KR100921549B1 - The self steering bogie for railway vehicle - Google Patents

Abstract

The present invention improves the running stability and the driving performance of the vehicle when driving the straight and curved tracks of the railway vehicle to increase the stability against the derailment of the railway vehicle, active steering for railway vehicles configured to obtain a comfortable ride by minimizing the driving vibration of the wheels and rails In particular, it relates to a bogie, in which a linear suspension and a primary suspension device supporting the front and rear wheelsets of the bogie frame and the slider are integrally configured and the slider is configured to be constrained by a driven member driven by a cam. When driving the wheel, the slider is pressed and fixed strongly by the follower to increase the driving stability of the straight section.When the railroad car runs the curved section, the camshaft is steered when the follower releases the slider by the cam drive. Even if the railroad cars run along the track of the curved section, Relates to an active steering bogie for rolling stock is configured.

The present invention is an active steering trolley for railway vehicles provided with axle boxes at both ends of a wheelset, and comprises a front wheelset sliding device for steering the front wheelset of a bogie and a rear wheelset sliding device for steering the rear wheelset of the bogie.

 Rolling stock, bogie, steering bogie, active steering, sliding

Description

Active steering bogie for railway vehicles {The self steering bogie for railway vehicle}

The present invention improves the running stability and the driving performance of the vehicle when driving the straight and curved tracks of the railway vehicle to increase the stability against the derailment of the railway vehicle, active steering for railway vehicles configured to obtain a comfortable ride by minimizing the driving vibration of the wheels and rails In particular, the slider is integrally formed with the front wheel and the rear wheel of the truck, and the slider is configured to be restrained by a driven member driven by a cam, so that the slider is driven when the railroad vehicle runs a straight section. It is firmly pressed and fixed by the motor, which increases the driving stability of the straight section. When the railroad car runs the curved section, the camshaft is steered by the driven member releasing the restraint of the slider by the cam drive, and the railroad car follows the track of the curved section. Sliding device on wheelset configured to increase driving performance It relates to an active steering bogie for rolling stock provided.

In general, a bogie applied to a railway vehicle supports the load of the vehicle body and at the same time distributes the load of the vehicle body evenly on each wheel, and changes the direction freely with respect to the vehicle body to smoothly run the straight line and curve the vehicle. It is a device to make it.

Such conventional trolleys do not have enough steering force to alleviate the excess centrifugal force and guide load generated between the wheels and the rails when driving the railroad car, resulting in high noise due to friction between the flanges of the wheels and the rail side. At the same time, there is a problem that the ride comfort for the passengers is greatly reduced as vibration is accompanied, resulting in large accidents due to derailment of the vehicle, leading to wear of the wheels and damage to the rails.

In order to solve the above problems, active steering trolleys having various structures have been proposed, and an example of the conventional active steering trolley is configured as shown in FIG. 1 (assuming that the right side of the drawing shown in FIG. 1 is the front side). As shown in FIG. 1, the conventional steering wheel 10 includes a wheel shaft 12 in which the wheels 13 are press-fitted in front and rear of the wheel frame 11, and the wheel 12 of the wheel 12 is formed. The axle box 14 is installed at both ends, the servo frame 15 is fixed to the bogie frame 11, and the servo motor 15 is coupled to various links before or after the bogie 10. It is coupled with the axle box 14 of the rear wheelset 13.

The trolley 10 is configured such that a set of steering apparatuses in which the servo motor 15 and the various links are combined respectively steer the front wheelset 12 and the rear wheelset 12 of the truck 10 separately.

In the conventional steering bogie 10 configured as described above, when the railroad vehicle senses a line of a right curve while driving, a controller (not shown) generates a signal to operate the servo motor 15, as shown in FIG. 2. The motor 15 rotates the rotary shaft clockwise through the speed reducer 16 and directly rotates the rear right wheel 12 of the bogie 10 while the first drive link 17 hinged to be eccentric with the rotary shaft is pulled out. Steering, the second drive link 18 is hinged to the first driven link 19 to rotate the transmission link 20, the second link of the opposite side of the bogie 10 while the transmission link 20 is rotated Rotating (21) pushes the driven link (22) hinged to the second driven link (21), and the driven link (22) steers the rear left wheelset (12).

