width direction relative to the first roller 21. When viewed from the direction of travel Da, the second roller 22 is positioned so that the center of the second running wheel 13B and the center of the width direction Dw coincide. When viewed from the direction of travel Da, the second roller 22 is positioned below the guide frame 161 in the vertical direction Dv. The second roller 22 is rotatable in the same direction as the second running wheel 13B. The second roller 22 is a rubber tire with the same diameter as the first roller 21. When the vehicle 10 is not tilted relative to the running surface 51a during normal operation, the second roller 22 is positioned at a distance Dv above the running surface 51a in the vertical direction. The distance Dv from the running surface 51a to the second roller 22 is the same as that of the first rotor. The second roller 22 rotates when it comes into contact with the running surface 51a.

[0033] The interlocking connection section 23 connects the first roller 21 and the second roller 22 so as to interlock their movements relative to the guide frame 161. In this embodiment, when the first roller 21 moves toward the guide frame 161 in the vertical direction Dv, the interlocking connection section 23 moves the second roller 22 toward the guide frame 161, and when the first roller 21 moves toward the guide frame 161, the interlocking connection section 23 moves the second roller 22 toward the guide frame 161. The interlocking connection section 23 includes a first rotation support section 231, a second rotation support section 232, and a tension rod 233.

[0034] The first rotation support portion 231 is rotatably connected to the guide frame 161 and the first roller 21. The first rotation support portion 231 is a rod-shaped member that extends diagonally straight from the guide frame 161 to the first roller 21. The upper end of the first rotation support portion 231 in the vertical direction Dv is rotatably connected to the guide frame 161 around an axis extending in the travel direction Da. The connection position between the first rotation support portion 231 and the guide frame 161 is located close to the first air spring portion 152A in the width direction Dw. The lower end of the first rotation support portion 231 in the vertical direction Dv is rotatably connected to the first roller 21 around an axis extending in the travel direction Da.

[0035] The second rotation support section 232 is rotatably connected to the guide frame 161 and the second roller 22. The second rotation support section 232 is a rod-shaped member that extends diagonally straight from the guide frame 161 to the second roller 22. The upper end of the second rotation support section 232 in the vertical direction Dv is rotatably connected to the guide frame 161 around an axis extending in the travel direction Da. The connection position between the second rotation support section 232 and the guide frame 161 is located close to the second air spring section 152B in the width direction Dw. The lower end of the second rotation support section 232 in the vertical direction Dv is rotatably connected to the second roller 22 around an axis extending in the travel direction Da.

[0036] The tension rod 233 is rotatably connected to the first rotation support 231 and the second rotation support 232. The tension rod 233 is designed so that only tension is applied between the first rotation support 231 and the second rotation support 232, pulling against each other. One end of the tension rod 233 in the width direction Dw is rotatably connected to the middle of the first rotation support 231 around an axis extending in the travel direction Da. The other end of the tension rod 233 in the width direction Dw is rotatably connected to the middle of the second rotation support 232 around an axis extending in the travel direction Da. The tension rod 233 extends straight from the first rotation support 231 to the second rotation support 232, vertically downward Dv relative to the guide frame 161.

[0037] The first damping section 24 has the function of generating a damping force to mitigate the vertical impact Dv generated from the first roller 21 to the guide frame 161. In this embodiment, the first damping section 24 is rotatably connected to the guide frame 161 and the first rotation support section 231 around an axis extending in the travel direction Da. Specifically, the first damping section 24 is connected to the guide frame 161 outside the connection point between the first rotation support section 231 and the guide frame 161 in the width direction Dw. The first damping section 24 is connected to the first rotation support section 231 at the same position as the connection point between the first rotation support section 231 and the tension rod 233. The first damping section 24 dampens the rotational movement of the first rotation support section 231 relative to the guide frame 161. The first damping section 24 is, for example, a damper or shock absorber that absorbs energy through the resistance caused by the fluid sealed inside passing through a throttling provided on the piston as a piston moves inside a cylinder filled with a fluid such as oil or air.

[0038] The second damping section 25 has the function of generating a damping force to mitigate the vertical impact Dv generated from the second roller 22 to the guide frame 161. In this embodiment, the second damping section 25 is rotatably connected to the guide frame 161 and the second rotation support section 232 around an axis extending in the travel direction Da. Specifically, the second damping section 25 is connected to the guide frame 161 outside the connection point between the second rotation support section 232 and the guide frame 161 in the width direction Dw. The second damping section 25 is connected to the second rotation support section 232 at the same position as the connection point between the second rotation support section 232 and the tension rod 233. The second damping section 25 dampens the rotational movement of the second rotation support section 232 relative to the guide frame 161. The second damping section 25 is, for example, the same damper or shock absorber as the first damping section 24.

[0039] The stopper section 26 restricts the upward displacement of the first roller 21 and the second roller 22 in the vertical direction Dv. The stopper section 26 is made of an elastic material such as rubber that can reduce impact. The stopper section 26 in this embodiment has a first stopper 261 and a second stopper 262.

[0040] The first stopper 261 restricts the upward displacement of the first roller 21 in the vertical direction Dv. The first stopper 261 is fixed so as to protrude downward in the vertical direction Dv relative to the guide frame 161. In the width direction Dw, the first stopper 261 is positioned between the connection point between the first rotation support part 231 and the guide frame 161 and the connection point between the first damping part 24 and the guide frame 161. When viewed from the front in the travel direction Da, the first stopper 261 contacts the first rotation support part 231 from above in the vertical direction Dv when the first rotation support part 231 rotates clockwise, thereby restricting the rotational movement. During normal operation when the vehicle 10 is not tilted with respect to the travel surface 51a, the first stopper 261 is positioned above the first rotation support part 231 in the vertical direction Dv.

[0041] The second stopper 262 restricts the upward displacement of the second roller 22 in the vertical direction Dv. The second stopper 262 is fixed so as to protrude downward in the vertical direction Dv relative to the guide frame 161. In the width direction Dw, the second stopper 262 is positioned between the connection point between the second rotation support part 232 and the guide frame 161 and the connection point between the second damping part 25 and the guide frame 161. When viewed from the front in the travel direction Da, the second stopper 262 contacts the second rotation support part 232 from above in the vertical direction Dv when the second rotation support part 232 rotates counterclockwise, thereby restricting its rotational movement. During normal operation when the vehicle 10 is not tilted with respect to the running surface 51a, the second stopper 262 is positioned above the second rotation support part 232 in the vertical direction Dv.

[0042] (Orbital configuration) A vehicle 10 is capable of traveling on the track 50. The track 50 extends along a predetermined route. A running path 51 is formed on the track 50 on which the vehicle 10 travels. The running path 51 extends in the extension direction De. Here, the extension direction De is the direction that intersects (orthogonal in this embodiment) the vertical direction Dv, and is the direction in which the track 50 extends. The extension direction De is also the direction Da in which the vehicle 10 travels. A running surface 51a is formed on each running path 51. The running surface 51a is a flat surface on which the running wheels 13 can roll and make contact when the vehicle 10 travels on the running path 51. Therefore, a pair of running surfaces 51a are formed, spaced apart in the width direction Dw, which intersects (orthogonal in this embodiment) the extension direction De and the vertical direction Dv, so as to correspond to the positions of the pair of running wheels 13 of the vehicle 10. The running surface 51a is flat across its entire surface, allowing the running wheels 13, which are fitted with rubber tires of the vehicle 10, to roll on it. The vehicle 10 travels along the running path 51 as the running wheels 13 roll on the running surface 51a.

[0043] In this embodiment, the running surface 51a has areas that are actually formed separately in the width direction Dw, and areas that are connected in the width direction Dw and formed integrally as part of the flat upper surface of the running road 51, extending from left to right. Therefore, the running surface 51a in this embodiment is the area on the upper surface of the running road 51 that faces upward in the vertical direction Dv, and is assumed to be in contact with the running wheels 13 when the vehicle 10 is traveling on the running road 51. In addition, the surface of the running surface 51a has areas that are grooved or roughened to an extent that does not impair flatness, so that the surface of the running surface 51a is a surface that ensures a coefficient of friction with the tire tread during rainfall, etc., and prevents slipping during acceleration and deceleration.

