JP2000071980A - Monorail vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a device for preventing a vehicle body of a monorail vehicle from turning over on an abruptly curved rail. SOLUTION: Each of bogies 14 of a monorail vehicle rolls on a curved rail since a stabilizing tire 13 is shifted outward of the curved rail, and accordingly, the gravitational center of the vehicle body having a large mass is shifted inward of the curved rail so that the vehicle body largely rolls. Accordingly, a device 21 is adapted to convert a relative yawing angle of the vehicle body upon running on the curved rail, into a vertical displacement between the vehicle body and the bogies so as to raise the vehicle body on the inside of the curved rail. With this device, the vertical distance between the stabilizing tire 13 and a guide tire 12 can be reduced, and it is possible to avoid a risk of turn-over of the vehicle body due to a roll inward of the abruptly curved rail without incurring an increase in the infrastructure cost caused by an increase in height of a track beam 10.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a monorail vehicle, and more particularly, to a small monorail vehicle capable of passing a sharp curve.

[0002]

2. Description of the Related Art Monorail vehicles are widely used as short-distance transportation in cities. In particular, when constructing a new line in an overcrowded urban area, a monorail vehicle that can use space has attracted attention as an effective means of transportation. As a method for reducing the weight of such a monorail vehicle and improving the performance of passing a sharp curve, there is an invention described in JP-A-64-28066. According to the present invention, the weight is reduced by the connecting bogie structure in which the bogie is disposed at the connecting portion of the vehicle body, and one end of the vehicle body is supported by a pair of air springs, and the other end is spherically engaged in a rotatable state. . This allows the body to
Since it is a three-point support in which the apex can be turned, it is devised that the turn becomes easy.

[0003]

However, in the above-mentioned conventional example, sufficient consideration is given to the point that the restraining force against rolling of the vehicle body is reduced, and the rollover safety on a sharp curve is reduced. I didn't. FIG.
FIG. 1 shows a front view of a general monorail vehicle. In the monorail vehicle, as shown in FIG. 3, three types of tires, a running tire 11, a guide tire 12, and a stable tire 13, contact the track girder 10.

[0004] The running tire 11 has a function of supporting the vehicle in the vertical direction and a function of transmitting the running torque to the track. The guide tire 12 has a function of supporting the vehicle in a horizontal direction and guiding the vehicle along a track. The stable tire 13 is provided below the guide tire 12, supports the rolling of the vehicle together with the guide tire, and has a function of increasing safety against overturning.

FIG. 4 shows a guide tire 12 and a stable tire 13.
3 is a plan view showing an arrangement in the horizontal direction. In the figure, 13a
Is a stable tire 1 when the vehicle is on a straight track 10a.
13b shows the position of the vehicle on the curved track 10
3B shows the position of the stable tire 13 when it is located above “b”.
As shown in FIG. 4, on the straight track 10a, the stable tires 13a and the guide tires 12 are substantially aligned along the track. However, on the curved track 10b, the stable tire 13b is pushed outside the curve indicated by the arrow A by the curved track 10b, so that the stable tire 13b is displaced outside the curve with respect to the guide tire 12.

As shown in FIG. 3, since the stable tire 13 is disposed below the guide tire 12, when the stable tire is displaced outside the curve, as shown in FIG. Roll.

The roll moment is transmitted to the vehicle body 16 via the air spring 15, and the vehicle body 16 is displaced inside the curve indicated by the arrow B. Since the center of gravity of the vehicle body 16 having a large mass is displaced inside the curve, the vehicle body 16 rolls further inside the curve. With a sharp curve, the above effect becomes even more pronounced. Normally, it is possible to set the cant angle to 0 because the vehicle runs at a low speed on a sharp curve, but the above-described displacement of the stable tire 13 to the outside of the curve necessarily occurs regardless of the presence or absence of the cant angle. Therefore, the rolling of the vehicle body 16 toward the inside of the curve cannot be avoided. Also, while the vehicle is running, the centrifugal force toward the outside of the curve acts on the vehicle body. However, if the vehicle stops during the curve, the effect of the centrifugal force cannot be expected, and the vehicle body 16 moves to the inside of the curve. It will roll greatly in the direction of falling.

