KR20240029642A - Gauge-changeable system for railway vehicle and guage changing method using the system - Google Patents

Abstract

The present invention relates to a gauge variable system for railway vehicles and a gauge conversion method using the same. More specifically, it improves the reliability and stability of gauge conversion by reducing the load acting on the axle of the railway vehicle in the gauge conversion section. It relates to a gauge variable system for railway vehicles and a gauge conversion method using the same, which prevents the shaking of the car body or asymmetry of the axle during the wheel position movement while simultaneously preventing the vehicle from moving.

Description

Gauge variable system for railway vehicle and gauge changing method using the same {Gauge-changeable system for railway vehicle and gauge changing method using the system}

The present invention relates to a gauge variable system for railway vehicles and a gauge conversion method using the same. More specifically, it improves the reliability and stability of gauge conversion by reducing the load acting on the axle of the railway vehicle in the gauge conversion section. It relates to a gauge variable system for railway vehicles and a gauge conversion method using the same, which prevents the shaking of the car body or asymmetry of the axle during the wheel position movement while simultaneously preventing the vehicle from moving.

Recently, the inter-Korean railway connection project is accelerating, and as a result, interest in ways to overcome the difference in gauge at the border between the North-South railway using standard gauge and the Russian railway using broad gauge is increasing, and one of these measures is transshipment. , methods such as bogie exchange and variable gauge bogie were reviewed.

As an example of this, a gauge variable axle system for railway vehicles is published in Korean Patent Publication No. 10-0614613, etc., the main technical structure of which is as shown in Figure 1, axle (1), wheel (2), axle (1) ), a fixing cap (3) fixedly coupled to the fixing cap (3), a locking mechanism (4) that moves the wheel (2) to the left and right by being fitted around the periphery of the fixing cap (3) and rotating in the direction around the axis, the right side of the fixing cap (3) A flange (5) coupled to the end and restraining the locking and unlocking of the locking mechanism (4), a spring holder (6) coupled to the left end of the fixing cap (3), and between the flange (5) and the spring holder (6). It includes a compression spring (7) installed inside.

That is, in the conventional gauge variable system, in order to fix the gap between the wheels (2) when running on a track with one type of gauge, the flange (5) located inside the wheel (2) is moved to the axle by the force of the compression spring (7). It is fixed in a pushed state toward the center of (1).

The gauge change section, which runs from one type of gauge to another width, passes through a ground conversion facility equipped with a release rail, which pushes the flange (5) outward along the axle (1). As the locking mechanism 4 is released, the fixed wheel 2 becomes movable in the direction of the axle 1, and the width between the wheels 2 can be changed while moving along the rail whose gauge is changed. .

However, in the case of the conventional gauge variable system configured as above, the load acting on both wheels during the running of the railway vehicle is about 10 tons or more each, so it is difficult to move the wheels in the gauge change section or they move eccentrically, causing problems in the wheels. The reliability of movement may not be high, and as a result, there is a problem that driving stability in gauge change sections may be reduced or, in severe cases, may lead to major accidents such as derailments.

In addition, there is a problem that noise and severe wear of the wheels and rails may occur due to the load applied to both wheels in the gauge change section.

Republic of Korea Patent Publication No. 10-0614613 Republic of Korea Patent Publication No. 10-0708485 Republic of Korea Patent Publication No. 10-2218979

The present invention was created to solve the above problems, and the purpose of the present invention is to improve the reliability and stability of gauge conversion by reducing the load acting on the axle of the railway vehicle in the gauge conversion section. At the same time, the aim is to provide a gauge variable system for railway vehicles and a gauge conversion method using the same, which prevents the shaking of the car body or asymmetry of the axle during the wheel position movement process.

In addition, another object of the present invention is to install a support rail that slightly lifts and supports the axle upward in the gauge change section so that the load of the railway vehicle is distributed to the axle and the load acting on the wheels is reduced to reduce the load on the wheels. The purpose is to provide a gauge variable system for railway vehicles and a gauge conversion method using the same to enable smoother movement.

