KR20180025371A - 3 axles bogie for freight car - Google Patents

Abstract

The present invention relates to a three-wheel truck apparatus for a cargo train provided in a lower portion of a vehicle body of a cargo train, and is the three-wheel truck apparatus composed of a bogie frame and three wheelset. The bogie frame is made of a metal or a composite material, and has a longitudinal support rod arranged parallel at regular intervals and a transverse shaft support connecting the longitudinal support rods. Besides, a center pivot for transmitting pulling force between a bogie and the vehicle body is provided at a center of the bogie frame. According to the present invention, an effect which a vertical load transmitted from the center pivot is dispersed to three axles through the bogie frame, which is integrally manufactured, to increase transport capacity per one cargo vehicle.

Description

3-Axis Luggage Device for Freight Railroad Vehicle {3 AXLES BOGIE FOR FREIGHT CAR}

The present invention relates to a three-axis lorry for a railroad car, and more particularly, to a three-axis lorry for a freight railway vehicle, and more particularly, The present invention relates to a three-axis lorry for a freight railway vehicle having improved curved track running performance.

Generally, a train is one of important transportation means such as a passenger train, a freight train, and a train that travels on a railroad by continuously connecting a plurality of railroad cars, so that a plurality of railroad cars can be continuously connected and run in a safe state It is possible to carry about several hundred to several thousand passengers, and it is possible to carry a large amount of cargo at a time.

Such conventional trains are connected to a plurality of vehicles as disclosed in Japanese Patent Laid-Open Nos. 10-2010-0045932 and 10-1229348. That is, in the case of passenger trains for general passenger transportation, in the case of a train or a subway, a room car is continuously connected, and in the case of a freight train, a cargo vehicle capable of loading cargo is continuously connected.

On the other hand, as shown in FIG. 1, there is a cant for relieving the centrifugal force in the curved orbit of the railway, and there is a relaxation curve portion that gradually increases the cant in the entrance and exit of such curved orbit. Such a relaxation curved portion becomes a twisted track shape and a wheel lifting phenomenon occurs in the diagonal direction of the wheel 2 supported by the carriage 1. [ Such a wheel lifting phenomenon increases the probability that the wheel 2 deviates from the trajectory by reducing the load (the radius of rotation) acting perpendicular to the wheel 2 (increasing the amount of decrease in the radius of the wheel). In particular, in the case of a three-axis bogie having a long inter-axis distance, such a decrease in safety degree is more likely to occur.

In order to improve the derailment safety when the railway vehicle passes through such a twisted orbit, as shown in Fig. 2, the rolling (rotation about the advancing direction axis) and the pitching between the vehicle body 3 and the truck 1 Rotation) should be smoothly performed. A cylindrical center pivot system is shown on the left side of FIG. 2, and a hemispherical center pivot system is shown on the right side.

In particular, as shown in FIG. 3, since the three-axis bogie 1 has a long inter-axis distance 2a, an attack angle at which the axle strikes the orbit when passing through a curved track (geometric a / R Is increased. This attack angle is proportional to the magnitude of the undesirable force generated in the process of guiding the railroad vehicle to travel along the track. Further, if the middle axle is not properly moved in the lateral direction, there is a problem that the wheel flange pushes the rail, thereby increasing the safety of deviation, side / rail side wear and skill noise.

In addition, as shown in FIG. 4, the three-axle truck for a conventional freight train is divided into five pieces by a structure body for receiving the car body and the cargo load through the cylindrical center pivot 4 and delivering it to six wheels (wheels) There is a problem that the structure is complicated, robustness and running stability are deteriorated.

Reference 1: Published patent application No. 10-2010-0045932 Reference 2: Registration No. 10-1229348

SUMMARY OF THE INVENTION Accordingly, the present invention has been made to solve the above problems, and it is an object of the present invention to improve the load distribution capability and the curved track running performance of a three-axle balancing device used for distributing a load on a trajectory in a high- The present invention provides a three-axis lorry for a freight railroad car.

It is another object of the present invention to provide a three-axis truck for a freight railway vehicle capable of achieving a desired running performance even under a wide load condition since the load fluctuation range from the tolerance to the zero load becomes larger as the capacity becomes higher.