On the other hand, by increasing the vertical distance between the guide tire 12 and the stable tire 13 indicated by L in FIG. 3, it is possible to obtain a moment opposing the overturning moment. However, there is a problem that the height of the track girder must be increased, which leads to an increase in infrastructure cost.

SUMMARY OF THE INVENTION The present invention has been made in view of the above problems, and has as its object to provide a monorail vehicle that is lightweight and has good curve passing performance without causing an increase in infrastructure cost due to an increase in the height of a track girder. I do.

[0010]

In order to achieve the above object, according to the present invention, the relative yawing angle of a vehicle body when passing through a curve is converted into a vertical displacement between the vehicle body and a bogie, and the inside of the curve of the vehicle body is converted into a bogie. A lifting mechanism is provided. As a result, even if the vehicle enters a sharp curve, the stable tire is displaced outside the curve and the bogie rolls inside the curve, it is possible to prevent the vehicle body having a large mass from rolling inside the curve, The vertical distance between the stable tire having the function of preventing the vehicle from falling and the guide tire can be reduced, and a lightweight monorail vehicle with a low-cost small track girder can be realized.

Preferably, a hydraulic mechanism may be used as a mechanism for converting the relative yaw angle of the vehicle body into a vertical displacement between the vehicle body and the bogie. Thus, the displacement conversion function can be easily configured.

Alternatively, there is provided a cylinder rod for changing the left and right internal pressures of the air spring supporting the vehicle body, and a mechanism for driving the cylinder rod based on the relative yawing angle of the vehicle body to expand the air spring inside the curve. Is also good. Thus, there is no need to newly provide a mechanism for applying a vertical displacement between the vehicle body and the bogie, and a displacement conversion mechanism can be realized more easily.

Further, the relative yaw angle of the vehicle body may be measured, and vertical displacement may be applied between the vehicle body and the bogie by a new driving means. As a result, it is also possible to control to lift the inside of the vehicle body in consideration of the effect of the centrifugal force due to the traveling speed of the vehicle. Alternatively, track curve information may be stored in advance, and vertical displacement may be applied between the vehicle body and the bogie according to the track information. Thus, it is possible to start applying a vertical displacement between the vehicle body and the bogie before each vehicle body enters the curve, and it is possible to reliably prevent the leading vehicle body from rolling inside the curve.

[0014]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS A monorail vehicle according to a first embodiment of the present invention will be described below with reference to FIGS. FIG. 1A is a plan view showing a state in which the monorail vehicle according to the present embodiment passes through a curve, and FIG.
FIG. 2 is a side view of the monorail vehicle according to the present embodiment similarly viewed from the inside of the curve. FIG.
It is the front view seen from the direction shown by arrow C of (a).

In the drawings, members having the same reference numerals as those in FIGS. 3, 4 and 5 used for describing the conventional example indicate members having the same functions. In this example, the car bodies are 16a and 16b
Although the case of a two-car train is shown, the effects described below are the same in the case of three or more cars. The trolley 14 is disposed at an intermediate portion between the vehicle bodies 16a and 16b, and has a connecting trolley structure. A truck 14a indicated by a broken line in FIG. 1A is a normal bogie.