In addition, another object of the present invention is to configure the support rail in a two-stage mount form to support the outer end of the axle, thereby preventing the left and right axle from swinging in the gauge change section and the resulting eccentricity of the axle. The aim is to provide a gauge variable system for vehicles and a gauge conversion method using the same.

The present invention to solve this problem,

A gauge variable system for a railroad vehicle including a gauge variable wheelset of a railroad vehicle and a release rail that allows the gauge variable wheelset to operate when entering or exiting a gauge change section, which is installed in the gauge change section to support the end of the axle to Including a support rail that separates the wheels upward from the running rail by lifting them to a certain height, and a guide rail that is installed in the gauge change section and guides the movement of the wheels by supporting both sides of the wheels, in the variable gauge section. It is characterized in that it is configured so that while the wheel is lifted from the traveling rail, it is released by the operation of the gauge variable wheelset by the release rail and can be moved by the guide rail.

At this time, the support rail may be formed to slope upward and downward in the entry and exit sections of the gauge change section, respectively, and may be formed at a constant height in the central section between the entry and exit sections.

Additionally, an extension part extending outward from the journal box may be formed on the axle, and a bearing seated and supported on the support rail may be installed on the extension part.

Additionally, a fixing cap may be installed at the end of the extension portion to prevent the bearing from being separated.

In addition, the support rail may be configured in a two-stage mount form including a seating portion that supports the lower end of the bearing and a support portion that protrudes upwardly outside the seating portion and supports the outer surface of the fixing cap.

Additionally, friction members may be provided on the outer surface of the fixing cap and the inner surface of the support portion, which face each other.

Additionally, a friction member may be provided on the surface of the guide rail that contacts the wheel.

Additionally, an extension may be formed on the guide rail located at the entry and exit sections of the gauge change section.

On the other hand, the gauge conversion method according to the present invention is,

In the gauge conversion method using a gauge variable system for railway vehicles, both ends of the axle are supported by support rails installed in the gauge conversion section, and while the wheels are lifted from the running rail, the wheels are moved by a guide rail installed in the gauge change section. It is characterized in that the gap between both wheels can be adjusted by moving.

At this time, in the gauge conversion method, in the first gauge traveling stage in which the railway vehicle runs on the running rail of the first gauge, in the entry section of the gauge conversion section, a support rail installed on the outside of the running rail to gradually increase until a certain height is reached. Step of entering the gauge change section in which both ends of the axle are seated and supported, locking the wheels by the operation of the gauge variable wheelset while the wheels are spaced upward from the running rail of the first gauge by supporting both ends of the axle by the support rails. A wheel release stage in which the state is released, a wheel movement stage in which the width between wheels is adjusted by moving the wheels by a guide rail installed in the gauge change section, and a gauge different from the first gauge by the operation of the gauge variable wheelset. In the wheel fixing stage, where the position of the wheel that has moved to correspond to the second gauge is fixed, the height of the axle is lowered by a support rail installed on the outside of the running rail to gradually lower until it reaches a certain height in the exit section of the gauge change section, and the wheel It may include a gauge change section advancement stage in which the railway vehicle is seated on the second gauge running rail, and a second gauge running stage in which the railway vehicle travels on the second gauge running rail.

According to the present invention, it is possible to reduce the load acting on the axle of a railway vehicle in a gauge change section, thereby improving the reliability and stability of gauge change, and at the same time, reducing the vibration of the car body or asymmetry of the axle during the position movement of the wheels. It has an excellent effect in preventing .

In addition, according to the present invention, a support rail is installed to slightly lift and support the axle upward in the gauge change section, so that the load of the railway vehicle is distributed to the axle and the load acting on the wheels is reduced, thereby improving the movement of the wheels. It has the additional effect of making this happen more smoothly.

