KR101465524B1 - Wheel-axle set active steering equipment for railway vehicle - Google Patents

Abstract

The present invention relates to an active axle steering apparatus for a railway vehicle, which improves the steering performance of the axle when running on a straight line and a curved line of a railway vehicle, thereby reducing flange wear of the wheel and thereby ensuring vibration reduction and running stability of the railway vehicle The present invention is characterized in that the left and right first mounting portions are provided at both sides in the width direction of the upper portion of the truck frame at mutually spaced intervals; A left and a right second mounting provided at the lower portion of the vehicle body at the front or rear position from the first mounting and spaced apart from each other in the width direction on both sides; Right and left drive units connected to the first and second mounts at both ends by a hinge to expand and contract in response to a change in the distance between the first and second mountings; And left and right driven units respectively installed on both sides of the bogie frame and connected to the journal box of the corresponding wheel axis by a link and extending and driven to receive power from the left and right drive units.
According to such a configuration, the distance between the axles of the wheels changes at the left and right sides of the bogie frame in accordance with the twist change between the vehicle body and the bogie, so that the steering corresponding to the curvature of the bogie section is realized and the hydraulic balance between the left and right drive units is maintained The safety of the straight running is ensured. In this process, additional power consumption is prevented and an auxiliary device for control is not required, so that cost reduction and maintenance are easy.

Description

BACKGROUND OF THE INVENTION 1. Field of the Invention [0001] The present invention relates to a steering wheel steering apparatus for a railway vehicle,

The present invention relates to an active axle steering apparatus for a railway vehicle, and more particularly, to a steering apparatus capable of reducing the flange wear of a wheel by improving steering shaft steering performance when traveling on a straight line or curved line of a railway vehicle, The present invention relates to an active axle steering apparatus for a railway vehicle.

Generally, a truck of a railway vehicle supports the weight of the vehicle body, distributes the weight of the vehicle body evenly to each wheel, and smoothly changes the direction between the vehicle body and the railway, thereby facilitating the running of the railway vehicle.

Conventional bogies have insufficient steering performance for relieving centrifugal force and load generated between a wheel and a rail at the time of curved running of a railway vehicle, resulting in high noise due to friction between the flange and the rail side of the wheel, There is a problem in that the feel of ride is lowered.

In addition, the friction between the flange of the wheel and the side of the rail can be widened due to wear and tear of the wheel and the rail and derailment of the railway vehicle. Therefore, the risk of large accident as well as economic loss is inherent. There is a limitation in exercising the steering performance in response to the speed.

Among the efforts to remedy this problem, Korea Patent No. 1084157 ("steering apparatus for railway vehicles "; hereinafter referred to as " prior art ") has been disclosed.

According to the above prior art, there is a problem that cost and manufacturing and maintenance costs increase due to the addition of many sensors and control components for steering the shaft, and additional power consumption due to driving of the actuator.

Korean Registered Patent No. 1084157

SUMMARY OF THE INVENTION The present invention has been made to solve the above problems of the prior art, and it is an object of the present invention to provide a method and apparatus for estimating a variation in a distance between a vehicle body and a vehicle, This system is designed to reduce the wear of flanges and rails of wheels and to ensure the safety of steering and straight ahead. In this process, it is also possible to prevent unnecessary power consumption and to eliminate costly accessories and maintenance, And to provide an active axle steering apparatus.

According to an aspect of the present invention, there is provided an active axle steering apparatus for a railway vehicle, comprising: a left and right first mounting disposed on opposite sides of a top of a truck frame, A left and a right second mounting provided on both sides of the vehicle body at a position spaced forward or rearward from a vertical position of the first mounting at both sides in the width direction; A left and right drive unit that is hingedly connected to the first and second mounts at both ends of the front and rear arrangement to expand and contract in response to a change in the distance between the first and second mountings; And left and right driven units respectively provided on both sides of the bogie frame and correspondingly connected to the left and right drive units to expand and drive the bogie frame, The adjustment of the amount of expansion and contraction of the left and right driven units linked with the difference in the amount of expansion and contraction of the right drive unit adjusts the distance between the front and rear wheels in the left and right sides of the bogie frame.

It is preferable that the first and second left and right mounting portions are fixed at mutually symmetrical positions on the left and right sides with respect to the widthwise center of the bogie frame.