[0044] Furthermore, the track 50 of this embodiment further includes a guide rail 52 and a branching guide 73 for guiding the vehicle 10. The guide rail 52 guides the vehicle 10 as it travels along the running track 51. The guide rail 52 is made contactable by the guide wheel 162 and guides the vehicle 10 in the direction of travel Da so as to move along the running track 51. The guide rail 52 extends in the extension direction De over the total length of the track 50. The guide rail 52 is a rail-shaped member formed from H-shaped steel or I-shaped steel. More specifically, the guide rail 52 has a guide surface 52a to which the guide wheel 162 can make contact. The guide surface 52a is a plane that extends in the vertical direction Dv and in the direction of travel Da. The guide surface 52a is a plane that faces inward in the width direction Dw on the guide rail 52. A pair of guide rails 52 are arranged on the outside in the width direction Dw relative to the upper surface of the running track 51 (the surface including the running surface 51a). The guide rail 52 extends in the extension direction De at the same height from the upper surface of the running track 51.

[0045] The branch guide 73 is positioned on the branch road and guides the vehicle 10's path by contacting the branch wheel 163. The branch guide 73 is positioned on the outside in the width direction Dw relative to the running track 51. In this embodiment, the branch guide 73 is positioned on both sides in the width direction Dw when viewed from the front in the running direction Da relative to the running track 51, but the branch guide 73 on the guiding side extends inward from the guide rail 52, and the branch guide on the non-guiding side is retracted under the guide rail 52. In other words, the branch guide 73 can be switched by a switch to guide to one side or the other on the branch road. In this embodiment, the branch guide 73 guides the vehicle 10's path by contacting only the branch wheel 163 on one side in the width direction Dw (the right side when viewed from the front in the running direction Da). In this embodiment, the branch guide 73 is a rail-shaped member with an L-shaped cross-sectional shape when viewed from the running direction Da.

[0046] (Effects and Benefits) In the side-guided vehicle 10 of the first embodiment described above, if an earthquake occurs while the vehicle 10 is traveling, the vehicle 10 will roll (rotate) significantly around the axis extending in the direction of travel Da, and the guide wheels 162 and branch wheels 163 located outside the vehicle 10 in the width direction Dw will also move significantly up and down. At that time, the rolling suppression unit 20 suppresses the rotation of the guide frame 161 around the virtual axis O so that the amount of displacement of the guide wheel 162 in the vertical direction Dv does not exceed half of the width (thickness in the height direction) of the guide wheel 162 from the upper end of the guide surface 52a of the guide rail 52 in the vertical direction Dv, which is a predetermined value. As a result, rolling of the guide frame 161 can be suppressed. Therefore, the amount of displacement of the guide wheel 162 in the vertical direction Dv due to an earthquake can be suppressed.

[0047] In particular, the specified value is less than or equal to half the width of the guide wheel 162 from the upper end of the guide rail 52 in the vertical direction Dv, so that the guide wheel 162 cannot move to a position that would cause it to detach from the guide rail 52. This reliably prevents the guide wheel 162 from coming off and suppresses the amount of upward displacement of the guide wheel 162 in the vertical direction Dv caused by an earthquake.

[0048] Furthermore, by suppressing the vertical displacement Dv of the guide wheel 162, the upward displacement Dv of the branch wheel 163, which is connected to the same guide frame 161 as the guide wheel 162, can also be suppressed.

[0049] Furthermore, in this embodiment, when the earthquake detection control unit 1538 detects the occurrence of an earthquake and sends a signal to the switching valve 1533, the switching valve 1533 switches from the supply state to the exhaust state. When the switching valve 1533 is in the exhaust state, the supply of air from the air tank 1531 to the first air spring section 152A and the second air spring section 152B via the first height adjustment valve 1534 and the second height adjustment valve 1535 is stopped. At the same time, the air inside the first air spring section 152A and the second air spring section 152B is exhausted to the outside through the exhaust silencer 1537 via the switching valve 1533. As a result of the exhaust of air inside the first air spring section 152A and the second air spring section 152B, the first air spring section 152A and the second air spring section 152B become flattened as if they have burst. As a result, the vertical displacement Dv generated in the vehicle body 11 by the first air spring section 152A and the second air spring section 152B can be suppressed. This makes it possible to suppress the rolling of the vehicle body 11 due to earthquakes. In the vehicle 10, the rigidity against rolling of the air spring section 152 is very small (about 1 / 6) compared to the running wheels 13. Therefore, even if the rolling of the guide frame 161 is suppressed by the rolling suppression section 20, the vehicle body 11 may still roll significantly due to the air spring section 152. As a result, the guide frame 161 also rolls significantly, pulled along with the rolling of the vehicle body 11. In contrast, as in this embodiment, by exhausting all the air from the air spring section 152 and suppressing the rolling of the vehicle body 11, the rolling of the guide frame 161 can be suppressed more effectively. Therefore, the amount of vertical displacement Dv of the guide wheel 162 due to earthquakes can be suppressed.

[0050] Furthermore, by exhausting the air from the first air spring section 152A and the second air spring section 152B without going through the first height adjustment valve 1534 and the second height adjustment valve 1535, the air from the first air spring section 152A and the second air spring section 152B can be quickly emptied. In addition, the air exhaust circuit consists only of the switching valve 1533, without going through the first height adjustment valve 1534 and the second height adjustment valve 1535. As a result, when returning the first air spring section 152A and the second air spring section 152B to their original state, air can be quickly supplied into the first air spring section 152A and the second air spring section 152B. Therefore, the vehicle 10, which is stopped after the shaking of an earthquake has subsided, can be quickly restored to an drivable state.

[0051] Furthermore, in this embodiment, for example, if the guide wheel 162 near the position where the first running wheel 13A is located moves downward in the vertical direction Dv, the first roller 21 comes into contact with the running surface 51a, as shown in Figure 3. The movement caused by the first roller 21 coming into contact with the running surface 51a causes the first rotation support 231 to rotate and is damped by the first damping 24. Next, the interlocking connection 23 pulls the second rotation support 232 in conjunction with the movement of the first roller 21, causing the second roller 22 to begin moving. The movement of the second roller 22 is then damped by the second damping 25. In this way, the movements of the first roller 21 and the second roller 22 are interlocked by the interlocking connection 23, causing the first damping 24 and the second damping 25 to work together to effectively suppress the rolling of the guide frame 161. Therefore, the amount of displacement of the guide wheel 162 in the vertical direction Dv due to an earthquake can be greatly suppressed.

[0052] More specifically, when an earthquake causes rolling resonance in the vehicle 10, the vehicle 10 and the guide frame 161 tilt to the left when viewed from the front in the direction of vehicle travel, and the first roller 21 comes into contact with the running surface 51a, pushing the first rotation support 231 upward in the vertical direction Dv. As a result, the first rotation support 231 rotates clockwise relative to the guide frame 161, and a compressive force acts on the first damping unit 24. This movement is dampened in the first damping unit 24, generating a compressive reaction force from the first damping unit 24 to the first rotation support 231, weakening the clockwise movement of the first rotation support 231 and also weakening the rolling movement of the guide frame 161. As a result, this process is repeated, suppressing the rolling of the guide frame 161 around the first rotation support 231.

[0053] Simultaneously, as the first rotating support 231 rotates clockwise, the tension rod 233 connected to the first rotating support 231 pulls the second rotating support 232. The second rotating support 232 then rotates clockwise relative to the guide frame 161, causing a tensile movement in the second damping section 25. This movement is dampened in the second damping section 25, generating a tensile reaction force from the second damping section 25 to the second rotating support 232. This weakens the clockwise movement of the second rotating support 232, and at the same time, this force is transmitted to the first rotating support 231 through the tension rod 233, weakening the movement of the first rotating support 231. As a result, the combined damping forces of the first damping section 24 and the second damping section 25 reduce the rolling movement of the guide frame 161. This process is repeated, suppressing the rolling of the guide frame 161 around the second rotating support 232. In this way, the first damping section 24 and the second damping section 25 around the first rotation support section 231 and the second rotation support section 232 work in conjunction to effectively suppress the rolling of the guide frame 161. Therefore, the amount of vertical displacement Dv of the guide wheel 162 due to an earthquake can be greatly suppressed.

