KR200191023Y1 - 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 of the wagon truck, an axle box (pair) formed with a pair of coupling portions opposed to each other around the insertion hole; First and second conical rubber spring assemblies, each of which is coupled to the coupling portion and includes at least two rubber layers so as to alleviate the impact from the rail during operation by the load applied to the sideframe for supporting the wagon. rubber spring assembly); A fixing part for fixing the upper part of the first conical rubber spring assembly, and a hollow sliding part for restraining forward, backward, left and right edema while allowing the upper and lower movements of the upper part of the second conical rubber spring assembly. A spring box formed at each lower end of the side frame so as to be spaced apart from the axle box by a predetermined distance; And a sensing part of a weighing valve installed in the side frame to adjust the braking force of the wagon according to the load of the cargo loaded on the bogie, and to transmit the wagon load to the second conical rubber spring assembly. And a load transfer member coupled to the second conical rubber spring assembly to be positioned in the hollow of the sliding part.

Description

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

The suspension system of a high-speed wagon bogie of the present invention, and more particularly, in the structure having a conical rubber spring assembly composed of a layer of rubber layers between the axle box and the spring box, by detecting the weight loaded on the bogie A weighing valve for determining braking force relates to a suspension system for a high-speed wagon bogie in contact with either conical rubber spring assembly.

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.

In light of this, the present applicant, through November 22, 1999, filed a patent application No. 5855 (Utility Model Application No. 25512: Dual Application) to make noise by non-contacting of metal and metal according to the structure of the conventional suspension. In order to reduce the structure of the axle box and the spring box, the suspension system of a high-speed wagon truck with a conical rubber spring was proposed.

However, the suspension system of such a structure has a problem that the appropriate braking effect of the high-speed truck bogie can be deteriorated by separating the device for adjusting the braking force of the brake system of the truck according to the load of the cargo loaded on the truck. .

The present invention was devised to solve the above problems, and the structure of the brake system of a high-speed truck bogie can exhibit an appropriate braking effect by contacting each other with the detection system of the conical rubber spring-type suspension system and the webbing valve of the brake device. An object of the present invention is to provide an improved suspension system for a high-speed wagon truck.

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 wagons employing a suspension system according to a preferred embodiment of the present invention.

5 is a front view of FIG. 4.

6 is an enlarged view of a portion 'A' of FIG. 5.

7 is an enlarged view of a portion 'B' of FIG. 5.

8 is an exploded perspective view schematically showing part (a) shown in FIG.

9 is an exploded perspective view schematically showing part (b) shown in FIG. 4.

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

FIG. 11 is a front view of FIG. 10; FIG.

12 is an enlarged view of a portion 'A' of FIG. 10.

FIG. 13 is an enlarged view of a portion 'B' of FIG. 10.

14 is an exploded perspective view schematically showing part (a) shown in FIG. 10.

FIG. 15 is an exploded perspective view schematically showing part (b) of FIG. 10. FIG.

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

102 ... bogie 103 ... view frame 104 ... wheel

105 Axle 106 Through hole 111 Core member

110 first conical rubber spring assembly 112 inner rubber layer

114.Intermediate rubber layer 116 ... Outer rubber layer 118 ... First drum member

120 ... second conical rubber spring assembly 122 ... second drum member

124 Body 126 Cover 130 Axle Box

132 Insertion hole 134 Joint 140 First spring box

142 ... Government 144 ... Sliding section 150 ... Second spring box

160 ... Load transfer member 162 ... Inlet groove 164 ... Way valve

166.Hydraulic Line 274 ... Hydraulic Damper

The present invention for achieving the above object, the insertion hole is formed to be inserted into the both ends of the axle of the truck bogie, axle box (axle box) formed with a pair of coupling portions opposed to each other around the insertion hole; First and second conical rubber spring assemblies, each of which is coupled to the coupling part and includes at least two rubber layers so as to alleviate the impact from the rail during driving due to the load applied to the side frame for supporting the wagon. (conical rubber spring assembly); A fixing portion for fixing the upper portion of the first conical rubber spring assembly, and a hollow sliding portion for suppressing horizontal movement while allowing the vertical movement of the upper portion of the second conical rubber spring assembly is positioned A spring box formed at a lower end of the side frame to be spaced apart from the axle box by a predetermined distance; And a sensing part of a weighing valve installed on the side frame to adjust the braking force of the wagon according to the load of the cargo loaded on the trolley, and loads the wagon of the wagon by the second conical rubber spring. And a load transfer member coupled to the second conical rubber spring assembly to be positioned in the hollow of the sliding portion for delivery to the assembly.