The drive unit is constituted by a hydraulic cylinder, one end of which is hinged to the first mounting, and the other end of which is hinged to the second mounting, and which generates hydraulic pressure by stretching and driving corresponding to a change in the distance between the first and the mounting .

Meanwhile, the driven unit is constituted by a hydraulic cylinder connected to the drive unit by a hydraulic pressure synchronous circuit and interlocked with each other, and the hydraulic pressure synchronous circuit switches the hydraulic pressure of each of the left and right drive units to the corresponding left and right driven units And a buffer unit for converting a hydraulic pressure change of each of the left and right drive units into the hydraulic pressure corresponding to the left and right driven units, to the hydraulic hose.

In addition, it is preferable that the buffer unit further include a bypass unit including a check valve for inducing and discharging the flow of the fluid in response to the hydraulic pressure in the hydraulic pressure circuit operating in a range exceeding the predetermined range.

The left and right driven units are each constituted by a bi-directional hydraulic cylinder, and each of the cylinders is placed between the journal boxes in the longitudinal direction of the respective journal boxes, and each of the direction rods is connected to the corresponding journal box And the left drive unit is connected to the right driven unit via a hydraulic synchronous circuit, and the right drive unit is connected to the left driven unit via a hydraulic synchronous circuit.

The left and right driven units are hydraulic cylinders each having a unidirectional rod connected to each of the journal boxes in a one-to-one correspondence, and corresponding to the journal box in front of the journal box, Wherein the left and right drive units are installed in a traveling direction of the frame and correspondingly connected to the rear journal box in a traveling direction of the truck frame at a position ahead of the journal box in the rear, And the right drive unit may be connected to the hydraulic pressure synchronous circuit branched to the left and right rear driven units.

In another type, the left and right driven units are hydraulic cylinders having unidirectional rods connected in a one-to-one correspondence to each of the journal boxes, and correspondingly connected to the journal box in front of the journal box, And the left drive unit is installed in the forward direction and the rearward direction of the journal box at a position further rearward than the rear journal box, And the right drive unit is connected to the hydraulic pressure synchronous circuit branched to the right and left driven units.

In addition, it is preferable to further include a link between the respective rods of the left and right driven units and the journal box corresponding thereto, the link comprising a hinge or a ball joint and a combination of these.

As described above, according to the structure of the present invention, the expansion and contraction of the left and right drive units changes according to the twist change between the vehicle body and the truck during the course of entering the curved section of the railway car, So that the safety of the steering and the straight ahead is secured as well as the wear of the flange and the rail of the wheel is ensured. In addition, in this process, the additional power consumption There is no need for an auxiliary device for prevention and control, which is advantageous in cost reduction and easy maintenance.

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a schematic diagram for explaining the degree of deformation between a truck and a vehicle during a course of a railway vehicle passing through a curve section, and a change in the distance between the left and right wheelsets.
2 is a partial perspective view for explaining an installation relationship of a drive unit installed on a bogie frame according to an embodiment of the present invention.
3 is a partially enlarged perspective view schematically showing the drive unit and the installation structure thereof in Fig.
FIG. 4 is a plan view for explaining a configuration of an active whisker steering apparatus for a railway vehicle according to an embodiment of the present invention, and an arrangement and a driving relationship of these configurations.
Fig. 5 is a side view schematically showing a driven unit and its installation structure of Fig. 4; Fig.
Fig. 6 is a schematic diagram for explaining the operation relationship from the configuration of Fig. 4. Fig.
7 is a schematic diagram for explaining a modified embodiment of the buffer unit and an operation configuration therefor.
8 is a schematic diagram for explaining another modified embodiment of the buffer unit and a modified embodiment of the driven unit.

The terms and words used in the present specification and claims should not be construed to be limited to ordinary or dictionary meanings, but the inventor may appropriately define the concept of the term to describe its invention in the best way Can be interpreted as meaning and concept consistent with the technical idea of the present invention.

It is to be noted that the embodiments described in this specification and the configurations shown in the drawings are merely preferred embodiments of the present invention and do not represent all the technical ideas of the present invention, It should be understood that various equivalents and modifications are possible.