[0054] In addition, the above description explains the case where the first roller 21 contacts the running surface 51a first. However, if the second roller 22 contacts the running surface 51a first, the above-described operation will occur in the order of the second rotation support part 232 to the first rotation support part 231.

[0055] Furthermore, the first damping section 24 and the second damping section 25 can dampen the impact multiple times. Therefore, even if the vehicle 10 experiences rolling resonance due to earthquake shaking, and the first roller 21 and the second roller 22 repeatedly hit the running surface 51a until the earthquake subsides, the resonance phenomenon can be effectively suppressed. In addition, the movement of the first roller 21 and the second roller 22 when they contact the running surface 51a can be buffered, and damage to the first roller 21 and the second roller 22 can be reduced. Moreover, when the first roller 21 contacts the running surface 51a and the first rotation support section 231 moves clockwise, the tension rod 233 also causes the second rotation support section 232 to move clockwise. As a result, the position of the second roller 22 is closer to the running surface 51a, and when the rolling of the guide frame 161 tilts to the right, the second roller 22 contacts the running surface over a shorter distance, reducing the impact. In this way, the interlocking of the first rotation support section 231 and the second rotation support section 232 by the tension rod 233 reduces the impact from the initial contact of the first roller 21 with the running surface, while the impact from the rolling of the guide frame 161 with the running surface of the second roller 22 is reduced. As a result, damage to the first roller 21 and the second roller 22 is suppressed, and the rolling suppression effect of the guide frame 161 is also increased.

[0056] Furthermore, the first stopper 261, which contacts the first rotation support 231 from above in the vertical direction Dv, restricts the amount of upward displacement of the first roller 21 in the vertical direction Dv. Similarly, the second stopper 262, which contacts the second rotation support 232 from above in the vertical direction Dv, restricts the amount of upward displacement of the second roller 22 in the vertical direction Dv. As a result, even if one of the first roller 21 and the second roller 22 makes strong contact with the running surface 51a, such as in the case of a large initial tremor caused by an earthquake, and a force is generated that causes the other roller to bounce up significantly, the amount of displacement is suppressed by the first stopper 261 or the second stopper 262. Therefore, it is possible to prevent the first rotation support 231 connected to the first roller 21 and the second rotation support 232 connected to the second roller 22 from contacting the guide frame 161 and being damaged.

[0057] <Second Embodiment> Next, a second embodiment of the side-guided vehicle 10 according to this disclosure will be described. In the side-guided vehicle 10 described below, components common to the first embodiment are denoted by the same reference numerals in the figures and their descriptions are omitted.

[0058] As shown in Figure 4, the structure of the rolling suppression section 20A is different in the side-guided vehicle 10 of the second embodiment. The rolling suppression section 20A of the second embodiment includes a first roller 21, a second roller 22, an interlocking connection section 23A, a first damping section 24A, a second damping section 25A, and a stopper section 26A.

[0059] The interlocking connection section 23A connects the first roller 21 and the second roller 22 so as to interlock their movements relative to the guide frame 161. In this embodiment, the interlocking connection section 23A lowers the second roller 22 when the first roller 21 rises in the vertical direction Dv, and lowers the first roller 21 when the second roller 22 rises. The interlocking connection section 23A includes a first bending support section 27, a second bending support section 28, and a tension rod 233A.

[0060] The first bending support section 27 is connected to the suspension frame 151 and the first roller 21. The first bending support section 27 is an L-shaped member that is bent in the middle. The first bending support section 27 has a first long member 271 and a first short member 272.

[0061] The first elongated member 271 extends straight from the first roller 21 toward the suspension frame 151. The tip of the first elongated member 271 is fixed to the first roller 21 in a non-rotatable manner. The first elongated member 271 is positioned below the suspension frame 151 in the vertical direction Dv.

[0062] The first short member 272 extends from the end of the first long member 271 in a direction different from that of the first long member 271. The first short member 272 extends at an acute angle to the first long member 271. The first short member 272 is formed to be shorter than the first long member 271. The first short member 272 is formed integrally with the first long member 271. With the first short member 272 positioned below the suspension frame 151 in the vertical direction Dv, the connection point between the first long member 271 and the first short member 272 is rotatably connected to the suspension frame 151. In other words, the first bent support portion 27 is rotatably connected to the suspension frame 151 at the bent corner portion.

[0063] The second bending support section 28 is connected to the suspension frame 151 and the second roller 22. The second bending support section 28 is an L-shaped member that is bent in the middle. The second bending support section 28 has a second long member 281 and a second short member 282.

[0064] The second elongated member 281 extends straight from the second roller 22 toward the suspension frame 151. The tip of the second elongated member 281 is fixed to the second roller 22 in a non-rotatable manner. The second elongated member 281 is positioned below the suspension frame 151 in the vertical direction Dv.

[0065] The second short member 282 extends from the end of the second long member 281 in a different direction from the second long member 281. The second short member 282 extends at an acute angle to the second long member 281. The second short member 282 is formed to be shorter than the second long member 281. The second short member 282 is formed integrally with the second long member 281. With the second short member 282 positioned vertically downward Dv relative to the bogie body 15, the connection point between the second long member 281 and the second short member 282 is rotatably connected to the suspension frame 151. In other words, the second bending support 28 is rotatably connected to the suspension frame 151 at its bending corner. The connection point between the second bending support 28 and the suspension frame 151 is separated in the width direction Dw from the connection point between the first bending support 27 and the suspension frame 151.

[0066] The member fixing portion 29 is fixed to the center of the lower surface of the left and right connecting beams 46 of the suspension frame, which are integrally fixed to the lower ends of two vertical beams that extend in the vertical direction Dv of the suspension frame 151 between the first bending support portion 27 and the second bending support portion 28. The member fixing portion 29 extends downward from the suspension frame 151 in the vertical direction Dv. The member fixing portion 29 is fixed to the suspension frame 151. In the width direction Dw, the member fixing portion 29 is positioned midway between the connection point between the first bending support portion 27 and the suspension frame 151 and the connection point between the second bending support portion 28 and the suspension frame 151.

[0067] The tension rod 233A is rotatably connected to the first bending support portion 27 and the second bending support portion 28. One end of the tension rod 233A in the width direction Dw is rotatably connected to the tip of the first short member 272. The other end of the tension rod 233A in the width direction Dw is rotatably connected to the tip of the second short member 282. The tension rod 233A extends straight from the first short member 272 to the second short member 282, vertically downward Dv relative to the member fixing portion 29.

[0068] The first damping section 24A has the function of generating a damping force to mitigate the vertical impact Dv generated from the first roller 21 to the suspension frame 151. In the second embodiment, the first damping section 24A is rotatably connected to the member fixing section 29 and the first short member 272. Specifically, the first damping section 24A is connected to the first short member 272 at an intermediate position between the connection point between the first short member 272 and the suspension frame 151 and the connection point between the first short member 272 and the tension rod 233A. The first damping section 24A is connected to the lower part of the member fixing section 29 in the vertical direction Dv. The first damping section 24A dampens the rotational displacement movement of the first short member 272 relative to the member fixing section 29. The first damping section 24A is, as in the first embodiment, for example, a damper or shock absorber.

[0069] The second damping section 25A has the function of generating a damping force to mitigate the vertical impact Dv generated from the second roller 22 to the suspension frame 151. In the second embodiment, the second damping section 25A is rotatably connected to the member fixing section 29 and the second short member 282. Specifically, the second damping section 25A is connected to the second short member 282 at an intermediate point between the connection point between the second short member 282 and the suspension frame 151 and the connection point between the second short member 282 and the tension rod 233A. The second damping section 25A is connected to the lower part of the member fixing section 29 in the vertical direction Dv. The second damping section 25A dampens the rotational displacement movement of the second short member 282 relative to the member fixing section 29. The second damping section 25A is the same damper or shock absorber as the first damping section 24A.