In order to solve such a technical problem,

The present invention relates to a three-axis truck comprising a cargo frame and three axle shafts provided at the lower portion of a car body of a freight railway vehicle, wherein the cargo frame is made of metal or a composite material and includes a vertical axis support arranged parallel at regular intervals, And a center pivot for transmitting a pulling force between the bogie and the vehicle body is provided at the center of the bogie frame.

At this time, the three yaw axes are composed of a front wheel shaft having front wheels at both ends of the front axle, an intermediate wheel shaft having intermediate wheels at both ends of the intermediate axle, and a rear wheel shaft having rear wheels at both ends of the rear axle ; And the front axle box, the intermediate axle box and the rear axle box are freely rotatable, and both ends of the axle are freely rotatable on axle bearings provided in the front axle box, the intermediate axle box and the rear axle box, And a front suspension device, an intermediate suspension device and a rear suspension device are installed between the rear axle boxes.

The center pivot includes a lower pivot having a bottom and a lower support hole formed at a center thereof and a hemispherical shape having a concave shape downward, and is provided on an upper portion of the lower pivot, and an upper support hole A center pin which is fastened to the lower and upper support holes, a retainer which is in close contact with the center of the center pin, and a fastening member which is fastened in a state in which the retainer is in close contact with the upper and lower pivots, And a center pivot washer fitted between the head of the center pin.

In addition, the bogie frame is provided with an asymmetric type pressure-type braking device in which braking shoe is closely attached to one side of the front wheel axis of the front wheel shaft, the intermediate wheel shaft and the rear wheel shaft.

At this time, the braking device includes front and rear brake levers connected to the upper end of the actuator, front and rear braking shoe holders, which are coupled to the lower sides of the front and rear brake levers and to which the front and rear brake shoes are fixed, A front link member connected to a rear end of the front link, a rear link member connected to a rear end of the front link, and a lower link connected to a front end of the rear link, An intermediate brake beam to which the intermediate brake shoe is fixed to which the intermediate brake shoe is fixed, an intermediate brake beam to which the intermediate brake shoe is fixed to both sides, a front and rear connecting lever to which both ends of the connecting link and the lower end are hinged to the intermediate brake beam, And an intermediate rod hinged to both ends.

The left and right clearances between the axle and the car frame constituting the three yaw axes are 10 to 15 mm and the anteroposterior clearance is 5 to 8 mm.

According to the present invention, there is an effect that the vertical load transmitted from the center pivot is dispersed to three axles through a bogie frame, which is integrally formed, thereby increasing the transport capacity per one car.

Particularly, in the case of a conventional biaxial ladle-type wagon (22 tons per supporting load of a railway infrastructure), the total weight of a single wagon is 22 x 4 axis = 88 tons, , The total weight of the wagon is 22 x 6 axis = 132 tons, and the maximum transportation capacity is 92 tons when the self weight is subtracted from 40 tons, resulting in a 35% increase in the volume of transportation on the side of the load weight.

In addition, since the center pivot is formed in a spherical shape, rolling and pitching rotational movements between the bogie and the vehicle body can be smoothly performed when the bogie is twisted, thereby improving the derailment safety.

As described above, when the three-axis truck according to the present invention is applied to a freight car, the transport capacity per one car can be drastically improved, thereby contributing to the expansion of eco-friendly railway transportation and the reduction of the distribution cost. It is possible to improve the curved follow-up performance, which is a disadvantage of the tri-axial bogie, through the setting of the direction clearance.

Fig. 1 is a view for explaining the structure of a general rail curved trajectory.
FIG. 2 is a view showing the structure of a center pivot connecting a conventional truck and a vehicle body.
3 is a view for explaining an attack angle occurring in a curved track traveling of a three-axis lorry for a general freight railroad car.
Fig. 4 is a structural view showing an example of a three-axis lane-keeping apparatus for a general cargo railway vehicle.
5 is a view showing an example of a freight railway vehicle to which a three-axis truck-mounted freight railway vehicle according to the present invention is applied.
FIG. 6 is a configuration diagram of a three-axle truck for a freight railway vehicle according to the present invention.
FIG. 7 is a view showing a cargo frame constituting a three-axle truck for a freight railway vehicle according to the present invention.
8 is a view showing a center pivot constituting a three-axle lorry for a freight railway vehicle according to the present invention.
FIG. 9 is a view showing a braking device constituting a three-axle lorry for a freight railway vehicle according to the present invention.
FIG. 10 is a view for explaining the left and right direction and the back-and-forth clearance of the carriage frame and the axle of the cargo frame constituting the three-axis cargo railroad car according to the present invention.
11 is a view showing a numerical analysis model of a three-axis lorry for a freight railway vehicle according to the present invention.
FIG. 12 is a graph showing the results of the high-speed traveling stability of a three-axis truck for a freight railroad vehicle according to the present invention.
FIG. 13 is a diagram showing a result of curve orbital deviation safety of a three-axis lorry for a freight railway vehicle according to the present invention.