In the description of the present invention, it is assumed that the left and right sides indicate the left side and the right side with respect to the width direction center of the bogie frame.

Hereinafter, preferred embodiments of the present invention will be described with reference to the accompanying drawings.

Generally, as shown in Fig. 1 or Fig. 2, the bogie generally includes a wheel 10 disposed on both the left and right sides of the rail R and the front and rear directions thereof, And a bogie frame 16 supported by the first suspension device S / S1 from the journal box 14 provided at both ends of the respective axes 12a and 12b.

A second suspension S / S2 is provided above the bogie frame 16 and a vehicle body 18 is mounted on the upper portion of the second suspension S / 18 are interconnected through a device such as an interengagement power transmission link (not shown) or a damping damper.

The first and second suspension devices S / S1 and S / S2 among the above-described configurations absorb the vibration between the rail R and the wheel 10 to support the weight of the vehicle body 18, And allows the vehicle body 18 to move up and down and move back and forth in the left and right directions.

As shown in Fig. 1, the motion tolerance range for the first and second suspension devices S / S1 and S / S2 is set so that the longitudinal direction T of the cargo frame 16 and the vehicle body 18 So that the longitudinal directions (L)

The angular displacement θ between the longitudinal direction T of the truck frame 16 and the longitudinal direction L of the vehicle body 18 is proportional to the curvature r formed by the rail R. [

This action is also exhibited in an angular displacement (? / D) between the front and rear axles 12a and 12b in one bogie frame 16.

(C / d, c / d ') between the wheels 10 arranged forward and backward at the respective positions on the left and right sides of the bogie frame 16, as shown in Fig.

That is, the angular displacement (?) Between the bogie frame 16 and the vehicle body 18, which is changed in the course of the course of the railway car, is shifted from the left and right sides of the bogie frame 16 to the front and rear (C / d, c / d ') between the end portions of the axes 12a and 12b.

The present invention is characterized in that the gap between the end portions of the front and rear wheels 12a and 12b on the left and right sides of the bogie frame 16 is changed by using the angular displacement θ of the vehicle body 18, (b) of the wheel 10 and to reduce the vibration and noise caused by the wear of the flange (F) of the wheel 10, by realizing steering of the wheels 10a, It is.

The first mounting 22a and the second mounting 22b are arranged at the same interval (d = d ') on the left and right sides with respect to the center C in the width direction on the upper portion of the truck frame 16 And the left and right second mountings 24a and 24b are provided at the lower portions of the vehicle body 18 at positions spaced forward or rearward from the vertical positions of the first mounts 22a and 22b at mutually spaced intervals in the width direction do.

That is, the left first mounting 22a and the left second mounting 24a are arranged in the front and rear directions on the left side in the width direction of the truck frame 16, and the right side first mounting 22b and the right side second mounting 24b, Are also arranged in the front and rear direction on the right side in the width direction of the bogie frame 16.

The left and right mounting portions 22a and 24a disposed at front and rear sides are provided with a left driving unit 26a that is driven to expand and contract in response to a change in the distance therebetween. The left and right driving units 26b and 26b are provided with the right and left driving units 26b,

Each of the left and right drive units 26a and 26b is constituted by a hydraulic cylinder and these hydraulic cylinders are installed between the vehicle body 18 and the bogie frame 16 by the second suspension S / 22a, 22b, 24a, and 24b, respectively, so as to correspond to a change in the spacing between the first and second mounting portions 22a, 22b, 24a, 24b.

Left and right driven units 28a and 28b for receiving the power from the left and right drive units 26a and 26b and for expanding and contracting are provided on the left side of the truck frame 16, respectively.

The left and right driven units 28a and 28b are connected to the journal boxes 14 that are arranged in the forward and backward directions at the corresponding positions so that the journal boxes 14 can be moved forward or backward And pushes the object to a desired position.

That is, the left and right drive units 22a and 22b generate different amounts of expansion and contraction according to the extent to which the truck frame 16 and the vehicle body 18 are mutually twisted, and at the same time, And the left and right driven pulleys 28a and 28b are driven by the supplied power to expand and drive the corresponding journal box 14 to push or pull the corresponding journal box 14 to thereby steer the wheels 12a and 12b .