The configuration of the displacement conversion mechanism will be described with reference to FIGS. Reference numeral 21 denotes a link constituting a displacement conversion mechanism, one end of which is attached to the carriage 14 via a pin 24 and a bracket 25. The other ends of the links 21 are a spherical bush 23 and a bracket 22 respectively.
And is attached to the front and rear vehicle bodies at an upper position with respect to the attachment portion to the bogie. When the vehicle enters the curve, as shown in FIG. 2, the stable tire 13 is pushed to the outside of the curve indicated by the arrow A, and the bogie 14 rolls to the inside of the curve. On the other hand, during curve running, a relative yaw angle is generated in the vehicle bodies 16a and 16b, as shown in FIG. Therefore, the inside of the curve at the end of the vehicle body is displaced in a direction approaching each other as shown by arrows E and E ', and the outside of the curve is displaced in a direction away from each other as shown by arrows D and D'.

On the inside of the curve, as shown in FIG.
Since the vehicle body side bracket 22 of the link 21 is displaced in the direction approaching each other as shown by arrows E and E ′,
Rotates about the pin 24. Since the link 21 is installed above the vehicle body at the mounting position, the link rotates to displace the vehicle bodies 16a and 16b upward as indicated by the arrow F. Although not shown, on the outside of the curve, the link 21 reversely displaces the vehicle body downward.

As described above, the relative yaw angle between the vehicle bodies 16a and 16b is converted into the relative vertical displacement between the respective vehicle bodies and the bogie 14 by the displacement conversion mechanism using the link 21, and as shown in FIG. Of the vehicle body can be prevented, and the danger of falling of the vehicle body can be prevented, and the danger of contact with structures near the route due to excessive displacement of the vehicle body into the curve can be avoided. It becomes possible. Thus, the vertical distance between the guide tire 12 and the stable tire 13 for securing a moment against falling can be reduced, and a low-cost small girder can be realized. Further, by moving the mounting position of the bracket 22 connecting the link and the vehicle body to the vehicle body center side indicated by the arrow G in FIG. 2, it is possible to more reliably prevent the vehicle body from being displaced inward of the curve. .

Next, a monorail vehicle according to another embodiment of the present invention will be described with reference to FIGS. FIG. 6 is a side view of the state in which the monorail vehicle according to the present embodiment passes through the curve, as viewed from the inside of the curve. In the figure, FIG.
The members having the same numbers as those shown in (b) indicate members having the same function. In this example, a hydraulic device is used for the displacement conversion mechanism.

In this embodiment, an example of a bogie using a bolster is shown. Connecting blocks 44a and 44b are arranged at ends of the vehicle bodies 16a and 16b, respectively. The connection blocks 44a and 44b are
It is rotatably engaged via a rubber member (not shown) and supports the loads of the vehicle bodies 16a and 16b, respectively. The center pin 45 is arranged at the center of the bolster 40.

The bolster 40 is connected to the truck 14 via a pair of air springs 15 arranged on the left and right sides of the truck 14. Further, the bolster 40 and the truck 14 are connected via a rubber bush by a pair of left and right bolster anchors 43, and have a structure for transmitting traction force from the truck.
The pair of left and right yaw angle conversion hydraulic cylinders 30 are disposed on the left and right ends of the vehicle body.
, The vehicle bodies 16a and 16b are connected to each other. Holes 41 are drilled on the left and right sides of the bolster 40,
On the upper surface of the hole 41, a buffer rubber 42 is provided.

The hydraulic jack 31 is connected to the carriage 14 via a spherical bush 34 and a bracket 35.
A load receiver 33 is connected to the other end of the hydraulic jack 31. The load receiver 33 is engaged with and inserted into the hole 41 in the bolster 40. When the vehicle is traveling in a straight line, a gap 46 exists between the load receiver 33 and the cushion rubber 42. The yaw angle conversion cylinder 30 and the hydraulic jack 31 are connected by a pipe 32, and the vehicle body 16a
And 16b are converted into a relative vertical displacement between the vehicle body and the bogie. Although not shown, a pair of the yaw angle conversion cylinder 30 and the hydraulic jack 31 are arranged on the left and right sides of the vehicle body end similarly to the link 21 in the first embodiment.

