KR101772606B1 - 3 axle bogie for railway car - Google Patents

3 axle bogie for railway car Download PDF

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Publication number
KR101772606B1
KR101772606B1 KR1020150155231A KR20150155231A KR101772606B1 KR 101772606 B1 KR101772606 B1 KR 101772606B1 KR 1020150155231 A KR1020150155231 A KR 1020150155231A KR 20150155231 A KR20150155231 A KR 20150155231A KR 101772606 B1 KR101772606 B1 KR 101772606B1
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KR
South Korea
Prior art keywords
bogie
bolster
vehicle
axis
bolsters
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KR1020150155231A
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Korean (ko)
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KR20170053201A (en
Inventor
허현무
박준혁
안다훈
신유정
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한국철도기술연구원
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Priority to KR1020150155231A priority Critical patent/KR101772606B1/en
Publication of KR20170053201A publication Critical patent/KR20170053201A/en
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Publication of KR101772606B1 publication Critical patent/KR101772606B1/en

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    • BPERFORMING OPERATIONS; TRANSPORTING
    • B61RAILWAYS
    • B61FRAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
    • B61F3/00Types of bogies
    • B61F3/02Types of bogies with more than one axle
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B61RAILWAYS
    • B61FRAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
    • B61F3/00Types of bogies
    • B61F3/02Types of bogies with more than one axle
    • B61F3/04Types of bogies with more than one axle with driven axles or wheels
    • B61F3/06Types of bogies with more than one axle with driven axles or wheels with three or more axles
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B61RAILWAYS
    • B61FRAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
    • B61F3/00Types of bogies
    • B61F3/02Types of bogies with more than one axle
    • B61F3/08Types of bogies with more than one axle without driven axles or wheels
    • B61F3/10Types of bogies with more than one axle without driven axles or wheels with three or more axles
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B61RAILWAYS
    • B61FRAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
    • B61F3/00Types of bogies
    • B61F3/16Types of bogies with a separate axle for each wheel
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B61RAILWAYS
    • B61FRAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
    • B61F5/00Constructional details of bogies; Connections between bogies and vehicle underframes; Arrangements or devices for adjusting or allowing self-adjustment of wheel axles or bogies when rounding curves
    • B61F5/02Arrangements permitting limited transverse relative movements between vehicle underframe or bolster and bogie; Connections between underframes and bogies
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B61RAILWAYS
    • B61FRAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
    • B61F5/00Constructional details of bogies; Connections between bogies and vehicle underframes; Arrangements or devices for adjusting or allowing self-adjustment of wheel axles or bogies when rounding curves
    • B61F5/02Arrangements permitting limited transverse relative movements between vehicle underframe or bolster and bogie; Connections between underframes and bogies
    • B61F5/04Bolster supports or mountings
    • B61F5/12Bolster supports or mountings incorporating dampers
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B61RAILWAYS
    • B61FRAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
    • B61F5/00Constructional details of bogies; Connections between bogies and vehicle underframes; Arrangements or devices for adjusting or allowing self-adjustment of wheel axles or bogies when rounding curves
    • B61F5/38Arrangements or devices for adjusting or allowing self- adjustment of wheel axles or bogies when rounding curves, e.g. sliding axles, swinging axles

Abstract

The present invention relates to a three-axis bogie structure for a railway vehicle for improving the running performance of a curve section, The first to third wheel axles, which are located in the lower portion of the vehicle body of the railway car and are arranged sequentially in the lower portion of the bogie frame that supports the load of the vehicle body, are supported by the first to third left and right journal boxes, The left and right pivot arms corresponding to the central rotation axis of the steering apparatus are mounted to be rotatable in the second left and right journal boxes supporting both ends of the second yaw axis, Between the first left and right journal boxes and the left and right pivot arms, both ends of the first left and right operating links are mounted, and between the third left and right journal boxes supporting the third yaw axis and the left and right pivot arms And both ends of the second left and right operating links are mounted.
According to the present invention, the three-axle vehicle for a railway car improves the steering performance of a wheel shaft, and is arranged in a fan shape when the curve section is driven to reduce the lateral pressure and the attack angle between the wheel and the orbit, It reduces the problems of rail wear and track damage, which is advantageous for maintenance, and reduces the noise generation, thereby reducing the possibility of complaints.

