KR100347908B1 - A primary suspension system of carrier for high speed freight car - Google Patents

Abstract

The present invention relates to a suspension system of a high-speed wagon truck, the insertion hole is formed to be inserted into both ends of the axle, the axle box (axle box) formed with a pair of coupling holes facing each other around the insertion hole; A spring box spaced apart from the axle box by a predetermined distance so as not to contact the axle box, coupled to a lower end of the side frame for supporting the wagon, and having a fixing part opposed to the coupling hole; A pair of conical rubber springs coupled to the coupling holes so as to mitigate the impact from the rails during operation by a load applied to the sideframe, the conical rubber springs having at least two rubber layers; And a fixing member coupled to the outer circumferential surface of each conical rubber spring and fixed to a fixing part to form a predetermined space with an upper end of the conical rubber spring.

Description

A primary suspension system of carrier for high speed freight car}

The present invention relates to a suspension system for a high-speed wagon truck, and more particularly, to a suspension system for a high-speed wagon truck having a structure in which conical rubber springs are interposed therebetween so that the axle box and the spring box do not contact each other. will be.

In general, in order to increase the utilization of the rail, there is a method of increasing the speed of the wagon while maintaining the number of wagons connected to each other at the current level (about 15), and driving the wagon at a low speed while increasing the number of wagons. In the Americas, since the transport distance is usually long, the latter method is used in which many freight cars are connected at a low speed in one operation, and the former method is used in the domestic and European regions. Therefore, since the speed of the wagons is continuously increasing, the suspension system of the wagons for wagons has also been changed to a structure corresponding to the increase in speed.

FIG. 1 is a front view schematically showing a suspension system of a conventional wagon truck, and FIGS. 2 and 3 are perspective views schematically illustrating the axle box and the spring box shown in FIG. 1, respectively.

1 to 3, the suspension system 10 of a conventional wagon truck is mutually centered around the axle box 16 and the axle 14 provided around the axle 14 of the wheel 12 that is rotated. Spiral coil springs (18) and (20) installed on the top of the axle box (16) so as to face each other, and spring box (24) installed on the side frame (22) so as to be located on the upper part of the coil springs (18) and (20). Equipped.

The suspension system of a conventional wagon trolley is designed to mitigate the impact exerted from rails (not shown) during operation of the wagon by separating them from each other such that a certain distance is formed between the axle box 16 and the spring box 24.

By the way, the axle box 16 and the spring box 24 are in contact with each other by the dynamic movement in the X, Y, Z direction of the wagon, the contact portion is a severe friction occurs. Therefore, abrasion plate 26 made of a material having high wear resistance (SUP 3 or more) is attached to the contact portion of the axle box 16 and the spring box 24 to prevent self-wearing of the axle box 16 and the spring box 24. Should be prevented.

However, in view of the operating speed of the high-speed car (average speed 100 km / h, the maximum speed 120 km / h), the wear rate of the wear plate 26 is limited, the wear plate 26 is approximately 2-3 It should be replaced every year. Therefore, the suspension system of the conventional high speed truck bogie has a problem that the maintenance and maintenance costs are increased, and the cost of preventing accidents during operation is increased.

In addition, the suspension system of a conventional high speed truck bogie not only increases the noise of the vehicle by friction between the metal and the metal, but also shortens the life of the trolley due to the fatigue load generated from the continuous impact applied to the trolley itself. There is a problem that damage occurs.

The present invention has been made to solve the above problems, to improve the structure of the axle box and the spring box in order to reduce the noise by the non-contact between metal and metal, and the high speed with the structure between the conical rubber spring interposed therebetween Its purpose is to provide a suspension system for a borrowed bogie.

1 is a front view schematically showing a suspension system of a conventional wagon truck.

2 is a perspective view schematically showing the axle box shown in FIG.

3 is a perspective view schematically showing the spring box shown in FIG.

Figure 4 is a perspective view schematically showing a trolley for a high-speed truck employing a suspension system according to a preferred embodiment of the present invention.

5 is a front view of FIG. 4.

FIG. 6 is a perspective view schematically showing the axle box shown in FIG. 4. FIG.