When the vehicle enters the curve, the vehicle bodies 16a and 1
The inside of the curve of 6b is displaced in the direction indicated by arrows E and E '. As a result, the yaw angle conversion cylinder 30 is compressed, and sends hydraulic oil to the hydraulic jack 31 via the pipe 32. The hydraulic jack 31 inside the curve receives hydraulic oil from the pipe 32 and expands. When the vehicle enters a sharp curve, the hydraulic jack 31 greatly extends, and the load receiver 33
, And an upward displacement indicated by an arrow F is transmitted to the inside of the bolster 40. Since the bolster 40 is disposed above the bogie 14 above the air spring 15, the air spring is extended by the displacement of the arrow F, and the inside of the curve of the bolster 40 is displaced upward. The upward displacement of the inside of the curve of the bolster 40 gives a moment toward the outside of the curves to the vehicle bodies 16a and 16b through the center pin 45, and the vehicle body 16
a, 16b are displaced outside the curve. Thereby, the first
As in the case of the embodiment, it is possible to prevent the vehicle body from rolling inward of the curve. Further, according to this method, a displacement conversion mechanism can be realized with a simple configuration without using a link.

In a state where the vehicle is traveling in a straight line, there is a gap 46 between the load receiver 33 and the cushion rubber 42, and therefore, there is a slight amount of vibration between the vehicle bodies 16a and 16b due to vibration during traveling. Even if yawing occurs, the hydraulic jack 31
Does not give a vertical displacement to the bolster 40. Conversely, even if a slight vertical vibration occurs between the vehicle body and the bogie due to vibration during traveling, the yaw angle conversion cylinder 30 does not apply a yawing moment to the vehicle bodies 16a, 16b due to this vibration.

As shown in FIG. 7, holes 41 are provided in the vehicle bodies 16a and 16b, respectively, and hydraulic jacks 31a and 3b are provided.
1b, the insides of the curves of the vehicle bodies 16a and 16b may be directly lifted.

Next, a monorail vehicle according to another embodiment of the present invention will be described with reference to FIGS. FIG. 8 is a side view of the state in which the monorail vehicle according to the present embodiment passes through the curve as viewed from the inside of the curve, and FIG. 9 is a front view of this state as viewed from the direction of arrow E 'in FIG. In the drawings, members denoted by the same reference numerals as those in FIGS. 6 and 7 indicate members having similar functions.

In this example, a cylinder mechanism for changing the left and right internal pressures of the air spring supporting the vehicle body is provided, and a mechanism for driving the cylinder mechanism by the relative yawing angle of the vehicle body to expand the air spring inside the curve is provided. ing. In FIG. 9, reference numeral 15a denotes an air spring inside the curve, and 15b denotes an air spring outside the curve. 53a and 53b are auxiliary air chambers of the air springs 15a and 15b, respectively, which are connected to the air springs by communicating pipes 54a and 54b having throttles, respectively.

A common cylinder rod 52 is inserted into the auxiliary air chambers 53a and 53b, and the internal volume of each cylinder changes simultaneously by the action of the cylinder rod 52. The cylinder rod 52 is driven by the pressure difference between the oil chambers 50a and 50b in the hydraulic cylinder 50. As in the case of the above-described embodiment, yaw angle conversion cylinders 30a and 30b are installed on the left and right at the ends of the vehicle bodies 16a and 16b, respectively. The yaw angle conversion cylinder 30a inside the curve is connected to the hydraulic cylinder 5 by a pipe 32a.
The yaw angle conversion cylinder 30b outside the curve is connected to the oil chamber 50a in the hydraulic cylinder 50 through a pipe 32b.