In addition, according to the present invention, the support rail is configured in a two-stage mount form to support the outer end of the axle, thereby preventing the left and right axle from swinging in the gauge change section and the resulting eccentricity of the axle. It has

Figure 1 is a diagram showing a conventional automatic gauge change axle system.
Figure 2 is a cross-sectional view showing a gauge variable system for railway vehicles according to the present invention.
Figure 3 is a diagram showing rail arrangement according to the gauge variable system for railway vehicles according to the present invention.
Figure 4 is a view showing the rail arrangement of Figure 3 from the side.
5 to 10 are diagrams sequentially showing a gauge conversion method using the gauge variable system for railway vehicles according to the present invention.

Hereinafter, preferred embodiments of the present invention will be described in more detail with reference to the attached drawings. The same reference numerals are used for the same components in the drawings, and duplicate descriptions for the same components are omitted. Moreover, it should be understood that the present invention can be implemented in many different forms and is not limited to the described embodiments.

Figure 2 is a cross-sectional view showing the gauge variable system for railway vehicles according to the present invention, Figure 3 is a diagram showing the rail arrangement according to the gauge variable system for railway vehicles according to the present invention, and Figure 4 is a measurement of the rail arrangement of Figure 3. It is a drawing shown in the direction, and Figures 5 to 10 sequentially show a gauge conversion method using the gauge variable system for railway vehicles according to the present invention.

The present invention improves the reliability and stability of gauge conversion by reducing the load acting on the axle of a railway vehicle in a gauge change section, and at the same time prevents shaking of the car body or asymmetry of the axle during the wheel position movement. This relates to a gauge variable system for railway vehicles and a gauge conversion method using the same, which is used to support both ends of the axle (10) when a railway vehicle equipped with a known gauge variable wheelset (50) travels in a gauge change section. By installing a support rail 120 to support the axle by lifting it upward, the load of the railway vehicle is distributed to the axle 10 supported by the support rail 120, and the load acting on the wheel 20 It is characterized by being able to reduce so that the movement of the wheels 20 in the gauge change section can be achieved more smoothly and accurately.

In more detail, the gauge variable wheelset 50 is configured to adjust the gap between the wheels 20 provided at both ends of the axle 10 to correspond to the variable gauge, and the fixed cap is attached to the axle 10. It is fixedly coupled to both ends of the flange 51 and serves to prevent the flange 51 from being separated and at the same time allows the flange 51 to rotate integrally with the axle 10, and the locking mechanism is located around the circumference of the fixing cap. It serves to selectively limit movement in the left and right directions of the wheel 20 by being inserted into and rotating in the direction around the axis, and the flange 51 is coupled to the central end of the axle 10 of the fixed cap. It moves left and right by the unlocking rail 40 installed on the ground and the compression spring to unlock or lock the locking mechanism.

In addition, the spring holder is coupled to the outer end of the axle of the fixing cap to fix and support the compression spring, and the compression spring is inserted and installed between the flange 51 and the spring holder to support the flange (51) by restoring force. 51) plays a role in returning it to its original position.

The configuration and operational relationship of the axle (10), wheel (20), fixed cap, locking mechanism, flange (51), spring holder, and compression spring that constitute the gauge variable wheelset (50) as described above are described in Korean Patent Publication No. 10. Since this is already known information such as No. -0614613 and No. 10-2218979, a more detailed description thereof will be omitted.

Next, as shown in FIG. 2, the support rail 120 can be installed in the outer direction of the running rail 30 on which the railway vehicle runs so as to be installed at a position corresponding to both ends of the axle 10 in the gauge change section. There is, the support rail 120 may be formed with a seating portion 122 that supports the lower ends of both sides of the axle 10.

At this time, an extension part 14 extending to the outside of the journal box 12 is formed on the axle 10, a bearing 110 is installed on this extension part 14, and the bearing 110 is attached to the support rail. It may be configured to be supported on the seating portion 122 of (120).

