Technical Field

The invention relates to monorail train or light train. More specifically, the present invention is directed to arrangements and operation for track, train and component design.

Background

Mass rapid transportation system is currently a choice of solution for big cities in the world to solve the problem of traffic jam due to an increasing of massive movement of people from one place to another and highly need of roadway area. Mass rapid transportation system which is commonly used to resolve the traffic jam without increasing the roadway area is the monorail vehicle or light train, which uses elevated track not at the same plot with the roadway area for other land vehicles.

Excellence mass rapid transportation system of monorail train or light train is large enough of the passenger freight capacity and does require less roadway area as compared to other surface transportation. One obstacle in building a mass rapid transportation system with elevated track for monorail and light train construction is the high investment costs. One of the dominant cost components in building a mass rapid transportation system is the investment cost of the elevated track construction. In monorail it can reach 38% and in the light train can reach 53% of the total investment. One important cost component in building an elevated track is the construction of the track beam as a path of travelling trains and a supporting pillar to support the track beam, train and passengers. In practice, the construction of a monorail transportation system and a light train in the recent practice, usually if it is desired to transport passengers in large numbers, it requires numbers of connected train series. Numbers of connecting trains as well as many passengers, results in the overall weight of the train. The weight of a large series of trains requires track beam with a great dimensions and weight. Similarly, if the dimensions and weight of beam of the track are also high in number, the pillar, column or stanchion of track beam (column) must also have a great amount of dimensions and weight, so that its strength can support the load from a series of train and its passengers and track beam. Track beam and its supporting column made of cast concrete construction, in which the greater dimensions and weight, it will be more expensive to build.

If it is desired to reach efficiency in the construction of the elevated track, one solution typically used is that a series of trains passing through the track is set as few as possible, so that the load on track beam is much reduced, so that the track beam can be made with a less dimensions and weight. However, as a result of the solution, the passenger freight capacity becomes too low. Whereas the existing solutions to increase passenger freight capacity, the train is made in a long series of train and tracking on one single track beam supported by two pillars that will support the weight of a whole series of trains and passengers. In order to have the track beam lines capable to receive load of series of train, the dimensions and weight of track beam and supporting pillars must be increased. By increasing the dimensions and weight of track beam and pillars, the cost of the elevated track construction will become expensive. The two alternatives solutions have their own drawbacks. The way as in recent practice of designing the elevated track of monorail train that elevating above the surface of the earth is to calculate the weight of a whole series of trains that have been designed with a certain freight capacity, and the elevated track capable to support the whole weight of the series of trains and its passengers, for each track beam of the entire train trajectory to the station platform.

A commonly used prior art technology in setting up rail train traffic, is that using the control centre and the train position detector located on the track outside the train. This technology requires a long segment or track block to accommodate the presence of one train or one series of train only. The track block is used to prevent the presence of another train on the block in order to avoid a collision. In this technology a track block length can reach between hundreds of meters up to 5 miles, because it only rely on information from position detector on the rail to know the position of the train and command from control centre outside the train.

Bogie for rail vehicles is a framework mounted on a set of wheels on the undercarriage of a rail vehicle. The bogie is used to put the vehicle weight on it so that the vehicle can run or travel on its rail. There are several types of bogie used for rail vehicles, namely the bogie used for vehicles running on the two parallel rail beams such as electric or conventional diesel trains, the bogie used for vehicles that run on one single rail or monorail without a guiding rail and the bogie used for vehicles that run on one single rail with a guiding rail support. There is a guide rail separated from the rail beam or track rail, for example, which is located separately from the rail beam beside the bogie and a guiding rail attached to the rail beam or track rail. Monorail vehicles usually have light weight and limited range of wagons. In a bogie type monorail vehicle travelling on a single rail beam, typically have two bogies, namely the front and rear bogies to bring one body of the vehicle (wagon). Such bogie has two pairs of load wheel, namely load wheels absorbing burden of load bogie, vehicle body, passengers and freights. Load wheels run on the upper surface of the rail beam with a horizontal rotary axis perpendicularly cut the rail beam. In addition, this type of bogie also has two guide wheels running on the left and right side of the rail beam with vertical rotary axis perpendicularly cross the rail beam line, which runs on the surface of the left and right side of the rail beam. Guiding wheel serves to guide the moving of the bogie to travel right on the rail beam. Besides, in the monorail train having this type of bogie is usually equipped with antiroll wheels serving as absorber for bogie and vehicle body as they travelling on bends so as not to roll. Antiroll wheels have the same assembling orientation to the guiding wheels but are usually located just under the guiding wheel. Load wheel, guiding wheel and antiroll wheel are wheels with rubber-tube tires (pneumatic tire).

In such bogie typed monorail train, as they are available in the market, there is a problem when running at high speed on the sharp turning track. Also, such type of bogie has less turning flexibility due to the rigid tie of the bogie to the vehicle body. When bogie turns sharply at a high speed, guiding wheel will withstand the loading wheel to avoid them shifting out of the rail beam, so that the shifting out loading wheel will re-shift to the middle of the rail beam surface. This causes the surface of the tires wear out faster.

Additionally when the bogie turns sharply, there will be centrifugal force causing the bogie and vehicle's body attached to the vehicle pushed out of the centre of the radius of the bend in the lateral direction or experiencing shocks laterally crossing the rail. In addition, if the vehicle is braked or accelerated, it will experience a shock in forward direction of the rail. These things will shorten the durability of the tires, bogie construction, rail and vehicle body, and reduce driving comfort and safety. To avoid the limitations of turning manoeuvre of the bogie, then usually the track rails are constructed in a large bend angle. The rail track construction with such a large angle, resulting in rail longer rail ways. Whereas, in the development mass and rapid

transportation system with monorail train, the investment cost of rail ways construction is very dominant. This resulted in a more expensive monorail transportation system investment costs.

One example of a bogie of the prior art includes a load wheel running on the upper surface of the rail rod (beam) and a guide wheel that run on the surface of the left and right side of the rail beam. This example bogie supports the final part of a vehicle's body (wagon) or the connection ends of two adjacent vehicle's bodies. The example bogie uses two pairs of load wheel and four pairs of guiding wheel with symmetrical two pairs on the right side and two pairs on the left side. The wheels used are pneumatic tire wheels. The bogie is equipped by a suspensions of two parallel rods transversely assembled amid of the bogie, between the couplings of front and rear load wheels. On the end parts of each parallel rod, the spring is placed with a pivotal mechanism in the middle. This suspension allows each supported vehicle's body can do a little manoeuvring swivel toward the vertical axis and a little vertical motion against the bogie but can prevent the excessive tilting of the vehicle's body in lateral direction and abrasion on the tires and improve riding comfort of passengers. Another example bogie includes at least a pair of load wheels with four pairs of guiding wheel symmetrically posed between the left and right sides of the rail. Each side surface of the rail has two pairs of guiding wheel divided into a pair on of top side and a pair of bottom side. The bogie can be connected one to another to support the second train vehicle's body with a connecting component. These two example bogies are placed at the connection of the vehicle's body of the train. Interconnection between each bogie is basically a connection of a fastener rod where the ends of the fastener rod are attached to an existing mounting at the back side of the front bogie and the front side of the rear bogie to connect having a peg to fasten the tie rod. The rod can rotate against the peg, so that by the mechanism the bogie is expected to have a rotating manoeuvre and thus the supported vehicle's body has also a similar manoeuvrability.