The servo motor 15, the first and second drive links 17 and 18, the first and second driven links 19 and 21, the transmission link 20, and the driven link 22 are the bogies 10. Since the front and rear sides of the vehicle are symmetrically configured, the front and rear wheels 12 of the bogie are steered by the rotation of each servomotor 15 in the same manner.

In addition, in the conventional steering cart 10, when the railroad vehicle detects a track of a left curve while driving, the controller (not shown) generates a signal to rotate the servomotor 15 in a counterclockwise direction, as shown in FIG. The front and rear wheelset 12 of 10) is steered.

As described above, the conventional railway vehicle steering bogie 10 is configured to steer the front and rear wheelsets 12 of the bogie 10 through the rotation of the servomotor 15 through various links, but the conventional steering bogie Motor 10 is equipped with a gear because the configuration of the link is complicated and the maintenance is poor, and the output of the servo motor 15 must be quite large in order to overcome the strong rigidity of the primary suspension device for steering of the bogie 10. There is a problem in that the structure is complicated and the weight of the trolley increases considerably and the efficiency falls.

The present invention has been made to solve the above problems, when the railway vehicle runs on the track of the straight section to increase the running stability of the railway vehicle in the straight section by the strong stiffness of the primary suspension device, the railway vehicle curve section It is an object of the present invention to provide an active steering bogie for railroad cars that can improve the running performance of a curved track of a railroad car by releasing the wheelset restraint of the primary suspension device so that the wheeled wheel can be steered with a small force. It is an object of the invention.

In addition, it is an object of the present invention to simplify the configuration of the device for steering the wheel of the trolley, to provide an active steering trolley for railway vehicles that can easily maintain the railway vehicle, and can reduce the weight of the railway vehicle.

In order to achieve the above object, the present invention is characterized in that, in the active steering trolley for railway vehicles, a front wheelset sliding device for steering the front wheelset of the bogie, and a rear wheelset sliding device for steering the rear wheelset of the bogie.

In addition, the front wheelset sliding device and the rear wheelset sliding device are installed in the sliding room of the bogie frame.

In addition, the front wheelset sliding device and the rear wheelset sliding device, one side is coupled to the vehicle body and the other side is a connecting rod hinged to the cam, a cam hinged to the bogie frame, the slide is moved by the rotation of the cam And a slider which is constrained by the follower and integrally provided with the primary suspension.

Further, the front wheelset sliding device and the rear wheelset sliding device are provided to be symmetrical in the diagonal direction of the trolley.

In addition, a grip is formed on an upper portion of the slider.

In addition, the follower is elastically supported by the spring of the bogie frame to compress the grip of the slider.

In addition, the follower is composed of a pair is pressed on the left and right sides of the slide grip.

In addition, the cam is characterized in that the oval.

In addition, the connecting rod is coupled to the vehicle body through a coupler.

In addition, the slider is preferably any one of an LM guide or a bush.

In addition, it is preferable to further include an actuator hinged to the axle box and the axle box joint to steer the wheel shaft.

In addition, the axle box and the axle box joint is preferably hinged to further include a variable damper for supporting the wheel shaft.

In addition, the variable damper is preferably any one of an MR damper, a hydraulic damper or an electro-mechanical damper.

In addition, the axle box joint is preferably a spherical joint.

In addition, the rubber bushing is preferably inserted into the socket portion of the spherical joint.

The active steering trolley for railway vehicles according to the present invention increases the driving stability of the railway vehicle in the straight section by the strong stiffness of the primary suspension device when the railway vehicle travels the track in the straight section, and when the railway vehicle travels in the curved section. It is possible to improve the running performance of the curved track of railroad cars by releasing the wheel restraint of the primary suspension so that the wheels can be steered with a small force.

In addition, it is possible to simplify the configuration of the device for steering the wheels of the trolley to facilitate maintenance of the railway vehicle, and to reduce the weight of the railway vehicle.

Hereinafter, the present invention will be described in detail with reference to the accompanying drawings.