The first conical rubber spring assembly may include: a core member having a protruding portion inserted into and fixed to a coupling hole formed through the coupling portion and having a predetermined inclined surface; Multiple layers of rubber members bonded to each other by a reinforcing member provided on an outer circumferential surface of the inclined surface of the core member; And a first drum member installed on an outer circumferential surface of the rubber member and fixed to the fixing part of the spring box.

The second conical rubber spring assembly may include: a core member having a protrusion formed through a coupling hole formed through the coupling portion and fixed to the coupling hole; Multiple layers of rubber members bonded to each other by a reinforcing member provided on an outer circumferential surface of the inclined surface of the core member; And a second drum member installed on an outer circumferential surface of the rubber member to be positioned below the load transfer member.

And a damper installed between the axle box and the spring box in order to attenuate the shock applied to the bogie in addition to the first and second conical rubber spring assemblies.

The damper is provided with a hydraulic damper bolted to the axle box and the side frame, respectively.

The damper may include an orifice installed inside the upper end of the first and second conical rubber spring assemblies and having an oil hole; And a diaphragm positioned above the orifice.

The load transfer member may extend from an outer circumferential surface of the second drum member so as to be spaced apart from the hollow of the sliding portion by a predetermined interval, and an inlet groove may be formed on an upper surface thereof so that the sensing unit may be inserted therein.

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

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, FIG. 5 is a front view of FIG. 4, and FIG. 6 is an enlarged view of a portion 'A' of FIG. 5. 7 is an enlarged view of a portion 'B' of FIG. 5.

The bogie 102 shown in FIG. 4 comprises a damper, such as a diaphragm 174, in the conical rubber spring assembly, and is one of two bogies supporting a conventional wagon (not shown). Each wheel 102 is provided with four wheels 104, and (a) of the four wheels 104 is a hydraulic pressure for adjusting the braking force of a brake device (not shown) according to the load of the cargo loaded on the truck. A through hole 106 is formed in the side frame 108 of the trolley 102 to mount the weighing valve 164 provided with the line 166. Therefore, the first and second conical rubber spring assemblies 110 and 120 are respectively installed at the (a) part, and the first conical rubber spring assembly 110 is installed at the (b) (c) and (d) parts. Only a pair of conical rubber spring assemblies are installed. Therefore, in (a) to (d), the structure of the axle box 130 is the same, but the first spring box 140 installed at (a) is made of (b) to (d) Different from the spring box 150 of (2), the conical rubber spring assembly of the (b) ~ (d) part is composed of only the first conical rubber spring assembly of the (a) part.

As shown in FIGS. 4 to 7, the suspension system 100 includes an insertion hole 132 into which an axle 105 is rotated while supporting the wheel 104, and an insertion hole 132 is formed. Axle box 130 having a pair of coupling portions 134 and 134 opposed to each other, and three rubber layers 112, 114 and 116 respectively coupled to the coupling portion 134. First and second conical rubber spring assemblies 110 and 120, a fixing part 142 for fixing an upper portion of the first conical rubber spring assembly 110, and a second conical rubber spring assembly 120. ) Is contacted with a spring box 140 each having a hollow sliding part 144, which is positioned at an upper portion thereof, and a sensing part 168 of the weighing valve 164 installed at the side frame 108, Second conical color to be positioned in the hollow of the sliding portion 144 to transfer the load of the second conical rubber spring assembly 120 to the second conical rubber spring assembly 120. It is provided with a load transmission member 160 is coupled to a spring assembly 120. Reference numeral 101 in the drawings denotes a bogie frame or truck frame, and reference numeral 103 denotes a transom or bolster.