In addition, as shown in FIG. 4, the support rail 120 is formed to have a gentle upward slope in the entry section of the gauge change section and a gentle downward slope in the exit section, and is formed to have a gentle downward slope between the entry and exit sections. It can be formed at a constant height in the middle section, and the support rail 120 located at the entry and exit section of the gauge change section is at the height of the bottom of the bearing 110 when the running rail 30 is driven before entering the gauge change section. It is formed lower than that, and the height of the support rail 120 is gradually increased within the gauge change section, so that at the starting point of the release rail 40, the height of the support rail 120 in contact with the bearing 110 enters the gauge change section. It is formed slightly higher than the height of the bottom of the bearing 110 when the entire running rail 30 is running, so that the wheel 20 is spaced upward from the running rail 30, thereby reducing the load applied to the wheel 20. It can be configured so that

In addition, a guide rail 130 may be installed in the gauge change section to guide the movement of the wheel 20, and the guide rail 130 contacts both ends in the width direction of the wheel 20 within the gauge change section. A pair is installed to do so, and can be formed to have a path that can move the wheels 20 to correspond to the change in the gauge of each running rail 30 before and after the gauge change section.

In addition, the guide rail 130 may be provided with a friction member 132 on the surface in contact with the wheel 20 to reduce wear or noise caused by contact with the wheel 20.

In addition, as shown in FIG. 3, an extension portion 134 is formed on the guide rail 130 toward the front and rear running rails 30 in the entry and exit sections of the gauge change section, so that the travel rails before the gauge change section By ensuring that (30) is located inside the expansion portion (134), when a railroad vehicle enters or exits a gauge change section, the wheel (20) stably enters the guide rail (130) from the running rail (30), or It has the effect of stably advancing from the guide rail 130 to the running rail 30.

As a result, the positional movement of the wheel 20 in the gauge change section can be achieved more smoothly, thereby improving the reliability and stability of the gauge change, and both ends of the axle 10 are at the same height by the support rail 120. Since it is stably supported on top, it is possible to prevent the vehicle body from shaking due to the movement of the wheel 20 or the asymmetry of the axle 10.

In addition, the extension portion 14 of the axle 10 to which the bearing 110 is coupled is formed to have a smaller diameter than the axle 10 so that a step is formed between the axle 10 and the bearing 110 to form a journal. It can prevent movement in the direction of the box 12, and the outer end of the bearing 110 is provided with a fixing cap 112 fixed to the extension 14 of the axle 10 to maintain the bearing 110. It can be configured to prevent departure.

Meanwhile, the support rail 120 may have a two-stage mount structure with different heights, which is to ensure that the center of the axle 10 is stably maintained during the movement of the wheel 20.

That is, the support rail 120 may be configured to have a support portion 124 having a higher height than the seating portion 122 formed on the outside of the seating portion 122, on which the bearing 110 is mounted, to protrude upward. The support portion 124 supports the outer surface of the fixed cap 112 to prevent the axle 10 from shaking in the left and right directions due to the movement of the wheel 20 in the gauge change section, and accordingly It can serve to prevent the center of the axle 10 from being eccentric to one side.

In addition, friction members 114 and 126 are provided on the outer surface of the fixing cap 112 and the inner surface of the support part 124, respectively, so that the fixing cap 112 can be moved by contact with the support rail 120. It can be configured to prevent wear and reduce noise generation.

At this time, the friction members 114 and 126 and the friction member 132 provided on the guide rail 130 are preferably configured to be easily replaced when worn.

Meanwhile, the gauge variable system for railway vehicles according to the present invention supports the load acting on the railway vehicle in the gauge change section provided between the running rail of the first gauge and the running rail of the second gauge having a different gauge from the first gauge. It can be configured to be achieved only by the bearings 110 and support rails 120 provided at both ends of the axle 10. The movement of the wheel 10 in the gauge change section using this structure, that is, the gauge change method, With both ends of the axle supported by the support rail 120 installed in the gauge change section, the wheel 10 is lifted from the running rail, and the wheel is lifted by the operation of the gauge variable wheelset 50 by the release rail 40. It is characterized in that the gap between both wheels can be adjusted by disengaging (10) and moving the wheel (10) by the guide rail (130) installed in the gauge change section.