For both bogies, the connection mechanism that allows a rotation of the bogie, disclose placement on the connection between the vehicle's body. It reduces turning

manoeuvrability of the bogie. In addition, the two example bogies do not disclose a mechanism of shock absorption over longitudinal parallel rail track on the vehicle's body and neither does mechanism of shocking absorption over lateral and vertical motion of the bogie on the vehicle's body. A bogie for a rail vehicle is framework mounted on a set of wheels on the undercarriage of a rail vehicle. The bogie is used to put vehicle weight on it, so that the vehicle can run or travel on the track. There are several types of bogie used for rail vehicles, namely a bogie used for vehicles that run on the two parallel rail tracks such as the electric train or conventional diesel one, a bogie used for vehicles running on only one rail track or rail beam or called monorail bogie and there are the bogie used for vehicles running on a single rail track or rail beam and with the support of a guiding rail. Guiding rail used can be mounted on the upper surface of the rail like an Urbanaut® monorail or can be placed next to the left and right side of the bogie. Monorail vehicles usually have a limited range of carriages and light in weight.

The type of bogie for monorail vehicle which is running on a single rail track with the help of a guiding rail on the left and right side of the bogie, usually have two pairs of load wheels running on the upper surface of the rail track with lateral rotary axis cutting perpendicularly to the rail track and the guiding wheels running on a guiding rail located on the left and right side of the bogie with vertical rotary axis. The bogie for monorail train of this type rises up a problem when driving on the sharp turned rail track in a high speed. When the vehicle is turning sharply and in a high speed, centrifugal force will arise causing the bogie and the vehicle's body attached to the vehicle pushed out of the centre of the radius of the bend in lateral direction or subjected to lateral dings which is cutting the rail. In addition, if the vehicle is braking or accelerating, the vehicle's body will be hit by a kickback in forward direction of the rail.

Therefore, in order to maintain the bogie on the rail track, the side guiding wheel of vehicle will squeeze strongly the guiding rail in the outer track of its rotary radius and the guiding rail will give pressure force as a reaction to the guiding wheel towards the centre of the turn. If the construction the bogie's frame does not have a rotating motion flexibility when turning sharply in a high speed and the vehicle's body is rigidly tied to the bogie, the guiding wheels will s transmit the pressure force from the guiding rail to bogie's frame very powerfully and causes the load wheel shifting from and eroding with the surface of the rail to maintain the position of the load wheel persisting in the middle of the top surface of the rail. This poses a massive abrasion on tires. Γη addition, if the body or the vehicle's body is rigidly tied to the bogie, then the vehicle's body will follow to turn sharply following the bogie turning sharply and experience a lateral shocking (intersecting the forward direction of the vehicle's move). These things will make the durability of the tires, bogie's construction, rail and vehicle's body is short and reducing comfort riding and safety driving.

A further example vehicle according to the prior art has load wheels running on the trajectory rail bar and guiding wheels running on a guiding rail on the left and right side of the bogie. The guiding wheel is connected to the load wheel using kinematic hub bars. So that when the guiding wheel is under pressure from the guiding rail at one side because of travelling on a bent track, then through the hub bar, the pressure is distributed to press another hub bar, through the hub bar arrangement and the motion converter mechanism (switching mechanism), the movement of the hub bar attached to the fastening bar of the guiding wheel, will be forwarded to the pivot hinge which can rotate the load wheel. If the hub bar rotates the pivot, then the pivot will spin the load wheel on the vertical axis of rotation. With the disclosure of such kinematic hub bar arrangement, load wheel can turn toward the pressure direction of the guiding rail of the guiding wheel. The patent does not disclose a mechanism to dampen dings in the lateral direction of the vehicle's body if the bogie is turning and dings in forward direction when the bogie is braking or accelerating. Construction of hub bar arrangement in this patent is also quite complex and less responsive to the turning motion of the guiding wheel, due to a turning movement of the guiding wheels will experience an absorption by arrangement of hub bar before accepted by the load wheel. For a still further example vehicle, in order to be able to turn at a sharp angle and have a stable driving performance, then the bogie has to have a mechanism to rotate the bogie frame with a swivel bearing attached to the bogie frame, which can rotate due to a pressure on the guiding rail when the guiding wheel is turning. While on the two load wheels there are pivot hinges, which can rotate the load wheels on the vertical axis. The bogie frame is connected to the kinematic hub bars arrangement connected to the pivot hinge of the load wheels, so when the frame is rotating the pivot hinge will rotate so that when the frame is rotating due to travel on the bent track it will rotate the load wheels in accordance with swivel direction of the frame through a pivot hinge. Construction of hub bar arrangement of the example vehicle is quite complex, and requires a large swivel bearings for distributing rotary motion of the bogie frame when turning to the guiding wheels. The example vehicle does not have a mechanism to dampen the shock lateral direction of the rail and forward dings to the vehicle's body when the bogie is turning and braking or accelerating.

Summary of Invention

In a first aspect, the invention provides a method for controlling a live load applied by a train, having a plurality of carriages, to a track supporting said train, the method comprising the steps of: providing said plurality of carriages at a train station; releasing a first carriage from the train station; releasing a second carriage from the train station according to a pre-determined criterion; sequentially releasing the remaining carnages according to a pre-determined criterion, until all carriages have been released.

The invention seeks to provide a method to minimize the cost of elevated track

construction for monorail and light train to reduce the load on each track beam by setting up the distance between monorail train carriages during the operation. Setting up the distance between monorail train carriages during the operation according to the present invention is to set the different distance between the monorail or light train when the carriages position far from the station and in the range area of the station to reduce the load on each the track beam. Reducing the load on the track beam is conducted by dividing the series of train by limiting only one train passing through one track beam when away from the station, so that in one track beam only one train is passing. Whereas when the train approaching the station area, then all of the trains in the particular series will start to shorten the distance from one another, so it can be joined to touch each other when they stop at the station platform. Thus the freight capacity of the series of train in one trajectory of the elevated track is not reduced.

In one embodiment, the present invention may provide a method for improving the efficiency of the elevated track construction by reducing the loading on each track beam through setting up the distance between the monorail train during the operation, the position of the train is both outside and inside the station platform stop, having the following stages: storing data track or route in a computer on board before operation; departing the train one by one; reading the track position sensor installed on the rail track; determining the position of the train outside or inside the station by comparing trajectory data stored with a reading result of position detecting sensor while passing through the rail track; taking distance away from the train in front when the position of the train outside the range of the station area and taking a close distance from the train in front when the train position within the range of the station area. In a second aspect, the invention provides a vehicle arranged to move along a rail, the vehicle including; an upper frame for supporting a body of said vehicle; a bogie mounted adjacent to each end of said upper frame; each bogie including at least one load wheel in rolling engagement with the rail and arranged to distribute the weight of the vehicle to said rail; wherein said upper frame is pivotally mounted to each bogie permitting relative pivotal movement between each bogie and the upper frame.