[0070] The stopper section 26A restricts the amount of upward displacement of the first roller 21 and the second roller 22 in the vertical direction Dv. The stopper section 26A is made of an elastic material such as rubber that can reduce impact. The stopper section 26A in this embodiment has a first stopper 261A and a second stopper 262A.

[0071] The first stopper 261A restricts the upward displacement of the first roller 21 in the vertical direction Dv. The first stopper 261A is fixed to the suspension frame 151 so as to protrude downward in the vertical direction Dv. When viewed from the front in the travel direction Da, the first stopper 261A contacts the first elongated member 271 from above in the vertical direction Dv when the first elongated member 271 rotates clockwise, thereby restricting the rotational movement. During normal operation when the vehicle 10 is not tilted with respect to the running surface 51a, the first stopper 261A is positioned above the first elongated member 271 in the vertical direction Dv.

[0072] The second stopper 262A restricts the upward displacement of the second roller 22 in the vertical direction Dv. The second stopper 262A is fixed to the suspension frame 151 so as to protrude downward in the vertical direction Dv. When viewed from the front in the travel direction Da, the second stopper 262A contacts the second long member 281 from above in the vertical direction Dv when the second long member 281 rotates counterclockwise, thereby restricting the rotational movement. During normal operation when the vehicle 10 is not tilted with respect to the running surface 51a, the second stopper 262A is positioned above the second long member 281 in the vertical direction Dv.

[0073] (Effects and Benefits) In the side-guided vehicle 10 of the second embodiment described above, for example, when the guide wheel 162 near the position where the first running wheel 13A is located moves downward in the vertical direction Dv, the first roller 21 comes into contact with the running surface 51a. When the first roller 21 comes into contact with the running surface 51a, the first long member 271 is pushed upward in the vertical direction Dv. As a result, the first long member 271 rotates clockwise with respect to the suspension frame 151. This causes the first short member 272, which is integrally formed with the first long member 271, to also rotate clockwise with respect to the suspension frame 151. Furthermore, the clockwise rotation of the first short member 272 causes a tensile displacement to act on the first damping section 24A. This movement is dampened by the damping force of the first damping section 24A, and a reaction force is generated from the first damping section 24A to the first short member 272. This suppresses the clockwise rotation of the first long member 271 with respect to the suspension frame 151. As this process is repeated, the rolling of the trolley body 15 around the first bending support section 27 is suppressed.

[0074] Simultaneously, as the first short member 272 rotates clockwise, the tension rod 233A connected to the first short member 272 pulls the second short member 282. As a result, the second short member 282 rotates clockwise relative to the suspension frame 151, and the second long member 281, which is integrally formed with the second short member 282, also rotates clockwise relative to the suspension frame 151. Furthermore, as the second short member 282 rotates clockwise, a compressive displacement acts on the second damping section 25A. This movement is dampened by the damping force of the second damping section 25A, generating a reaction force from the second damping section 25A to the second short member 282. This reaction force is then transmitted from the second short member 282 through the tension rod 233A to the first short member 272, suppressing the clockwise rotation of the first long member 271 relative to the suspension frame 151. This process is repeated, suppressing the rolling of the suspension frame 151 around the second bending support section 28. In this way, the first damping section 24A and the second damping section 25A work in conjunction around the first bending support section 27 and the second bending support section 28 to effectively suppress the rolling of the bogie body 15. By suppressing the rolling of the bogie body 15, the rolling of the guide frame 161 fixed to the bogie body 15 can also be suppressed. Therefore, the amount of vertical displacement Dv of the guide wheel 162 due to an earthquake can be greatly suppressed. Furthermore, by also using the air spring puncture control circuit 153 shown in Figure 2, the rolling of the vehicle body 11 does not affect the bogie body 15, thus increasing the rolling suppression effect of the bogie body 15.

[0075] <Third Embodiment> Next, a third embodiment of the side-guided vehicle 10 according to this disclosure will be described. In the side-guided vehicle 10 described below, components common to the first and third embodiments described above are denoted by the same reference numerals in the figures and their descriptions are omitted.

[0076] As shown in Figure 5, the structure of the rotation suppression unit 20B in the side-guided vehicle 10 of the third embodiment differs from that of the first embodiment. The rotation suppression unit 20B of the third embodiment includes a first roller 21, a second roller 22, an interlocking connection unit 23B, a first cylinder (first damping unit) 24B, a second cylinder (second damping unit) 25B, and a damping air control circuit 40.

[0077] In the third embodiment, the interlocking connection section 23B connects the first roller 21 and the second roller 22 of the bogie body 15 by a roller connection section 30 made of a rigid member. In this embodiment, the interlocking connection section 23B has the function of maintaining a state in which the first roller 21 and the second roller 22 are lowered by the first cylinder 24B and the second cylinder 25B in the vertical direction Dv and pressed against the running surface 51a, regardless of the movement of the vehicle body 11. The interlocking connection section 23B includes a roller connection section 30 and a horizontal position maintaining section 31.

[0078] The roller connection section 30 is connected to the first roller 21 and the second roller 22. The roller connection section 30 is a rod-shaped rigid member that extends straight in the width direction Dw. One end of the roller connection section 30 in the width direction Dw is fixed to the first roller 21. The other end of the roller connection section 30 in the width direction Dw is fixed to the second roller 22. The roller connection section 30 is positioned below the suspension frame 151 in the vertical direction Dv.

[0079] The horizontal position maintenance unit 31 connects the roller connection unit 30 to the trolley body 15. The horizontal position maintenance unit 31 is for maintaining the position of the roller connection unit 30 relative to the trolley body 15 in the width direction Dw and the travel direction Da at a predetermined fixed position. The horizontal position maintenance unit 31 in this embodiment has a first front-rear positioning rod 311, a second front-rear positioning rod 312, and a left-right positioning rod 313.

[0080] The first front-rear positioning rod 311 is rotatably connected to the traveling carriage 12 and the roller connection section 30. The first front-rear positioning rod 311 extends straight from the traveling carriage 12 to the roller connection section 30. The first front-rear positioning rod 311 restricts the movement of the roller connection section 30 in the traveling direction Da relative to the traveling carriage 12. The first front-rear positioning rod 311 is composed of a rigid rod with rotatable sections at both ends.

[0081] The second front-rear positioning rod 312 is rotatably connected to the trolley 12 and the roller connection 30. The second front-rear positioning rod 312 is positioned away from the first front-rear positioning rod 311 in the width direction Dw. In the width direction Dw, the second front-rear positioning rod 312 is positioned closer to the second roller 22 relative to the first front-rear positioning rod 311. The second front-rear positioning rod 312 extends parallel to the first front-rear positioning rod 311, slightly obliquely in the travel direction Da from the lower end of the suspension frame 151 to the roller connection 30. The second front-rear positioning rod 312 restricts the movement of the roller connection 30 in the travel direction Da relative to the trolley 12. Therefore, the position of the roller connection 30 in the travel direction Da relative to the trolley 12 is maintained at a constant position by the first front-rear positioning rod 311 and the second front-rear positioning rod 312.

[0082] The left-right positioning rods 313 restrict the movement of the roller connection portion 30 in the width direction Dw relative to the traveling bogie 12. The left-right positioning rods 313 are rotatably connected to the lower part of the inner surface of the suspension frame 151 and to the roller connection portion 30. The left-right positioning rods 313 extend diagonally straight from the traveling bogie 12 to the roller connection portion 30. The left-right positioning rods 313 extend diagonally from the lower part of the inner surface of the suspension frame 151, approaching the roller connection portion 30 and then approaching the first roller 21. In the width direction Dw, the left-right positioning rods 313 are positioned between the first front-rear positioning rod 311 and the second front-rear positioning rod 312.