In more detail, the gauge conversion method according to the present invention can be accomplished through the following process. Taking as an example a railroad car running on a section where the gauge is converted from standard gauge to broad gauge, first, driving on the first gauge in the standard gauge state As shown in FIG. 5, the railway vehicle before entering the gauge change section provided between the rail 30-1 and the running rail 30-2 of the second gauge in a broad gauge state has the wheels 10 of the first gauge. It travels while supported on the traveling rail (30-1) (first gauge driving stage).

Next, when the railway vehicle enters the gauge conversion section, as shown in FIG. 6, the support rail 120 installed on the outside of the running rail 30-1 of the first gauge is provided at both ends of the axle 10. The bearing 110 is positioned at a distance from the upper part of the seating portion 122 of the support rail 120, and as the railroad car progresses, the height of the seating portion 122 gradually increases to support the lower end of the bearing 110. It becomes possible to do so (gauge conversion section entry stage).

Next, after entering the gauge change section, when the railway vehicle runs with the bearing 110 supported by the seating portion 122, as shown in FIG. 7, the wheel 10 is separated from the running rail 30-1. In an upwardly spaced state, the railway vehicle may be supported only on the support rail 120 by the bearings 110 provided at both ends of the axle 10, and the load acting on the wheels 20 accordingly. This is minimized, and the gauge variable wheelset 50 is operated by the release rail 40, thereby releasing the wheel 20 to a movable state. (Wheel release step)

Next, as shown in FIG. 8, the position of the wheel 20, which has been released in a movable state, is changed by the guide rail 130, and the gap between the wheels 20 is changed from standard gauge to correspond to wide gauge. (Wheel movement step) )

Next, when the position change of the wheel 20, that is, the position change of the wheel 20 so that the first gauge and the second gauge correspond to different gauges, is completed, the gauge variable wheelset 50 is moved by the release rail 40. ) operates, the position of the wheel 20 is fixed. (Wheel fixing stage)

At this time, in the sections corresponding to the wheel release stage, wheel movement stage, and wheel fixation stage, the running rail supporting the wheel 10 is not installed, and both sides of the wheel 20 are supported only by the guide rail 130. It may be possible.

Next, as shown in FIG. 9, the wheel 20 is again seated on the second gauge running rail 30-2 in a wide gauge state, and the seating portion 122 of the support rail 120 supporting the bearing 110 ) As the height gradually decreases, the bearing 110 and the support rail 120 are spaced apart from each other (stage of advancing into the gauge conversion section).

Next, at the end of the gauge change section, as shown in FIG. 10, the support rail 120 is no longer needed, and the railway vehicle uses the second gauge running rail 30-2 with the wheels 10 in a wide gauge state. It can be driven while supported on the platform. (2nd gauge driving stage)

Therefore, according to the gauge variable system for railway vehicles and the gauge conversion method using the same according to the present invention as described above, the reliability and stability of gauge conversion can be improved by reducing the load acting on the axle of the railway vehicle in the gauge conversion section. At the same time, it not only prevents the car body from shaking or axle asymmetry during the wheel position movement, but also installs a support rail that slightly lifts and supports the axle upward in the gauge change section. By distributing the load of the railway vehicle to the axle and reducing the load on the wheel, the wheel can move more smoothly, and the support rail is configured in a two-stage mount form to support the outer end of the axle to change gauge. It has various advantages, such as preventing left and right axle movement in a section and the resulting axle eccentricity.

Although the preferred embodiments of the present invention have been described above, the scope of the rights of the present invention is not limited thereto, and the scope of the rights of the present invention extends to the scope substantially equivalent to the embodiments of the present invention. Various modifications and implementations can be made by those skilled in the art in the technical field to which the invention pertains without departing from the scope.

