WO2007007930A1 - Steering bogie for railway vehicles - Google Patents

Steering bogie for railway vehicles Download PDF

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Publication number
WO2007007930A1
WO2007007930A1 PCT/KR2005/002628 KR2005002628W WO2007007930A1 WO 2007007930 A1 WO2007007930 A1 WO 2007007930A1 KR 2005002628 W KR2005002628 W KR 2005002628W WO 2007007930 A1 WO2007007930 A1 WO 2007007930A1
Authority
WO
WIPO (PCT)
Prior art keywords
hinge
bogie
hinge bracket
link
steering
Prior art date
Application number
PCT/KR2005/002628
Other languages
French (fr)
Inventor
Nam Po Kim
Jung Seok Kim
Seong Ho Han
Original Assignee
Korea Railroad Research Institute
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Korea Railroad Research Institute filed Critical Korea Railroad Research Institute
Priority to CN2005800510342A priority Critical patent/CN101223069B/en
Publication of WO2007007930A1 publication Critical patent/WO2007007930A1/en

Links

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
    • B61F5/38—Arrangements or devices for adjusting or allowing self- adjustment of wheel axles or bogies when rounding curves, e.g. sliding axles, swinging axles
    • 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
    • B61F5/38—Arrangements or devices for adjusting or allowing self- adjustment of wheel axles or bogies when rounding curves, e.g. sliding axles, swinging axles
    • B61F5/386—Arrangements or devices for adjusting or allowing self- adjustment of wheel axles or bogies when rounding curves, e.g. sliding axles, swinging axles fluid actuated
    • 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
    • B61F5/38—Arrangements or devices for adjusting or allowing self- adjustment of wheel axles or bogies when rounding curves, e.g. sliding axles, swinging axles
    • B61F5/42—Adjustment controlled by buffer or coupling gear
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61G—COUPLINGS; DRAUGHT AND BUFFING APPLIANCES
    • B61G11/00—Buffers
    • B61G11/12—Buffers with fluid springs or shock-absorbers; Combinations thereof
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16B—DEVICES FOR FASTENING OR SECURING CONSTRUCTIONAL ELEMENTS OR MACHINE PARTS TOGETHER, e.g. NAILS, BOLTS, CIRCLIPS, CLAMPS, CLIPS OR WEDGES; JOINTS OR JOINTING
    • F16B3/00—Key-type connections; Keys
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16B—DEVICES FOR FASTENING OR SECURING CONSTRUCTIONAL ELEMENTS OR MACHINE PARTS TOGETHER, e.g. NAILS, BOLTS, CIRCLIPS, CLAMPS, CLIPS OR WEDGES; JOINTS OR JOINTING
    • F16B5/00—Joining sheets or plates, e.g. panels, to one another or to strips or bars parallel to them
    • F16B5/02—Joining sheets or plates, e.g. panels, to one another or to strips or bars parallel to them by means of fastening members using screw-thread
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
    • F16F15/00—Suppression of vibrations in systems; Means or arrangements for avoiding or reducing out-of-balance forces, e.g. due to motion
    • F16F15/02—Suppression of vibrations of non-rotating, e.g. reciprocating systems; Suppression of vibrations of rotating systems by use of members not moving with the rotating systems
    • F16F15/023—Suppression of vibrations of non-rotating, e.g. reciprocating systems; Suppression of vibrations of rotating systems by use of members not moving with the rotating systems using fluid means
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
    • F16F9/00—Springs, vibration-dampers, shock-absorbers, or similarly-constructed movement-dampers using a fluid or the equivalent as damping medium
    • F16F9/10—Springs, vibration-dampers, shock-absorbers, or similarly-constructed movement-dampers using a fluid or the equivalent as damping medium using liquid only; using a fluid of which the nature is immaterial