7 is a perspective view schematically showing the spring box shown in FIG.

FIG. 8 is a partial cutaway perspective view of the conical rubber spring assembly shown in FIG. 4. FIG.

9 is a front view schematically showing a suspension system of a truck for a high-speed truck according to another embodiment of the present invention.

10 is an exploded perspective view of the conical rubber spring assembly portion shown in FIG.

FIG. 11 is a partial cutaway perspective view of the conical rubber spring assembly shown in FIG. 9. FIG.

<Description of the symbols for the main parts of the drawings>

102 truck frame 104 transom 112 wheel

114 axle 116 insert hole 120 axle box

122 ... side frame 124,125 ... government 130 ... spring box

132 Inner rubber layer 133 First sheet metal 134 Middle rubber layer

135 2nd seat metal 136 External rubber layer 140 Conical rubber spring

142 fixing member 144 body 146 cover

150 ... conical rubber spring assembly 160 ... diaphragm

210 ... damper

The present invention for achieving the above object, the insertion hole is formed to be inserted into both ends of the axle, axle box (axle box) formed with a pair of coupling holes facing each other around the insertion hole; A spring box spaced apart from the axle box by a predetermined distance so as not to contact the axle box, coupled to a lower end of a side frame for supporting a wagon, and having a fixing part facing the coupling hole; A pair of conical rubber springs coupled to the coupling holes to mitigate the impact from the rail during operation by a load applied to the side frame, the conical rubber springs having at least two rubber layers; And a fixing member coupled to the outer circumferential surface of each conical rubber spring and fixed to the fixing part to form a predetermined space with an upper end of the conical rubber spring.

The suspension system according to the present invention, the conical rubber spring further comprises a reinforcement of the thin film interposed between each rubber layer to be bonded to the side of the adjacent rubber layer.

The reinforcing material is preferably a sheet metal.

The suspension system according to the present invention further includes a damper installed to be positioned between the axle box and the spring box to dampen the impact applied to the conical rubber spring.

The damper includes a hydraulic or pneumatic damper bolted to the axle box and the side frame, respectively.

In addition, the damper is provided with a diaphragm (diaphragm) installed on the upper portion of the conical rubber spring to be elastically deformable.

In the suspension system according to the present invention, the spring box is preferably formed integrally with the side frame.

Hereinafter, with reference to the accompanying drawings, a suspension system of a high-speed truck wagon according to a preferred embodiment of the present invention will be described in detail.

Figure 4 is a perspective view schematically showing a trolley for a high-speed freight car employing a suspension system according to a preferred embodiment of the present invention, Figure 5 is a front view of FIG.

4 and 5, the suspension system 100 of the present invention, the insertion hole 116 into which the axle 114 is rotated while supporting the wheel 112 is inserted is formed, the insertion hole ( Axle box 120 formed with a pair of coupling holes 118 and 119 opposed to each other with respect to 116 and a side spaced apart from the axle box 120 by a predetermined interval, the side for supporting a freight car not shown It is coupled to the lower end of the frame 122, the spring box 130, the fixing portion 124, 125 is formed at both ends, and interposed between the three rubber layers 132, 134, 136 and the rubber layer, a thin plate The first and second sheet metal 133, 135, which is formed as a reinforcement, and are connected to the conical rubber spring 140 coupled to the coupling holes 118 and 119, and fixed to the outer rubber layer 136 And a conical rubber spring assembly 150 including a fixing member 142 fixed to 124 and 125. Reference numeral 102 in the figure represents a bogie frame or truck frame, and reference numeral 104 represents a transom or bolster.

As shown in FIG. 6, which is a perspective view schematically illustrating the axle box illustrated in FIG. 4, the axle box 120 is different from the conventional axle box 16 (FIG. 2). 26) It can be manufactured relatively slim because there is no need to install it. In addition, only the coupling holes 118 and 119 to which bolts (not shown) are coupled are formed at both ends of the axle box 120, and the spring fixture 15 is unnecessary as in the conventional axle box 16. .