[0083] The first cylinder (first damping section) 24B suppresses rolling in the vehicle 10 by supplying air to the top of the cylinder, extending the piston and pressing the first roller 21 against the running surface 51a. In the third embodiment, the first cylinder 24B is rotatably connected to the upper outer surface and roller connection section 30 of the suspension frame 151. Specifically, the first cylinder 24B is positioned between the first front-rear positioning rod 311 and the first roller 21 in the width direction Dw. The first cylinder 24B restrains the rolling motion of the bogie body 15 by pressing the first roller 21 against the running surface 51a. Furthermore, the first cylinder 24B is a cylinder member that generates a damping force by supplying air to its interior and passing the inflow and outflow of air due to the expansion and contraction of the first cylinder 24B caused by the rolling motion of the bogie body 15 through a constriction between it and an auxiliary tank.

[0084] The second cylinder (second damping section) 25B suppresses rolling in the vehicle 10 by supplying air to the top of the cylinder, extending the piston and pressing the second roller 22 against the running surface 51a. In the third embodiment, the second cylinder 25B is rotatably connected to the upper outer surface and roller connection section 30 of the suspension frame 151. Specifically, the second cylinder 25B is positioned between the second front-rear positioning rod 312 and the second roller 22 in the width direction Dw. The second cylinder 25B suppresses the rolling motion of the bogie body 15 by applying a force that presses the first roller 21 against the running surface 51a. Furthermore, similar to the first cylinder 24B, the second cylinder 25B is a cylinder member that generates a damping force by supplying air to its interior, for example, and passing the inflow and outflow of air due to the expansion and contraction of the second cylinder 25B caused by the rolling motion of the bogie body 15 through a constriction between it and an auxiliary tank.

[0085] The damping air control circuit 40 is capable of adjusting the amount of air in the first cylinder 24B and the second cylinder 25B. Therefore, the damping air control circuit 40 is capable of adjusting the damping force of the first cylinder 24B and the second cylinder 25B. In addition, the damping air control circuit 40 is capable of completely exhausting the air in the first cylinder 24B and the second cylinder 25B to the outside. The damping air control circuit 40 is controlled by control equipment (not shown) mounted on the vehicle body 11. The damping air control circuit 40 of this embodiment includes an air tank 1531, a stop valve 1532, an auxiliary tank 41, a pressure reducing valve 455, a first damping adjustment unit 42, and a second damping adjustment unit 43.

[0086] In this embodiment, the air tank 1531 and the stop valve 1532 are shared with the air spring puncture control circuit 153. However, the air tank 1531 and the stop valve 1532 may be arranged independently of the air spring puncture control circuit 153.

[0087] The auxiliary tank 41 is capable of temporarily storing air supplied from the air tank 1531 via the stop valve 1532, as well as air returned from the first damping adjustment unit 42 and the second damping adjustment unit 43.

[0088] The first damping adjustment unit 42 is capable of adjusting the amount of air supplied to the first cylinder 24B via the auxiliary tank 41. The second damping adjustment unit 43 is capable of adjusting the amount of air supplied to the second cylinder 25B via the auxiliary tank 41. In this embodiment, the first damping adjustment unit 42 and the second damping adjustment unit have the same configuration. The first damping adjustment unit 42 and the second damping adjustment unit 43 each include a switching valve 451, an auxiliary tank 452, a throttle valve 453, and an exhaust silencer 454.

[0089] The switching valve 451 is switchable between a supply state, which supplies air to the auxiliary tank 452; an exhaust state, which exhausts air from the auxiliary tank 452; and a neutral state, which neither supplies nor exhausts air. In the supply state, the switching valve 451 supplies air supplied from the air tank 1531 via the stop valve 1532 and the auxiliary tank 41 to the auxiliary tank 452. Also, in the supply state, the switching valve 451 is in a state where air cannot be exhausted from the auxiliary tank 452. On the other hand, in the exhaust state, the switching valve 451 exhausts all the air in the auxiliary tank 452 to the exhaust silencer 454. Also, in the exhaust state, the switching valve 451 is in a state where air cannot flow through it. Therefore, in the neutral state, no air is supplied to the auxiliary tank 452, nor is any air exhausted from the auxiliary tank 452. In addition, the switching valve 451 in this embodiment, together with the switching valve 1533, is controlled to switch from the exhaust state to the supply state by a signal from the earthquake detection control unit 1538. Furthermore, after the switching valve 451 has switched to the supply state, it switches back to the neutral state after a certain period of time has elapsed (for example, a period of time during which it can be considered that sufficient air has been supplied to the first cylinder 24B and the second cylinder 25B).

[0090] The switching valve 451 may also be controlled by a control device independent of the earthquake detection control unit 1538. For example, when an earthquake occurs, the switching valve 451 may switch its flow state by checking the seismometer (not shown) located on the track 50 side in the central control room and receiving instructions from the central control room.

[0091] The auxiliary tank 452 is capable of temporarily storing air supplied from the auxiliary tank 41 and air returned from the throttle valve 453. Furthermore, in order to exert damping force by passing a throttle between the first cylinder 24B and the second cylinder 25B, the auxiliary tank has a volume at least twice that of the internal volume of the cylinders.

[0092] The throttle valve 453 adjusts the amount of air flowing through it by restricting the internal passage, and at the same time, the air entering and leaving the auxiliary tank 452 through the throttle valve 453 due to the expansion and contraction of the first cylinder 24B and the second cylinder 25B caused by the rolling motion of the bogie body 15 is resisted when the air passes through the throttle, thereby creating a damping force that resists the expansion and contraction movements of the first cylinder 24B and the second cylinder 25B. This suppresses the rolling motion of the bogie body 15.

[0093] The exhaust silencer 454 exhausts air supplied from the auxiliary tank 452 to the outside via the switching valve 451. The exhaust silencer 454 in this embodiment is a silencer that reduces noise when exhausting air.

[0094] (Effects and Benefits) In the side-guided vehicle 10 of the third embodiment described above, for example, when an earthquake occurs and the vehicle begins to roll, the switching valve of the damping air control circuit 40 is activated, supplying air to the first cylinder 24B and the second cylinder 25B, pressing the first roller 21 and the second roller 22 against the running surface 51a. At this time, if the guide wheel 162, which is close to the position where the first running wheel 13A is located, moves downward in the vertical direction Dv due to the rolling of the bogie body 15, the first cylinder 24B will be compressed and the second cylinder 25B will be extended. As a result, a reaction force in the compression direction corresponding to the supplied air pressure acts on the first cylinder 24B and the second cylinder 25B. This reaction force suppresses the rolling movement of the bogie body 15. Furthermore, if the rolling of the bogie body 15 continues, the amount of rolling displacement of the bogie body 15 is gradually suppressed by the damping effect of air passing between the first cylinder 24B and the second cylinder 25B of the damping air control circuit 40 and the auxiliary tank with a throttle valve in between. As this is repeated, the rolling of the bogie body 15 is gradually suppressed. By suppressing the rolling of the bogie body 15, the rolling of the guide frame 161 fixed to the bogie body 15 can also be suppressed. Therefore, the amount of vertical displacement Dv of the guide wheels 162 due to earthquakes can be greatly suppressed.

[0095] Furthermore, the roller connection section 30 causes the first roller 21 and the second roller 22 to move simultaneously in the vertical direction Dv. Therefore, even when the vehicle 10 rolls, the first roller 21 and the second roller 22 remain in contact with the running surface 51a at the same time. This prevents only one side of the first roller 21 and the second roller 22 from continuously contacting the running surface 51a. As a result, uneven wear and excessive contact pressure on the first roller 21 and the second roller 22 are suppressed, improving the durability of the first roller 21 and the second roller 22.