Definitions

  • the present invention relates , in general , to a bogie for railway vehicles and, more particularly, to a steering bogie for railway vehicles wherein first and second link devices are respectively installed between front and rear axle boxes positioned on both sides of a bogie frame, with two pairs of rod elements oppositely coupled to upper and lower ends of hinge brackets so that the hinge brackets can be rotated in opposite directions by action force transmitted through the rod elements, and wherein a torsion bar is connected between the hinge brackets and dampers are arranged between the first and second link devices and the axle boxes, whereby interference force is applied between wheel sets to prevent snake motion of wheels when a railway vehicle travels on a straight railroad line, strength of springs disposed between the bogie frame and the wheel sets is reinforced when propelling and braking the railway vehicle, to improve high speed running stability on a straight railroad line and followability on a curved railroad line, and it is possible to prevent a vehicle body from being excessively deformed in a direction in which action force is applied when propelling and braking the railway vehicle
  • a bogie applied to a railway vehicle serves as a device which supports the weight of a vehicle body, uniformly distributes the weight of the vehicle body over wheels, and enables the vehicle body to freely change its direction, thereby ensuring smooth traveling of the railway vehicle.
  • the bogie for a railway vehicle is constructed as described below.
  • a conventional bogie 10 for a railway vehicle comprises a wheel set which is composed of wheels 12 and an axle (not shown) , axle boxes 11 which rotatably support journal portions formed on both ends of the axle and have bearings (not shown) fitted therein, a bogie frame 14 which is placed on the upper ends of the axle boxes 11, a first suspension which is installed between the bogie frame 14 and the axle boxes 11 to primarily damp the vibration transmitted from the wheels 12, and a second suspension which is installed on the center portion of the upper end of the bogie frame 14 such that a vehicle body C is secured to the upper end of the second suspension, to secondarily damp the vibration to be transmitted to the vehicle body C.
  • the first suspension coil springs 13 , Chevron springs , rubber springs , etc . are used
  • an air spring 15, a coil spring, etc. is used as the first suspension.
  • a steering amount of the bogie 10 for alleviating excessive centrifugal force and guide force which are generated between the wheel 12 and the rail is not sufficient, loud noise is produced due to friction between the flanges of the wheel 12 and the side surfaces of the rail, and vibration is concurrently generated. Therefore, a problem is caused in that passenger's ride quality is markedly degraded. Moreover, as abrasion of the wheels 12 and breakage of the rail follow, a serious accident may occur due to derailment of the railway vehicle .
  • a steering apparatus 20 is installed between the front and rear axle boxes 11 which are positioned on both sides of the bogie frame 14.
  • the steering apparatus 20 comprises an articulated type (also called a Z link type) steering apparatus in which axles are forcibly steered using a rotation angle of a curved portion between the axle box 11 of the bogie 10 and the vehicle body C.
  • an articulated type also called a Z link type
  • the bogie frame 14 and two axles is very complicated, defects are caused in that it is difficult to properly install the suspensions such as springs for damping vibration transmitted from the wheels 12, and maintenance and repair work cannot be easily implemented.
  • an object of the present invention is to provide a steering bogie for railway vehicles wherein first and second link devices are respectively installed between front and rear axle boxes positioned on both sides of a bogie frame, with two pairs of rod elements oppositely coupled to upper and lower ends of hinge brackets so that the hinge brackets can be rotated in opposite directions by action force transmitted through the rod elements, and wherein a torsion bar is connected between the hinge brackets, whereby interference force is applied between wheel sets to prevent snake motion of wheels when a railway vehicle travels on a straight railroad line, strength of springs disposed between the bogie frame and the wheel sets is reinforced when propelling and braking the railway vehicle, to improve high speed running stability on a straight railroad line and followability on a curved railroad line, and it is possible to prevent a vehicle body from being excessively deformed in a direction in which action force is applied when propelling and braking the railway vehicle.
  • Another object of the present invention is to provide the steering bogie for railway vehicles wherein dampers are arranged between the first and second link devices constructed as mentioned above and the axle boxes, whereby it is possible to damp the shock and vibration transferred from the wheel sets when the railway vehicle travels on straight and curved railroad lines and when the railway vehicle is propelled or braked, thereby improving the ride quality of passengers and structural and traveling stability of the railway vehicle .
  • Still another object of the present invention is to provide the steering bogie for railway vehicles wherein a steering link mechanism constituted by the first and second link devices, the torsion bar and the dampers has a simple construction when compared to the conventional steering link mechanism, whereby maintenance and repair work for the steering link mechanism can be conveniently implemented, and, due to the structural simplification of the steering link mechanism, a suspension device including a coil spring or an air spring can be easily installed.
  • a bogie for railway vehicles having wheel sets installed at front and rear ends thereof, the bogie comprising a first link device for hingedly connecting to each other front and rear axle boxes positioned at one side of a bogie frame,- a second link device for hingedly connecting to each other front and rear axle boxes positioned at the other side of the bogie frame opposite the first link device; and a torsion bar for interconnecting the first and second link devices located in a staggered manner.
  • dampers are installed on the first and second link devices and the axle boxes .
  • the first and second link devices comprise hinge brackets oppositely positioned at middle portions of both sides of the bogie frame,- rod elements coupled to upper and lower ends of the hinge brackets in the staggered manner so that force can be applied to one and the other hinge brackets in opposite directions; hinge members coupled to both ends of the rod elements to allow the hinge brackets to be rotated in both directions; and link fastening brackets each projectedly formed on one end of each axle box to allow one end of the rod element to be hingedly coupled thereto .
  • the hinge bracket has an H-sectioned quadrangular configuration, hinge coupling grooves for hinged coupling of the rod element are defined at middle portions of the upper and lower ends of the hinge bracket, and a torsion bar insertion hole for coupling of the torsion bar is defined through a center portion of the hinge bracket.
  • the hinge bracket when the hinge bracket is coupled with the rod element by the hinge member, the hinge bracket is inclined at an angle of 45° in correspondence with an installation angle of a fastening element which is disposed in the hinge member and is coupled to the upper and lower ends of the hinge bracket.
  • a hinge member insertion hole for insertion of the hinge member is defined through each end of the rod element .
  • the hinge member comprises a hollow cylindrical housing; a spherical rubber bushing fitted into the housing to damp shock and vibration applied in a lengthwise direction of the rod element; and the fastening element having a spherical configuration, rotatably installed in the rubber bushing, and bolted to the upper and lower ends of the hinge bracket to be coupled with the rod element .
  • a bushing seat for seating the rubber bushing in which the fastening element is received is defined on an inner surface of the housing, and through-holes for bolting of the fastening element are defined at both ends of the fastening element .
  • the torsion bar is coupled in the torsion bar insertion hole of the hinge bracket by means of a key or a nut.
  • each damper comprises a hydraulic damper, and is installed between each hinge bracket of the first and second link devices and a lower end of a side of each axle box, via fastening brackets, to damp shock and vibration transmitted from the wheel set .
  • first and second link devices are respectively installed between front and rear axle boxes positioned on both sides of a bogie frame, with two pairs of rod elements oppositely coupled to upper and lower ends of hinge brackets so that the hinge brackets can be rotated in opposite directions by action force transmitted through the rod elements, and since a torsion bar is connected between the hinge brackets, restraining force is applied between wheel sets to prevent snake motion of wheels when a railway vehicle travels on a straight railroad line, restraining force is applied between the wheel sets supported by the bogie frame when the railway vehicle is propelled or braked, to improve high speed running stability on a straight railroad line and followability on a curved railroad line, and it is possible to prevent a vehicle body from being excessively deformed in a direction in which action force is applied when the railway vehicle is propelled or braked.
  • dampers are arranged between the first and second link devices constructed as mentioned above and the axle boxes, it is possible to damp the shock and vibration transferred from the wheel sets when the railway vehicle travels on straight and curved railroad lines and when the railway vehicle is propelled or braked, whereby ride quality of passengers and structural and traveling stability of the railway vehicle can be improved.
  • a steering link mechanism constituted by the first and second link devices, the torsion bar and the dampers has a simple construction when compared to the conventional steering link mechanism, maintenance and repair work for the steering link mechanism can be conveniently implemented, and, due to the structural simplification of the steering link mechanism, component elements connected to the steering link mechanism can be easily installed.
  • FIG. 1 is a front view schematically illustrating a conventional bogie for railway vehicles
  • FIG. 2 is a plan view illustrating a steering apparatus of the conventional bogie for railway vehicles
  • FIG. 3 is a perspective view schematically illustrating a steering bogie for railway vehicles in accordance with an embodiment of the present invention
  • FIG. 4 is a partially enlarged and sectioned front view illustrating the steering bogie for railway vehicles according to the present invention
  • FIG. 5 is a perspective view illustrating an assembled state of a steering link mechanism according to the present invention
  • FIG. 6 is front and plan views illustrating a hinge bracket of the steering link mechanism according to the present invention,-
  • FIG. 7 is front and plan views illustrating a rod element of the steering link mechanism according to the present invention
  • FIG. 8 is front and side cross-sectional views illustrating a hinge member of the steering link mechanism according to the present invention
  • FIG. 9 is a view illustrating a state in which the steering link mechanism of the steering bogie according to the present invention operates when a railway vehicle travels on a curved railroad line;