Description

3 axle bogie for railway car for improving the driving performance of a curve section.
The present invention relates to a three-axis bogie structure for a railway vehicle for improving the running performance of a curve section. More specifically, the present invention improves the steering performance of a three-axle bogie for a railway car to reduce excessive wheel lateral pressure generated during a curve section, The present invention relates to a three-axis railway structure for a railway vehicle having an improved structure capable of driving.
Generally, railway vehicles are large-scale transportation means, railway vehicles are evolving to higher speed and efficiency improvement. For this purpose, development of technology for reducing the weight of trains and minimizing the invalid space of trains is actively underway.
The bogie of such a railway car is a device that supports the weight of the vehicle body, distributes the weight of the vehicle body evenly to each wheel, and smoothly runs the railway vehicle by freely changing the direction with respect to the vehicle body.
Various structures have been proposed for such railway vehicles by means of the registered patent No. 10-0657622 and the registered patent No. 10-0516033.
On the other hand, when the load of the vehicle body increases in a railway vehicle, three axes in which the wheels are arranged in three rows are used to share the high load as proposed in Japanese Patent No. 10-1530206.
Such a three-axle type vehicle has a structure as shown in FIG. 1 and FIG. 1, a three-axis truck 10 of a conventional railway vehicle 1 includes a cargo frame 11 which is positioned below the car body 20 and supports a load of the car body 20, 13, and 14, which are provided side by side on the lower side of the first and second shafts 12 and 13.
According to this structure, the conventional three-axis truck 1 does not have a problem when the railway vehicle runs in a straight section of the railway. However, as shown in FIG. 2, 14 and 14 are insufficient in steering performance, an attack angle is generated between the wheels 12a, 13a, and 14a and the rail 2, respectively.
In particular, the three axle bogie 10 is more vulnerable than the two axle bogie due to the relatively large fixed bogie. This generates unnecessary forces in the longitudinal and lateral directions of the wheels 12a, 13a and 14a, causing problems such as excessive wear of the wheels 12a, 13a, and 14a and noise and generation of noise, The maintenance cost of the vehicle is increased, and the related complaints are increased due to the noise and dust generation.
Reference 1: Registration No. 10-0657622 Reference 2: Registration No. 10-0516033 Reference 3: Registration No. 10-1530206
SUMMARY OF THE INVENTION Accordingly, the present invention has been made keeping in mind the above problems occurring in the prior art, and an object of the present invention is to provide a three-axis braking system for a railway vehicle, which improves the steering performance of the railway vehicle, thereby reducing excessive wheel lateral pressure, And it is an object of the present invention to provide a three-axis railway structure for a railway vehicle capable of improving running performance.
In particular, the present invention relates to a railway for improving the running performance of a curved section, which can eliminate the problems of excessive wear and noise between wheels and rails by suppressing the generation of unnecessary forces in the longitudinal direction and the lateral direction when the curved section of the railway vehicle is formed. And it is an object of the present invention to provide a three-axis car structure for a vehicle.
In order to solve such a technical problem,
The first to third wheel axles, which are located in the lower portion of the vehicle body of the railway car and are arranged sequentially in the lower portion of the bogie frame that supports the load of the vehicle body, are supported by the first to third left and right journal boxes, The left and right pivot arms corresponding to the central rotation axis of the steering apparatus are mounted to be rotatable in the second left and right journal boxes supporting both ends of the second yaw axis, Between the first left and right journal boxes and the left and right pivot arms, both ends of the first left and right operating links are mounted, and between the third left and right journal boxes supporting the third yaw axis and the left and right pivot arms And both ends of the second left and right operating links are mounted on the left and right operating links.
In this case, the three-axle differential is a bogie of a general bogie type.
Further, the first and third yaw axes are characterized by a solid wheelset structure in which the left and right wheels are fixed to the axle.
The second yaw axis disposed between the first and third yaw shafts is an integral yaw axis type structure in which the left and right wheels are integrally fixed at both ends of one axle.
The second yaw axis positioned between the first and third yaw axes is an independently rotating wheelset yaw axis structure in which the left and right wheels are integrally fixed to one ends of the left and right axles, .