As shown in FIG. 7 schematically showing the spring box shown in FIG. 4, the spring box 130 is disposed above the axle box 120 so as not to contact the axle box 120. It is preferable that the lower side of the side frame 122 for supporting the wagon is formed integrally with the side frame 122. The spring box 130 is made of mild steel (sws 490). Therefore, it is possible to solve the problem of deterioration in welding quality caused by welding between conventional cast steel and mild steel, that is, welding different materials. The fixing parts 124 and 125 formed in the spring box 130 are disposed to face the positions of the coupling holes 118 and 119. That is, a plurality of bolt holes 123 are formed in each fixing part 125. Since the structure of the spring box 130 also does not need to install a friction plate as in the prior art it is possible to significantly slim.

As shown in FIG. 8, which is a partially cutaway perspective view of the conical rubber spring assembly shown in FIG. 4, the conical rubber spring assembly 150 has a rail (not shown) while the wagon is driven by a load applied to the side frame 122. To mitigate the impact from the conical rubber spring (conical rubber spring) 140 and the outer rubber layer 136 of the conical rubber spring 140 is coupled to the coupling holes (118, 119) Its inner circumferential surface is coupled, the fixing member 142 is fixed to the fixing portion 124, 125 to form a predetermined space with the top of the conical rubber spring 140, and adjacent rubber layers 132, 134 ( Cone is positioned on top of the first and second reinforcement materials 133 and 135 of the thin film interposed between the rubber layers 132, 134 and 136, and conical rubber spring 140 to be adhered to the side of the 136. It is provided with a diaphragm 160 to attenuate the impact applied to the color rubber spring (140).

The conical rubber spring 140 is designed to have a predetermined spring constant and has a conical shape, and a fastening hole 132a is formed in the lower center, and is formed to have a shorter length from the center to the outer corner. Inner grooves 132b having upper and lower ends drawn in a predetermined shape in a longitudinal direction, and an inner rubber layer 132 having a disk portion 131 formed at a lower end thereof, and an inner rubber layer 132 by first sheet metal 133. To the outer circumferential surface of the intermediate rubber layer 134 by the intermediate rubber layer 134, and the second sheet metal 135, which are bonded to the outer circumferential surface thereof and have an inlet groove 134a formed like the inner rubber layer 132 to form a trapezoid continuous. And an inlet groove 136a is formed, and an outer rubber layer 136 is provided on the inner circumferential surface of the fixing member 142. Here, the conical rubber spring 140 is described as being bonded by three layers of rubber layers 132, 134, 136 by the first and second sheet metals 133, 135, but is not limited thereto. , Two or four or more rubber layers may be combined, in which case the thickness of each rubber layer may be appropriately adjusted. The first and second sheet metals 133 and 135 function as reinforcing materials. Accordingly, the first and second sheet metals 133 and 135 are elastically deformed while reinforcing the elastic force and the elastic recovery force of the rubber layers 132 and 134 and 136.

The fixing member 142 includes a substantially cylindrical body 144 having both ends open so that the outer rubber layer 136 may be coupled, and a cover 146 bolted to the body 144. The diaphragm 160 is interposed between the body 144 and the cover 146. Therefore, the cover 146 is formed with a cylindrical protrusion 148 at the top of the center to secure the expansion and expansion space of the diaphragm 160.

Typically, one wagon is provided with two trucks. As shown in FIG. 4, two axles 114 are installed in one bogie, and two conical rubber springs are formed around the axles 114 on the outside of the left and right wheels 112 of each axle 114. The assembly 150 is installed to mitigate the dynamic movement in the X, Y, and Z directions of the wagon.

Referring to the operation of the suspension system for a high-speed wagon truck according to a preferred embodiment of the present invention configured as described above are as follows.

A wagon with a suspension system according to the present embodiment has a weight of 15-20 tons at the time of tolerance, and a load of up to 70 tons at full load. And, the wagon is in contact with the axle box 120 and the spring box 130 spaced apart from each other and the shape of the conical rubber spring assembly 150, even if the vehicle is moved at an average of 100 km / h, a maximum of 120 km / h Friction does not occur.