  • FIG. 10 is a view illustrating a state in which the steering link mechanism of the steering bogie according to the present invention operates when the railway vehicle travels on a straight railroad line;
  • FIGs. 11 and 12 are views illustrating states in which the steering link mechanism of the steering bogie according to the present invention operates when the railway vehicle is propelled or braked. [Best Mode]
  • FIG. 3 is a perspective view schematically illustrating a steering bogie for railway vehicles in accordance with an embodiment of the present invention
  • FIG. 4 is a partially enlarged and sectioned front view illustrating the steering bogie for railway vehicles according to the present invention
  • FIG. 5 is a perspective view illustrating an assembled state of a steering link mechanism according to the present invention.
  • FIG. 6 is front and plan views illustrating a hinge bracket of the steering link mechanism according to the present invention
  • FIG. 7 is front and plan views illustrating a rod element of the steering link mechanism according to the present invention
  • FIG. 8 is front and side cross-sectional views illustrating a hinge member of the steering link mechanism according to the present invention.
  • vibrations generated in a railway vehicle that is, the bogie 10
  • Yawing indicates vibration which is generated with reference to the longitudinal axis in a horizontal plane of the vehicle body C
  • pitching indicates vibration which is generated with reference to the transverse axis in a vertical plane of the vehicle body C.
  • the wheels 12 moves while rolling on the upper and side surfaces of the rails, and the rails may be deformed due to shock transmitted through the loaded wheels 12 of the railway vehicle.
  • a steering bogie 10a is adopted in which a steering link mechanism is installed between front and rear axle boxes 11 and 11a positioned on both sides of a bogie frame 14.
  • the concrete construction of the steering bogie 10a according to the present invention will be described below in detail .
  • the steering link mechanism is installed between the front and rear axle boxes 11 and 11a positioned on both sides of the bogie frame 14.
  • the steering link mechanism comprises a first link device 21 for hingedly connecting the front and rear axle boxes 11 and 11a positioned at one side of the bogie frame 14, a second link device 41 for hingedly connecting the front and rear axle boxes 11 and 11a positioned at the other side of the bogie frame 14 opposite the first link device 21, a torsion bar 60 for interconnecting the first and second link devices 21 and 41, and dampers 65 installed to be connected to the first and second link devices 21 and 41 and the axle boxes 11 and 11a.
  • the steering bogie 10a has a basic construction which is the same as that of the conventional bogie 10 described in the background art part of the present specification. Therefore, further description regarding the basic construction of the steering bogie 10a will be omitted herein.
  • the steering link mechanism which is applied to the steering bogie 10a according to the present invention, the steering link mechanism being installed between the front and rear axle boxes 11 and 11a positioned on both sides of the bogie frame 14 so that interference force is applied between front and rear wheel sets to prevent snake motion (a state in which a railway vehicle travels in a zigzag pattern due to a continuous change in contact point between the treading surfaces of the wheels and the surfaces of the rails) of the wheels 12 when a railway vehicle travels on a straight railroad line, strength of springs 13 disposed between the bogie frame 14 and the wheel sets is reinforced when propelling and braking the railway vehicle, to improve high speed running stability on a straight railroad line and followability on a curved railroad line, and it is possible to prevent the vehicle body
  • the first and second link devices 21 and 41 comprise hinge brackets 22 and 42 oppositely positioned at the middle portions of both sides of the bogie frame 14, rod elements 25, 25a, 45 and 45a coupled to the upper and lower ends of the hinge brackets 22 and 42 in the staggered manner so that force can be applied to one and the other hinge brackets 22 and 42 in opposite directions, hinge members 27 and 47 coupled to both ends of the rod elements 25, 25a, 45 and 45a to allow the hinge brackets 22 and 42 to be rotated in both directions, and link fastening brackets 33 and 53 projectedly formed on one ends of the axle boxes 11 and 11a to allow one ends of the rod elements 25, 25a, 45 and 45a to be hingedly coupled thereto.
  • the hinge brackets 22 and 42 are oppositely positioned at the middle portions of both sides of the bogie frame 14 by means of the rod elements 25, 25a, 45 and 45a which are hingedly coupled to the axle boxes 11 and 11a of the wheel sets . If the snake motion of the railway vehicle occurs while the railway vehicle travels on a straight railroad line, the hinge brackets 22 and 42 are rotated with the application of force transmitted through the rod elements 25, 25a, 45 and 45a, and restrain the respective wheels 12 to prevent the snake motion of the railway vehicle. Referring to FIG. 6, each of the hinge brackets 22 and 42 has an H-sectioned quadrangular configuration.
  • Hinge coupling grooves 23 and 43 for hinged coupling of the rod elements 25, 25a, 45 and 45a are defined at the middle portions of the upper and lower ends of the hinge brackets 22 and 42, and torsion bar insertion holes 24 and 44 for coupling of the torsion bar 60 are defined through the center portions of the hinge brackets 22 and 42.
  • the hinge brackets 22 and 42 When the hinge brackets 22 and 42 are coupled with the rod elements 25, 25a, 45 and 45a by the hinge members 27 and 47, the hinge brackets 22 and 42 are inclined at an angle of 45° in correspondence with an installation angle of fastening elements 31 and 51 which are disposed in the hinge members 27 and 47 and are coupled to the upper and lower ends of the hinge brackets 22 and 42.
  • the rod elements 25, 25a, 45 and 45a are coupled to the upper and lower ends of the hinge brackets 22 and 42 in the staggered manner so that force can be applied to one and the other hinge brackets 22 and 42 in opposite directions.
  • the rod elements 25, 25a, 45 and 45a transmit interference force produced between the front and rear wheel sets to the hinge brackets 22 and 42.
  • each of the rod elements 25, 25a, 45 and 45a has a circular rod-shaped configuration.
  • Hinge member insertion holes 26 and 46 for insertion of the hinge members 27 and 47 are defined through both ends of each rod element 25, 25a, 45 and 45a.
  • the hinge members 27 and 47 are coupled to both ends of the rod elements 25, 25a, 45 and 45a so that the hinge brackets 22 and 42 can be rotated in both upward and downward directions under the action of force transmitted through the rod elements 25, 25a, 45 and 45a when the railway vehicle travels on a straight railroad line.
  • the hinge members 27 and 47 comprise hollow cylindrical housings 28 and 48, spherical rubber bushings 30 and 50 fitted into the housings 28 and 48 to damp shock and vibration applied in the lengthwise direction of the rod elements 25, 25a, 45 and 45a, and the fastening elements 31 and 51 having a spherical configuration, rotatably installed in the rubber bushings 30 and 50, and bolted to the upper and lower ends of the hinge brackets 22 and 42 to be coupled with the rod elements 25, 25a, 45 and 45a.
  • Bushing seats 29 and 49 for seating the rubber bushings 30 and 50 in which the fastening elements 31 and 51 are received are defined on the inner surfaces of the housings 28 and 48, and through-holes 32 and 52 for bolting of the fastening elements 31 and 51 to the hinge brackets 22 and 42 are defined at both ends of the fastening elements 31 and 51.
  • the link fastening brackets 33 and 53 are projectedly formed on one ends of the axle boxes 11 and 11a to allow one ends of the rod elements 25, 25a, 45 and 45a which have the other ends coupled to the upper and lower ends of the hinge brackets 22 and 42 through the hinge members 27 and 47, to be hingedly coupled to the axle boxes 11 and 11a.
  • the link fastening brackets 33 and 53 are defined with through-holes which correspond to the through-holes 32 and 52 defined at both ends of the fastening elements 31 and 51 so that the link fastening brackets 33 and 53 can be bolted to the spherical fastening elements 31 and 51 of the hinge members 27 and 47.
  • the torsion bar 60 which constitutes the steering link mechanism applied to the steering bogie 10a according to the present invention is connected between the hinge bracket 22 of the first link device 21 and the hinge bracket 42 of the second link device 41.
  • the torsion bar 60 functions to reduce vibration generated during travel of the railway vehicle and to prevent the respective component parts from being deformed, through torsional action caused due to rotation of the hinge brackets 22 and 42 in opposite directions when the railway vehicle is propelled or braked.
  • the torsion bar 60 comprises an elongate rod and functions like a spring through the torsional action caused by the rod elements .
  • the torsion bar 60 is coupled in the torsion bar insertion holes 24 and 44 of the hinge brackets 22 and 42 by means of a key or a nut .
  • the dampers 65 which constitute the steering link mechanism applied to the steering bogie 10a according to the present invention comprise a hydraulic damper, and are installed between one ends of the axle boxes 11 and the hinge brackets 22 and 42 of the first and second link devices 21 and 41, that is, connected between one ends of the axle boxes 11 and the middle portions of the rod elements 25 and 45 which are hingedly coupled to the upper and lower ends of the hinge brackets 22 and 42, to damp shock and vibration transmitted from the wheel sets.
  • the damper 65 includes a cylinder, a piston rod, a cylinder fastening bracket 66 and a rod fastening bracket 67 which are affixed to one ends of the cylinder and the piston rod.
  • the cylinder is filled with oil which is to be compressed by the piston rod.
  • FIG. 9 is a view illustrating a state in which the steering link mechanism of the steering bogie according to the present invention operates when a railway vehicle travels on a curved railroad line
  • FIG. 10 is a view illustrating a state in which the steering link mechanism of the steering bogie according to the present invention operates when the railway vehicle travels on a straight railroad line
  • FIGs. 11 and 12 are views illustrating states in which the steering link mechanism of the steering bogie according to the present invention operates when the railway vehicle is propelled or braked.
  • interference force acts between front and rear wheels 12 and 12a through the linking action of the first and second link devices 21 and 41 such that the phases of front and rear wheels 12 and 12a positioned on both sides of the bogie frame 14, for example, the phases of the front and rear wheels 12 and 12a connected to each other by the first link device 21 at one side of the bogie frame 14, which are obtained due to the snake motion of the railway vehicle, become the same with each other, high speed traveling stability can be achieved on the straight railroad line.
  • the torsional action of the torsion bar 60 which is connected to the center portions of the respective hinge brackets 22 and 42 is created.
  • restraining force is applied between the wheel sets to prevent the vehicle body C from being excessively deformed when the railway vehicle is braked.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Physics & Mathematics (AREA)
  • Acoustics & Sound (AREA)
  • Aviation & Aerospace Engineering (AREA)
  • Platform Screen Doors And Railroad Systems (AREA)
  • Vehicle Body Suspensions (AREA)