When the vehicle enters the curve, the arrow E in FIG.
As shown by E ', the insides of the curves at the ends of the vehicle bodies 16a and 16b are displaced in directions approaching each other. As a result, the yaw angle conversion cylinder 30a inside the curve is compressed, and the hydraulic oil flows through the pipe 32a in the direction of the arrow H, and the hydraulic cylinder 50a
It flows into the middle oil chamber 50b. Conversely, since the yaw angle conversion cylinder 30b outside the curve extends, the hydraulic oil in the oil chamber 50a in the hydraulic cylinder 50 flows through the pipe 32b in the direction of arrow I, and flows into the yaw angle conversion cylinder 30b. Thereby, the oil pressure of the oil chamber 50b becomes higher than the oil chamber 50a,
The cylinder rod 52 is displaced in the arrow J direction. As a result, the volume of the auxiliary air chamber 53a decreases and the air pressure increases, and conversely, the volume of the auxiliary air chamber 53b increases and the air pressure decreases. The air spring 15b outside the curve is expanded and compressed as shown by the arrow M. The displacement of the left and right air springs is transmitted to the vehicle body via the bolster 40, and rolls the vehicle body outward from the curve. As described above, the relative yaw angle of the vehicle body is converted into the vertical displacement between the vehicle body and the bogie, so that the danger of the vehicle body falling over due to the roll inside the curve can be avoided.

Next, a monorail vehicle according to another embodiment of the present invention will be described with reference to FIGS. FIG. 10 is a side view of the state in which the monorail vehicle according to the present embodiment passes through the curve, as viewed from the inside of the curve. FIG. 11 is a front view of this state as viewed from the direction of arrow E ′ in FIG. In the drawings, members denoted by the same reference numerals as those in FIGS. 8 and 9 indicate members having similar functions.

In this example, the relative yawing angle of the vehicle body is measured, and vertical displacement is applied between the vehicle body and the bogie by a new driving means. In FIG. 10, reference numeral 60 denotes a laser displacement meter, which is provided in a pair of left and right sides at the vehicle end, detects longitudinal displacement of the vehicle end and measures the relative yaw angle of the vehicle body. Numerals 61 a and 61 b in FIG. 11 are hydraulic pressure sources, which supply hydraulic oil to oil chambers 50 a and 50 b in the hydraulic cylinder 50 to drive the cylinder rod 52. When the vehicle enters the curve and the inside of the curve at the end of the car is displaced in the direction indicated by the arrow EE ', the laser displacement meter 60 measures this displacement, and the controller (not shown) calculates the longitudinal displacement of the car end inside the curve. Detects a decrease.

The controller drives the hydraulic pressure source 61a,
The hydraulic oil is sent to the oil chamber 50b through the pipe 32a. Therefore, the cylinder rod 52 is displaced in the direction of arrow J, the pressure of the auxiliary air chamber 50a of the air spring 15a inside the curve increases, and the air spring 15a expands as shown by the arrow K. Conversely, the pressure in the auxiliary air chamber 50b of the air spring 15b outside the curve decreases, and the air spring 15b is compressed as indicated by the arrow M. By this operation, the relative yaw angle of the vehicle body is converted into a vertical displacement between the vehicle body and the bogie, and it is possible to avoid the danger of the vehicle body falling over due to a roll inside the curve.

In this embodiment, it is also possible to detect the traveling speed of the vehicle, drive the left and right air springs, and control the roll of the vehicle body to the outside of the curve, in consideration of the effect of the centrifugal force. That is, if the vehicle passes through a curve at high speed,
Rolling of the vehicle body to the outside of the curve is reduced. For example, when the vehicle stops during the curve, the vehicle body is rolled to the outside of the curve to avoid the risk of falling. In this example, the hydraulic cylinder 50 is driven by two hydraulic sources, but it is also possible to drive by one hydraulic source. Further, in this example, the hydraulic drive is performed, but air may be supplied directly to the auxiliary air chamber 53a or 53b by a pneumatic source to control the displacement of the left and right air springs.