The present invention relates to a gauge variable system for railway vehicles and a gauge conversion method using the same, and more specifically, to improve the reliability and stability of gauge conversion by reducing the load acting on the axle of the railway vehicle in the gauge conversion section. It relates to a gauge variable system for railway vehicles and a gauge conversion method using the same, which prevents the shaking of the car body or asymmetry of the axle during the wheel position movement process.

10: Axle 12: Journal box
14: extension 20: wheel
30,30-1,30-2: Running rail 40: Release rail
50: Variable gauge wheelset 110: Bearing
112: Fixed cap 114,126,132: Friction member
120: support rail 122: seating portion
124: support 130: guide rail
134: extension part

Claims (10)

In the gauge variable system for a railroad vehicle, including a gauge variable wheelset of a railroad vehicle and a release rail that allows the gauge variable wheelset to operate when entering or exiting a gauge change section,
A support rail installed in the gauge change section to support the end of the axle and lift the axle to a certain height, thereby allowing the wheel to be spaced upward from the running rail;
Including a guide rail installed in the gauge change section to guide the movement of the wheel by supporting both sides of the wheel,
A gauge variable system for a railway vehicle, characterized in that in a gauge variable section, the wheel is lifted from the running rail and is released by the operation of the gauge variable wheelset by the release rail and can be moved by a guide rail.
According to clause 1,
The support rail is formed to slope upward and downward at the entry and exit sections of the gauge conversion section, respectively, and is formed at a constant height in the central section between the entry and exit sections. A gauge variable system for railway vehicles.
According to clause 1,
An extension part extending to the outside of the journal box is formed on the axle,
A gauge variable system for a railway vehicle, characterized in that a bearing seated and supported on the support rail is installed in the extension portion.
According to clause 3,
A gauge variable system for a railway vehicle, characterized in that a fixing cap is installed at the end of the extension to prevent the bearing from being separated.
According to clause 4,
The support rail is a gauge variable system for railway vehicles, characterized in that it is composed of a two-stage mount form including a seating portion that supports the lower end of the bearing and a support portion that protrudes upward on the outside of the seating portion and supports the outer surface of the fixed cap. .
According to clause 5,
A gauge variable system for a railway vehicle, characterized in that friction members are provided on the outer surface of the fixed cap and the inner surface of the support portion, which face each other.
According to clause 1,
A gauge variable system for a railway vehicle, characterized in that a friction member is provided on the surface of the guide rail in contact with the wheels.
According to clause 1,
A gauge variable system for railway vehicles, characterized in that an extension is formed on the guide rail located at the entry and exit sections of the gauge change section.
In the gauge conversion method using the gauge variable system for railway vehicles,
Support rails installed in the gauge change section support both ends of the axle, allowing the wheel to be lifted from the running rail and move the wheel by a guide rail installed in the gauge change section to adjust the gap between both wheels. A gauge conversion method characterized in that.
According to clause 9,
The gauge conversion method is,
The first gauge running stage in which a railroad car runs on the first gauge running rail,
A gauge change section entry step in which both ends of the axle are seated and supported on support rails installed on the outside of the running rail to gradually increase until a certain height is reached in the gauge change section entry section;
A wheel release step in which the locked state of the wheel is released by operation of the gauge variable wheelset in a state in which the wheel is spaced upward from the running rail of the first gauge by supporting both ends of the axle by the support rail,
A wheel movement step in which the wheels are moved by a guide rail installed in the gauge change section and the width between wheels is adjusted,
A wheel fixing step in which the position of the wheel moved to correspond to a second gauge having a different gauge from the first gauge is fixed by the operation of the gauge variable wheelset,
In the gauge change section exit section, the height of the axle is lowered by a support rail installed on the outside of the running rail to gradually lower until it reaches a certain height, and the wheel is seated on the second gauge running rail.
A gauge conversion method including a second gauge traveling step in which a railroad vehicle travels on a second gauge running rail.