[0096] In the third embodiment, when the earthquake detection control unit 1538 detects the occurrence of an earthquake and sends a signal to the switching valve 451, the switching valve 451 switches from the exhaust state to the supply state. When the switching valve 451 is in the supply state, air is supplied from the air tank 1531 to the auxiliary tanks 452 of the first damping adjustment unit 42 and the second damping adjustment unit 43. The air supplied to the auxiliary tanks 452 is supplied to the first cylinder 24B and the second cylinder 25B through the throttle valve 453. As a result, when an earthquake occurs, the roller connection part 30 is pushed downward in the vertical direction Dv by the first cylinder 24B and the second cylinder 25B, and the first roller 21 and the second roller 22 come into contact with the running surface 51a. After that, the switching valve 451 switches from the supply state to the neutral state. This makes the first cylinder 24B and the second cylinder 25B capable of damping. Furthermore, having an auxiliary tank 452 and a throttle valve 453, if either the first roller 21 or the second roller 22 comes into contact with the running surface 51a, air may flow out into the throttle valve 453 connected to the first cylinder 24B or the second cylinder 25B, which is subjected to a force that causes the roller connection part 30 to tilt and compress. In this case, the throttle valve 453 suppresses the airflow, and the throttle valve 453 can also exert a damping function. As a result, the rolling of the bogie body 15 can be greatly suppressed. Therefore, the amount of vertical displacement Dv of the guide wheels 162 due to earthquakes can be greatly suppressed.

[0097] Furthermore, the roller connection section 30 is connected to the suspension frame 151 by a first front-rear positioning rod 311, a second front-rear positioning rod 312, and a left-right positioning rod 313. Therefore, the positions of the first roller 21 and the second roller 22 relative to the suspension frame 151 can be held in a stable state.

[0098] (Other embodiments) Although embodiments of this disclosure have been described in detail above with reference to the drawings, the specific configuration is not limited to these embodiments and may include design changes and the like that do not depart from the gist of this disclosure.

[0099] Furthermore, the configuration of the rolling suppression units 20, 20A, and 20B is not limited to the structure described above. For example, the rolling suppression units 20, 20A, and 20B may be structured to suppress the rolling of the vehicle body 11 rather than the rolling of the guide frame 161 or the bogie body 15, as long as they can suppress the displacement of the guide wheel 162 in the vertical direction Dv. Moreover, the rolling suppression units 20, 20A, and 20B are not limited to a structure having two damping units, such as the first damping units 24, 24A and the first cylinder 24B, and the second damping units 25, 25A and the second cylinder 25B, as in this embodiment. For example, the rolling suppression units 20, 20A, and 20B may have only one damping unit, or they may have three or more damping units.

[0100] Furthermore, the interlocking connection sections 23, 23A, and 23B are not limited to the structure of the embodiment described above, but can have any structure as long as they can interlock the movements of the first roller 21 and the second roller 22.

[0101] Furthermore, the air spring puncture control circuit 153 is not limited to the structure described above, as long as it has a structure that can exhaust all the air in the air spring section 152. For example, the air spring puncture control circuit 153 may further have other valves or an auxiliary tank for temporarily storing air. Also, the air spring puncture control circuit 153 may switch between the supply state and the exhaust state using a structure other than a switching valve. Moreover, the air spring puncture control circuit 153 does not operate only in the first embodiment, but may also operate in other embodiments. Therefore, in the second and third embodiments, the rolling of the vehicle body 11 may be suppressed by exhausting all the air in the air spring section 152.

[0102] <Note> The side-guided vehicle 10 described in the embodiment can be understood, for example, as follows:

[0103] (1) The side-guided vehicle 10 according to the first embodiment comprises a vehicle body 11, a trolley body 15 having a guide frame 161 extending in the width direction Dw perpendicular to the travel direction Da, and rotation suppression units 20, 20A, 20B positioned below the vehicle body 11 in the vertical direction Dv and suppressing the rotation of the guide frame 161 about a virtual axis extending in the travel direction Da, wherein the rotation suppression units 20, 20A, 20B suppress the rotation of the guide frame 161 such that the amount of displacement of the guide wheel 162 positioned at the end of the guide frame 161 in the vertical direction Dv is less than or equal to a predetermined value.

[0104] This suppresses the rolling of the guide frame 161. Therefore, it is possible to suppress the vertical displacement Dv of the guide wheel 162 caused by an earthquake.

[0105] (2) The side-guided vehicle 10 according to the second embodiment is the side-guided vehicle 10 of (1), further comprising an air spring section 152 capable of damping the vertical Dv vibrations generated in the vehicle body 11 by air supplied inside, and the bogie body 15 may be equipped with an air spring puncture control circuit 153 that exhausts all the air in the air spring section 152 when the rotation suppression sections 20, 20A, 20B suppress the rotation of the guide frame 161 by the air.

[0106] This makes it possible to suppress the vertical displacement Dv that occurs in the vehicle body 11 due to the air spring section 152. As a result, rolling of the vehicle body 11 due to earthquakes can be suppressed. In the vehicle 10, the rigidity against rolling of the air spring section 152 is very small compared to the running wheels 13. Therefore, even if the rolling of the guide frame 161 is suppressed by the rotation suppression section 20, the vehicle body 11 may still roll significantly due to the air spring section 152. As a result, the guide frame 161 also rolls significantly, pulled along with the rolling of the vehicle body 11. In contrast, by exhausting all the air from the air spring section 152 and suppressing the rolling of the vehicle body 11, the rolling of the guide frame 161 can be suppressed more effectively. Therefore, the amount of vertical displacement Dv of the guide wheel 162 due to earthquakes can be greatly suppressed.

[0107] (3) The side-guided vehicle 10 according to the third embodiment is the side-guided vehicle 10 of (1) or (2), further comprising a first running wheel 13A arranged on the first side in the width direction Dw with respect to the vehicle body 11, and a second running wheel 13B arranged on the second side in the width direction Dw, wherein the rotation suppression units 20, 20A, 20B may have a first roller 21 arranged in front of the first running wheel 13A in the travel direction Da and rotatable in the same direction as the first running wheel 13A, and a second roller 22 arranged in front of the second running wheel 13B in the travel direction Da and rotatable in the same direction as the second running wheel 13B.

[0108] (4) The lateral guided vehicle 10 according to the fourth embodiment is the lateral guided vehicle 10 of (3), wherein the first roller 21 and the second roller 22 are positioned above the vertical direction Dv relative to the lowest part of the first running wheel 13A and the second running wheel 13B in the vertical direction Dv, and below the vertical direction Dv relative to the guide frame 161.

[0109] (5) The side-guided vehicle 10 according to the fifth embodiment is the side-guided vehicle 10 of (3) or (4), and may be provided with interlocking connection parts 23, 23A, 23B that connect the first roller 21 and the second roller 22 so as to interlock the movement of the first roller 21 and the second roller 22 with respect to the guide frame 161 or the trolley body 15.

[0110] (6) The lateral guide vehicle 10 according to the sixth embodiment is any one of the lateral guide vehicle 10s from (3) to (5) and may have a first damping section 24, 24A, first cylinder 24B that dampens the vertical Dv impact generated from the first roller 21 to the guide frame 161 or the bogie body 15, and a second damping section 25, 25A, second cylinder 25B that is arranged independently of the first damping section 24, 24A, first cylinder 24B and dampens the vertical Dv impact generated from the second roller 22 to the guide frame 161 or the bogie body 15.

[0111] As a result, for example, if the guide wheel 162 near the position where the first running wheel 13A is located moves downward in the vertical direction Dv, the first roller 21 will come into contact with the running surface 51a. The impact caused by the first roller 21 coming into contact with the running surface 51a is mitigated by the first damping units 24, 24A and the first cylinder 24B. The interlocking connection units 23, 23A and 23B cause the second roller 22 to start moving in conjunction with the movement of the first roller 21. The impact associated with the movement of the second roller 22 is then mitigated by the second damping units 25, 25A and the second cylinder 25B. In this way, the movements of the first roller 21 and the second roller 22 are interlocked by the interlocking connection unit 23, causing the first damping units 24, 24A, the first cylinder 24B and the second damping units 25, 25A and the second cylinder 25B to work together to effectively suppress the rolling of the guide frame 161. Therefore, the amount of displacement of the guide wheel 162 in the vertical direction Dv due to an earthquake can be greatly suppressed.