Further, in this embodiment, it is possible to control the vertical displacement between the left and right vehicle bodies and the bogie regardless of the relative yaw angle of the vehicle body. Therefore, it is also possible to install a level on each vehicle body, increase the vertical displacement between the vehicle body on the side lowered from the horizontal plane and the bogie according to the output of the level, and prevent rolling of the vehicle body inside the curve. is there. Furthermore, it is also possible to provide a switch mechanism in the driver's cab and to lift the inside of the vehicle body in an emergency such as when the vehicle stops during a sharp curve.

Next, a monorail vehicle according to another embodiment of the present invention will be described with reference to FIG. FIG.
FIG. 2 is a front view showing a state in which the monorail vehicle according to the present embodiment passes through a curve. In the figure, members having the same reference numerals as those in FIG. 11 indicate members having the same function.

In this example, the curve information of the track is stored in advance, and a vertical displacement is applied between the vehicle body and the bogie according to the track information. A curve information memory 70 stores curve information such as a radius of curvature of a trajectory and a cant angle as a function of distance. Reference numeral 71 denotes a vehicle position detection device, which detects the current position of the vehicle by integrating the distance traveled by the vehicle by means of the rotation angle detection means of the traveling tire.
At this time, if the distance is corrected using the ATS signal received from the orbit, the position can be detected more reliably. Reference numeral 72 denotes a traveling speed detecting device, which detects the traveling speed of the vehicle by a speed generator installed on the traveling tire. 7
Reference numeral 3 denotes a controller, which receives information from the curve information memory 70, the position detecting device 71, and the traveling speed detecting device 72, drives the hydraulic pressure source 61, and rolls the vehicle body outward from the curve.

When the vehicle approaches the curve, the position detecting device 7
1. From the curve information memory 70, the controller 73 detects that the vehicle is approaching the curve. The controller 73 calculates the centrifugal force based on the signal from the traveling speed detection device 72, and calculates the flow rate of the hydraulic oil required to roll the vehicle body outwardly in consideration of the curve cant angle information, The hydraulic pressure source 61 is driven. Thus, before each vehicle body enters the curve, vertical displacement between the vehicle body and the bogie can be started in advance, so that the leading vehicle body can be reliably prevented from rolling inside the curve due to a delay in the operation of the air spring or the like. be able to.

Further, the controller 73 constantly monitors the traveling speed and the curve information. For example, even when the vehicle stops during the curve, it is possible to avoid the danger of the vehicle body falling over by the roll inside the curve. Can also. By inputting information on the roll angle of the vehicle body relative to the horizontal plane or the relative yaw angle of each vehicle body to the controller 73, more reliable control is also possible.

In the above example, only the bogie having the articulated structure has been described. However, if a mechanism for converting the yaw angle of the vehicle body into the vertical relative displacement between the vehicle body and the bogie is installed in each bogie, the above-described bogie can also be used in a normal bogie bogie. The same effect can be obtained in the example described above.

[0040]

As described above, according to the present invention,
A monorail vehicle that is lightweight and has good curve passing performance can avoid the risk of overturning due to the roll of the body inside the curve at a sharp curve without increasing the infrastructure cost due to the increase in the height of the track girder. Can be provided.

[Brief description of the drawings]

FIG. 1 is a plan view and a side view showing a state in which a monorail vehicle according to a first embodiment of the present invention passes through a curve.

FIG. 2 is a front view showing a state where the monorail vehicle according to the first embodiment of the present invention is passing through a curve.

FIG. 3 is a front view showing a general monorail vehicle.

FIG. 4 is a plan view showing the arrangement of guide tires and stable tires of a monorail vehicle.

FIG. 5 is a front view showing a state where the monorail vehicle shown in FIG. 4 is passing a curved line.

FIG. 6 is a side view showing a state where the monorail vehicle according to the second embodiment of the present invention is passing through a curve.

FIG. 7 is a side view showing a state in which a monorail vehicle according to a modification of the second embodiment of the present invention is passing through a curve.

