KR20170021538A - Antiroll-Bar Assembly for Railway Vehicles - Google Patents
Antiroll-Bar Assembly for Railway Vehicles Download PDFInfo
- Publication number
- KR20170021538A KR20170021538A KR1020150116041A KR20150116041A KR20170021538A KR 20170021538 A KR20170021538 A KR 20170021538A KR 1020150116041 A KR1020150116041 A KR 1020150116041A KR 20150116041 A KR20150116041 A KR 20150116041A KR 20170021538 A KR20170021538 A KR 20170021538A
- Authority
- KR
- South Korea
- Prior art keywords
- bar
- roll bar
- rod
- lever arm
- fastening
- Prior art date
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Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61F—RAIL 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
- B61F5/00—Constructional 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
- B61F5/02—Arrangements permitting limited transverse relative movements between vehicle underframe or bolster and bogie; Connections between underframes and bogies
- B61F5/22—Guiding of the vehicle underframes with respect to the bogies
- B61F5/24—Means for damping or minimising the canting, skewing, pitching, or plunging movements of the underframes
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- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Springs (AREA)
- Vehicle Body Suspensions (AREA)
Abstract
Description
BACKGROUND OF THE INVENTION 1. Field of the Invention [0001] The present invention relates to an anti-roll bar assembly for a railway car used for the purpose of reducing a rolling phenomenon occurring during running of a railway vehicle, And the stiffness can be controlled so as to be close to an error range with respect to the allowable stiffness of the antilock bar.
Generally, an antiroll-bar assembly for a railway vehicle is installed between a vehicle body of a railway vehicle and a truck frame to prevent a rolling phenomenon occurring when the vehicle is running.
In more detail, the anti-roll bar assembly includes a bar-shaped anti-roll bar which is connected between both side frames of the carriage and is made of spring steel, a pair of lever arms fixed to both side edges of the anti- And a pair of rods connected between the lever arm and the vehicle body of the railway vehicle. When a rolling phenomenon occurs while the railway vehicle is running, a load due to the rolling phenomenon is transmitted to the anti-roll bar through the rod and the lever arm. So that a rotational force is applied to the anti-roll bar.
Such an anti-roll bar assembly plays a major role, in particular, when a railway vehicle travels in a curved section (turning section). When the railway vehicle runs in a curved section, the vehicle body is pushed outward by centrifugal force, An effect similar to that of moving the center of gravity of the vehicle body outward is generated, and a rolling phenomenon occurs in which the vehicle body tilts to the outside.
As a result, the load applied to the suspension disposed outside the vehicle is increased, the load applied to the suspension disposed inside is reduced, and the deformation of the spring provided on the outer suspension becomes large, And the deformation of the tapered portion becomes smaller.
At this time, one end of the anti-roll bar connected to the outer side frame tries to move toward the ground, and the other end of the anti-roll bar connected to the inner side frame tends to move away from the ground. It becomes a torsion bar spring as it twists.
Therefore, the deformation amount of the spring provided on the outer suspension and the inner suspension can be reduced by the action of the anti-roll bar, and the rolling phenomenon of the vehicle body can be reduced.
An example of such an anti-roll bar assembly for a railway car is Korean Patent No. 10-1126299, which discloses an anti-roll bar apparatus for a railway vehicle. The main technical structure of the anti-roll bar assembly is a transom pipe An antilock bar which is installed so that its both ends protrude through installation holes on both sides of the bogie frame; A pressing member provided inside the housing fixed to the outer side of the mounting hole to press-support the outer circumferential surface of the anilol bar; A pair of arm portions fixed to both ends of the antilock bar; A pair of rod portions rotatably installed at both ends of the arm portion and the railway car body to transmit a load to the arm portion when the railway car body tilts; And one or both of the pair of arms are detachably fixed to the anilol bar, and the end of the anilol bar is connected to the end of the arm The inner circumferential surface of the fixing hole of the arm portion is formed so as to correspond to the shape of the outer circumferential surface of the end portion of the anti-tyrolean bar, and the outer circumferential surface of the fixing hole, And the tyrol bar is press-fitted into the fixing hole by the pressure fixing portion.