Abstract

A steering bogie for railway vehicles, having wheel sets installed at front and rear ends thereof . The steering bogie comprises a first link device for hingedly connecting to each other front and rear axle boxes positioned at one side of a bogie frame; a second link device for hingedly connecting to each other front and rear axle boxes positioned at the other side of the bogie frame opposite the first link device; and a torsion bar for interconnecting the first and second link devices located in a staggered manner. Interference force is applied between wheel sets to prevent snake motion of wheels, strength of springs disposed between the bogie frame and the wheel sets is reinforced to improve high speed running stability and followability of the steering bogie, and it is possible to prevent a vehicle body from being excessively deformed and to damp the shock and vibration.

Description

[DESCRIPTION]
[invention Title]
STEERING BOGIE FOR RAILWAY VEHICLES
[Technical Field] The present invention relates , in general , to a bogie for railway vehicles and, more particularly, to a steering bogie for railway vehicles wherein first and second link devices are respectively installed between front and rear axle boxes positioned on both sides of a bogie frame, with two pairs of rod elements oppositely coupled to upper and lower ends of hinge brackets so that the hinge brackets can be rotated in opposite directions by action force transmitted through the rod elements, and wherein a torsion bar is connected between the hinge brackets and dampers are arranged between the first and second link devices and the axle boxes, whereby interference force is applied between wheel sets to prevent snake motion of wheels when a railway vehicle travels on a straight railroad line, strength of springs disposed between the bogie frame and the wheel sets is reinforced when propelling and braking the railway vehicle, to improve high speed running stability on a straight railroad line and followability on a curved railroad line, and it is possible to prevent a vehicle body from being excessively deformed in a direction in which action force is applied when propelling and braking the railway vehicle and to damp the shock and vibration transferred from the wheel sets using the dampers .
[Background Art]
Generally, a bogie applied to a railway vehicle serves as a device which supports the weight of a vehicle body, uniformly distributes the weight of the vehicle body over wheels, and enables the vehicle body to freely change its direction, thereby ensuring smooth traveling of the railway vehicle. The bogie for a railway vehicle is constructed as described below. A conventional bogie 10 for a railway vehicle comprises a wheel set which is composed of wheels 12 and an axle (not shown) , axle boxes 11 which rotatably support journal portions formed on both ends of the axle and have bearings (not shown) fitted therein, a bogie frame 14 which is placed on the upper ends of the axle boxes 11, a first suspension which is installed between the bogie frame 14 and the axle boxes 11 to primarily damp the vibration transmitted from the wheels 12, and a second suspension which is installed on the center portion of the upper end of the bogie frame 14 such that a vehicle body C is secured to the upper end of the second suspension, to secondarily damp the vibration to be transmitted to the vehicle body C. At this time, as the first suspension, coil springs 13 , Chevron springs , rubber springs , etc . are used, and as the second suspension, an air spring 15, a coil spring, etc. is used.
However, when the railway vehicle having the conventional bogie 10 travels on a straight railroad line, if the wheels 12 provided at both ends of the axle move at a high speed on rails, a contact point between the treading surface of each wheel 12 which slopes from the flanges of the wheel 12 and a rail surface continuously changes. Due to this continuous change of the contact point, a snake motion of the railway vehicle results, such that the railway vehicle travels in a zigzag pattern. Due to this fact, oppositely acting vibration is generated, and traveling stability when the railway vehicle travels on the straight railroad line is markedly deteriorated.
Also, when the railway vehicle having the conventional bogie 10 travels on a curved railroad line, since a steering amount of the bogie 10 for alleviating excessive centrifugal force and guide force which are generated between the wheel 12 and the rail is not sufficient, loud noise is produced due to friction between the flanges of the wheel 12 and the side surfaces of the rail, and vibration is concurrently generated. Therefore, a problem is caused in that passenger's ride quality is markedly degraded. Moreover, as abrasion of the wheels 12 and breakage of the rail follow, a serious accident may occur due to derailment of the railway vehicle . In order to cope with these problems, as shown in FIG. 2, a steering apparatus 20 is installed between the front and rear axle boxes 11 which are positioned on both sides of the bogie frame 14. The steering apparatus 20 comprises an articulated type (also called a Z link type) steering apparatus in which axles are forcibly steered using a rotation angle of a curved portion between the axle box 11 of the bogie 10 and the vehicle body C. Nevertheless, even in this type of steering apparatus 20, since a link structure for joining the vehicle body C, the bogie frame 14 and two axles is very complicated, defects are caused in that it is difficult to properly install the suspensions such as springs for damping vibration transmitted from the wheels 12, and maintenance and repair work cannot be easily implemented. [Disclosure] [Technical Problem]
Accordingly, the present invention has been made keeping in mind the above problems occurring in the prior art, and an object of the present invention is to provide a steering bogie for railway vehicles wherein first and second link devices are respectively installed between front and rear axle boxes positioned on both sides of a bogie frame, with two pairs of rod elements oppositely coupled to upper and lower ends of hinge brackets so that the hinge brackets can be rotated in opposite directions by action force transmitted through the rod elements, and wherein a torsion bar is connected between the hinge brackets, whereby interference force is applied between wheel sets to prevent snake motion of wheels when a railway vehicle travels on a straight railroad line, strength of springs disposed between the bogie frame and the wheel sets is reinforced when propelling and braking the railway vehicle, to improve high speed running stability on a straight railroad line and followability on a curved railroad line, and it is possible to prevent a vehicle body from being excessively deformed in a direction in which action force is applied when propelling and braking the railway vehicle.
Another object of the present invention is to provide the steering bogie for railway vehicles wherein dampers are arranged between the first and second link devices constructed as mentioned above and the axle boxes, whereby it is possible to damp the shock and vibration transferred from the wheel sets when the railway vehicle travels on straight and curved railroad lines and when the railway vehicle is propelled or braked, thereby improving the ride quality of passengers and structural and traveling stability of the railway vehicle .
Still another object of the present invention is to provide the steering bogie for railway vehicles wherein a steering link mechanism constituted by the first and second link devices, the torsion bar and the dampers has a simple construction when compared to the conventional steering link mechanism, whereby maintenance and repair work for the steering link mechanism can be conveniently implemented, and, due to the structural simplification of the steering link mechanism, a suspension device including a coil spring or an air spring can be easily installed.
[Technical Solution) In order to achieve the above objects, according to one aspect of the present invention, there is provided a bogie for railway vehicles, having wheel sets installed at front and rear ends thereof, the bogie comprising a first link device for hingedly connecting to each other front and rear axle boxes positioned at one side of a bogie frame,- a second link device for hingedly connecting to each other front and rear axle boxes positioned at the other side of the bogie frame opposite the first link device; and a torsion bar for interconnecting the first and second link devices located in a staggered manner.
According to another aspect of the present invention, dampers are installed on the first and second link devices and the axle boxes .
According to another aspect of the present invention, the first and second link devices comprise hinge brackets oppositely positioned at middle portions of both sides of the bogie frame,- rod elements coupled to upper and lower ends of the hinge brackets in the staggered manner so that force can be applied to one and the other hinge brackets in opposite directions; hinge members coupled to both ends of the rod elements to allow the hinge brackets to be rotated in both directions; and link fastening brackets each projectedly formed on one end of each axle box to allow one end of the rod element to be hingedly coupled thereto .