One end of the first left operating link is connected to the upper end of the left pivot arm and one end of the first right operating link is connected to the lower end of the right pivot arm so that one end of the first left and right operating link is relatively opposite One end of the second left operating link is connected to the lower end of the left pivot arm and one end of the second right operating link is connected to the upper end of the right pivot arm so that one end of the second left and right operating link is relatively As shown in Fig.
In addition, left and right pull links are connected to the right and left sides of the bolster or the vehicle body located at the center of the bogie frame and the left and right pivot arms.
Further, the three-axle vehicle for a railway car is characterized in that it is a bogie-type bogie.
The front and rear bolsters, which support the front and rear vehicle bodies adjacent to the center of the truck frame and transmit the traction force, are mounted. Between the front and rear bolster and the truck frame, forward and rearward A center pivot, and front and rear dampers for reducing vibration between the vehicle body and the vehicle.
In addition, the front and rear bolsters are fixed to the front and rear center pivot upper portions and are disposed in contact with the front and rear sliding portions mounted on the left and right upper portions of the truck frame, respectively.
Further, the front bolster is composed of a front bottom bolster and a top bolster, the rear bolster is composed of a rear lower bolster and a top bolster, and a secondary spring is provided between the front lower bolster and the upper bolster, Respectively.
The left and right end portions of the front and rear bolsters and the left and right pivot arms are provided with right and left pull links for supporting the front and rear bodies adjacent to the center of the truck frame, Are connected to each other.
According to the present invention, the three-axle vehicle for a railway car improves the steering performance of the yaw axis and is arranged in a sector shape when the curve section is driven, thereby reducing the lateral pressure and the attack angle between the wheel and the orbit.
Particularly, the present invention reduces problems such as wear of wheels and rails, which are the main problems in driving the curved section of the three-axis bogie, and is advantageous in maintenance and maintenance, and reduces the generation of noise, thereby reducing the incidence of complaints.
1 is a view showing a conventional three-axis bogie.
FIG. 2 is a view showing a state in which a conventional three-axis bogie is in a curve-running state.
3 (a) and 3 (b) are views showing a structure of a three-axis steering bogie for a railroad car of a general bogie type according to an embodiment of the present invention.
4 (a) and 4 (b) are diagrams for explaining a steering mechanism structure of a three-axis steering bogie for a railroad car of a general bogie type according to an embodiment of the present invention.
5 (a) and 5 (b) are conceptual diagrams of a steering shaft in a straight section and a curved section of a three-axis steering bogie for a railroad car of a general bogie type according to an embodiment of the present invention.
6 (a) and 6 (b) are views for explaining another steering mechanism structure of a three-axis steering bogie for a railroad car of a general bogie type according to an embodiment of the present invention.
7 (a) and 7 (b) are conceptual diagrams of a steering shaft in a straight section and a curved section of a three-axis steering bogie for a railroad car of the general bogie type shown in Fig.
8 is a view illustrating one side of a three-axis steering bogie for a railroad car of a general bogie type according to an embodiment of the present invention.
FIG. 9 is a view showing a state in which a three-axis steering bogie for a railway vehicle of a general bogie type according to an embodiment of the present invention is aligned with a wheel axis when passing through a curved section.
FIG. 10 is a view showing a structure of a three-axis steering bogie for a railway vehicle of a joint bogie type according to another embodiment of the present invention.
11 is a view illustrating a Bolster structure of a three-axis steering bogie for a railway vehicle of a joint bogie type according to another embodiment of the present invention.
12 is a view showing one side of a three-axis steering bogie for a railway vehicle of a joint-bogie type according to another embodiment of the present invention.
13 is a view for explaining a steering mechanism of a three-axis steering bogie for a railway vehicle of a joint bogie type according to another embodiment of the present invention.
FIG. 14 is a view showing a state in which a three-axis steering bogie for a railway vehicle of a joint bogie type according to another embodiment of the present invention is axially aligned when passing through a curved section.
Hereinafter, the features of the present invention will be described in detail with reference to the accompanying drawings which illustrate a three-axis railway structure for a railway vehicle for improving the curved road running performance according to the present invention.