Hereinafter, the features of the three-axis truck according to the present invention will be described in detail with reference to the accompanying drawings.

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.

5 is a view showing an example of a freight railway vehicle to which a three-axis truck-mounted freight railway vehicle according to the present invention is applied. According to the present invention, there is provided an improved type three-axle truck 100 for distributing orbital load in a heavy cargo railway vehicle 10. The three-axis carriage apparatus 100 is applied to a container two-lane carriage as an example of a heavy cargo railway vehicle 10. In this case, the container C is loaded with two sets of three- Thereby supporting the vehicle body 20.

The two-stage car body 20 can be loaded with up to three 40-foot containers at one time, two 40-foot containers and two 20-foot containers at a time, Thereby improving the competitiveness of freight transportation.

At this time, the container that can be loaded through the two-end car body 20 is a standardized 40-foot container or a 20-foot container. The 40-foot container measures approximately 12m in length, 2.4m in width and 2.6m in height, and the 20-foot container measures approximately 6m in length, 2.4m in width and 2.6m in height. Thus, two 20-foot containers in a row and two in a longitudinal direction match the specifications of a 40-foot container.

On the other hand, the vehicle body 20 has a curved structure in which a plurality of steel frame frames are partially welded or integrally formed by bolt and nut assembly or the like, and the central portion is lowered and the front half portion and the rear half portion are raised. And a three-axle truck 100 according to the present invention in which three axles are arranged side by side for improvement of the axle load, respectively, are provided on the lower side of the second half, The central part has a low low-profile structure.

Referring to FIG. 6, the three-axis truck 100 according to the present invention is disposed at a lower portion of the vehicle body 20 and includes a bogie frame 110 and a small-diameter wheel provided at a lower portion of the bogie frame 110, 130, and 140 provided at both ends of the shaft.

7, the bogie frame 110 includes two side frames 112 arranged in parallel at regular intervals and two side frames 112 connected to the longitudinal support 112, cross beam 114. The bogie frame 110 is made of a metal material and can be integrally manufactured through welding or can be integrally made of various materials such as a flexible structure composite material.

A center pivot 150 for transmitting a pulling force between the carriage 100 and the vehicle body 20 is provided at the center of the carriage frame 110, A bearer 160 is provided to support the side portion of the vehicle body and to absorb the shock transmitted when the cargo railway vehicle (lorry) is traveling.

According to this structure, the vertical load transmitted from the center pivot 150 can be evenly dispersed to the three axes 120, 130 and 140 through the bogie frame 110, which is integrally manufactured.

The front wheel shaft 120, the intermediate wheel shaft 140, and the rear wheel shaft 150, which are three yaw shafts, are installed at the lower portion of the bogie frame 110 with equal spacing. At this time, the three wheel axles 120, 130 and 140 have the same structure in which the wheels are provided at both ends of the axle.

More specifically, the front wheel shaft 120 is provided with front wheels 122 at both ends of a front axle 124, and the intermediate wheel shaft 130 is configured such that the middle wheel 132 is connected to the intermediate axle 134 And the rear wheel shaft 140 is provided at both ends of the rear axle 144. The rear wheel shaft 142 is provided at both ends of the rear axle 144. [

At this time, the front axle 120, the intermediate axle 140, and the rear axle 150 are freely rotatable, and both ends of the axle are rotatably supported by the axle box 125, the intermediate axle box 135 and the rear axle box 145, And is rotatably supported on the bearings (126, 136, 146). Of course, the front axle box 125, the intermediate axle box 135 and the rear axle box 145 may also be configured to support the front axle 120, the intermediate axle 140 and the rear axle 150 individually, Middle, and rear sides of lower portions of both sides of the body 110, respectively.