According to another aspect of the present invention, the hinge bracket has an H-sectioned quadrangular configuration, hinge coupling grooves for hinged coupling of the rod element are defined at middle portions of the upper and lower ends of the hinge bracket, and a torsion bar insertion hole for coupling of the torsion bar is defined through a center portion of the hinge bracket.
According to another aspect of the present invention, when the hinge bracket is coupled with the rod element by the hinge member, the hinge bracket is inclined at an angle of 45° in correspondence with an installation angle of a fastening element which is disposed in the hinge member and is coupled to the upper and lower ends of the hinge bracket.
According to another aspect of the present invention, a hinge member insertion hole for insertion of the hinge member is defined through each end of the rod element .
According to another aspect of the present invention, the hinge member comprises a hollow cylindrical housing; a spherical rubber bushing fitted into the housing to damp shock and vibration applied in a lengthwise direction of the rod element; and the fastening element having a spherical configuration, rotatably installed in the rubber bushing, and bolted to the upper and lower ends of the hinge bracket to be coupled with the rod element .
According to another aspect of the present invention, a bushing seat for seating the rubber bushing in which the fastening element is received is defined on an inner surface of the housing, and through-holes for bolting of the fastening element are defined at both ends of the fastening element .
According to still another aspect of the present invention, the torsion bar is coupled in the torsion bar insertion hole of the hinge bracket by means of a key or a nut.
According to yet still another aspect of the present invention, each damper comprises a hydraulic damper, and is installed between each hinge bracket of the first and second link devices and a lower end of a side of each axle box, via fastening brackets, to damp shock and vibration transmitted from the wheel set .
[Advantageous Effects]
The steering bogie for railway vehicles according to the present invention provides advantages as described below. Since first and second link devices are respectively installed between front and rear axle boxes positioned on both sides of a bogie frame, with two pairs of rod elements oppositely coupled to upper and lower ends of hinge brackets so that the hinge brackets can be rotated in opposite directions by action force transmitted through the rod elements, and since a torsion bar is connected between the hinge brackets, restraining force is applied between wheel sets to prevent snake motion of wheels when a railway vehicle travels on a straight railroad line, restraining force is applied between the wheel sets supported by the bogie frame when the railway vehicle is propelled or braked, to improve high speed running stability on a straight railroad line and followability on a curved railroad line, and it is possible to prevent a vehicle body from being excessively deformed in a direction in which action force is applied when the railway vehicle is propelled or braked. Also, because dampers are arranged between the first and second link devices constructed as mentioned above and the axle boxes, it is possible to damp the shock and vibration transferred from the wheel sets when the railway vehicle travels on straight and curved railroad lines and when the railway vehicle is propelled or braked, whereby ride quality of passengers and structural and traveling stability of the railway vehicle can be improved.
Further, due to the fact that a steering link mechanism constituted by the first and second link devices, the torsion bar and the dampers has a simple construction when compared to the conventional steering link mechanism, maintenance and repair work for the steering link mechanism can be conveniently implemented, and, due to the structural simplification of the steering link mechanism, component elements connected to the steering link mechanism can be easily installed.
[Description of Drawings]
FIG. 1 is a front view schematically illustrating a conventional bogie for railway vehicles;
FIG. 2 is a plan view illustrating a steering apparatus of the conventional bogie for railway vehicles;
FIG. 3 is a perspective view schematically illustrating a steering bogie for railway vehicles in accordance with an embodiment of the present invention;
FIG. 4 is a partially enlarged and sectioned front view illustrating the steering bogie for railway vehicles according to the present invention; FIG. 5 is a perspective view illustrating an assembled state of a steering link mechanism according to the present invention;
FIG. 6 is front and plan views illustrating a hinge bracket of the steering link mechanism according to the present invention,-
FIG. 7 is front and plan views illustrating a rod element of the steering link mechanism according to the present invention; FIG. 8 is front and side cross-sectional views illustrating a hinge member of the steering link mechanism according to the present invention;
FIG. 9 is a view illustrating a state in which the steering link mechanism of the steering bogie according to the present invention operates when a railway vehicle travels on a curved railroad line;
FIG. 10 is a view illustrating a state in which the steering link mechanism of the steering bogie according to the present invention operates when the railway vehicle travels on a straight railroad line; and
FIGs. 11 and 12 are views illustrating states in which the steering link mechanism of the steering bogie according to the present invention operates when the railway vehicle is propelled or braked. [Best Mode]
Reference should now be made to the drawings, in which the same reference numerals are used throughout the different drawings to designate the same or similar components .
FIG. 3 is a perspective view schematically illustrating a steering bogie for railway vehicles in accordance with an embodiment of the present invention, FIG. 4 is a partially enlarged and sectioned front view illustrating the steering bogie for railway vehicles according to the present invention, and FIG. 5 is a perspective view illustrating an assembled state of a steering link mechanism according to the present invention. Also, FIG. 6 is front and plan views illustrating a hinge bracket of the steering link mechanism according to the present invention, FIG. 7 is front and plan views illustrating a rod element of the steering link mechanism according to the present invention, and FIG. 8 is front and side cross-sectional views illustrating a hinge member of the steering link mechanism according to the present invention.
Before describing in detail the concrete construction of a steering bogie for railway vehicles according to the present invention, vibrations generated in a railway vehicle will be briefly explained below.
Typically, vibrations generated in a railway vehicle, that is, the bogie 10, include yawing and pitching. Yawing indicates vibration which is generated with reference to the longitudinal axis in a horizontal plane of the vehicle body C, and pitching indicates vibration which is generated with reference to the transverse axis in a vertical plane of the vehicle body C. In a railway vehicle, the wheels 12 moves while rolling on the upper and side surfaces of the rails, and the rails may be deformed due to shock transmitted through the loaded wheels 12 of the railway vehicle.
Thus, in the railway vehicle which travels on the rails, due to the relative motion between the wheels 12 and the rails, vibrations such as yawing and pitching are generated, which deteriorates traveling stability and degrades the ride quality of passengers who ride in a passenger coach. In consideration of this, as a method for reducing the vibrations such as yawing and pitching, in the present invention, a steering bogie 10a is adopted in which a steering link mechanism is installed between front and rear axle boxes 11 and 11a positioned on both sides of a bogie frame 14. The concrete construction of the steering bogie 10a according to the present invention will be described below in detail .
As stated above, in the steering bogie 10a in accordance with an embodiment of the present invention, the steering link mechanism is installed between the front and rear axle boxes 11 and 11a positioned on both sides of the bogie frame 14. Referring to FIG. 3, the steering link mechanism comprises a first link device 21 for hingedly connecting the front and rear axle boxes 11 and 11a positioned at one side of the bogie frame 14, a second link device 41 for hingedly connecting the front and rear axle boxes 11 and 11a positioned at the other side of the bogie frame 14 opposite the first link device 21, a torsion bar 60 for interconnecting the first and second link devices 21 and 41, and dampers 65 installed to be connected to the first and second link devices 21 and 41 and the axle boxes 11 and 11a.