Prior to this, terms and words used in the present specification and claims should not be construed as limited to ordinary or dictionary terms, and the inventor should appropriately interpret the concepts of the terms appropriately It should be interpreted in accordance with the meaning and concept consistent with the technical idea of the present invention based on the principle that it can be defined.
Therefore, the embodiments described in the present specification and the configurations shown in the drawings are only the most preferred embodiments of the present invention, and not all of the technical ideas of the present invention are described. Therefore, It should be understood that various equivalents and modifications may be present.
In order to improve the steering performance of the three-axis bogie, the three-axis bogie for the railroad car for improving the running performance of the curve section according to the present invention is a bogie structure for improving the steering function of the three- Axis steering bogie structure and a joint bogie type three-axis steering bogie structure.
3 to 9 are diagrams for explaining a three-axis bogie for a railway vehicle for improving the running performance of a curve section according to an embodiment of the present invention, and a three-axis steering bogie structure of a general bogie type.
The three-axis bogie 100 for a railway vehicle for improving the running performance of a curve section according to an embodiment of the present invention is a three-axis steering bogie of a general bogie type. The three-axis bogie 100 includes a bogie frame 110, Which is a connecting element between the first to third wheel axles 120, 130 and 140 and the first and second wheel axles 120 and 130 and the bogie frame 110, the bolster 151 located at the center of the bogie frame 110, A secondary pivot 152 that is a connecting element between the bogie 100 and the bogie frame 110, a center pivot 153 that transmits a traction force between the bogie 100 and the bogie 102, a traction link 154, And a damper 155 for reducing the vibration between the carriage 100.
In this case, the three-axis steering bogie of the general bogie type is provided with a center pivot 153 at a central upper portion of the bogie frame 110 to support the lower portion of the vehicle body 102.
More specifically, the three-axis truck 100 includes a bogie frame 110, which is positioned below the vehicle body 102 and supports the load of the vehicle body 102, and a bogie frame 110 that is disposed sequentially below the bogie frame 110 130, and 140, respectively.
At this time, the bogie frame 110 includes first and second longitudinal frames 111 and 112 disposed parallel to each other at regular intervals, at least one transverse axis connecting the first and second longitudinal support rods 111 and 112, And a cross beam 113. The bogie frame 110 may be made of a metal material, but may be made of a fiber reinforced composite material if necessary.
A center pivot 153 for transmitting a pulling force between the bogie 100 and the vehicle body 102 is provided at the center of the bogie frame 110.
The first to third wheel shafts 120, 130 and 140 are provided on the lower portion of the bogie frame 110. The first to third wheel shafts 120, 130 and 140 are provided at both ends of the axle, And is installed at the lower part of the bogie frame 110 sequentially in the same interval.
3, the first left and right wheels 121 and 122 are integrally fixed to the single axle 123, and the first left and right wheels 121 and 122 are integrally fixed to the first axle 123, The third wheel 140 is a solid wheelset structure in which the third left and right wheels 141 and 142 are integrally fixed to one axle 143.
As shown in FIGS. 4 and 5, the second wheel shaft 130 positioned between the first and third wheel shafts 120 and 140 includes a pair of left and right wheels 131 and 132 integrally formed at both ends of one axle 133 The left and right wheels 131 and 132 are integrally fixed to the left and right axles 133a and 133b as shown in FIGS. 3, 6, and 7, And independently rotatable independently rotating wheelsets.
3, 6, and 7, a structure for avoiding interference due to the center pivot 153 and the traction link 154 being located at the center of the vehicle, The left and right ends of the bogie frame 110 are connected to the first and third left and right journal boxes 160 and 162 (170 and 172), respectively. The first and second left and right axial springs 161 and 163 are connected to the left and right wheels 180 and 182 and the first and second left and right axial springs 161 and 163 and 171 and 173.
In the above-described solid wheelet structure and independent wheel type yaw axis structure, both ends of the axles 123, 133 and 143 of the first to third yaw axes 120, 130 and 140 are supported by the bearing housing, and the first to third left and right journal boxes And a suspension unit 160 disposed between the first and second left and right journal boxes 160 and 162 and 170 and 172 and 180 and 182 for attenuating vibration transmitted from the wheel, First to third left and right axial springs 161, 163 (171, 173) 181, 183 are installed.