4 is a plan view of an active steering bogie for railroad cars according to the present invention, FIG. 5 is a front view of an active steering bogie for railroad cars according to the present invention, FIG. 6 is a front view showing a sliding device of the present invention, and FIG. 8 is a perspective view showing the main portion of the sliding device of the invention, Figure 8 is a state diagram showing the connecting rod pulled the cam while the railway vehicle rotates, Figure 9 shows a state in which the connecting rod pushed the cam while the railway vehicle rotates 10 is a view showing the state of the wheelset when the active steering bogie for railroad cars according to the present invention traveling on a curved track, Figure 11 is a cross-sectional view showing a coupling structure of the axle box joint, Figure 12 Front view of an active steering bogie for a railway vehicle according to another embodiment of the present invention.

The active steering trolley 100 for railroad cars according to the present invention is the front wheelset sliding device 200 and the rear, respectively installed on one side of the front and rear wheelset 102 of the bogie frame 101, as shown in Figs. It is composed of a wheel shaft sliding device 200A. The front wheelset sliding device 200 and the rear wheelset sliding device 200A are installed in the sliding room 201 of the bogie frame 101. The front wheelset sliding device 200 and the rear wheelset sliding device 200A are By being installed to be symmetrical in the diagonal direction of the bogie frame 101, the bogie frame 101 is balanced by weight so that the railway vehicle can run stably.

The front wheelset sliding device 200 and the rear wheelset sliding device 200A are installed on one side of the front wheelset 102 and the rear wheelset 102 of the trolley 100, respectively, and the configuration thereof is the same. To as shown in FIG. 7.

The wheels 103 are pressed into both sides of the wheel shaft 102 and fixed by the axle box 104, and the axle box 104 is fixed to the bogie frame 101 through the primary suspension device 105.

The primary suspension device 105 is fixedly installed on both sides of the lower portion of the slider 206, and the grip 207 formed on the upper portion of the slider 206 protrudes into the sliding room 201 of the bogie frame 101. It is configured to be pressed and fixed by a pair of driven members 205 configured in the sliding room 201, the driven member 205 is elastically supported by a spring 208 to grip (207) of the slider 206 Press and fix.

The spring 208 is preferably a sufficiently strong rigid spring 208 to force the follower 205 to squeeze the grip 207 of the slider 206 to secure the wheelset 102.

A groove 220 is formed in the center portion of the grip 207 on the center of the grip 207 and the center of the follower body 205 of the slider 206 so that the cam 202 of the elliptical shape is rotatable. The bogie frame 101 and the hinge 203 are coupled to the groove 220, the cam 202 is hinged to be eccentric with the connecting rod 204, and the connecting rod 204 is the coupler 209. It is coupled to the vehicle body of the railway vehicle through, the axle box 104 is coupled to the actuator 210 hinged to the bogie frame 101 through the axle box joint 110.

The connecting rod 204 is coupled to the vehicle body of the railway vehicle through the coupler 209, when an emergency such as a failure of the controller or actuator 210 of the railway vehicle occurs coupler 209 of the connecting rod 204 The driver separates the cam 202 so that it does not rotate in conjunction with the vehicle body.

In addition, the axle box joint 110 is composed of a spherical joint (spherical joint), so that the spherical joint is the axial displacement of the wheel shaft 102 when the wheel shaft 102 is steered to drive the railway track curve By absorbing, the wheel shaft 102 is smoothly steered, and a rubber bushing 113 is inserted between the ball 111 and the socket portion 112 of the spherical joint to absorb vibration of the railway vehicle.

The operation of the active steering trolley 100 for railway vehicles provided with a sliding device in the wheelset 102 of the present invention configured as described above will be described in detail.

When the railroad vehicle travels on a straight track, the driven body 205 of the sliding room 201 is elastically supported by the spring 208 to compress the grip 207 of the slider 206 from both sides so that the slider 206 is moved forward and backward. By being fixed so as to prevent the slide movement, the primary suspension device 105 which is fastened to the lower portion of the slider 206 and supports the wheels 102 is supported by the wheels 102 with strong rigidity so that the railway vehicle can stably maintain a straight line. You will drive.

When the railroad vehicle runs on a curved track, the body of the railroad car is driven by the relative rotation angle between the bogie 100 and the railroad car body (on the curved track, the body of the railroad car has a larger amount of angular displacement than the truck). The connecting rod 204 coupled with the vehicle body is pushed or pulled.