The purpose of this aspect of the invention is to provide a construction of a vehicle bogie for rail vehicle travelling on the rail, which when mounted just below the vehicle's body allowing the bogie to perform high flexibility in swivel motion through pivotal engagement as it turns sharply.

In one embodiment, a bogie construction for monorail vehicle may be in rolling

engagement with a rail and/or side guiding rails, which have a simpler mechanism to drive the load wheel and guiding wheel when turning in sharp corners and provide a mechanism that can reduce dings in lateral direction of the rail to the vehicle's body when the turning and absorb shock to forward direction when the bogie is braking or accelerating.

Brief Description of Drawings

It will be convenient to further describe the present invention with respect to the

accompanying drawings that illustrate possible arrangements of the invention. Other arrangements of the invention are possible, and consequently the particularity of the accompanying drawings is not to be understood as superseding the generality of the preceding description of the invention. Figure 1 a is an illustration which shows the loading design on the track beams and pillars on each track beam if the joining series of train is on one track beam.

Figure lb is an illustration that shows the design loading on the track beam and pillar on each track beam if adjoining series of train is in one track beams.

Figure 2 illustrates a flow diagram of a method of setting the separation between trains to the efficiency of the rail construction according to the present invention.

Figure 3 illustrates a perspective of the pairing bogie according to the present invention, which shows the front and rear bogie carrying the vehicle's body attached to the pairing bogie using the upper frame, located on the rail rod.

Figure 4 illustrates a plan view of the upper frame to tie the vehicle's body on the pairing bogie according to the present invention.

Figure 5 is a perspective view of front and rear pair of bogie according to the present invention travelling on the rail beam without upper frame, each bogie has lower frame and load wheel and front and rear guiding wheels, the lower frame is used to place the front wheels frame and a rear wheel frame and front and rear wheel fastening frame.

Figure 6 illustrates a plan view of pairing bogie according to the present invention travelling on the rails beam, exposing the upper frame attached to the second lower frame of the bogie.

Figure 7 illustrates a plan view of a pairing bogie travelling on the rail beam according to the present invention.

Figure 8 illustrates a side view of the pairing bogie according to the present invention, showing the upper frame attached to the lower frame of the two bogies.

Figure 9 shows a front view of the pairing bogie according to the present invention, which exposes the upper frame attached to the lower frame of the bogie. Figure 10 illustrates that a rear view of the pairing bogie according to the present invention as it is viewed from the rear side of the rear bogie, exposing the upper frame attached to the rear bogie.

Figure 11 illustrates the rear side of the front bogie according to the present invention without exposing the upper frame.

Figure 12 illustrates a plan view of the front bogie according to the present invention without the upper frame, which shows the fastener rods of the upper frame.

Figure 13 is a perspective view of a front bogie according to the present invention without the upper frame and without binding rods of the upper frame.

Figure 14 illustrates an A-A sectional view of the front bogie according to the present invention exposing the rear pivotal mechanism.

Figure 15 illustrates a piece of Bogie B according to the present invention which shows the middle pivotal mechanism.

Figure 16 illustrates a plan view of pairing bogie's position according to the present invention running on a bending rail beam.

Figure 17 illustrates a perspective view of the pairing bogie's position according to the present invention travelling on a bending rail beam, showing condition of the air suspension in an elastic deformation.

Figure 18 illustrates a perspective view of a pairing bogie according to the present invention, showing the front and rear bogie to bring a vehicle's body fastened on the pairing bogie using the upper frame, located on the rail rod and guiding rail.

Figure 19 illustrates a plan view of the upper frame to tie on the vehicle's body to a pair of bogie according to the present invention.

Figure 20 is a perspective view of front and rear of the pairing bogie according to the present invention which is on the rail rod and guiding rail without the upper frame, each Bogie has lower frame and load wheel and guiding wheels of front and rear, which are used to place the front wheel frame and rear wheel frame and the fastening frame of the front and rear wheel frame.

Figure 21 illustrates a plan view of the pairing Bogie according to the present invention on the beam rail and the guide rail, which shows the upper frame attached to the lower frame of that both bogie's frame..

Figure 22 illustrates a plan view of the pairing bogie according to the present invention on the rail rod and guiding rail without the upper frame.

Figure 23 shows a side view of coupling bogie according to the present invention, which shows the upper frame attached to the lower frame of both bogie.

Figure 24 illustrates a front view of the pairing bogie according to the present invention, which shows the upper frame attached to the lower frame of the bogie.

Figure 25 illustrates a rear view of a pair of Bogie according to the present invention viewed from the rear of the rear Bogie, which shows the upper frame attached to bogie. Figure 26 illustrates the rear of the front bogie according to the present invention without exposing the upper frame.

Figure 27 illustrates a plan view of a front Bogie according to the present invention without the upper frame, which shows the fastening bars of the upper frame.

Figure 28 is a perspective view of a front bogie according to the present invention without the upper frame and without fastening bars of the upper frame.

Figure 29 illustrates an AA sectional view of the front bogie according to the present invention showing the rear pivot mechanism.

Figure 30 illustrates a B-B sectional view of the bogie according to the present invention showing the pivot mechanism. Figure 31 illustrates a plan view of the position of the coupling bogie according to the present invention crossing a curved track.

Figure 32 illustrates a perspective view of the position of a coupling bogie according to the present invention crossing a bent track, showing the air suspension subjected to an elastic deformation.

Detailed Description

This invention relates to a method of improving the efficiency of the elevated track construction both of the track beam (track beam/ girder) and pillar (column) of track beam for a monorail train or light train (light rail). More specifically, the present invention uses a method to reduce the load on each track beam by setting the distance between the current monorail trains travelling on the track beam in the position away, or close to the platform of the station. In the monorail or light train using an elevated track, the use of a series of trains that are connected to increase the transport capacity will increase the weight and dimensions of the elevated track required, including both of track beams and pillar (column) along the rail track, having ability to support the load of the series of train passing along the elevated track. With the method of setting distance according to the present invention, the weight of the joining train series can be reduced by dividing the trains into a smaller on for example to be one only train which run itself on each track beam. By the method of setting this distance trains are departed one by one from the station.