The axle box 130 is commonly used in FIGS. 4A to 4D and does not need to install a friction plate 26 of FIGS. 2 and 3, and thus can be manufactured in a relatively slim shape. Coupling holes 135 are formed in the coupling portions 134 formed at both ends of the axle box 130, respectively, and the coupling holes 135 have cores of the first and second conical rubber spring assemblies 110 and 120. The protrusion 113 formed under the member 111 is press-fitted and fixed. The tip of the protrusion 113 of the core member 111 press-fitted to the coupling hole 135 is coupled to the coupling disc 127 by the bolt 115. An anti-shake jaw 136 is installed at an upper end of the coupling part 134 to prevent shaking of the core member 111.

As shown in FIGS. 7 and 8, the first conical rubber spring assembly 110 is used to mitigate an impact from a rail (not shown) of the wagon by a load applied to the side frame 108. In this case, the locking jaw (111a) is formed in the lower portion, the core member 111 with a fastening hole (not shown), the three-ply rubber member installed on the outer peripheral surface of the inclined surface of the core member 111, and installed on the outer peripheral surface of the rubber member And a first drum member 118 fixed to the fixing part 142 of the spring box 140 and an upper portion of the rubber member to attenuate an impact applied to the first conical rubber spring assembly 110. Provided diaphragm 170.

The rubber member is composed of three rubber layers, that is, an inner rubber layer 112, an intermediate rubber layer 114, and an outer rubber layer 116, and a sheet metal between the rubber layers 112, 114, and 116. Reinforcement 117 made of is installed. Therefore, the first conical rubber spring assembly 110 is designed to have a predetermined spring constant and have a conical shape, and a rubber member is installed to be parallel to the inclined surface of the core member 111. Although the first conical rubber spring assembly 110 is described as having three layers of rubber layers 112, 114, and 116 bonded by the first and second sheet metals 117, the present invention 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 sheet metal 117 is elastically deformed by itself while reinforcing elastic force and elastic recovery force of each rubber layer 112, 114, 116.

The first drum member 118 is press-fitted to the fixing hole 143 formed in the body 118a coupled to the outer circumferential surface of the outer rubber layer 116 and the fixing portion 142 of the first spring box 140. The cover 118b is provided. An orifice 172 is formed in the first drum member 118 formed with an oil hole 171 that allows oil (not shown) to enter and exit. The diaphragm 174 is installed on the upper surface of the orifice 172. The cover 118b is installed to be sealed to the main body 118a so that oil flowing in the main body 118a does not leak out.

As shown in Figure 6 and 8, the second conical rubber spring assembly 120 is a rubber member consisting of a core member 111, three layers of rubber layers 112, 114, 116, A second drum member 122 and a diaphragm 174 are provided. Here, since the core member 111, the rubber member, and the diaphragm 174 are the same as those employed in the first conical rubber spring assembly 110, the same reference numerals are given. However, the second drum member 122 is different from the first drum member 118.

The second drum member 122 is a main body 124 installed on the outer circumferential surface of the outer rubber layer 116, and unlike the first drum member 118, the second drum member 122 is not fixed to the fixing unit 142 without being fixed to the sliding unit 144. It is provided on the top of the main body 124 so as to slide while maintaining a gap of about 5mm with the hollow formed on, the upper surface is provided with a cover 126, the load transfer member 160 is installed.

The load transfer member 160 extends upward from the outer circumferential surface of the second drum member 122 to be mounted on the cover 126, and an inlet groove through which the sensing unit 168 of the webbing valve 164 may be drawn in ( 162 is formed. The load transfer member 160 is to prevent the cover 126 from being destroyed by directly transferring the load transmitted from the truck to the cover 126 of the second conical rubber spring assembly 120. One weighing valve 164 is installed per vehicle, and senses the weight of cargo loaded on a truck and transfers the information to the brake device.