FIG. 8 is a side view showing a state where the monorail vehicle according to the third embodiment of the present invention is passing through a curve.

FIG. 9 is a front view showing a state where the monorail vehicle according to the third embodiment of the present invention is passing through a curve.

FIG. 10 is a side view showing a state where a monorail vehicle according to a fourth embodiment of the present invention is passing through a curve.

FIG. 11 is a front view showing a state where a monorail vehicle according to a fourth embodiment of the present invention is passing through a curve.

FIG. 12 is a front view showing a state in which a monorail vehicle according to a fifth embodiment of the present invention is passing through a curve.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 10 Track girder 11 Running tire 12 Guide tire 13 Stable tire 14 Dolly 15 Air spring 16 Body 21 Link which constitutes displacement conversion mechanism 30 Yaw angle conversion cylinder 31 Hydraulic jack 40 Bolster 50 Hydraulic cylinder 52 Cylinder rod 60 Laser displacement meter 61 Hydraulic source

 ──────────────────────────────────────────────────続 き Continuing on the front page (72) Inventor Motomi Hiraishi 794, Higashi-Toyoi, Kazamatsu, Kudamatsu City, Yamaguchi Prefecture Inside the Kasado Plant of Hitachi, Ltd. Inside the Kasado Plant of Hitachi, Ltd.

Claims (11)