When the trains are located outside the range of the station area, then the distance between trains (D) will be maintained equal to the length of one track beam. Each one track beam is supported by two supporting pillars. So it is set in a track beam will always accept load of only one train. Thus the dimensions of the elevated track both track beam and pillar can be reduced compared to the condition that the track beam and pillar have to support the train with a longer series. While at the time that the trains are entering the station area, then the distance between trains (D) will be shortened gradually until the train in front stopping at the station platform so the train behind will stop at very close distance until it is touching. As shown in Figure 1 a, load design on the track beam, namely that if the monorail or light train consists of three trains (1 , 2, 3) joining together in a series, it will have a weight of trains and passengers 3W in a single rail beam. Thus, it takes two pillars (columns) to support the track beam; each pillar will support the load of 1.5W. If the train is passing from one track beam to the other track, so every supporting pillar supporting another track beam will also support the weight of the train and passengers of 1.5W.

Whereas in Figure lb, by using a method to reduce the load on each track beam through the distance setting between the trains according to the present invention, the three trains (1 , 2, 3) joining into one series as shown in Figure 1 a when it departing from the station, the departure is divided or split into one train in each departure time with an interval of time arrangement between two trains departed (headway). Distance between the trains (D) is arranged so that for each track beam can only be used by only one train with a weight of each train and its passengers is 1 W. So it needs three track beams to a similar track beam length to load three trains separately, the number of pillars needed are four. Thus the dimension of elevated track, both track beam and pillar (column) can be reduced, because the load supported by each track beam is only 1 W. Each pillar will support the weight of the train and its passengers amounted to 1 W or less than 33.3% compared to that if the weight of three trains are joined into one series. With the reduced dimension of track beam and supporting pillar, the volume of concrete needed is much lessened, so that the investment cost of the elevated track construction can be minimized. While in the station area when the train has stopped, the dimension and strength of the track beam and pillar are capable of supporting the entire load of the train when they are joined has a single unit or series.

As shown in Figure 2, the method of setting a distance between monorail and light trains according to the present invention has the following stages:

storing the data of travelling trajectory or route in a computer on board in each train before the operation (4); departing the train one by one with the similar interval of time (head way) which is equal to the length of the beam rails used (5); reading the position sensors installed on the track rail as the train passing through the track beam (6); trains can autonomously determine the position of the train far away or close to the station as well as outside or within the range of the station area by comparing the trajectory data stored with the result of sensor position readings as the train passing through the track beam (7); when the train position outside the area of the station platform, then the train take a long-distance from a train in front of it in accordance with the length of a track beam used (9); when the train position within the area of the station platform, the train speed regulator will set the pace of the train gradually to minimize the distance to less than one track beam with train in front of it until touching with the train in front of it, when it is stopping at the station (8). On the train there is a computer as a train journey controller. The computer has been installed with information related to the trajectory data or route that will be passed by the train, before the trains is operated. While the train in operation, it will read the position sensors installed along the track beam. With the result of the sensors position readings on the track beams, the train can autonomously determine the position of the train by comparing the trajectory data stored and the results of sensor position readings on the track beam. Furthermore the result of the position sensor readings is also used to update the trajectory data.

From the results of the train position readings, if the train is outside the area stop station, then the train will take a certain distance (D) with the train in front of it. The distance between the trains (D) is equal to the distance of one track beam, which is one track beam supported by two supporting pillars. The length of one track beam usually used on a monorail or light train is between 20-50 meters. The distance between the trains will always be maintained as long as the train is still outside the station area, so that within one track beam there will only be one train. Setting the distance between the trains can be done because of a distance sensor that always informs the distance from train in front of it in actual time (real time). The distance sensor can use a combination of radar, laser and ultrasonic.

If the position of the train is in the range of station area, the distance between the train is shortened or close gradually to the train in front of it to be less than the length of one track beam until touching the train in front of it when it is stopping at the station. Setting the distance of the trains is conducted by train pace controller by controlling the velocity of the train through an electric motor rotation settings after receiving information from the distance sensors and position sensors. As the train far away from the station the electric motor rotation is set so that at a certain speed, the distance is always consistent with the train in front of it, but when the train approaching the station or the track beam at the station, the train will dock and then touch with the train in front it when stopping. In this aspect of the invention a bogie for vehicles that ran on a single rail (monorail) having a guiding wheel running on the surface of the left and right side of the one single track. More specifically, the bogie according to the present invention has three pivotal connections to its frame, the front pivot, centre pivot and rear pivot, so that the boggy has a rotating flexibility when travelling on a bending rails beam with a sharp angle, friction and pressure reduction on the load wheel and minimizing friction of the wheel with the guiding rail, and with the pivot and with the air suspension between the top and bottom frame, then a sharp swivel motion on the bogie is not directly forwarded to the vehicle's body and it can reduce lateral shock on the vehicle's body attached to the bogie when it is turning and shocking forward the rail when braking or accelerating, which is making construction of the bogie, the wheels and the vehicle's body will increase durability and driving comfort. As shown in Figure 3 to 8, a pair of bogie or 2 (two) pieces of bogie, namely front bogie (1 1) and rear bogie (12) according to the invention is provided to bind one wagon or monorail vehicle body, orderly arranged from the front to the rear side. The top side of both bogies are fastened on the upper frame (13) and on the upper frame (13) vehicle's body is attached. Each bogie according to the present invention is equipped by 2 (two) pairs of load wheels (20a, 20b, 21a, 21b) within the front wheel frame (11a) and rear bogie (1 lb). A pair of front load wheels (20a, 20b) mounted within the front wheel frame (11a) and another one pair (21 a, 21b) mounted within the rear wheel frame (1 lb) as shown from the front bogie (1 1). Each pair of front load wheels (20a, 20b) and rear (21a, 21b), one wheel (20a, 21a) mounted on the right side and one wheel (20b, 21b) mounted to the left side of the centre axis of the middle frame.

Load wheels (20a, 20b, 21 a, 21b) are running on the top surface of a single track rail beam (R) with a horizontal rotary axis or perpendicularly cross the rail beam. Each bogie, according to the present invention, also installed 4 (four) pairs of guiding wheels (22a, 22b, 22c, 22d, 23a, 23b, 23c, 23d) in the right and left side of the bogie, attached and running on the side surface of the rail (RS) on the top part and two pairs of antiroll wheels (22e, 22f, 23e, 23f) attached and running on the side surface of the rail (RS) in the bottom part. As shown in Figure 6 to 8, on the front bogie (11), two pairs of guiding wheels mounted on the right side of the bogie (22a, 22c, 23a, 23c) and another two pairs (22b, 22d, 23b, 23d) mounted on the left side of the bogie, guiding wheels of the bogie (22a, 22b, 22c, 22d, 23a, 23b, 23c, 23d) are running by rolling on the side surface of the rail (RS) with vertical rotary axis.

As indicated in Figure 5 to 8 and 11 to 13, each bogie according to the invention, like at the front bogie (11), consists of two-wheel frame, namely the front wheel frame (11a) and the rear wheel frame (1 lb) and order fastening frame of wheels frame (1 1 c). In the front wheel frame (11a), are mounted a pair of front load wheels (20a, 20b), two pairs of guiding wheels (22a, 22b, 22c, 22d) and one pair of antiroll wheels (22e, 22f). Whereas in the rear wheel frame (1 lb), mounted rear load wheels (21 a, 21b), two (2) pairs of guide wheels (23a, 23b, 23c, 23d) and one pair of wheels anti roll (23e, 23f). Guiding wheels (22a, 22b, 22c, 22d) in the front wheel frame (1 1a) and guiding wheels on the rear wheel frame (1 lb) (23a, 23b, 23c, 23d) as well as antiroll wheels (22e, 22f, 23e, 23f ) serve to drive the front (20a, 20b) and rear (21a, 21b) load wheels and to steer the front (1 1a) and rear (1 lb) wheel frame in order to follow the rail beam and not to shift out of the rail (R).