The steering bogie 10a has a basic construction which is the same as that of the conventional bogie 10 described in the background art part of the present specification. Therefore, further description regarding the basic construction of the steering bogie 10a will be omitted herein. Hereafter, detailed description will be given with regard to the steering link mechanism which is applied to the steering bogie 10a according to the present invention, the steering link mechanism being installed between the front and rear axle boxes 11 and 11a positioned on both sides of the bogie frame 14 so that interference force is applied between front and rear wheel sets to prevent snake motion (a state in which a railway vehicle travels in a zigzag pattern due to a continuous change in contact point between the treading surfaces of the wheels and the surfaces of the rails) of the wheels 12 when a railway vehicle travels on a straight railroad line, strength of springs 13 disposed between the bogie frame 14 and the wheel sets is reinforced when propelling and braking the railway vehicle, to improve high speed running stability on a straight railroad line and followability on a curved railroad line, and it is possible to prevent the vehicle body C from being excessively deformed in a traveling direction of the railway vehicle when propelling and braking the railway vehicle .
Referring to FIGs . 3 through 5 , in the steering link mechanism applied to the steering bogie 10a according to the present invention, the first and second link devices 21 and 41 comprise hinge brackets 22 and 42 oppositely positioned at the middle portions of both sides of the bogie frame 14, rod elements 25, 25a, 45 and 45a coupled to the upper and lower ends of the hinge brackets 22 and 42 in the staggered manner so that force can be applied to one and the other hinge brackets 22 and 42 in opposite directions, hinge members 27 and 47 coupled to both ends of the rod elements 25, 25a, 45 and 45a to allow the hinge brackets 22 and 42 to be rotated in both directions, and link fastening brackets 33 and 53 projectedly formed on one ends of the axle boxes 11 and 11a to allow one ends of the rod elements 25, 25a, 45 and 45a to be hingedly coupled thereto.
The hinge brackets 22 and 42 are oppositely positioned at the middle portions of both sides of the bogie frame 14 by means of the rod elements 25, 25a, 45 and 45a which are hingedly coupled to the axle boxes 11 and 11a of the wheel sets . If the snake motion of the railway vehicle occurs while the railway vehicle travels on a straight railroad line, the hinge brackets 22 and 42 are rotated with the application of force transmitted through the rod elements 25, 25a, 45 and 45a, and restrain the respective wheels 12 to prevent the snake motion of the railway vehicle. Referring to FIG. 6, each of the hinge brackets 22 and 42 has an H-sectioned quadrangular configuration. Hinge coupling grooves 23 and 43 for hinged coupling of the rod elements 25, 25a, 45 and 45a are defined at the middle portions of the upper and lower ends of the hinge brackets 22 and 42, and torsion bar insertion holes 24 and 44 for coupling of the torsion bar 60 are defined through the center portions of the hinge brackets 22 and 42.
When the hinge brackets 22 and 42 are coupled with the rod elements 25, 25a, 45 and 45a by the hinge members 27 and 47, the hinge brackets 22 and 42 are inclined at an angle of 45° in correspondence with an installation angle of fastening elements 31 and 51 which are disposed in the hinge members 27 and 47 and are coupled to the upper and lower ends of the hinge brackets 22 and 42.
The rod elements 25, 25a, 45 and 45a are coupled to the upper and lower ends of the hinge brackets 22 and 42 in the staggered manner so that force can be applied to one and the other hinge brackets 22 and 42 in opposite directions. The rod elements 25, 25a, 45 and 45a transmit interference force produced between the front and rear wheel sets to the hinge brackets 22 and 42. Referring to FIG. 7, each of the rod elements 25, 25a, 45 and 45a has a circular rod-shaped configuration. Hinge member insertion holes 26 and 46 for insertion of the hinge members 27 and 47 are defined through both ends of each rod element 25, 25a, 45 and 45a.
The hinge members 27 and 47 are coupled to both ends of the rod elements 25, 25a, 45 and 45a so that the hinge brackets 22 and 42 can be rotated in both upward and downward directions under the action of force transmitted through the rod elements 25, 25a, 45 and 45a when the railway vehicle travels on a straight railroad line. Referring to FIG. 8, the hinge members 27 and 47 comprise hollow cylindrical housings 28 and 48, spherical rubber bushings 30 and 50 fitted into the housings 28 and 48 to damp shock and vibration applied in the lengthwise direction of the rod elements 25, 25a, 45 and 45a, and the fastening elements 31 and 51 having a spherical configuration, rotatably installed in the rubber bushings 30 and 50, and bolted to the upper and lower ends of the hinge brackets 22 and 42 to be coupled with the rod elements 25, 25a, 45 and 45a.
Bushing seats 29 and 49 for seating the rubber bushings 30 and 50 in which the fastening elements 31 and 51 are received are defined on the inner surfaces of the housings 28 and 48, and through-holes 32 and 52 for bolting of the fastening elements 31 and 51 to the hinge brackets 22 and 42 are defined at both ends of the fastening elements 31 and 51.
The link fastening brackets 33 and 53 are projectedly formed on one ends of the axle boxes 11 and 11a to allow one ends of the rod elements 25, 25a, 45 and 45a which have the other ends coupled to the upper and lower ends of the hinge brackets 22 and 42 through the hinge members 27 and 47, to be hingedly coupled to the axle boxes 11 and 11a. The link fastening brackets 33 and 53 are defined with through-holes which correspond to the through-holes 32 and 52 defined at both ends of the fastening elements 31 and 51 so that the link fastening brackets 33 and 53 can be bolted to the spherical fastening elements 31 and 51 of the hinge members 27 and 47.
Referring to FIG. 5, the torsion bar 60 which constitutes the steering link mechanism applied to the steering bogie 10a according to the present invention is connected between the hinge bracket 22 of the first link device 21 and the hinge bracket 42 of the second link device 41. The torsion bar 60 functions to reduce vibration generated during travel of the railway vehicle and to prevent the respective component parts from being deformed, through torsional action caused due to rotation of the hinge brackets 22 and 42 in opposite directions when the railway vehicle is propelled or braked. The torsion bar 60 comprises an elongate rod and functions like a spring through the torsional action caused by the rod elements .
In order to transmit the torsional action force produced by the opposite rotation of the hinge brackets 22 and 42 to the springs 13 which are installed between the bogie frame 14 and the wheel sets, the torsion bar 60 is coupled in the torsion bar insertion holes 24 and 44 of the hinge brackets 22 and 42 by means of a key or a nut . The dampers 65 which constitute the steering link mechanism applied to the steering bogie 10a according to the present invention comprise a hydraulic damper, and are installed between one ends of the axle boxes 11 and the hinge brackets 22 and 42 of the first and second link devices 21 and 41, that is, connected between one ends of the axle boxes 11 and the middle portions of the rod elements 25 and 45 which are hingedly coupled to the upper and lower ends of the hinge brackets 22 and 42, to damp shock and vibration transmitted from the wheel sets. Referring to FIG. 5, the damper 65 includes a cylinder, a piston rod, a cylinder fastening bracket 66 and a rod fastening bracket 67 which are affixed to one ends of the cylinder and the piston rod. The cylinder is filled with oil which is to be compressed by the piston rod.
Hereafter, operational procedures of the steering link mechanism which is installed on both sides of the bogie frame and constitutes the steering bogie for railway vehicles according to the present invention will be divisionally described supposing that the railway vehicle travels on a curved railroad line and a straight railroad and is propelled and braked.
FIG. 9 is a view illustrating a state in which the steering link mechanism of the steering bogie according to the present invention operates when a railway vehicle travels on a curved railroad line, FIG. 10 is a view illustrating a state in which the steering link mechanism of the steering bogie according to the present invention operates when the railway vehicle travels on a straight railroad line, and FIGs. 11 and 12 are views illustrating states in which the steering link mechanism of the steering bogie according to the present invention operates when the railway vehicle is propelled or braked.