[Claims] 1. A monorail vehicle comprising: a traveling wheel rolling on an upper surface of a rail; a guide wheel rolling on both side surfaces of the rail; and a bogie having a stabilizing wheel for increasing a supporting force of the vehicle against rolling. A mechanism is provided that converts the relative yaw angle between the vehicle bodies into a vertical relative displacement between the vehicle bogies, and increases the vertical relative displacement between the vehicle bogies on the side closer to the vehicle end by the yaw angle of the vehicle body. Monorail vehicle. 2. A monorail vehicle comprising a bogie having running wheels rolling on the upper surface of rails, guide wheels rolling on both side surfaces of the rails, and stabilizing wheels for increasing the supporting force of the vehicle against rolling. A pair of left and right spring devices arranged vertically, which interlock with the relative yaw angle between the vehicle bodies, and extend the spring device on the side closer to the vehicle end by the yaw angle. A monorail vehicle comprising: 3. A monorail vehicle comprising a traveling wheel rolling on an upper surface of a rail, a guide wheel rolling on both side surfaces of the rail, and a bogie having a stabilizing wheel for increasing a supporting force against rolling of the vehicle, wherein A pair of spring devices arranged in pairs on the left and right, and means for detecting the inclination of the vehicle body from the horizontal plane, and the spring displaced downward when the vehicle body is inclined from the horizontal plane A monorail vehicle comprising a mechanism for extending the device. 4. A monorail vehicle comprising a traveling wheel rolling on an upper surface of a rail, a guide wheel rolling on both side surfaces of the rail, and a bogie having a stabilizing wheel for increasing a supporting force of the vehicle against rolling, wherein the vehicle has a body. A pair of spring devices disposed on the left and right sides, and a means for forcibly extending or compressing the spring devices. When the vehicle stops in a curve, the spring device inside the curve is provided. A monorail vehicle characterized by comprising a mechanism for extending a vehicle. 5. A monorail vehicle comprising a traveling wheel rolling on the upper surface of a rail, a guide wheel rolling on both side surfaces of the rail, and a bogie having a stabilizing wheel for increasing a supporting force of the vehicle against rolling, wherein the vehicle has a body. And a means for measuring the yaw angle between the vehicle and the bogie, and increasing the vertical relative displacement between the body bogies on the side closer to the vehicle end by the yaw angle. 6. A monorail vehicle comprising a traveling wheel rolling on an upper surface of a rail, a guide wheel rolling on both side surfaces of the rail, and a bogie having a stabilizing wheel for increasing a supporting force of the vehicle for rolling. Means for detecting the position of the vehicle above, means for storing curve information for the track position,
Means for increasing or decreasing the vertical relative displacement between the vehicle and the bogie are provided in pairs at the left and right ends of the bogie, and for increasing the vertical relative displacement between the vehicle bogies inside the curve according to the curve information of the track. A monorail vehicle comprising: 7. A monorail vehicle comprising a bogie having running wheels rolling on the upper surface of a rail, guide wheels rolling on both side surfaces of the rail, and stabilizing wheels for increasing a supporting force of the vehicle for rolling. A pair is disposed on the left and right sides of the vehicle end portion connecting the two ends, and one end is rotatably coupled to the bogie, and the other end is rotatable at an upper position with respect to the coupling portion with the bogie in the traveling direction. A link mechanism coupled to the front vehicle body, one end of which is coupled to the bogie so as to be rotatable at the same position as the link mechanism, and the other end is rotatable at an upper position with respect to a coupling portion with the bogie. A monorail vehicle, comprising: a link mechanism coupled to a vehicle body rearward in the traveling direction. 8. A monorail vehicle comprising a traveling wheel rolling on an upper surface of a rail, a guide wheel rolling on both side surfaces of the rail, and a bogie having a stabilizing wheel for increasing a supporting force of the vehicle for rolling. A pair of cylinders connecting the vehicle bodies and a pair of cylinders disposed on the left and right sides of the bogie, and a part above the bogie and a spring connecting the bogie and the vehicle body in a vertical direction. And a cylinder for transmitting vertical displacement between the vehicle body and the one of the left and right cylinders connecting the vehicle body and the bogie when one of the left and right cylinders connecting the vehicle bodies is compressed. A monorail vehicle comprising a piping mechanism for connecting the cylinders so that the cylinder on the side where the cylinder for connecting the cylinders is compressed expands. 9. A monorail vehicle comprising a traveling wheel rolling on the upper surface of a rail, a guide wheel rolling on both side surfaces of the rail, and a bogie having a stabilizing wheel for increasing a supporting force of the vehicle against rolling, wherein the vehicle has a body. A pair of cylinders that are arranged on the left and right sides of the vehicle end portion that connects between them, and that couple between the vehicle bodies; When the volume of one of the auxiliary air chambers is increased, the other is decreased, and when the volume of one is decreased, the other has a cylinder rod that increases the other. 1. A monorail vehicle comprising a mechanism for reducing the volume of an auxiliary air chamber of an air spring on a compressed side when is compressed. 10. A monorail vehicle comprising a traveling wheel rolling on an upper surface of a rail, a guide wheel rolling on both side surfaces of the rail, and a bogie having a stabilizing wheel for increasing a supporting force of the vehicle for rolling. A pair of means disposed on the left and right sides of the vehicle end portion for coupling between the vehicle bodies, a means for measuring longitudinal displacement between the vehicle bodies, a pair of air springs disposed on the left and right sides of the bogie to couple the bogie and the vehicle body in the vertical direction; Means for increasing or decreasing the pressure of the auxiliary air chamber of the air spring, and increasing the pressure of the auxiliary air chamber of the air spring on the side where the longitudinal displacement is reduced by means for measuring the longitudinal displacement between the pair of left and right vehicle bodies. A monorail vehicle comprising a mechanism. 11. A monorail vehicle comprising a traveling wheel rolling on the upper surface of a rail, a guide wheel rolling on both side surfaces of the rail, and a bogie having a stabilizing wheel for increasing a supporting force of the vehicle for rolling. Means for detecting the position of the vehicle above, means for storing curve information for the track position, a pair of air springs arranged at the left and right ends of the bogie to vertically connect the vehicle body and the bogie, and the left and right air springs A means for increasing or decreasing the pressure of the auxiliary air chamber, and means for increasing the pressure of the auxiliary air chamber of the air spring inside the curve in accordance with the curve information of the track.