In the front wheel frame (11a), a pair of front load wheels (20a, 20b) are placed in the front (1 1a) in rectangle and made of steel bars having front frame (25a) and rear frame (25b) and the right side frame (25c) and left frame (25d) and middle frame (29). Right front load wheel (20a) and left (20b) are placed symmetrically on the left and right side of the middle frame (29) and each load wheel is connected to the front load wheel axle (29a) attached to the middle frame (29). On the rear wheel frame (1 lb), a pair of rear load wheels (21 a, 2 lb) are placed in the rear frame (1 lb) which is rectangular and made of steel bars having front and rear frames (27a, 27b) and side frame (27c, 27d) as well as the middle frame (30). Right rear load wheels (21a) and left (21b) are placed symmetrically in right and left side of the middle frame (30) and load each wheel is connected with the front load wheel axle (30a) attached to the middle frame (30).

In the front wheel frame (11a), in the right side frame (25c) is attached fastening frame of the right antiroll wheel (26a) and in the left side of the frame (25d) is attached fastening frame of the left antiroll wheel (26b). Antiroll wheel of the right fastening frame (26a), consists of upper bar (26ax) vertically aligned in the side surface of the rail (RS) in the upper right part and lower bar (26ay) bending into the direction of side surface of the rail (RS) in the bottom right part, so that the antiroll wheels attached to the end of the lower bar (26ay) can be attached to the surface of the rail side (RS) in bottom right part. While the fastening frame of the left antiroll wheel (26b), comprises of a lower bar (26bx) vertically aligned the surface of the rail side (RS) on the upper left and lower bar (26by) which is bent into the direction of the surface of the rail side (RS) in lower left part so that the antiroll wheels attached to the end of the lower bar (26by) can be attached to the surface of the rail side (RS) in the bottom left part. In the fastening frame of the right antiroll wheel (26a), on its upper bar (26ax), is fastened the fastening arm of right guiding wheel (19a) and left (19c) horizontally aligned symmetrically to the rail and fastened symmetrically to the upper bar (26ax). At the end of the fastening arm of the right (19a) and left (19c) guiding wheels the right guiding wheel is attached horizontally so that its surface can roll on the side surface of the upper part of the rail. In the fastening frame of the left antiroll wheel (26b), on its upper bar (26bx), is tied fastening arm of right guiding wheel (19d) and left (19b) horizontally parallel to the rail and symmetrically attached to the upper bar (26bx). At the end of the right fastening arm of the right (19d) and left (19b) guiding wheels the right guiding wheel is attached horizontally so that its surface can rolled on the upper part of the rail side.

In the rear wheel frame (l ib), right side frame (27c) is fastened to the fastening frame of the antiroll wheel (26c) and on the left side frame (27d) is attached fastening frame of the left antiroll wheel (26d). Fastening frame of the right antiroll wheel (26c), consists of upper bar (26cx) vertically aligned to the surface of the rail side (RS) in the upper right part and lower bar (26cy) is bent into the direction of the surface of the rail side (RS) in the right part so that antiroll wheel attached to the end of the upper bar (26cy) can touch the surface of the rails side (RS) in lower right part. While fastening frame of the antiroll wheel, comprises of upper bar (26dx) vertically aligned to surface of the rail side (RS) in the upper left part and lower beam (26dy) bending into the direction of the surface of the rail side (RS) in lower left part so that the antiroll wheels attached to the end of the lower bar (26dy) can touch to the surface of the rail side (RS) in bottom left part.

In the rear wheel frame (l ib), fastening frame of the right wheel (26c), on its upper bar (26cx), is fastened to fastening arm of the right (19e) and left (19g) guiding wheel horizontally parallel to the rail and fastened symmetrically to the upper bar (26cx). At the end of the fastening arm of the right (19e) and left (19g) guiding wheel the right guiding wheel is attached horizontally so that its surface can roll on the side surface of the upper part of the rail. In the fastening frame of the left antiroll wheel (26d), on its upper bar (26dx), fastening arm of the right (19h) and left (19f) guiding wheel are horizontally attached to the rail and symmetrically fastened to the upper bar (26dx). While at the end of the fastening arm of the right (19g) and left (19h) side of the guiding wheels the right guiding wheel is attached horizontally so that its surface can be roll on the side surface of the upper rail.

As in shown in Figure 3, 4, 6, 8 and 9, upper frame (13) is rectangular of steel bars, having parts of side (14), front and rear (16, 17) and supporting bars (15). On the front and rear parts of the upper frame (13), there are front (16) and rear (17) bars. On the front bar (16) there is a bracket extending to the right (16a) and left (16b) sides. While on the rear bar (17), there is a bracket extending the right (17a) and left (17b) side. The front bracket of the right (16a) and left (16b) part of the upper frame are used to fasten the top part of a pair of left and right air suspensions (18a, 18b) of the front bogie (1 1) and the right (17a) and left (17b) part of rear bracket are used to tie the top part of a pair of air suspension of the rear bogie. Front (16) and rear (17) part of the bar are also used to fasten the upper frame (13) to the front (1 1) and rear (12) bogie using fastening bars (44, 47), one end of the bars attached to the bogie and the other end attached to front and rear bars (16, 17) of the fastening bracket in the side part of the fastening bars (16c, 16d, 17c, 17d). In addition, in the front (1 16) and rear (17) bars there are fastening bracket of middle fastening bars (15a, 15b) of the supporting bars (15). According to Figure 9 to 13, each bogie according to the present invention, the front wheel frame (1 1 a) and rear wheel frame (1 lb), has a shape in plan view like an identically and sequentially rectangular box. Second wheel frame, namely the front (1 1a) and rear (1 lb) put together by a fastening wheel frame (11c) having a plan view like a cross shape or "+". Fastening frame of the wheels frame (1 lc) has a longitudinal bar (33) aligned in parallel with the rail as well as the middle frame (29, 30) and a lateral bar (34) with a lateral position or crossing the rail. Longitudinal bar (33) placed just above the middle frames (29, 30). At the end part of front and rear longitudinal bar (33), there is a joint of front pivot (35) and rear pivot (36), fastening the front wheel frame (1 1 a) and rear wheel frame (l ib) with a fastening frame of wheel frame (1 1 c). The front pivot (35) binds the front wheel frame (11a) and fastening frame of wheel frame (11c). While the rear pivot (36), ties a rear wheel frame (1 lb) with the fastening frame of the wheel frame (1 1c). The pivot mechanism allows the front wheel frame (1 1a) and a rear wheel frame (1 lb) to rotate easily when the bogie is passing a sharply bent trajectory.