According to the above-described structure, the above-described conventional structure can securely and quickly be installed on the bogie frame without requiring any separate end beam or bracket without causing interference with the current collectors, braking apparatuses and the like provided below the bogie frame However, it has a disadvantage in that it is structurally complicated and it is impossible to control the rigidity of the anti-roll bar.
That is, as described above, since the anti-roll bar acts like the torsion bar spring, the rigidity of the anti-roll bar is the most important consideration in designing the anti-roll bar assembly in order to reduce the rolling phenomenon and improve the running stability However, since the conventional anilor bar assembly including the conventional art does not include any structure for changing the rigidity of the anilol bar, the service life of the anilol bar assembly is reduced, It is difficult to recycle the completed antilock bar assembly if the stiffness deviates from an allowable tolerance range.
SUMMARY OF THE INVENTION The present invention has been made in order to solve the problems of the conventional art as described above, and it is an object of the present invention to provide a railway bar assembly capable of adjusting the rigidity of an anti- And to provide an automobile anti-roll bar assembly.
It is another object of the present invention to provide an anti-roll bar assembly for a railway car which can improve the durability of the anti-roll bar assembly and can significantly reduce the defect rate by adjusting the stiffness of the anti- There is a purpose.
According to an aspect of the present invention,
An antilock bar assembly for a railway car comprising an anti-roll bar, a pair of lever arms coupled to both side edges of the anti-roll bar, and a pair of rods connected between the lever arm and the vehicle body, And the distance between the anchor bar and the lever arm and the coupling portion of the rod can be adjusted by adjusting the fastening position of the rod connected to the lever arm.
At this time, a fastening hole for fastening the rod to the end of the lever arm is formed in the shape of a long hole having a long length in the longitudinal direction of the lever arm, so that the fastening position of the rod can be adjusted.
And a spacer inserted in the inside of the fastening hole, the external shape corresponding to the shape of the fastening hole and the through hole corresponding to the shape of the through hole formed in the pivot shaft of the rod.
And a torsion bar that restricts twisting of the antilore bar at a portion coupled to the outside of the antilol bar and coupled thereto.
The torsion bar may include an upper cover and a lower cover which are coupled to each other so as to surround the outer side surface of the anti-roll bar and have one side opened, and an anti-torsion bar inserted in the inside of the upper cover and the lower cover, And a lid member coupled to one side of the upper cover and the lower cover to prevent the first and second bushes from being separated from the first and second bushes.
In addition, the first and second bushes may have a thick wedge shape on one side, and may be coupled to the lid member by a screw for tightening to rotate the screw for tightening, thereby pressing the anti-roll bar to restrict twisting of the anti- .
In addition, a step portion is formed at an edge portion of the lid member, and the upper cover and the lower cover are inserted and coupled to the inside of the step portion.
The torsion bar may include a pair of fixing members fixedly installed to surround the central portion of the anti-torsion bar so as to be spaced apart from each other by a predetermined distance, and a plurality of fixing members And a torsion prevention piece.
At this time, a plurality of coupling grooves are formed on the outer surface of the fixing member, and the twist preventing pieces are inserted into and detached from the coupling groove.
According to the present invention, it is possible to change the assembling structure of the antilock bar assembly by a simple structure, so that it is possible to adjust the rigidity of the antilock bar within an error range of the allowable stiffness.
In addition, according to the present invention, the rigidity of the anilor bar can be adjusted, thereby improving the durability of the anti-roll bar assembly and significantly reducing the defect rate.
Further, according to the present invention, it is possible to maximize the driving stability and the ride comfort improvement effect by reducing the rolling phenomenon occurring in the curved main road of the railway vehicle through the adjustment of the rigidity of the anti-roll bar.
1 is a perspective view illustrating an anti-roll bar assembly for a railway vehicle according to the present invention.
Figure 2 is an exploded perspective view of the present invention shown in Figure 1;
FIG. 3 (a) and FIG. 3 (b) are views showing in detail the joint portion between the lever arm and the rod in the present invention shown in FIG.
4 is an AA sectional view of the present invention shown in Fig.