As described above, if the body of the railway vehicle pushes or pulls the connecting rod 204 when the railway vehicle runs on a curved track, an elliptical cam hinged to the connecting rod 204 as shown in FIGS. 8 and 9. The 202 rotates to open the follower 205 on both sides of the cam 202.

When the railroad vehicle runs on a straight track, the driven body 205 comes into contact with the outer circumferential surface of the cam 202 and the driven body 205 compresses the grip 207 of the slider 206, but the railroad car is curved. When driving the track, the cam 202 is rotated so that the distance between the outer circumferential surface of the cam 202 in contact with the follower 205 is far apart, so that the cam 202 opens the follower 205.

As the follower 205 is opened by the rotation of the cam 202 as described above, the restraint of the slider 206 of the follower 205 is released, and the restraint of the slider 206 is released as described above. By operation of the actuator 210, the wheel shaft 102 of the trolley 100 is steered as shown in FIG. At this time, since the constraint of the slider 206 is released, the actuator 210 does not receive a repulsive force due to the rigidity of the primary suspension device 105 when the actuator 210 steers the wheel shaft 102. The wheelset 102 may be steered.

In addition, the axle box joint 110 in which the actuator 210 is coupled to the axle box 104 is composed of a spherical joint of the ball 111 and the socket portion 112 as shown in FIG. 10. The axle box joint 110 absorbs the axial displacement of the wheelset 102 generated when the actuator 210 steers the wheelset 102 so that the wheelset 102 is smoothly steered. In addition, a rubber bushing 113 is inserted into the socket portion 112 of the axle box joint 110 to absorb vibrations generated when the railroad vehicle travels, thereby enhancing a passenger's riding comfort.

As described above, after the wheel shaft 102 is steered to drive the curved track of the railway vehicle, when the railway vehicle enters the straight track, the cam 202 is removed while the relative displacement angle between the body of the railway vehicle and the bogie 100 is lost. In its original position, the wheelset 102 is supported by the strong rigid primary suspension 105 to stably travel a straight line.

The contact surface of the slider 206 and the bogie frame 101 and the contact surface of the follower 205 and the bogie frame 101 are preferably reduced in friction by lubricating means such as lubricating oil. In addition, the slider 206 may be configured using an LM guide (Linear Motion Guide) or a linear motion bearing (ball bush).

In addition, the steering bogie of the present invention can also be configured as a semi-active steering bogie without the configuration of the actuator (210).

When the semi-active steering bogie equipped with the sliding device in the wheelset 102, which is another embodiment of the present invention, enters the curved track, the connecting rod 204 is formed by the relative rotation angle of the body of the railway vehicle and the bogie 100 as described above. Rotates the cam 202, and the cam 202 opens the follower 205 to release the restraint of the slider 206.

As described above, the restraint of the slider 206 is released, thereby restraining the restraint of the primary suspension device 105 having strong rigidity with respect to the steering of the wheelset 102, and the centrifugal force and cant of the railroad car when the railroad car runs on a curved track. (The outer rail is laid high with respect to the inner rail of the curved track.) And the wheeled shaft 102 of the bogie 100 is steered in the rotational direction of the curved track by the stepped slope of the wheel 103. Will run smoothly.

In addition, by configuring the variable damper 211 in the semi-active steering device for a railway vehicle provided with a sliding device in the wheel shaft 102, which is another embodiment of the present invention, it is possible to improve the linear track driving stability and the running performance of the curved track. Can be.

As shown in FIG. 12, the variable damper 211 hinged to the bogie frame 101 is coupled to the axle box joint 110 of the axle box 104 of the wheelset 102 provided with the wheel sliding device.

The variable damper 211 is capable of controlling the damping coefficient of the variable damper 211 through a controller separately installed in the railroad car, and the variable damper 211 is an MR damper, a hydraulic damper or an electro-mechanical damper. .

As described above, the trolley 100 having the variable damper 211 is configured to have a high damping coefficient when the variable damper 211 is driven on a straight line to support the wheel 102 with a high damping force. Drive stably. When the railway vehicle enters the curved track, a controller (not shown) installed in the railway vehicle sets a low damping coefficient to lower the damping force of the variable damper 211, thereby smoothly steering the wheel shaft 102 of the bogie along the curved track. This improves the running performance of railroad cars.