As shown the Figure 12 to 14, front and rear pivot mechanism (35, 36) in details are formed as at the ends of the front and rear of the longitudinal bars (33) the fastening frame of the wheel frame (11c), there is front and rear rotary shaft sleeves (50, 52) which is hollow inside, where rotary shaft (51) placed. As shown in Figure 14, the rear pivot mechanism (36), and the rotary shaft (51) is cylindrical elongated vertically exceeding the length of the shaft sleeve (52). Lower end of the rotary shaft (51) is attached to the middle frame (30) with a mounting (30a). Between the hollow inside the rotary shaft sleeve (52) and the rotary shaft (51), at its lower and upper ends, two bearings (38a, 38b) are placed, so that the rotary shaft (51) rotatably to the idling rotary shaft sleeve (52). Similarly are the rear (36) and front (35) pivot mechanisms. By the pivot mechanism according to the present invention, when the baggy is passing on a bent trajectory, the guiding wheels on one side will receive a pressure reaction from the rail pressed by the guiding wheels. Furthermore, the pressure will be distributed to the rotary shaft (51) through the wheel framework so that the rotary shaft (51) will rotate, which in turn allows the entire wheel frames rotating. This pivotal mechanism minimizes friction in the load wheel and guide wheel when turning, so that the bogie can pass through a bent trajectory smoothly. In Figure 14, it illustrates a condition when the front (11) and rear (12) bogies passing the turning rail.

As in Figure 4, 5, 9, 10, 11, 12 and 13, the lateral bar (34) of the fastening frame of the wheel frame (1 1c), at its right and left ends there are right bracket (39a) and left bracket (39b) used for placing and fastening the right air suspension (18a) and left air suspension (18b). So that the air suspensions (18a, 18b) at the front bogie (1 1) are fastened to the lateral bracket bars (39a, 39b) on their bottom part and fastening bracket of the air suspension of the upper frame (16a, 16b) bind their top. At the rear bogie (12), the bottom part of the air suspension is also tied to lateral bar bracket and its top to the fastening brackets of the upper frame air suspension (17a, 17b).

As indicated in Figure 12, 13 and 15, on the fastening of the wheel frame (1 1 c), connecting point between the longitudinal bar (33) and the lateral bar (34), there is a middle pivotal mechanism (37), which allows the vehicle body attached to the upper frame (13) can slightly spin to the bogie. This mechanism is provided so that when the vehicle and the bogie are passed through a bent track, centrifugal force will occur slamming to the lateral direction or the direction of crossing the rail against the bogie and the vehicle's body tied at the upper part of the bogie. Therefore, if the vehicle's body is rigidly fastened to the bogie's frame, a huge lateral shock on the bogie will be directly transmitted to the vehicle's body. To reduce lateral dings on the vehicle's body, lateral dings absorbing mechanism on the vehicle's body, namely the vehicle's body is made slightly spinning to the bogie, through the pivotal mechanism and the use of air suspensions (8a, 8b) which are placed between the vehicle's body and the bogie. So that the lateral dings on the bogie when it is turning will not be directly forwarded top part of the vehicle's body, but blocked by the pivotal mechanism and absorb by air suspensions (18a, 18b). Air suspensions (18a, 18b) are rubber tubes that are filled by air, which is a resilience component or components that have resilience or elastic force to dampen vibration and forces. The forces arisen as long as not to exceed its elastic strength so it will be blocked by air suspension with an elastic deformation such as twisting or elongation, as shown in Figure 15.

As in Figure 4, 12, 13 and 15, the centre pivotal mechanism (37) of the bogie, there is the fastener frame of the wheel frame (11 c) in the intersection area between the longitudinal bar (33) and lateral rod (34). In the central pivot (37), there is the rotary shaft (40) its lower end attached to the lateral bar (34) its centre intersecting with the longitudinal bar (33). The rotary shaft is placed inside the hollow of the rotating shaft sleeve (41) and between the rotating shaft sleeve (41) and the rotary shaft (40) is placed a pair of bearings (42a, 42b). With this construction the sleeve of the shaft (41) can rotate the rotary shaft (40) in idling. On the shaft sleeve central pivot bracket (43) is tied, so that the centre pivot bracket (43) can also rotate. On the brackets (43) are tied three pins (37a, 37b, 37c) to tie the end of three fastening bars of the upper frame (44,45,and 46). Middle pin (37a) is used to tie one end of the side part of the upper frame of fastening bar (44), while the other end of the side part of the upper frame of fastening bar (44), is attached to the front part of the upper frame bar (16) on the side (16c, 16d). While the right pin (37b) and the left pin (37c) are used to bind the end of middle right part of the fastening frame bar (45) and the left part of the fastening frame bar (46). The other ends of the middle part fastening bar (45,46) are attached to the middle brackets (15a, 15b) on the upper frame supporting bar (15). Two fastening bars on the middle of the upper frame (45, 46) serves to bind upper frame (13) of the bogie (1 1a) and support the upper frame (11 a) when the bogie is braking or accelerating so that the upper frame (13) and vehicle's body attached to the upper frame, not to throw forward. In addition a forward ding fore at upper frame and the vehicle's body is also dampened by the air suspensions (18a, 18b). Air suspensions (18a, 18b) is an air contained hollow cylindrical rubber. The bond between the fastening pins of upper frame fastening bar (47a, 47b, 47c) and the ends of upper frame fastening bar (44,45,46) is a ball joint, so that the upper fi-ame fastening bar have a freely movement to the left and right and up and down. Air suspension has been widely used in the automotive to dampen vibration for instance on the engine mounting or on the wheel fastening legs. Air suspension is a resilience component having properties to absorb energy or forces received by transforming it into an elastic deformation. As shown in Figure 17, when the bogie is passing through a bent trajectory, there will be a vibration or pressure force received by load wheel and guiding wheel of the bogie. Vibration and compression force on the wheel will be forwarded to fi-ame of the bogie and transmitted to the vehicle's body through the upper frame (13). Prior to vibration and compression force accepted framework above, it will be accepted and absorbed in advance by the air suspension. The forces received air suspension, will be absorbed and cause an elastic deformation of the air suspension as twisted, tilted or subject to creep. If the forces on the air suspension are missing, then the air suspension will recover to its original shape.

The central pivot bracket (43) can rotate along with rotary shaft sleeve (41) against the rotary shaft (40) which is in stationary. Thus the end of the fastening bar of the side part of upper frame (44) attached to the central pivot bracket (43) can rotate. Fastening bar of the side part of upper frame (44) serves to hold the vehicle's body attached to the upper frame (13) subjected to a lateral ding or crossing the rail. Vehicle's body attached to the upper frame (13) and the upper frame (13) tied to the fastening bar of the side part of upper frame (44), will be able to spin due to the central pivot (37). In this case the vehicle's body is not rigidly attached to the bogie and there is flexibility in rotating motion of the bogie, so when the bogie is running at high speed and at a sharp bent track, the vehicle's body will not directly follow the bogie's rotation but the rotation is reduced by the central pivot (37) and a lateral dings on the vehicle body can be minimized.