[0112] (7) The side-guided vehicle 10 according to the seventh embodiment is any one of the side-guided vehicles 10 described in (3) to (6), wherein the rotation suppression unit 20 may have stopper units 26, 26A that restrict the amount of upward displacement of the first roller 21 and the second roller 22 in the vertical direction Dv.

[0113] As a result, even if one of the first roller 21 and the second roller 22 makes strong contact with the running surface 51a, as in the case of a large initial tremor caused by an earthquake, and a force is generated that causes the other roller to bounce up significantly, the stopper parts 26 and 26A suppress the displacement of the first roller 21 and the second roller 22. Therefore, it is possible to prevent the member connected to the first roller 21 from coming into contact with the guide frame 161 and being damaged.

[0114] (8) The lateral guide vehicle 10 according to the eighth embodiment is the lateral guide vehicle 10 of (6), wherein the interlocking connection part 23 has a first rotation support part 231 rotatably connected to the guide frame 161 and the first roller 21, a second rotation support part 232 rotatably connected to the guide frame 161 and the second roller 22, and a tension rod 233 rotatably connected to the first rotation support part 231 and the second rotation support part 232, the first damping part 24 is connected to the guide frame 161 and the first rotation support part 231 and dampens the amount of rotational displacement of the first rotation support part 231 relative to the guide frame 161, and the second damping part 25 is connected to the guide frame 161 and the second rotation support part 232 and dampens the amount of rotational displacement of the second rotation support part 232 relative to the guide frame 161.

[0115] As a result, the first roller 21 contacts the running surface 51a, pushing the first rotation support 231 upward in the vertical direction Dv. Consequently, the first rotation support 231 rotates relative to the guide frame 161, and this movement acts on the first damping unit 24. The first damping unit 24 dampens this movement, generating a compressive reaction force from the first damping unit 24 to the first rotation support 231, weakening the rotational movement of the first rotation support 231. Consequently, the first damping unit 24 dampens this movement, generating a reaction force from the first damping unit 24 to the first rotation support 231, causing the first rotation support 231 to rotate further in the opposite direction (initially in the rotational direction). This process is repeated, suppressing the rolling of the guide frame 161 around the first rotation support 231.

[0116] Simultaneously, as the first rotating support 231 rotates, the tension rod 233 connected to the first rotating support 231 pulls the second rotating support 232. This causes the second rotating support 232 to rotate relative to the guide frame 161, and movement acts on the second damping unit 25. This movement is dampened in the second damping unit 25, generating a reaction force from the second damping unit 25 to the second rotating support 232, weakening the rotational movement of the second rotating support 232. As a result, rolling of the guide frame 161 around the second rotating support 232 is suppressed, similar to the first rotating support 231. In this way, the first damping unit 24 and the second damping unit 25 work in conjunction around the first rotating support 231 and the second rotating support 232 to effectively suppress the rolling of the guide frame 161. Therefore, the amount of vertical displacement Dv of the guide wheel 162 due to an earthquake can be greatly suppressed.

[0117] (9) The side-guided vehicle 10 according to the ninth embodiment is the side-guided vehicle 10 of (6), wherein the interlocking connection part 23A is connected to the bogie body 15 and the first roller 21 and has an L-shaped first bending support part 27 that is bent so as to bend in the middle, and an L-shaped second bending support part 28 that is connected to the bogie body 15 and the second roller 22 and is bent so as to bend in the middle, and a member fixing part 29 that is fixed to the bogie body 15 between the first bending support part 27 and the second bending support part 28, and the first bending support part 27 and the second bending support part 28 In contrast, the vehicle may have a rotatably connected tension rod 233A, the first bending support portion 27 and the second bending support portion 28 being rotatably connected to the trolley body 15 at the bending portion, the first damping portion 24A being connected to the member fixing portion 29 and the first bending support portion 27 to dampen the amount of rotational displacement of the first bending support portion 27 relative to the member fixing portion 29, and the second damping portion 25A being connected to the member fixing portion 29 and the second bending support portion 28 to dampen the amount of rotational displacement of the second bending support portion 28 relative to the member fixing portion 29.

[0118] As a result, the first roller 21 contacts the running surface 51a, pushing the first bending support 27 upward in the vertical direction Dv. Consequently, the first bending support 27 rotates relative to the bogie body 15. The rotation of the first bending support 27 also causes movement in the first damping unit 24A. This movement is dampened in the first damping unit 24A, generating a reaction force from the first damping unit 24A to the first bending support 27, which weakens the rotational movement of the first bending support 27. This process is repeated, suppressing the rolling of the bogie body 15 around the first bending support 27.

[0119] Simultaneously, the rotation of the first bending support 27 causes the tension rod 233A connected to the first bending support 27 to pull the second bending support 28. As a result, the second bending support 28 rotates relative to the bogie body 15. This suppresses the rolling of the bogie body 15 around the second bending support 28, similar to the rolling around the first bending support 27. In this way, the first damping unit 24A and the second damping unit 25A work in conjunction around the first bending support 27 and the second bending support 28 to effectively suppress the rolling of the bogie body 15. By suppressing the rolling of the bogie body 15, the rolling of the guide frame 161 fixed to the bogie body 15 can also be suppressed. Therefore, the amount of vertical movement Dv of the guide wheels 162 due to earthquakes can be greatly suppressed.

[0120] The side-guided vehicle 10 according to the embodiment of (10) is the side-guided vehicle 10 of (6), wherein the interlocking connection part 23B has a roller connection part 30 that extends in the width direction Dw and is connected to the first roller 21 and the second roller 22, and a horizontal position maintenance part 31 that connects the roller connection part 30 and the bogie body 15 and maintains the position of the roller connection part 30 relative to the bogie body 15 in a predetermined fixed position in a virtual horizontal plane that extends in the width direction Dw and the travel direction Da, and the first cylinder (first damping part) 24B and the second cylinder (second damping part) 25B are connected to the bogie body 15 and the roller connection part 30 and move the roller connection part 30 downward in the vertical direction Dv relative to the bogie body 15.

[0121] As a result, the first roller 21 comes into contact with the running surface 51a, causing the roller connection part 30 to move downward in the vertical direction Dv. The second roller 22, which is fixed to the roller connection part 30 on the opposite side from the first roller 21, also moves downward in the vertical direction Dv. Furthermore, as the roller connection part 30 is displaced downward in the vertical direction Dv, and the first roller 21 and the second roller 22 come into contact with the running surface 51a, a reaction force in the compression direction corresponding to the supplied air pressure acts on the first cylinder 24B and the second cylinder 25B. This reaction force suppresses the rolling movement of the bogie body 15. If the rolling of the bogie body 15 continues even after this, the damping effect of the air passing between the first cylinder 24B and the second cylinder 25B and the auxiliary tank with a throttle valve in between in the damping air control circuit 40 gradually suppresses the amount of rolling displacement of the bogie body 15. As this is repeated, the roller connection part 30 moves to vibrate upward and downward in the vertical direction Dv, suppressing the rolling of the bogie body 15. In this way, the first cylinder 24B and the second cylinder 25B work in conjunction with the roller connection section 30 to effectively suppress the rolling of the trolley body 15. By suppressing the rolling of the trolley body 15, the rolling of the guide frame 161 fixed to the trolley body 15 can also be suppressed. Therefore, the amount of vertical displacement Dv of the guide wheels 162 due to earthquakes can be greatly suppressed, and ultimately the amount of upward displacement of the guide wheels 162 can be kept within a specified value.