In the above, the active steering bogie for railroad cars provided with the sliding device in the wheelset by this invention was demonstrated. The technical configuration of the present invention will be understood by those skilled in the art that the present invention can be implemented in other specific forms without changing the technical spirit or essential features.

Therefore, the above-described embodiments are to be understood in all respects as illustrative and not restrictive, and the scope of the present invention is indicated by the appended claims rather than the foregoing description, and the meanings of the claims and All changes or modifications derived from the scope and equivalent concepts thereof should be construed as being included in the scope of the present invention.

1 is a perspective view showing the configuration of a conventional active steering bogie.

2 and 3 are perspective views showing the operating state of the conventional active steering bogie.

4 is a plan view of an active steering bogie for a railway vehicle according to the present invention;

5 is a front view of an active steering bogie for a railway vehicle according to the present invention;

6 is a front view showing a sliding device of the present invention.

Figure 7 is a perspective view showing the main portion of the sliding device of the present invention.

8 is a diagram illustrating a state in which a connecting rod pulls a cam while the railway vehicle rotates.

9 is a state diagram showing a state in which the connecting rod pushed the cam while the railway vehicle rotates.

10 is a view showing the state of the wheelset when the active steering bogie for railroad cars according to the present invention travels on a curved track.

11 is a cross-sectional view showing a coupling structure of the axle box joint.

12 is a front view of an active steering bogie for a railway vehicle according to another embodiment of the present invention.

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

100: balance 101: balance frame

102: wheelset 103: wheel

104: axle box 105: primary suspension

110: axle box joint 111: ball

112: socket 113: rubber bushing

200: front wheelset sliding device

200A: Rear Wheelset Sliding Device

201: sliding room 202: cam

204: connecting rod 205: driven body

206: slider 207: grip

208: Spring 209: Coupler

210: actuator 211: variable damper

220: home

Claims (15)

In the active steering bogie for rolling stock, An active steering trolley for railway vehicles, comprising a front wheelset sliding device for steering the front wheelset of a bogie and a rear wheelset sliding device for steering the rear wheelset of the bogie. The method of claim 1, And the front wheelset sliding device and the rear wheelset sliding device are installed in the sliding room of the bogie frame. The method of claim 1, The front wheelset sliding device and the rear wheelset sliding device may include: a connecting rod coupled to the vehicle body at one side and hinged to the cam at the other side; and a cam hinged to the bogie frame; and the slide moves by rotation of the cam. And a slider, which is constrained by the follower and integrally provided with the primary suspension, comprising: a driven vehicle. The method of claim 1, The front wheelset sliding device and the rear wheelset sliding device are installed so as to be symmetrical in the diagonal direction of the truck. The method of claim 3, wherein An active steering bogie for a railroad vehicle, characterized in that a grip is formed on an upper portion of the slider. The method of claim 3, wherein The driven body is elastically supported by a spring of the bogie frame to compress the grip of the slider active steering trolley for the vehicle. The method of claim 5, The driven body is composed of a pair of active steering bogie for railroad cars, characterized in that the pressing on the left and right sides of the slide grip. The method of claim 3, wherein The cam is an active steering bogie, characterized in that the elliptical vehicle. The method of claim 3, wherein The connecting rod is an active steering trolley for railway vehicles, characterized in that the coupling with the vehicle body through a coupler. The method of claim 3, wherein The slider is any one of an LM guide or a bushing, the active steering bogie for railway vehicles. The method according to any one of claims 1 to 10, An active steering bogie for railroad cars, further comprising an actuator hinged to the axle box and the axle box joint to steer the wheel. The method according to any one of claims 1 to 10, An active steering bogie for railroad cars, further comprising a variable damper hinged to the axle box and the axle box joint to support the wheel. The method of claim 12, The variable damper is any one of an MR damper, a hydraulic damper or an electro-mechanical damper. The method of claim 11, The axle box joint is an active steering trolley for railway vehicles, characterized in that the spherical joint. The method of claim 14, Active steering trolley for railway vehicles, characterized in that the rubber bushing is inserted into the socket portion of the spherical joint.

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