As shown in FIG. 8, the first spring box 140 is disposed above the axle box 130 so as not to contact the axle box 130, and a lower end of the side frame 108 for supporting the truck. The side frame 1108 is preferably formed integrally with the. The first spring box 140 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 first spring box 140 includes a fixing part 142 and a second conical rubber spring assembly 120 for fixing the first drum member 118 of the first conical rubber spring assembly 110. A hollow sliding part 144 is formed in which the second drum member 122 is slid. Accordingly, the sliding portion 144 serves to suppress the horizontal movement as much as possible while allowing vertical movement of the second conical rubber spring assembly 120.

As shown in FIG. 9, which is a perspective view showing a portion of the suspension system of the part (b) and (d) shown in FIG. 4, the suspension system 100 ′ is the suspension system 100 shown in FIG. 8. Unlike FIG. 8, the first conical rubber spring assembly 110 of FIG. 8 is installed in pairs so as to be symmetric about the axle 105. That is, in the suspension system 100 ′, since the installation of the weighing valve 164 is unnecessary, the sliding part 144 formed in the first spring box 140 is not formed in the second spring box 150. A second fixing part 154 having the same function as the fixing part 142 is formed in the second fixing part 154. The cover 118b of the first conical rubber spring assembly 110 is press-fitted to the second fixing part 154, and a bolt coupling part 156 for bolting to the cover 118b is formed. The first spring box 140 is distinguished from.

Referring to the operation of the suspension system of the high-speed wagon truck according to a preferred embodiment of the present invention configured as described above, even if the wagon is moved at an average speed of 100km / h, up to 120km / h, the first conical rubber Friction due to contact between the axle box 130 and the first and second spring boxes 140 and 150 disposed to be spaced apart from the shape of the spring assemblies 110 and 120 does not occur. In addition, according to the load loaded on the wagon by the weighing valve 164 installed above the first spring rubber assembly 120, the sensing unit 168 moves with respect to the weighing valve 164 and senses the pressure of the cargo. It transmits the information about the braking pressure to the brake device. That is, in order to maintain a constant braking distance, when the load of the cargo is large, it is set to add a large braking force.

The suspension system of the part (a) employing the second conical rubber spring assembly 120 supports the bogie 102 while vertically moving in accordance with the amount of load. When a load is applied to the trolley | bogie 102, the triple rubber layers 112 and 114 and 116 are convexly elastically deformed in the longitudinal direction. In this process, the oil located inside the second drum member 118 expands the diaphragm 174 through the oil hole 171 of the orifice 172 and the elastic deformation of the second conical rubber spring assembly 120. Reduces the shock that occurs during exercise. Therefore, the second conical rubber spring assembly 120 can be stably maintained.

On the other hand, the suspension system (100 ') of the (b) ~ (d) portion consisting of only the first conical rubber spring assembly 110, the upper and lower portions of the first conical rubber spring assembly 110, respectively The spring box 150 and the axle box 130 in a fixed state in accordance with the load of the cargo acting on the load 102 acts as a suspension.

10 is a perspective view schematically showing a trolley for a high-speed freight car employing a suspension system according to another embodiment of the present invention, FIG. 11 is a front view of FIG. 10, and FIG. 12 is an enlarged view of a portion 'A' of FIG. 11. FIG. 13 is an enlarged view of a portion 'B' of FIG. 11. The same components as those described in FIGS. 4 to 9 are the same members with the same functions.

As shown in FIGS. 9-13, the suspension system according to the present embodiment uses a damper, such as diaphragm 174, in the electrical embodiment to the interior of the first and second conical rubber spring assemblies 110, 120. The hydraulic damper 274 is installed between the axle box 130 and the side frame 108 in order to simplify the structure of the conical rubber spring assembly instead of the configuration to be installed in the configuration.

Thus, a damper fixture 210 is installed at one side of the axle box 130, and a lower end of the hydraulic damper 274 is coupled to the damper fixture 210 by bolts 212. Meanwhile, a bracket 220 is installed at the side frame 108, and an upper end of the hydraulic damper 274 is coupled to the bracket 220 by the bolt 222. Since the hydraulic damper 274 has a conventional damper structure that can reduce the impact by hydraulic pressure, detailed description thereof will be omitted.