FIG. 9 is a front view schematically showing a suspension system of a high-speed wagon truck according to another embodiment of the present invention, and FIG. 10 is an exploded perspective view of a conical rubber spring assembly portion shown in FIG. 9. The same components as those described in FIGS. 4 to 6 are the same members with the same functions.

9 and 10, the suspension system according to the present embodiment simplifies the structure of the conical rubber spring assembly 250 instead of the damper configuration for installing the diaphragm in the conical rubber assembly in the electric embodiment. The hydraulic damper 210 is installed between the axle box 220 and the side frame 212.

Thus, a damper fixture 222 is installed at one side of the axle box 220, and a lower end of the damper 210 is coupled to the damper fixture 222 by a bolt 214. On the other hand, the upper side damper fixture 224 is installed on the side frame 212 so that the upper end of the damper 210 is coupled by the bolt 216. Since the hydraulic damper 210 has a conventional damper structure, detailed description thereof will be omitted.

As shown in FIG. 11, which is a partially cutaway perspective view of the conical rubber spring assembly shown in FIGS. 9 and 10, the conical rubber spring assembly 250 is formed of a fixing member 242 coupled to the outer rubber layer 136. The structure is different. That is, the fixing member 242 is coupled to the outer rubber layer 136 and the open end is formed in the cylindrical portion 244, and is formed integrally extending from the cylindrical portion 244 fixed portion 124 of the spring box 130 It consists of a coupling portion 246 coupled to (125). Therefore, the fixing member 242 according to the present embodiment does not need the cover 146 of FIG. This is because the damper 210 is installed outside the conical rubber spring assembly 250 instead of the diaphragm 160.

According to this embodiment, the structure of the conical rubber spring assembly is simpler than that of the previous embodiment, and the cost is reduced compared to the use of expensive diaphragms.

As described above, the suspension system of the high-speed wagon truck according to the present invention has the following effects.

First, the conventional helical coil spring can be replaced by a conical rubber spring assembly, thus eliminating the conventional wear plate structure. Therefore, the structure of the spring box and the axle box can be simply implemented, and the components necessary for coupling the coil spring to the axle box and the spring box, for example, suspension links, guide pins, push rods, spring cups, etc., are completely removed. can do.

Second, it is possible to reduce the cost of maintenance and maintenance to replace the wear plate every two to three years and activities for checking the abnormal wear of the conventional wear plate.

Third, it is possible to exclude safety accidents caused by abnormal wear of the conventional wear plate.

Fourth, it is possible to maximize the vehicle vibration and noise reduction effect by the friction of the conventional wear plate.

Fifth, the life of the truck can be extended, and rail damage can be prevented.

Claims (7)

An axle box having an insertion hole inserted into both ends of the axle, and having a pair of coupling holes opposed to each other around the insertion hole; A spring box spaced apart from the axle box by a predetermined distance so as not to contact the axle box, coupled to a lower end of a side frame for supporting a wagon, and having a fixing part facing the coupling hole; A pair of conical rubber springs coupled to the coupling holes to mitigate the impact from the rail during operation by a load applied to the side frame, the conical rubber springs having at least two rubber layers; And An inner circumferential surface is coupled to an outer rubber layer of each conical rubber spring, and a fixing member fixed to the fixing part to form a predetermined space with an upper end of the conical rubber spring. Suspension system. The method of claim 1, The conical rubber spring further comprises a reinforcement of a thin film interposed between the respective rubber layers to be bonded to the side of the adjacent rubber layer. The method of claim 2, The reinforcing material is a sheet metal (sheet metal) suspension system for a high-speed wagon. The method of claim 1, And a damper disposed between the axle box and the spring box to dampen the impact applied to the conical rubber spring. The method of claim 4, wherein The damper is a suspension system for a high-speed wagon truck, characterized in that it comprises a; hydraulic damper bolted to the axle box and the side frame, respectively. The method of claim 4, wherein And the damper includes a diaphragm installed on the conical rubber spring so as to be elastically deformable. The method of claim 1, The spring box is a suspension system of a truck for a high-speed truck, characterized in that formed integrally with the side frame.