The left and right driven units 28a and 28b are constituted by hydraulic cylinders connected to the left and right drive units 26a and 26 corresponding to the hydraulic cylinders.

As shown in Figs. 2 and 4, the left and right driven units 28a and 28b are constituted by hydraulic cylinders having bidirectional rods (S / L) And the journal boxes 14 are connected to each other.

At this time, the connection relationship for transmitting the power between the left and right drive units 26a and 26b and the left and right driven units 28a and 28b is such that the left drive unit 26a The right drive unit 26b is connected to the left driven unit 28a by the hydraulic pressure synchronization circuit 34 so that the left and right drive wheels are connected to each other in a staggered manner .

Such a connection relationship may be achieved by providing a unidirectional rod (S / L) such that the hydraulic cylinders of the bidirectional rod (S / L) are in mutually opposite directions with respect to each rod (S / L) 28a ', 28b', 28b '', and the same pressure is divided and supplied to the two hydraulic cylinders 28a ', 28a', 28b 'and 28b' The same operation can be performed by branching and connecting the hydraulic pressure synchronous circuit 34 '.

1, when the railway vehicle travels in a curve section curved rightward, the hydraulic cylinder, which is the right drive unit 26b, is located at a distance between the right and left first and second mounts 22b and 24b 28a '' and 28a '' are provided on the left side of the left side of the left side of the truck frame 16, (14).

At the same time, the hydraulic cylinder, which is the left drive unit 22a, is extended as the distance c / a between the left and right first and second mounts 22a and 24a expands, (28b, 28b ', 28b' ') to narrow the gap between the journal boxes (14) arranged in the forward and backward direction on the right side of the truck frame (16).

At this time, the accuracy of steering according to the ratio of the change in interval between the journal boxes 14 arranged in front and rear relative to the driving units 26a, 26b, that is, the angle between the front and rear wheel shafts 12a, 12b is required.

A method of adjusting this steering may be a method of adjusting the capacities of the drive units 26a, 26b and the driven units 28a, 28a ', 28a ", 28b, 28b', 28b" There may be a method of adjusting the distance between the drive units 26a and 26b in the left or right direction from the widthwise center of the truck frame 16 and a method of combining these two methods.

For example, the left and right drive units 26a and 26b are disposed on the left and right sides of the bogie frame 16 , The magnitude of the hydraulic pressure provided by these drive units 26a and 26b is small and the hydraulic pressure difference between them is small.

On the other hand, when the left and right drive units 26a and 26b are close to the widthwise edge of the bogie frame 16, that is, when the distance between the drive units 26a and 26b is large, (28a, 28a ', 28b, 28b', 28b '') by adjusting the amount of expansion and contraction of the driven units (12a, 12b ), I.e., the steering angle.

Fig. 7 shows that the left and right driven units 28a and 28b are constituted by a plurality of hydraulic cylinders 28a ', 28a', 28b 'and 28b' having a unidirectional rod S / L, It can be changed to be installed at a further forward position with respect to the located journal box 14 and at a further rear position with respect to the journal box 14 located at the rear.

At this time, the left drive unit 26a is connected to the left and right driven units 28a 'and 28a', which are disposed at the left and front of the vehicle, and the right drive unit 26b is connected to the right And is connected via a hydraulic pressure synchronizing circuit 34 branched in correspondence with the driven units 28b 'and 28b "

Another preferred method of adjusting the angular displacement between the front and rear wheel shafts 12a and 12b in response to the driving of the left and right drive units 26a and 26b is as shown in Figures 5 to 7, 36 ', 36 "including a conventional hydraulic control device for controlling the flow rate or the hydraulic pressure including the flow rate to the hydraulic pressure synchronizing circuit 34 for transmitting the hydraulic pressure from the hydraulic pumps 26a, 26b to the driven units 28a, 28b, As shown in FIG.

That is, the buffer units 36, 36 ', 36 "converge the hydraulic pressure resulting from the drive of the drive units 26a, 26b and transfer the oil pressure between the left and right journal boxes 14 The function of regulating the amount of expansion and contraction of the driven units 28a and 28 and the transmission time of the hydraulic pressure of the driven units 28a and 28 gently adjusts the intervals to be at desired intervals.