(A) The suspension system 200 in which the first and second conical rubber spring assemblies 110 and 120 are respectively installed is adopted, and the first conical rubber spring is applied to the (b) to (d) areas. A suspension system 200 'consisting of only the assembly 110 is employed.

The difference from the above embodiment is as follows. That is, as shown in FIGS. 12 and 14, an empty space is formed in the second drum member 122 of the second conical rubber spring assembly 120, and the load transfer member 160 is formed thereon. Is installed. 13 and 15, the first conical rubber spring assembly 110 is fixed to the fixing part 142 of the second spring box 150 instead of the load transmitting member 160. The point that the plate 262 having a shape that can be forcibly fitted to the ball 143 is formed is different from the above embodiment.

According to this embodiment, the structure of the conical rubber spring assembly can be configured more simply than the above embodiment, and the cost can be 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, by configuring the suspension system of the high-speed truck bogie to be interlocked with the webbing valve for adjusting the braking force according to the load of the load, it is possible to increase the operating efficiency of the bogie suspension system itself and maintain the stability of the bogie system.

Second, 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.

Third, it is possible to reduce the cost of maintenance and maintenance to replace the wear plate every two to three years and the activity to check the abnormal wear of the conventional wear plate.

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

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

Sixth, it is possible to extend the life of the truck and to prevent the rail damage.

Claims (7)

An axle box having an insertion hole inserted into both ends of the axle of the wagon and having a pair of coupling portions opposed to each other around the insertion hole; First and second conical rubber spring assemblies, each of which is coupled to the coupling part and includes at least two rubber layers so as to alleviate the impact from the rail during driving due to the load applied to the side frame for supporting the wagon. (conical rubber spring assembly); A fixing portion for fixing the upper portion of the first conical rubber spring assembly, and a hollow sliding portion for sliding the upper portion of the second conical rubber spring assembly is formed, respectively, the axle box and the predetermined A spring box installed at a lower end of the side frame to be spaced apart from each other; And Contacting the sensing part of a weighing valve installed in the side frame to adjust the braking force according to the loading pressure applied to the wagon, and for transferring the load of the wagon to the second conical rubber spring assembly And a load transfer member coupled to the second conical rubber spring assembly to be positioned in the hollow of the sliding part. The method of claim 1, The first conical rubber spring assembly is: A core member having a protrusion inserted into and fixed to a coupling hole formed through the coupling portion, the core member having a predetermined inclined surface; Three-ply rubber members bonded to each other by a reinforcing member provided on an outer circumferential surface of the inclined surface of the core member; And Suspension system of the truck for high-speed truck, characterized in that it comprises; a first drum member which is installed on the outer peripheral surface of the rubber member and fixed to the fixed portion of the spring box. The method of claim 1, The second conical rubber spring assembly is: A core member having a protrusion inserted into and fixed to a coupling hole formed through the coupling portion, the core member having a predetermined inclined surface; Three-ply rubber members bonded to each other by a reinforcing member provided on an outer circumferential surface of the inclined surface of the core member; And And a second drum member installed on an outer circumferential surface of the rubber member so as to be positioned below the load transfer member. The method of claim 1, And a damper provided between the axle box and the spring box to dampen the impact applied to the bogie in addition to the first and second conical rubber spring assemblies. Suspension system. The method of claim 4, wherein The damper comprises a hydraulic damper bolted to the axle box and the side frame, respectively. The method of claim 4, wherein The damper is: An orifice installed inside the upper end of the first and second conical rubber spring assemblies, the oil hole being formed; And And a diaphragm positioned on the orifice and deformed by oil flowing through the oil hole. The method according to claim 1 or 3, The load transmission member extends from an outer circumferential surface of the second drum member so as to be spaced apart from the hollow of the sliding portion by a predetermined interval, and a suspension groove for a high-speed truck bogie, characterized in that an inlet groove is formed in the upper surface to allow the sensing unit to be drawn in. .