The left and right pivotal arms 175 and 176 corresponding to the central axis of rotation of the steering device are connected to the left pivotal arm 175 and the left pivotal arm 170 respectively in the second left and right journal boxes 170 and 172 for supporting both ends of the second yaw shaft 130 And is mounted so as to be rotatable about the center of the right pivot arm 176.
Both ends of the first left and right operating links 190 and 191 are mounted between the left and right journal boxes 160 and 162 supporting the first yaw shaft 120 and the left and right pivot arms 175 and 176, Both ends of the second left and right operating links 192 and 193 are mounted between the left and right journal boxes 180 and 182 supporting the third yaw shaft 140 and the left and right pivot arms 175 and 176.
A first left operating link 190 is connected between the first left journal box 160 and the left pivot arm 175 and a second left operating link 190 is connected between the first right journal box 162 and the right pivot arm 176. [ One right operating link 191 is connected to one end of the first left operating link 190 at the upper end of the left pivot arm 175 and a second right operating link 190 at the lower end of the right pivot arm 176, 191 are connected to each other so that one end of the first left and right operating links 190, 191 is positioned in the opposite direction.
A second left actuating link 192 is connected between the third left journal box 180 and the left pivot arm 175 and a second left actuating link 192 is connected between the third right journal box 182 and the right pivot arm 176. A second right operating link 193 is connected to a lower end of the left pivot arm 175 and a second right operating link 193 is connected to a lower end of the left pivot arm 175, 1 so that one end of the second left and right operating links 192, 193 is positioned in the opposite direction.
According to this structure, the left and right operating links 190, 191, 192, and 193 are aligned in parallel when the three-axis truck 100 for a railway vehicle travels in a straight line section to fix the first and second yaw axes 120 and 140 in parallel It improves driving stability.
On the other hand, when the three-axle truck 100 for a railway vehicle travels in a curve section, the self-steering function of the first and the third axle shafts 120 and 140 causes the curved section in- The distance between the first and second shafts 120 and 140 is increased and the first and third shafts 120 and 130 and 140 are aligned in a fan shape.
At this time, the axial stiffness of the axial springs 161, 163, 181, and 183 of the first and the third axle shafts 120 and 140 is set flexibly in order to efficiently align the sector- It is preferable that the longitudinal stiffness of the axle springs 171 and 173 of the second wheel shaft 130 is set to be strong.
Accordingly, when the three-axis truck 100 for a railway vehicle is running on a curved section, the first to third yaw axes 120, 130 and 140 in the three-axis bogie 100 are aligned in the direction of the center of curvature radius of curvature, Smooth curve driving becomes possible.
 In the meantime, the structure of the above-described three-axle truck 100 for a railway vehicle is such that, as a method of steering a yaw shaft by the self-steering function of the first yaw shaft 120 and the third yaw shaft 140, There is a limit to performance.
Therefore, the steering action can be greatly improved by forcibly steering the first and second yaw axes 120 and 140, which are the front and rear yaw axes, using an external force during the curved section running.
As shown in FIG. 8, it is possible to use a steering system structure using a bolster 151 or a yaw motion between the vehicle body 102 and the truck 100, which occurs at the time of running in a curve section. The pivot arms 175 and 176 are connected between the bolster 151 or the vehicle body 102 and the pivot arms 175 and 176 to connect the pivot arms 175 and 176 by the yawing motion between the bolster 151 or the vehicle body 102 and the vehicle 100. [ So that the steering action of the first and second yaw axes 120 and 140, which are the front and rear yaw shafts, can be improved.
More specifically, the left and right pull links 156 and 157 connected to the left and right pivot arms 175 and 176 are connected to the left and right sides of the bolster 151 or the body 102 to connect the bolster 151 or the body 102, The left and right pivotal arms 175 and 176 rotate in opposite directions to move the first to third wheel axes 120, 130 and 140 in a fan shape when passing through the curved section of the rail.
As described above, the state of alignment of the wheels of the general bogie type three-axis steering bogie when passing through the curve section is as shown in Fig.
FIGS. 10 to 14 are diagrams for explaining a three-axis bogie for a railway vehicle for improving the running performance of a curve section according to another embodiment of the present invention, and a three-axis steering bogie structure of a bogie type.
The three-axis truck 100 for improving the running performance of a curved road section according to an embodiment of the present invention includes a joint bogie type As a bogie of the vehicle body, performs load-carrying and traction.