A front suspension device 127 in the form of a coil spring or the like, an intermediate suspension device 137 in the form of a coil spring or the like is provided between the above-mentioned bogie frame 110 and the front axle box 125, the intermediate axle box 135 and the rear axle box 145 And a rear suspending device 147 are provided to attenuate the vibration transmitted from the front yaw shaft 120, the intermediate yaw shaft 140 and the rear yaw shaft 150.

8, the center pivot 150, which transmits the pulling force between the carriage 100 and the vehicle body 20, is formed at the center of the carriage frame 110 in a hemispherical shape with a concave bottom, A lower pivot 152 in which a support hole 152a is formed and an upper pivot 153 formed in a hemispherical shape in a lower concave shape and provided on the upper portion of the lower pivot 152 and having an upper support hole 153a formed at the center thereof A center pin 155 fastened to the lower and upper support holes 152a and 153a and a center pin 155 fastened to the lower and upper support holes 152a and 153a by friction between the lower pivot 152 and the upper pivot 153, And a center pivot washer 157 which is fitted between the head of the center pin 155 fastened in a state in which the retainer 156 is in close contact with the retainer 156.

The lower pivot 152 is integrally attached to the truck frame 110 and the upper pivot 153 is integrally attached to the vehicle body 20. The center pivot 150 is spherical Rolling and pitching rotational motion between the vehicle 100 and the vehicle body 20 can be smoothly performed when the orbit is twisted, thereby improving the derailment safety.

Since the three-axis truck 100 according to the present invention is formed in an asymmetrical shape, the braking force generated from the vehicle body braking cylinder is transmitted to the bogie due to the inability to apply the basic braking device mechanism for two- In order to generate a uniform braking force on the wheels, the bogie frame 110 is provided with an asymmetric type bogie 120 on which a braking shoe is closely attached to one side of the front face of the front wheel shaft 120, the intermediate wheel shaft 130 and the wheels 122, 132, A pressure-type brake device 200 is provided.

More specifically, as shown in FIG. 9, the braking device 200 includes front and rear brake levers 210 and 212 connected to the upper end of the actuator, and a pair of front and rear brake levers 210 and 212, Front and rear brake shoes 220 and 230 having front and rear brake shoe holders 221 and 231 fixed to both sides to which front and rear brake shoe 222 and 232 are fixed and rear and rear brake shoes 220 and 230 fixed to the lower ends of the front and rear brake shoes 210 and 212, A connecting link 250 connected to a rear end of the front rod 240 and a lower link connected to a front end of the rear rod 242, And an intermediate brake beam 260 fixed to both ends of the connecting link 250 and fixed to both ends of the intermediate brake beam 260. The intermediate brake beam 260 is fixed to both ends of the connecting link 250, The connecting levers 270,2 And intermediate rods 280 hingedly coupled at both ends between the front and rear connecting levers 270 and 272.

Of course, the front and rear connecting levers 270 and 272 are hinged to the center portion of the bracket 201 fixed to the truck frame 110. The actuator may optionally employ a hydraulic cylinder or a pneumatic cylinder as required.

When the upper ends of the front and rear brake levers 210 and 212 are pulled in one direction by the operation of the actuator, the front and rear brake beams 220 and 230 are pulled forward and backward, respectively, and the front and rear brake shoe 222 and 232 are brought into close contact with one side faces of the front and rear wheels 122 and 142 to perform braking. The intermediate rod 250 is operated by the operation of the front and rear rods 240 and 242 and the intermediate brake shoe 262 of the intermediate brake beam 260 is brought into close contact with the one side surface of the intermediate wheel 132 to perform braking .

Of course, in the case of running or the like in which braking is not performed, the front, middle and rear brake shoe 222, 262, 232 are moved forward and backward by the operation of the front and rear brake levers 210, It is away from the abutment surface and the contact state is released.

As shown in FIG. 10, in order to compensate for this, the cargo railway vehicle inherently has a curved passage performance deteriorated. In order to compensate for this, the lateral clearance L1 between the axles 122, 132 and 142 and the cargo frame 110, L2). The optimum value is required because the running stability is deteriorated if the clearance is too large. Through the research and development process, the left and right directional clearance (L1) is 10 ~ 15mm and the frontal clearance (L2) is 5 ~ 8mm.

In this case, if lateral clearance L1 is less than 10 mm, an excessive lateral load is generated between the wheel and the rail when passing through the curved line, thereby increasing the probability of derailment. If the lateral clearance L1 is greater than 15 mm, And the vibration is increased, the running safety is deteriorated.