The invention relates to a bogie for vehicles running on a single rail (monorail) and side guiding rails. More specifically, the bogie according to the present invention has three pivot connections to its chassis, the front pivot, centre pivot and rear pivot, so that the bogie has a swivel flexibility when running on the trajectory rail with a sharp angled turn, to reduce friction and pressure on the load wheel and minimize friction of guiding wheel with the guiding rail, and has air suspension between the upper and bottom frame to dampen lateral dings on the vehicle's body attached to the turn and dings in the forward direction of the rail as the bogie is braking or accelerating, which makes the bogie construction, rail and vehicle's body more durable and increases driving comfort. As shown in Figure 18 to 23, a pair of bogie or two pieces of bogie i.e. front bogie (101) and rear bogie (102) according to the invention is required to bind one entity or monorail vehicle's body. On top of both bogies the upper framework (103) is fastened and on the upper frame (103) vehicle's body is attached. Each bogie according to the present invention is equipped by two pairs of load wheels (110a, 1 10b, 111a, 1 1 lb) on the right and left side of the bogie as seen from the front bogie (11). A pair of wheel load (1 10a, 1 1 1a) mounted on the right side of the bogie and the other pair of load wheels (110b, 1 1 1b) located on the left side of the bogie. Load wheel (1 10a, 1 10b, 1 11a, 1 1 lb) is running on the surface of a single track rod (R). In each bogie, according to the present invention, are also installed four pairs of guiding wheels on the right and left of the bogie. As in Figure 1 1 1 and 112, the front bogie (101), two pairs of guiding wheels are mounted on the right side of the bogie (112a, 1 12c, 1 13a, 113c) and two other pairs (1 12b, 1 12d, 113b, 23d) are mounted on the left side of the bogie. The guiding wheels (1 12a, 1 12b, 1 12c, 1 12d, 1 13a, 1 13b, 1 13c, 113d) of the bogie is running by rolling on the guiding rail (RP) which is located on the right and left side of the bogie with vertical rotary axis.

As Figure 20 to 23 and 26 to 28, each bogie according to the invention, such as the front Bogie (101), consisting of two wheel frames, namely the front wheel frame (101a) and rear wheel frame (101b) and fastening frame of the wheel frame (101c). In the front wheel frame (101a), a pair of front load wheels (1 10a, 1 10b) and two pairs of guiding wheels (112a, 112b, 112c, 1 12d) are mounted. Whereas in the rear wheel frame, rear load wheels (1 1 1a, 1 1 lb) and two pairs of guide wheels (1 13a, 1 13b, 113c, 113d) are mounted. In the front wheel frame (101 a), a pair of front load wheels (110a, 1 10b) are placed between two pairs of guiding wheels namely pair of front guiding wheels (112a, 112b) and a pair of rear guiding wheel (112c, 112d), whereas in the rear wheels frame (101b), a pair of rear load wheels (1 1 1a, 11 lb) are placed between two pairs of guiding wheels namely a pair of front guiding wheels (113a, 1 13b) and a pair of rear guiding wheel (113c, 113d).

As in Figure 18, 19, 21 , 23 and 24, the upper frame (3) is rectangular of steel bars, having side parts (104), the sides of the front and rear (106, 107) and supporting bars (105). On the front and rear sides of the upper frame (103), there are front bar (106) and rear bar

(107). On the front bar (106) there is a bracket extending to the right (106a) and left (106b) sides. While on the back side of the bar (107), there is a bracket extending to the right (107a) and left (107b) sides. The front bracket of the right side of the upper frame (106a) and left side (106b) used to fasten the top part of a pair of left and right air suspensions (108a, 108b) at the front bogie (101) and the right part of the rear bracket (107a) and the left part (107b) used to fasten the upper part of a pair of air suspension on the rear bogie. Front side of the bar (106) and rear (107) is also used to bind the upper frame (103) towards the front bogie (101) and rear (102) using fastening bars (134, 137), which is one end of the bar attached to the bogie and the other end tied to the front and rear bars (106, 107) in the fastening bracket on the side part of the fastening rod (106c, 106d, 107c, 107d). In addition, on the front rod (106) and rear (107) there are also fastening brackets of the middle fastening rod (105a, 105b) on the supporting bat (105). According to Figures 24 to 28, on each Bogie according to the present invention, the front wheel frame (101a) and rear (101b), respectively have the shape looks like a sequential profile of an "I". Both of the wheel frames, namely the front (101a) and rear (101b) put together by a fastening frame of the wheel frame (101c) having a shape like a cross shape or "+". At each wheel frames (101a, 101b), at their front ends, there are front guiding wheels fastening bars (115, 117), posing laterally or cut towards the rail (R), at their ends of the left and right front guide wheels (112a, 1 12b, 113a, 113b) are attached. At each wheel frames (101a, 101b), at their rear ends there are fastening bars of the rear guiding wheel (1 16,118), their position is also lateral or cut towards the rail (R), wherein at their left and right ends rear wheel guides (112c, 112d, 113c, 1 13d) are fastened. The front guiding wheels (112a, 112b, 1 13a, 113b), fastened to the front of fastening bars of the guiding wheel (1 15,117) and rear guiding wheels (112c, 1 12d, 113c, 1 13d), fastened to the rear guiding wheel fastening bars (116, 118), has a vertical swivel axis perpendicular to the fastening bar.

As in Figure 27 and 28, each wheel frames (101a, 101b), there are middle frames

(119,120), binding the fastening bar of the front guiding wheels (115, 117) and rear (1 16,1 18) in the centre of the fastening frame of the guiding wheel. The middle frame (1 19,120) in the form of two parallel steel bars in longitudinal direction or parallel to the rail. The two parallel bars have a certain distance so that there is a gap between the two. hi the middle of the middle front frame (1 19) the fastening bars of the front load wheel (121a, 121b) are tied to the front of the load wheels (1 10a, 1 10b) through its axis. While in the middle of the middle frame (120) in the rear wheel frame (101b), fastening bars of the rear load wheel (122a, 122b) are fixed to tie the rear load wheels (1 10a, 1 10b) through its axis. The fastening frame of the wheel frame (101c) has a bar parallel to the rail (123) or parallel to the middle frames (1 19,120) and a lateral bar with a lateral position or cutting the rails. The Bars (123) parallel to the rail is placed just above the gap between the two bars parallel to the front and rear middle frames (119,120). At the front and rear ends of the bars parallel to the rail (123), there are a front pivot connection (125) and rear pivot connection (126), fastening the front wheel frame(lOla) and rear (101b) with the fastening frame of the wheel frame. The pivot mechanism allows the front wheel frame (101a) and the rear wheel frame (101b) can rotate easily when the bogie is passing through a sharp turned trajectory.