Both ends of the first to third yaw axes 120, 130 and 140 are installed in the first to third left and right journal boxes 160 and 162 (170 and 172) 180 and 182 as in the case of a three-axis steering bogie of a general bogie type, First to third left and right axial springs 161 and 163 (171 and 173) which are the suspension devices for attenuating vibration transmitted from the wheels are provided between the first and third left and right journal boxes 160 and 162 (170 and 172) ) 181 and 183, respectively.
Left and right pivot arms 175 and 176 corresponding to the central rotation axis of the steering apparatus are mounted on the second left and right journal boxes 170 and 172 for supporting both ends of the second yaw shaft 130 so as to be rotatable.
The three-axis steering bogie of the articulated bogie type is equipped with front and rear bolsters 1510 and 1511 which are two bolsters before and after the center of the bogie frame 110 as compared with the general bogie type bogie structure, (102a, 102b) and transmits the traction force.
The front and rear bolsters 1510 and 1511 have the same structure and are composed of front and rear upper bolsters 1510a and 1511a and front and rear lower bolsters 1510b and 1511b, And supports the front and rear vehicle bodies 102a and 102b.
Between the front and rear bolsters 1510 and 1511 and the truck frame 110 there are provided front and rear center pivots 153a and 153b for transmitting a pulling force between the truck 100 and the vehicle bodies 102a and 102b, And 102b and front and rear dampers 155a and 155b for reducing the vibration between the vehicle 100 and the vehicle 100, respectively.
In this case, it is preferable that the front and rear center pivots 153a and 153b are inserted into the bogie frame 110 in a cylinder-type rotary type structure rather than a traction link structure to transmit the traction force.
The front and rear lower bolsters 1510b and 1511b of the front and rear bolsters 1510 and 1511 are fixed to the upper portions of the front and rear center pivots 153a and 153b, And is positioned in contact with the front and rear sliding portions 158 and 159, respectively. The front and rear sliding portions 158 and 159 are in contact with the front and rear lower bolsters 1510b and 1511b and function to share the loads of the front and rear bodies 102a and 102b to the carriage 100, It is preferable to select a material having low friction resistance and low abrasion so as to be able to exercise.
Secondary springs 152a and 152b are mounted between the front lower bolster 1510b and the upper bolster 1510a and between the rear lower bolster 1511b and the upper bolster 1511a to support the vehicle body load,
Left and right pull links 156a and 157a are mounted on left and right ends of the front and rear upper bolsters 1510a and 1511a. The left and right pull links 156a and 157a include left and right pivot arms 175 and 176 mounted to be rotatable to the second left and right journal boxes 170 and 172 supporting both ends of the second yaw shaft 130, Lt; / RTI >
Dampers 155a and 155b are mounted to the front and rear upper bolsters 1510 and 1511 in the left and right direction to transmit the front and rear lower bolsters 1510 and 1511 to the front and rear upper bolsters 1510 and 1511, Vibration is reduced.
The left and right pivotal arms 175 and 176 are rotated in opposite directions during yawing motion between the front and rear upper bolsters 1510 and 1511 or the vehicle bodies 102a and 102b and the vehicle 100, 130, 140 of the first and second shafts 120, 130, 140 in a fan shape.
That is, since the steering performance by the self-steering of the wheel shaft is limited when the three-axle differential is running in the curved section, the steering performance can be improved by using the yaw movement between the lower bolster and the bogie, As shown in Fig. 14, the wheel shaft is arranged in a sector shape by the steering action at the time of passing through the curved section of the joint bogie type three-axis steering bogie.
Such a structure can be widely applied to a traveling apparatus for a railway vehicle, which can cause problems such as wheel wear, noise generation, and track damage due to a high frequency of running of a curve.
It will be apparent to those skilled in the art that various modifications and variations can be made in the present invention without departing from the spirit or scope of the invention. The scope of protection of the present invention should be construed under the following claims, and all technical ideas within the scope of equivalents thereof should be construed as being included in the scope of the present invention.
100: 3-axis bogie 102: bodywork
110: Bogie frame 120: First axis
130: second wheel axis 140: third wheel axis
151: Bolster 152: Secondary spring
153: center pivot 154: traction link
155: damper 160: first left journal box
162: first right side journal box 170: second left side journal box
172: second right side journal box 175: left pivot arm
176: Right pivot arm 180: Third left journal box
182: third right side journal box 190: first left operating link
191: first right operating link 192: second left operating link
193: second right operating link