The bypass portions 38, 36 '' including check valves (not shown) for bypassing the fluid in the hydraulic pressure synchronous circuit 34 are provided in the buffer portions 36, 36 'and 36' 'to prevent instantaneous, 38 ', 38 ").

The bypass portions 38, 38 ', and 38 "correspond to the cases where the hydraulic pressure transmitted from the drive units 26a and 26b to the driven units 28a and 28b is abnormal and the hydraulic pressure is transmitted through the hydraulic pressure circuit 34 So that the wheel shafts 12a and 12b can be freely steered through the flange F of the wheel 10. [

The flange F of the wheel 10 is moved to the left and right sides of the rails R by the excessive expansion and contraction of the driven units 28a and 28b including the occurrence of an abnormality in the hydraulic pressure transmission system by the hydraulic pressure synchronizing circuit 34, The bypass portions 38, 38 ', and 38 "that are influenced by the force bypass the fluid movement in the hydraulic pressure synchronous circuit 34 to thereby extend and retract the corresponding driven unit 28a or 28b So that the driving is in a free state.

At this time, since the left and right driven units 28a and 28b relatively drive the intervals of the journal boxes 14 arranged on the left or right of the truck frame 16 in the fore and aft direction, The steering performance of the two wheels 28a and 28b is reduced compared to the expansion and contraction of both sides of the steering wheel 10. However, Respectively.

5 is a configuration in which the hydraulic pressure generated by the drive units 26a and 26b is transmitted to the buffer unit 38 along with the hydraulic hose and the buffer unit 38 , The hydraulic pressure is controlled by the hydraulic hose and is branched at the end of the hydraulic hose to transmit hydraulic pressure corresponding to each of the driven units 28a ', 28a', 28b 'and 28b' , 12b of the vehicle.

The hydraulic pressure synchronizing circuit 34 'shown in Fig. 6 is provided in a cylinder-shaped buffer portion 36' having a bi-directional rod and driven by the driving of the left and right driving units 26a and 26b, The buffer unit 36 'has a function of transmitting a difference in hydraulic pressure between the left and right drive units 26a and 26b so as to balance the expansion and contraction of the left and right driven units 28a and 28b.

It will be appreciated that such a configuration may be achieved by combining a conventional hydraulic control device such as a rotary type as well as a bi-directional rod type.

4, the above-described hydraulic pressure synchronizing circuit 34 is configured to select the capacity of the drive units 26a, 26b and the driven units 28a, 28b, The hydraulic pressure synchronous circuit 34 is driven by the driving units 26a and 26b and the driven units 28a and 28b when the steering of the wheels 12a and 12b can be adjusted by adjusting the distance between the drive units 26a and 26b It will be appreciated that the hydraulic hose may simply consist of a hydraulic hose that simply conveys the fluid flow between the fluid hoses.

4 to 7, a hinge or a ball joint, or a combination thereof, is provided between each journal box 14 and the corresponding cylinder rod S / L It is preferable to connect to the link 29 of the method.

The connection of the link 29 is established between the journal box 14 and the journal box 14 along with the displacement and yaw axes 12a and 12b of the journal box 14 according to the first suspension S / To be able to cope with the tilting of the vehicle.

The reason why the left and right first mounting portions 22a and 22b are provided at mutually symmetrical positions on the left and right sides with respect to the center C in the width direction of the truck frame 16 is that the curved section And the interval between the left and right wheel shafts 12a and 12b corresponding to the case of bending to the right is constantly changed.

In the above-described configuration, the drive units 26a and 26b and the driven units 28a and 28b are described as hydraulic cylinders, and the first and second mounting portions 22a, 22b, and 24a , 24b, that is, a change in the distance to a change in the distance between the journal boxes 14 before and after the placement.

In this regard, for example, the first mounting 22a, 22b is replaced by a rotary shaft with a pinion (not shown) instead of a hinge, and a rack (not shown) is provided between the first and second mounting 22a, 22b, 24a, 24b The power of the rotating shaft which rotates in accordance with the change in the space therebetween is provided between the gear box and the rack box and the pinion or the cam and the torsion bar (not shown) And the like.

The first mounting portions 22a and 22b are fixed to the truck frame 16 and the second mounting portions 24a and 24b are configured to be fixed to the vehicle body 18. [ It is natural that it is natural to obtain the same or similar results even if the fixing and sliding relationship is reversed.