First, an operational procedure of the steering link mechanism when the railway vehicle travels on a curved railroad line will be described. When the railway vehicle in which the steering link mechanism is installed on both sides of the bogie frame 14 travels on a curved railroad line, as can be readily seen from FIG. 9, centrifugal acceleration force is applied to the railway vehicle from the inside of the railroad line toward the outside of the railroad line. With the centrifugal acceleration force applied, between the first and second link devices 21 and 41 which connect the front and rear axle boxes 11 and 11a positioned on both sides of the bogie frame 14 and constitute the steering link mechanism, in the first link device 21 in which the rod element 25 connecting the front axle box 11 and the hinge bracket 22 is connected to the upper end of the hinge bracket 22 and the rod element 25a connecting the hinge bracket 22 and the rear axle box 11a is connected to the lower end of the hinge bracket 22, since the first link device 21 travels on the inside of the railroad line, the rod element 25 which is connected to the front axle box 11 and the upper end of the hinge bracket 22 is moved toward the rear axle box 11a, and the rod element 25a which is connected to the rear axle box 11a and the lower end of the hinge bracket 22 is moved toward the front axle box 11, as a result of which the hinge bracket 22 of the first link device 21 is rotated in the upward direction and the distance between the front and rear wheels 12 and 12a is decreased. On the contrary, in the second link device 41 in which the rod element 45 connecting the front axle box 11 and the hinge bracket 42 is connected to the lower end of the hinge bracket 42 and the rod element 45a connecting the hinge bracket 42 and the rear axle box 11a is connected to the upper end of the hinge bracket 42, since the second link device 41 travels on the outside of the railroad line, the rod element 45 which is connected to the front axle box 11 and the lower end of the hinge bracket 42 is moved toward the front axle box 11, and the rod element 45a which is connected to the rear axle box lla and the upper end of the hinge bracket 42 is moved toward the rear axle box lla, as a result of which the hinge bracket 42 of the second link device 41 is also rotated in the upward direction and the distance between the front and rear wheels 12 and 12a is increased. When the railway vehicle travels on the curved railroad line, as the hinge brackets 22 and 42 are rotated in the same direction under the action of force applied from the rod elements 25, 25a, 45 and 45a which are coupled to the upper and lower ends of the hinge brackets 22 and 42 in the staggered manner, the torsion bar 60 connected between the hinge bracket 22 of the first link device 21 and the hinge bracket 42 of the second link device 41 rotates in the same direction as the respective hinge brackets 22 and 42. As a consequence, no torsional force is produced in the torsion bar 60. Therefore, the torsion bar 60 does not resist the curved arrangement of the axles, and only the first and second link devices 21 and 41 operate to accomplish appropriate steering along the curved railroad line. Next, the operational procedure of the steering link mechanism when the railway vehicle travels on a straight railroad line will be described. When the railway vehicle in which the steering link mechanism is installed on both sides of the bogie frame 14 travels on the straight railroad line, in the wheel sets installed on both sides of the bogie frame 14, as contact points between the treading surfaces of the wheels 12 which slope from the flanges of the wheels 12 and the surfaces of the rails are continuously change, the snake motion of the railway vehicle may be caused. In consideration of this, in the present invention, as interference force acts between front and rear wheels 12 and 12a through the linking action of the first and second link devices 21 and 41 such that the phases of front and rear wheels 12 and 12a positioned on both sides of the bogie frame 14, for example, the phases of the front and rear wheels 12 and 12a connected to each other by the first link device 21 at one side of the bogie frame 14, which are obtained due to the snake motion of the railway vehicle, become the same with each other, high speed traveling stability can be achieved on the straight railroad line.
In succession, the operational procedure of the steering link mechanism when the railway vehicle to which the present invention is applied is propelled and braked will be described. When the railway vehicle is propelled to be started or braked to be parked, torsional action of the torsion bar 60 which is connected to the center portions of the hinge brackets 22 and 42 is created due to the rotation of respective hinge brackets 22 and 42 in opposite directions which is caused by the force transmitted through the rod elements 25, 25a, 45 and 45a coupled to the upper and lower ends of the hinge brackets 22 and 42 in the staggered manner. Through the torsional action of the torsion bar 60, restraining force is applied to the wheel sets which are affixed to the bogie frame 14, whereby the vehicle body is prevented from being excessively deformed. Concretely speaking, as can be readily seen from FIG. 11, when the railway vehicle is propelled and propelling force is produced, in the first link device 21, the rod element 25 which is connected to the front axle box 11 and the upper end of the hinge bracket 22 is moved toward the front axle box 11 and the rod element 25a which is connected to the rear axle box 11a and the lower end of the hinge bracket 22 is moved toward the rear axle box 11a, whereby the hinge bracket 22 of the first link device 21 is rotated in the downward direction, whereas, in the second link device 41, as in the first link device 21, the rod element 45 which is connected to the front axle box 11 and the lower end of the hinge bracket 42 is moved toward the front axle box 11 and the rod element 45a which is connected to the rear axle box 11a and the upper end of the hinge bracket 42 is moved toward the rear axle box 11a, whereby the hinge bracket 42 of the second link device 41 is rotated in the upward direction which is opposite to the rotation direction of the hinge bracket 22 of the first link device 21. In this way, the torsional action of the torsion bar 60 which is connected to the center portions of respective hinge brackets 22 and 42 is created. Through this torsional action of the torsion bar 60, restraining force is applied between the wheel sets to prevent the vehicle body C from being excessively deformed when the railway vehicle is propelled.
Also, as can be readily seen from FIG. 12, when the railway vehicle is braked and braking force is produced, in the first link device 21, the rod element 25 which is connected to the front axle box 11 and the upper end of the hinge bracket 22 is moved toward the rear axle box 11a and the rod element 25a which is connected to the rear axle box lla and the lower end of the hinge bracket 22 is moved toward the front axle box 11, whereby the hinge bracket 22 of the first link device 21 is rotated in the upward direction, whereas, in the second link device 41, as in the first link device 21, the rod element 45 which is connected to the front axle box 11 and the lower end of the hinge bracket 42 is moved toward the rear axle box 11a and the rod element 45a which is connected to the rear axle box 11a and the upper end of the hinge bracket 42 is moved toward the front axle box 11, whereby the hinge bracket 42 of the second link device 41 is rotated in the downward direction which is opposite to the rotation direction of the hinge bracket 22 of the first link device 21. In this way, as described above, the torsional action of the torsion bar 60 which is connected to the center portions of the respective hinge brackets 22 and 42 is created. Through this torsional action of the torsion bar 60, restraining force is applied between the wheel sets to prevent the vehicle body C from being excessively deformed when the railway vehicle is braked.
[industrial Applicability] As is apparent from the above statements, the steering bogie for railway vehicles according to the present invention provides advantages as described below. Since first and second link devices are respectively installed between front and rear axle boxes positioned on both sides of a bogie frame, with two pairs of rod elements oppositely coupled to upper and lower ends of hinge brackets so that the hinge brackets can be rotated in opposite directions by action force transmitted through the rod elements, and since a torsion bar is connected between the hinge brackets and dampers are arranged between the first and second link devices and the axle boxes, interference force is applied between wheel sets to prevent snake motion of wheels when a railway vehicle travels on a straight railroad line, strength of springs disposed between the bogie frame and the wheel sets is reinforced when propelling and braking the railway vehicle, to improve high speed running stability on a straight railroad line and followability on a curved railroad line, and it is possible to prevent a vehicle body from being excessively deformed in a direction in which action force is applied when propelling and braking the railway vehicle and to damp the shock and vibration transferred from the wheel sets by the dampers.
Although the preferred embodiment of the present invention has been disclosed for illustrative purposes, those skilled in the art will appreciate that various modifications, additions and substitutions are possible, without departing from the scope and spirit of the invention as disclosed in the accompanying claims .