Claims (12)

  1. The first to third wheel axles, which are located in the lower portion of the vehicle body of the railway car and are arranged sequentially in the lower portion of the bogie frame that supports the load of the vehicle body, are supported by the first to third left and right journal boxes, In the structure,
    The left and right pivot arms corresponding to the central rotational axis of the steering apparatus are mounted to the second left and right journal boxes for supporting both ends of the second yaw axis so as to be rotatable with respect to the center portions of the left pivot arm and the right pivot arm, And,
    Both ends of the first left and right operating links are mounted between the first left and right journal boxes supporting the first yaw axis and the left and right pivot arms and the third left and right journal boxes supporting the third yaw axis Both ends of the second left and right operating links are mounted between the left and right pivot arms,
    The second yaw axis located between the first and third yaw axes is supported by an axle frame fixed to the left and right axles at one end and integrally fixed to the left and right wheels respectively and positioned between the left axle and the right axle, It is made up of an independently rotating wheelset,
    The three-axle car for a railway car is made up of a bogie-type bogie,
    A front and rear bolsters for supporting front and rear vehicle bodies adjacent to the front and rear of the truck frame and transmitting a traction force are mounted,
    Between the front and rear bolsters and the truck frame, front and rear center pivots are provided for transmitting traction between the truck and the vehicle body,
    The front and rear bolsters are fixed to the front and rear center pivot upper portions and are respectively in contact with the front and rear sliding portions mounted on the left and right upper portions of the truck frame,
    Wherein the front bolster comprises a front lower bolster and an upper bolster, the rear bolster comprises a rear lower bolster and an upper bolster,
    A secondary spring is mounted between the front lower bolster and the upper bolster, the lower rear bolster and the upper bolster,
    A damper for reducing vibrations transmitted from the front and rear lower bolsters to the front and rear upper bolsters is mounted in the lateral direction between the front and rear upper bolsters and between the front and rear lower bolsters. 3-axis bogie structure for railway vehicles.
  2. delete
  3. The method according to claim 1,
    Wherein the first and third wheel shafts have a solid wheelset structure in which the left and right wheels are fixed to the axle.
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  12. The method according to claim 1,
    A front and rear bolsters for supporting front and rear vehicle bodies adjacent to the front and rear of the truck frame and transmitting a traction force are mounted,
    Wherein the right and left ends of the front and rear bolsters and the left and right pivot arms are connected to left and right pull links.
KR1020150155231A 2015-11-05 2015-11-05 3 axle bogie for railway car KR101772606B1 (en)

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Publication number Priority date Publication date Assignee Title
KR20190066921A (en) 2017-12-06 2019-06-14 한국철도기술연구원 Bogie structure for railway vehicles for reducing wheel load reduction

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Publication number Priority date Publication date Assignee Title
RU2680219C1 (en) * 2017-09-13 2019-02-18 Акционерное общество "Научно-внедренческий центр "Вагоны" (АО "НВЦ "Вагоны") Balancer of three-axle carriage

Citations (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP5311414B2 (en) * 2007-07-30 2013-10-09 国立大学法人 東京大学 Self-steering trolley

Patent Citations (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP5311414B2 (en) * 2007-07-30 2013-10-09 国立大学法人 東京大学 Self-steering trolley

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
KR20190066921A (en) 2017-12-06 2019-06-14 한국철도기술연구원 Bogie structure for railway vehicles for reducing wheel load reduction

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