10: wheels 12a, 12b:
14: Journal box 16: Balance frame
18: vehicle body 22a, 22b: first mounting
24a, 24b: second mounting 26a, 26b: drive unit
28a, 28a ', 28a ", 28b, 28b', 28b"
29: Link 4: Hydraulic synchronous circuit
36, 36 ', 36 ": buffer unit 38, 38', 38": bypass unit

Claims (12)

A left and a right first mounting provided at mutually spaced intervals on both sides in the width direction of the upper portion of the truck frame;
A left and right second mounting provided on both sides of the vehicle body at a position spaced forward or rearward from the vertical position of the first mounting at both sides in the width direction;
A left and right drive unit that is hingedly connected to the first and second mounts at both ends of the front and rear arrangement to expand and contract in response to a change in the distance between the first and second mountings; And
And left and right driven units respectively provided on both sides of the bogie frame and correspondingly connected to the left and right drive units and extending and driven in cooperation with each other,
The control unit adjusts the amount of expansion and contraction of the left and right driven units linked to the difference in the amount of expansion and contraction of the left and right drive units according to the degree of mutual turning of the vehicle frame and the vehicle body, Thereby adjusting the interval between the electrodes.
Wherein the first and second left and right mounting portions are fixedly installed at mutually symmetrical positions on the left and right sides with respect to the widthwise center of the bogie frame,
The left and right second mounts are fixedly installed at mutually symmetrical positions on the left and right sides with respect to the center in the width direction of the vehicle body,
Wherein the drive unit is a hydraulic cylinder that is hinged at one end to the first mounting and hinged at the other end to the second mounting to generate hydraulic pressure in a stretching drive corresponding to a change in the distance between the first and second mounting,
Wherein the driven unit is a hydraulic cylinder connected to the drive unit by a hydraulic pressure synchronous circuit and interlocked with the driven unit.
delete delete delete delete The method according to claim 1,
Wherein the hydraulic pressure synchronous circuit is a hydraulic hose that transmits hydraulic pressure changes of the left and right drive units to the corresponding left and right driven units, respectively.
The method according to claim 6,
Wherein the hydraulic hose includes a buffer unit for converting hydraulic pressure changes of the left and right drive units into hydraulic pressure corresponding to the left and right driven units.
8. The method of claim 7,
Wherein the buffer unit further includes a bypass unit including a check valve for inducing and discharging a flow of fluid in response to a hydraulic pressure in the hydraulic pressure synchronous circuit being in a range exceeding a preset range.
The method according to claim 1,
Wherein the left and right driven pulleys are bidirectional hydraulic cylinders, each cylinder is placed between journal boxes arranged in a longitudinal direction and each of the cylinders is connected to the corresponding journal box at an end thereof,
Wherein the left drive unit is connected to the right driven unit via a hydraulic pressure synchronous circuit,
And the right drive unit is connected to the left driven unit through a hydraulic pressure synchronous circuit.
The method according to claim 1,
Wherein the left and right driven units are hydraulic cylinders each having a unidirectional rod connected to each of the journal boxes in a one-to-one correspondence manner, and the corresponding one of the left and right driven units is connected to the front journal box, And is connected to the rear journal box in a forward direction of the rear journal box,
Wherein the left drive unit is connected to a branched hydraulic hydraulic circuit for the right and left driven units arranged in the forward and rearward directions,
Wherein the right drive unit is connected to a hydraulic synchronous circuit branched to the left and right rear driven units.
The method according to claim 1,
The left and right driven units are hydraulic cylinders each having a unidirectional rod connected in a one-to-one correspondence to each of the journal boxes. The corresponding one of the left and right driven units is connected to the front journal box, And is connected to the rear journal box at a position further rearward than the rear journal box in the traveling direction of the bogie frame,
The left drive unit is connected to the branched hydraulic hydraulic circuit for the left and right rear driven units,
Wherein the right drive unit is connected to a hydraulic synchronous circuit branched to the right and left driven units arranged in the forward and rearward directions.
The method according to claim 1,
Further comprising a link formed between the respective rods of the left and right driven units and a journal box corresponding thereto, the link comprising a hinge, a ball joint, and a combination of the links.

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