[0122] Furthermore, the roller connection section 30 causes the first roller 21 and the second roller 22 to move simultaneously in the vertical direction Dv. Therefore, even when the vehicle 10 rolls, the first roller 21 and the second roller 22 remain in contact with the running surface 51a at the same time. This prevents only one side of the first roller 21 and the second roller 22 from continuously contacting the running surface 51a. As a result, uneven wear and excessive contact pressure on the first roller 21 and the second roller 22 are suppressed, improving the durability of the first roller 21 and the second roller 22. [Explanation of Symbols]

[0123] 1… Rail-based transportation systems 10... Vehicles 11... Vehicle body 12…Training bogie 13... Driving wheels 13A…First running wheel 13B…Second running wheel 14... Axle 15…Trolley body 151... Suspension frame 152...Air spring section 152A...First air spring section 152B...Second air spring section 153...Air spring puncture control circuit 1531...Air tank 1532... Stop valve 1533... Switching valve 1534...First height adjustment valve 1535...Second height adjustment valve 1536... Differential pressure valve 1537... Exhaust silencer 1538... Earthquake Detection Control Unit 16… Guidance device 161... Information slot 162... Guide wheel 163... Branching ring 20, 20A, 20B... Rolling suppression section (rotation suppression section) O...Virtual axis 21... First Laura 22... Second Laura 23, 23A, 23B... Interlocking connection section 231...First Rotating Support Section 232...Second Rotating Support Section 233,233A…Tension rod 24, 24A, ... First damping section 24B...First cylinder (first damping section) 25, 25A, ... Second damping section 25B...Second cylinder (second damping section) 26, 26A... Stopper section 261, 261A... First stopper 262, 262A... Second stopper 50...orbit 51…Road 51a... Running surface 52… Guide rail 52a... Guide surface 73... Branching Guide De…Stretching direction Da... Direction of travel Dw... width direction Dv…Vertical direction 27...First bending support part 271...First long member 272...First short member 28...Second bending support part 281...Second long member 282...Second short member 29...Member fixing part 30... Roller connection part 31...Horizontal position maintenance section 311...First front / rear positioning rod 312...Second front / rear positioning rod 313...Left / Right Positioning Rod 40... Air control circuit for damping 41... Auxiliary tank 42...First damping adjustment section 43...Second damping adjustment section 451... Switching valve 452... Auxiliary tank 453... Throttle valve 454... Exhaust silencer 455... Pressure reducing valve 46…Connecting beams on the left and right sides of the suspension frame

Claims

1. The car body and, A trolley body equipped with a guide frame extending in the width direction perpendicular to the direction of travel, The vehicle body is provided with a rotation suppression unit that is positioned vertically below the vehicle body and suppresses the rotation of the guide frame around a virtual axis extending in the direction of travel, The rotation suppression unit suppresses the rotation of the guide frame so that the amount of vertical displacement of the guide wheel positioned at the end of the guide frame is less than or equal to a predetermined value. The vehicle body further comprises a first running wheel positioned on the first side in the width direction and a second running wheel positioned on the second side in the width direction, The rotation suppression unit is A first roller positioned in front of the first running wheel in the direction of travel and rotatable in the same direction as the first running wheel, It has a second roller positioned in front of the second running wheel in the direction of travel and rotatable in the same direction as the second running wheel, The system further includes an interlocking connection part that connects the first roller and the second roller so as to interlock the movement of the first roller and the second roller with respect to the guide frame or the trolley body, The interlocking connection part is a lateral guide type vehicle in which, in the vertical direction, when the first roller moves toward the guide frame, the second roller moves toward the guide frame, and when the first roller moves toward the guide frame, the second roller moves toward the guide frame.

2. The vehicle further comprises an air spring section capable of damping the vertical vibrations generated in the vehicle body by air supplied to the interior, The aforementioned bogie body is, A side-guided vehicle according to claim 1, further comprising an air spring puncture control circuit that exhausts all the air in the air spring when the rotation suppression unit suppresses the rotation of the guide frame by the air.

3. The lateral guide vehicle according to claim 1 or 2, wherein the first roller and the second roller are positioned vertically above the lowest part of the first and second running wheels in the vertical direction, and vertically below the guide frame.

4. A first damping unit that dampens the vertical impact generated from the first roller to the guide frame or the trolley body, A side-guided vehicle according to claim 1 or 2, further comprising a second damping unit, which is arranged independently of the first damping unit, and which dampens the vertical impact generated from the second roller to the guide frame or the trolley body to mitigate the impact.

5. The side-guided vehicle according to claim 1 or 2, wherein the rotation suppression unit has a stopper unit that restricts the amount of vertical upward displacement of the first roller and the second roller.

6. The aforementioned interlocking connection part is A first rotating support portion rotatably connected to the guide frame and the first roller, A second rotating support portion rotatably connected to the guide frame and the second roller, The first rotation support portion and the second rotation support portion are rotatably connected to each other while maintaining a predetermined constant tension, and the tension rod is provided for each of them. The first damping unit is connected to the guide frame and the first rotation support unit, and dampens the amount of rotational displacement of the first rotation support unit relative to the guide frame. The lateral guide vehicle according to claim 4, wherein the second damping portion is connected to the guide frame and the second rotation support portion, and dampens the amount of rotational displacement of the second rotation support portion relative to the guide frame.

7. The aforementioned interlocking connection part is The trolley body and the first roller are connected to an L-shaped first bending support portion which is bent so as to fold in the middle, The trolley body and the second roller are connected to an L-shaped second bending support section that is bent so as to fold in the middle, A member fixing portion fixed to the trolley body between the first bending support portion and the second bending support portion, The first bending support portion and the second bending support portion are rotatably connected to each other while maintaining a predetermined constant tension, and the tension rod is provided for each of these. The first bending support portion and the second bending support portion are rotatably connected to the trolley body at the bending portion. The first damping unit is connected to the member fixing unit and the first bending support unit, and dampens the amount of rotational displacement of the first bending support unit relative to the member fixing unit. The side-guided vehicle according to claim 4, wherein the second damping portion is connected to the member fixing portion and the second bending support portion, and dampens the amount of rotational displacement of the second bending support portion relative to the member fixing portion.

8. The aforementioned interlocking connection part is A roller connecting portion extending in the width direction and connected to the first roller and the second roller, It has a horizontal position maintaining unit that connects the roller connection unit and the trolley body, and maintains the position of the roller connection unit on a virtual horizontal plane that extends in the width direction and the travel direction relative to the trolley body at a predetermined fixed position, The first damping section and the second damping section are connected to the trolley body and the roller connection section, and the roller connection section is moved downward in the vertical direction relative to the trolley body, as described in claim 4.

9. A vehicle body and, A trolley body equipped with a guide frame extending in the width direction perpendicular to the direction of travel, A rotation suppression unit is positioned vertically below the vehicle body and suppresses the rotation of the guide frame around a virtual axis extending in the direction of travel. It comprises an air spring section that can dampen the vertical vibrations generated in the vehicle body by air supplied to the interior, The rotation suppression unit suppresses the rotation of the guide frame so that the amount of vertical displacement of the guide wheel positioned at the end of the guide frame is less than or equal to a predetermined value. The aforementioned bogie body is, A side-guided vehicle comprising an air spring puncture control circuit that exhausts all the air in the air spring when the rotation suppression unit suppresses the rotation of the guide frame by the air.

10. A vehicle body and A trolley body equipped with a guide frame extending in the width direction perpendicular to the direction of travel, The vehicle body is provided with a rotation suppression unit that is positioned vertically below the vehicle body and suppresses the rotation of the guide frame around a virtual axis extending in the direction of travel, The vehicle body comprises a first running wheel positioned on the first side in the width direction and a second running wheel positioned on the second side in the width direction, The rotation suppression unit suppresses the rotation of the guide frame so that the amount of vertical displacement of the guide wheel positioned at the end of the guide frame is less than or equal to a predetermined value. The rotation suppression unit is A first roller positioned in front of the first running wheel in the direction of travel and rotatable in the same direction as the first running wheel, It has a second roller positioned in front of the second running wheel in the direction of travel and rotatable in the same direction as the second running wheel, An interlocking connection part connects the first roller and the second roller so as to interlock the movement of the first roller and the second roller with respect to the guide frame or the trolley body, A first damping unit that dampens the vertical impact generated from the first roller to the guide frame or the trolley body, A side-guided vehicle further comprising a second damping unit, which is arranged independently of the first damping unit, and which dampens the vertical impact generated from the second roller to the guide frame or the bogie body in order to mitigate the impact.

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