5 is a conceptual view showing an element that affects the stiffness (roll stiffness) of the anilor bar among the anti-roll bar assemblies for a railway vehicle according to the present invention.
6 (a) and 6 (b) are partial exploded perspective views and front views showing another embodiment of the torsion spring according to the present invention shown in FIG. 1;
Hereinafter, preferred embodiments of an anti-roll bar assembly for a railway vehicle according to the present invention will be described in detail with reference to the accompanying drawings.
FIG. 1 is a perspective view showing an anti-roll bar assembly for a railway vehicle according to the present invention, FIG. 2 is an exploded perspective view of the present invention shown in FIG. 1, and FIGS. 3 (a) Fig. 4 is a cross-sectional view taken along the line AA of Fig. 1, and Fig. 5 is a view showing the rigidity of the Anilol bar among the roll bar assemblies for a railway vehicle according to the present invention 6A and 6B are partial perspective view and front view showing another embodiment of the present invention shown in FIG. 1 according to another embodiment of the present invention. FIG.
The present invention relates to an anti-roll bar for a railway vehicle which can control the stiffness of an anti-roll bar according to a purpose of use or application through modification of an assembling structure, and adjust rigidity so as to approach an error range with respect to the allowable stiffness of the anti- The present invention relates to a tilol bar assembly (10), and its configuration is largely made up of an anti-roll bar (100), a lever arm (200) and a rod (300) as shown in Fig.
More specifically, the
Next, the
The configuration of the
As described above, the
That is, as the rigidity of the
Assuming that the
... (One)
D is the diameter of the anilyl bar, 2l is the effective length at which twisting of the antilore bar acts, 2L is the distance between the lever arms, and a is the lever arm length, that is, M is the distance between the lever arm and the end of the antilube bar, G is the transverse elastic modulus of the antilore bar, and E is the longitudinal elastic modulus of the antilore bar.
The rigidity of the
That is, since the rigidity of the
The length of the
3 (a) and 3 (b), a receiving
A
That is, the
At this time, a
That is, when a load is applied to the fastening portion between the
The through
According to another embodiment of the
That is, as shown in Equation (1), since the rigidity of the
4, the
At this time, the
The first and
A plurality of fastening holes are formed in the side surfaces of the
The
That is, after inserting the first and
At this time, a
On the other hand, as described above, the twisting of the
More specifically, the fixing
The
At this time, a plurality of
That is, a
The number of the
Therefore, according to the present invention, it is possible to change the assembling structure of the anti-roll bar assembly by a simple structure, so that the stiffness of the
Although the preferred embodiments of the present invention have been described for illustrative purposes, those skilled in the art will readily appreciate that many modifications are possible in the exemplary embodiments without materially departing from the novel teachings and advantages of this invention.
BACKGROUND OF THE INVENTION 1. Field of the Invention [0001] The present invention relates to an anti-roll bar assembly for a railway car used for the purpose of reducing a rolling phenomenon occurring during running of a railway vehicle, And the stiffness can be controlled so as to be close to an error range with respect to the allowable stiffness of the antilock bar.
10: Anilol bar assembly 100: Anilol bar
200: lever arm 210: receiving groove
220: fastening hole 230: spacer
232: through hole 300: rod
310: knuckle 320: pivot axis
322: Through hole 400: Torsion room
410:
420: lower cover 430: cover member
432: step portion 440: first bush
450: second bushing 460: screw for fastening
470: fixing member 472: engaging groove
474:
480:
Claims (9)
And the rod is connected to the lever arm so as to adjust a fastening position of the rod so that the distance between the fastening part of the rod and the lever arm can be adjusted.
Wherein the fastening hole for fastening the rod to the end portion of the lever arm is formed in the shape of a slot having a long length in the longitudinal direction of the lever arm to adjust the fastening position of the rod.
And a spacer inserted in the inside of the fastening hole, the external shape corresponding to the shape of the fastening hole and the through hole corresponding to the shape of the through hole formed in the pivot shaft of the rod on the inner side thereof. assembly.
And an anti-torsion bar for restricting the torsion of the anti-torsion bar at a portion coupled to the outer side of the anti-torsion bar.