As shown in the Figures 27 to 29, in detail the front and rear pivot mechanism (125, 126) are formed as in the front and rear ends of the bar parallel to the rail (123) there are rotary shaft sleeves front and back (140, 142) which is hollow inside, where rotary shaft (141) is placed. As shown in Figure 29, the rear pivot mechanism (126), the rotary shaft (141) is cylindrical elongated vertically with a length exceeding the length of the sleeve (142) to penetrate the gap between the two parallel bars at the centre of the rear frame (120). Lower end of the rotary shaft (141) is attached to the middle frame (120). Between the hollow inside the rotary shaft sleeve(142) and the rotary shaft (141), at the ends of lower and upper part of the hollow, the two bearings (128a, 128b)are placed, so that the rotary shaft (141) can rotate to the idle rotary shaft sleeve (142). Front and rear pivot mechanisms are alike.

With the pivot mechanism according to the present invention, when the bogie is passing a bent trajectory, the guiding wheel on one side will receive a reaction pressure from the rail pressed by the guiding wheel. Furthermore, the pressure will be distributed to the rotary shaft (141) so that the rotary shaft (141) will rotate, which in turn allows the overall wheel frame to rotate. The pivot mechanism minimizes friction in the load wheel and guiding wheel when turning, so the bogie can pass through a sharp bent trajectory smoothly. In Figure 31 , it is exposed when the front bogie (101) and rear (102) crossing rail turns, the front wheel frame is rotating at an angle (0) to the fastening frame of the idle wheel frame. As shown in Figure 19, 20, 24 to 28, the lateral bar (124) of the fastening frame of the wheel frame (101c), at the ends of the right and left there are right bracket (129a) and left bracket (129b) used to locate and bind the right air suspension (108a) and left air suspension (108b). So the air suspensions (108a, 108b) in the front bogie (101) is fastened to the lateral bar brackets (129a, 129b) in its lower part and the upper frame air suspension fastening brackets(106a, 106b) is binding its upper part. At the rear bogie (102), air suspension is also tied at its lower part on lateral bar bracket and its upper part to the upper frame air suspension fastening bars (107a, 107b).

As in Figure 27, 28 and 30, on the wheel frame fastening bar (101c), the meeting point between the bars parallel to the rail (123) and the lateral bar (124), there is a middle pivot mechanism (127), which allows the vehicle's body attached to the upper frame (103) can slightly spin to the bogie. This mechanism is provided so that when the vehicle and the bogie pass through a turned track, there will be centrifugal force and slamming into the lateral forward direction cutting the rail against the bogie and the vehicle's body tied at upper part of the bogie. If the vehicle's body is rigidly fastened to the bogie's frame, the large lateral dings on the bogie will be directly transmitted to the vehicle's body. To reduce the lateral dings on the vehicle's body, a mechanism of lateral dings absorption on the vehicle body is made, namely the vehicle's body is modified to be able to slightly spin against the bogie, through a pivot mechanism and the use of air suspensions (108a, 108b) placed between the vehicle's body and the bogie. Thus the lateral dings on the bogie in turning movement not to be forwarded immediately to the vehicle's body on its top, but suspended by the pivot mechanism and tempered by the air suspensions (108a, 108b). The air suspensions (108a, 108b) are made of rubber tube filled with air, a resilience component or any components having resiliency or elastic force to dampen vibration and forces. The forces rise as long as they do not exceed the elastic force will be suspended by the air suspension with elastic deformation such as twisting or elongating, as shown in Figure 32. As in Figure 19, 27, 28 and 30, the middle pivot mechanism (127) in the bogie, posed in the fastening frame of the wheel frame (101c) in the area of intersection between the bar parallel to the rail (123) and the lateral bar (124). In the middle pivot (27), there is a rotary shaft (130) having a lower end attached to the lateral bar (124). The rotary shaft is placed in the cavity of the rotating shaft sleeve (131) and between the rotating shaft sleeve (131) and the rotary shaft (130) a pair of pads (132a, 132b) are placed. With this construction shaft sleeve (131) is able to rotate to the idle rotary shaft (130). On the shaft sleeve, middle pivot bracket(133) is tied, so that the middle pivot bracket (133) could also rotate. On the bracket(133) three pins (127a, 127b, 127c) are fixed to fasten the ends of three upper frame fastening bars(134,135, and 136). Middle pin (127a) is used to tie one end of the side part of the upper frame fastening bar, whereas the other end, attached to the front part of the upper frame (106) on its side part (106c, 106d). While the right pin (127b) and the left pin (127b) are used to bind the stem end of the upper frame fastening at its middle right side (135) and the left side (136). The other end of middle part of the upper frame fastening bar (35,36) are attached to the middle brackets (105a, 105b) on the upper frame supporting bar (105). Two fastening bar of the middle part of the upper frame (135,136) are serving to bind the upper frame (103) of the bogie (101a) and to support the upper frame (101a) if the bogie is braking or accelerating so that the upper frame (103) and the vehicle's body fixed to the top of the frame, not to tumble forward. In addition forward dings on the upper frame and the vehicle's body are also dampened by the air suspensions (108a, 108b). The air suspensions (108a, 108b) are formed as an air contained hollow cylindrical rubber. The bond between the fastening pin of the upper frame fastener bars (127a, 127b, 127c) and the end of the upper frame fastening bars (134,135,136) is a ball joint, so that the upper frame fastening bar shave a freedom of movement swivel left and right and up and down.

Air suspension has been widely used in the automotive world to dampen vibration for instance on the engine mounting or on the wheel fastening legs. Air suspension is a component of resilience that has properties to absorb energy or forces received by transforming it into an elastic deformation. As shown in Figure 32, when the bogie is passing a turned trajectory, there will be vibration or pressure force received by the load wheel and guiding wheel of the bogie. Vibration and pressure force on the wheels will be forwarded to the bogie frame and transmitted to the vehicle's body through the upper frame (103). Prior to vibration and compression force accepted by the upper frame, it will be accepted and absorbed in advance by the air suspension. The forces received by the air suspensions, will be absorbed and cause an elastic deformation on the air suspension as twisted or tilted or creep. If the forces subjecting to the air suspension are disappearing, then the air suspensions will recover to its original shape.

The central pivot bracket (133) can rotate together with the rotary shaft sleeve (131) against the idle rotary shaft (130). Thus the side part of the end of the upper frame fastening bars (134) attached to the middle pivot bracket(133) can rotate. The side part of the end of the upper frame fastening bars (134) serves to hold the vehicle's body attached to the upper frame (103) subjected to lateral dings or cut the rail. The vehicle's body attached to the upper frame (103) and the upper frame (103) tied the side part of the end of the upper frame fastening bars (134), will be able to spin due to the central pivot (127). In this case the vehicle's body is not rigidly fastened to the bogie and there is flexibility of rotary motion to the bogie, so when the bogie is running at a high speed and at a sharp turned trajectory, the vehicle body is not directly follow the rotation of the bogie lateral dings on the vehicle's body can be minimized.