Claims

[CLAIMS]
[Claim l]
A bogie for railway vehicles, having wheel sets installed at front and rear ends thereof, the bogie comprising: a first link device for hingedly connecting to each other front and rear axle boxes positioned at one side of a bogie frame,- a second link device for hingedly connecting to each other front and rear axle boxes positioned at the other side of the bogie frame opposite the first link device; and a torsion bar for interconnecting the first and second link devices located in a staggered manner.
[Claim 2]
The bogie according to claim 1, wherein dampers are installed on the first and second link devices and the axle boxes .
[Claim 3] The bogie according to claims 1 or 2, wherein the first and second link devices comprise: hinge brackets oppositely positioned at middle portions of both sides of the bogie frame; rod elements coupled to upper and lower ends of the hinge brackets in the staggered manner so that force can be applied to one and the other hinge brackets in opposite directions; hinge members coupled to both ends of the rod elements to allow the hinge brackets to be rotated in both directions; and link fastening brackets each projectedly formed on one end of each axle box to allow one end of the rod element to be hingedly coupled thereto.
[Claim 4]
The bogie according to claim 3, wherein the hinge bracket has an H-sectioned quadrangular configuration, hinge coupling grooves for hinged coupling of the rod element are defined at middle portions of the upper and lower ends of the hinge bracket, and a torsion bar insertion hole for coupling of the torsion bar is defined through a center portion of the hinge bracket .
[Claim 5] The bogie according to claim 3, wherein, when the hinge bracket is coupled with the rod element by the hinge member, the hinge bracket is inclined at an angle of 45° in correspondence with an installation angle of a fastening element which is disposed in the hinge member and is coupled to the upper and lower ends of the hinge bracket .
[Claim 6] The bogie according to claim 5 , wherein a hinge member insertion hole for insertion of the hinge member is defined through each end of the rod element .
[Claim 7]
The bogie according to claim 5, wherein the hinge member comprises: a hollow cylindrical housing; a spherical rubber bushing fitted into the housing to damp shock and vibration applied in a lengthwise direction of the rod element; and the fastening element having a spherical configuration, rotatably installed in the rubber bushing, and bolted to the upper and lower ends of the hinge bracket to be coupled with the rod element .
[Claim δ] The bogie according to claim 7, wherein a bushing seat for seating the rubber bushing in which the fastening element is received is defined on an inner surface of the housing, and through-holes for bolting of the fastening element are defined at both ends of the fastening element.
[Claim 9] The bogie according to claim 4, wherein the torsion bar is coupled in the torsion bar insertion hole of the hinge bracket by means of a key or a nut .
[Claim 10]
The bogie according to claim 2, wherein each damper comprises a hydraulic damper, and is installed between each hinge bracket of the first and second link devices and a lower end of a side of each axle box, via fastening brackets, to damp shock and vibration transmitted from the wheel set .
PCT/KR2005/002628 2005-07-13 2005-08-12 Steering bogie for railway vehicles WO2007007930A1 (en)

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Applications Claiming Priority (2)

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KR10-2005-0063238 2005-07-13
KR1020050063238A KR100657622B1 (en) 2005-07-13 2005-07-13 The steering bogie for railway vehicle

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CN (1) CN101223069B (en)
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Cited By (3)

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KR101040375B1 (en) 2008-12-26 2011-06-10 한국철도기술연구원 Steering Bogie for Railway Vehicles using Three Bar Link Type
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KR101075871B1 (en) 2009-06-18 2011-10-25 현대로템 주식회사 Wheel-axle set steering device of railway vehicle
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CN105774838B (en) * 2016-04-28 2018-07-03 同济大学 A kind of radial steering of major-minor framework elastic hinge joint
CN105946889A (en) * 2016-05-10 2016-09-21 同济大学 Integrated wheel set positioning device used for radial bogie
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JP2021126975A (en) * 2020-02-13 2021-09-02 日本製鉄株式会社 Railway vehicle truck, and railway vehicle comprising the same
JP7406088B2 (en) 2020-02-13 2023-12-27 日本製鉄株式会社 Railway vehicle bogies and railway vehicles equipped with the bogies
RU2806919C1 (en) * 2023-08-01 2023-11-08 Акционерное общество "Научно-исследовательский и конструкторско-технологический институт подвижного состава"(АО "ВНИКТИ") Device for radial layout of wheel pairs of railway bogie with linkage connection between its frame and axle boxes, taking into account direction of movement (options)

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