The twist preventing member includes an upper cover and a lower cover which are coupled to each other so as to surround the outer side surface of the anti-roll bar and have one side opened, and a twist-preventing member inserted into the upper and lower covers to twist the anti- And a lid member coupled to one side of the upper cover and the lower cover to prevent the first and second bushes from being separated from each other.
The first and second bushes are formed in a thick wedge shape on one side and are coupled to the lid member by a screw for tightening to rotate the screw for tightening to pressurize the antilol bar to restrict twisting of the antilol bar Anchor bar assembly for a railroad car.
Wherein the stepped portion is formed at an edge portion of the lid member, and the upper cover and the lower cover are inserted and coupled to the inside of the step portion.
A pair of fixing members fixedly installed to surround the outer side of the central portion of the anti-roll bar so as to be spaced apart from each other by a predetermined distance,
And a plurality of anti-twist pieces connected between the fixing members in the longitudinal direction of the anti-tyrolean bar.
Wherein a plurality of engaging grooves are formed on an outer surface of the fixing member, and the anti-twisted piece is configured to be removably inserted into the engaging groove.
Priority Applications (1)
Application Number | Priority Date | Filing Date | Title |
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KR1020150116041A KR101720275B1 (en) | 2015-08-18 | 2015-08-18 | Antiroll-Bar Assembly for Railway Vehicles |
Applications Claiming Priority (1)
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KR1020150116041A KR101720275B1 (en) | 2015-08-18 | 2015-08-18 | Antiroll-Bar Assembly for Railway Vehicles |
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KR20170021538A true KR20170021538A (en) | 2017-02-28 |
KR101720275B1 KR101720275B1 (en) | 2017-03-28 |
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KR1020150116041A KR101720275B1 (en) | 2015-08-18 | 2015-08-18 | Antiroll-Bar Assembly for Railway Vehicles |
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Cited By (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
KR20180137821A (en) * | 2017-06-19 | 2018-12-28 | 남학기 | Antiroll-bar assembly for railway vehicles and method for manufacturing the same |
Families Citing this family (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
KR102116832B1 (en) | 2018-11-19 | 2020-06-09 | 현대로템 주식회사 | Lever arm disassembly jig for railway car anti-roll bar |
Citations (5)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JP2002321515A (en) * | 2001-04-25 | 2002-11-05 | Yamaha Motor Co Ltd | Stabilizer device for automotive suspension |
KR20090064728A (en) * | 2007-12-17 | 2009-06-22 | 현대모비스 주식회사 | Stablilizer bar bush |
WO2010056187A1 (en) * | 2008-11-17 | 2010-05-20 | Scania Cv Ab (Publ) | Anti-roll bar and spacing means |
KR20110010899A (en) * | 2009-07-27 | 2011-02-08 | 현대로템 주식회사 | Anti-roll bar device for railway vehicle |
KR101126299B1 (en) | 2009-12-17 | 2012-03-19 | 현대로템 주식회사 | Anti-roll bar apparatus for railway vehicle |
-
2015
- 2015-08-18 KR KR1020150116041A patent/KR101720275B1/en active IP Right Grant
Patent Citations (5)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JP2002321515A (en) * | 2001-04-25 | 2002-11-05 | Yamaha Motor Co Ltd | Stabilizer device for automotive suspension |
KR20090064728A (en) * | 2007-12-17 | 2009-06-22 | 현대모비스 주식회사 | Stablilizer bar bush |
WO2010056187A1 (en) * | 2008-11-17 | 2010-05-20 | Scania Cv Ab (Publ) | Anti-roll bar and spacing means |
KR20110010899A (en) * | 2009-07-27 | 2011-02-08 | 현대로템 주식회사 | Anti-roll bar device for railway vehicle |
KR101126299B1 (en) | 2009-12-17 | 2012-03-19 | 현대로템 주식회사 | Anti-roll bar apparatus for railway vehicle |
Cited By (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
KR20180137821A (en) * | 2017-06-19 | 2018-12-28 | 남학기 | Antiroll-bar assembly for railway vehicles and method for manufacturing the same |
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KR101720275B1 (en) | 2017-03-28 |
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