Also, the forward and backward clearance (L2) shows a similar characteristic with the lateral clearance. If the clearance is less than 5mm, the attack angle increases when the curve passes, which increases the probability of derailment. On the other hand, if the clearance is increased to 8 mm or more, the yawing motion (rotational motion with respect to the vertical axis) of the yaw axis is increased during traveling in a linear track, thereby deteriorating the running safety.

In this case, the lateral clearance L1 and the front-rear clearance L2 are applied to the three axles 122, 132, and 142 in the same manner.

As a result of the numerical analysis on the dynamic characteristics through the numerical analysis model shown in FIG. 11, the three-axis lorry for a railway car according to the present invention was found to have the optimum value of the clearance of the axle guide device It was confirmed that both high - speed stability and curvilinear derailment safety were satisfied as clearances. As can be seen from FIG. 12, stability is secured by exceeding the maximum traveling speed of 120 km / h of the domestic lorry by more than 200 km / h as a result of the high-speed driving stability (dynamic critical speed) The orbital derailment safety result satisfies the derailment factor standard (within 0.8), satisfies the bulb pressure standard (within 30kN), and the maximum reduction rate of the yaw rate in the curve section of 90R / h, 400R (sigmoid curve) and 160mm Was within 60% (railway vehicle technical standard).

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.

10: cargo railway vehicle 20: car body
100: 3-axis traverse device 110: Bogie frame
112: longitudinal axis support 114: transverse axis support
120, 130, 140: axle 125, 135, 145: axle box
126,136,146: Axle bearing 127,137,147: Suspension device
150: center pivot 152: lower pivot
153: upper pivot 154: friction material
155: center pin 156: retainer
157: Washer for center pivot 200: Braking device
210: front brake lever 212: rear brake lever
220: front brake beam 230: rear brake beam
240: front rod 242: rear rod
250: connecting link 260: intermediate brake beam
270: front connecting lever 272: rear connecting lever
280: intermediate load

Claims (6)

A three-axle lading apparatus provided at a lower portion of a vehicle body of a freight railway vehicle and comprising a bogie frame and three axles,
Wherein the bogie frame is made of a metal or a composite material and has a longitudinal axis support arranged parallel to the longitudinal axis and a transverse axis support connecting the longitudinal support,
And a center pivot for transmitting a pulling force between the bogie and the vehicle body is provided at the center of the bogie frame.
The method according to claim 1,
The three yaw axes include a front wheel shaft having front wheels at both ends of the front axle, an intermediate wheel shaft having intermediate wheels at both ends of the intermediate axle, and a rear wheel shaft having rear wheels at both ends of the rear axle,
And the front axle box, the intermediate axle box and the rear axle box are freely rotatable, and both ends of the axle are freely rotatable on axle bearings provided in the front axle box, the intermediate axle box and the rear axle box, Wherein the front suspension unit, the intermediate suspension unit, and the rear suspension unit are installed between the rear axle boxes.
The method according to claim 1,
Wherein the center pivot has a hemispherical shape in a bottom concave shape and has a lower pivot having a lower support hole formed at the center thereof and a hemispherical shape having a concave shape downwardly and formed at an upper portion of the lower pivot, A center pin which is fastened to the lower and upper support holes; a retainer which is in close contact with a center of the center pin; And a center pivot washer fitted between the head of the center pin.
The method according to claim 1,
Wherein the bogie frame is provided with an asymmetric type pressure-type braking device in which a braking shoe is closely attached to one side of a wheel front face of a front wheel shaft, a middle wheel shaft and a rear wheel shaft which are three wheel axes.
5. The method of claim 4,
The braking device includes front and rear brake levers which are connected to the upper end of the actuator, front and rear brake shoe holders which are coupled to the lower sides of the front and rear brake levers and to which the front and rear brake shoes are fixed, A front link member connected to a rear end of the front link and a rear link member connected to a rear end of the front link, An intermediate brake beam in which an intermediate brake shoe holder to which a shoe is fixed is fixed to both sides, a front and a rear connecting lever in which both ends of the connecting link and a lower end are hinged to the intermediate brake beam, And an intermediate rod hinged to the hinge shaft.
The method according to claim 1,
Wherein the lateral clearance between the axle and the bogie frame constituting the three yaw axes is 10 to 15 mm and the anteroposterior clearance is 5 to 8 mm.

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