KR20170021538A - Antiroll-Bar Assembly for Railway Vehicles - Google Patents

Abstract

BACKGROUND OF THE INVENTION 1. Field of the Invention [0001] The present invention relates to an anti-roll bar assembly for a railway car used for the purpose of reducing a rolling phenomenon occurring during running of a railway vehicle, And the stiffness can be controlled so as to be close to an error range with respect to the allowable stiffness of the antilock bar.
An antilock bar assembly for a railway car comprising an anti-roll bar, a pair of lever arms coupled to both side edges of the anti-roll bar, and a pair of rods connected between the lever arm and the vehicle body Wherein the rod is connected to the lever arm so as to adjust a fastening position of the rod so as to adjust the distance between the anchor bar and the lever arm and the fastening portion of the rod.

Description

[0001] The present invention relates to an anti-roll bar assembly for a railway vehicle,

BACKGROUND OF THE INVENTION 1. Field of the Invention [0001] The present invention relates to an anti-roll bar assembly for a railway car used for the purpose of reducing a rolling phenomenon occurring during running of a railway vehicle, And the stiffness can be controlled so as to be close to an error range with respect to the allowable stiffness of the antilock bar.

Generally, an antiroll-bar assembly for a railway vehicle is installed between a vehicle body of a railway vehicle and a truck frame to prevent a rolling phenomenon occurring when the vehicle is running.

In more detail, the anti-roll bar assembly includes a bar-shaped anti-roll bar which is connected between both side frames of the carriage and is made of spring steel, a pair of lever arms fixed to both side edges of the anti- And a pair of rods connected between the lever arm and the vehicle body of the railway vehicle. When a rolling phenomenon occurs while the railway vehicle is running, a load due to the rolling phenomenon is transmitted to the anti-roll bar through the rod and the lever arm. So that a rotational force is applied to the anti-roll bar.

Such an anti-roll bar assembly plays a major role, in particular, when a railway vehicle travels in a curved section (turning section). When the railway vehicle runs in a curved section, the vehicle body is pushed outward by centrifugal force, An effect similar to that of moving the center of gravity of the vehicle body outward is generated, and a rolling phenomenon occurs in which the vehicle body tilts to the outside.

As a result, the load applied to the suspension disposed outside the vehicle is increased, the load applied to the suspension disposed inside is reduced, and the deformation of the spring provided on the outer suspension becomes large, And the deformation of the tapered portion becomes smaller.

At this time, one end of the anti-roll bar connected to the outer side frame tries to move toward the ground, and the other end of the anti-roll bar connected to the inner side frame tends to move away from the ground. It becomes a torsion bar spring as it twists.

Therefore, the deformation amount of the spring provided on the outer suspension and the inner suspension can be reduced by the action of the anti-roll bar, and the rolling phenomenon of the vehicle body can be reduced.

An example of such an anti-roll bar assembly for a railway car is Korean Patent No. 10-1126299, which discloses an anti-roll bar apparatus for a railway vehicle. The main technical structure of the anti-roll bar assembly is a transom pipe An antilock bar which is installed so that its both ends protrude through installation holes on both sides of the bogie frame; A pressing member provided inside the housing fixed to the outer side of the mounting hole to press-support the outer circumferential surface of the anilol bar; A pair of arm portions fixed to both ends of the antilock bar; A pair of rod portions rotatably installed at both ends of the arm portion and the railway car body to transmit a load to the arm portion when the railway car body tilts; And one or both of the pair of arms are detachably fixed to the anilol bar, and the end of the anilol bar is connected to the end of the arm The inner circumferential surface of the fixing hole of the arm portion is formed so as to correspond to the shape of the outer circumferential surface of the end portion of the anti-tyrolean bar, and the outer circumferential surface of the fixing hole, And the tyrol bar is press-fitted into the fixing hole by the pressure fixing portion.

According to the above-described structure, the above-described conventional structure can securely and quickly be installed on the bogie frame without requiring any separate end beam or bracket without causing interference with the current collectors, braking apparatuses and the like provided below the bogie frame However, it has a disadvantage in that it is structurally complicated and it is impossible to control the rigidity of the anti-roll bar.

That is, as described above, since the anti-roll bar acts like the torsion bar spring, the rigidity of the anti-roll bar is the most important consideration in designing the anti-roll bar assembly in order to reduce the rolling phenomenon and improve the running stability However, since the conventional anilor bar assembly including the conventional art does not include any structure for changing the rigidity of the anilol bar, the service life of the anilol bar assembly is reduced, It is difficult to recycle the completed antilock bar assembly if the stiffness deviates from an allowable tolerance range.

1. Korean Registered Patent No. 10-1126299 (published on Mar. 19, 2012)

SUMMARY OF THE INVENTION The present invention has been made in order to solve the problems of the conventional art as described above, and it is an object of the present invention to provide a railway bar assembly capable of adjusting the rigidity of an anti- And to provide an automobile anti-roll bar assembly.

It is another object of the present invention to provide an anti-roll bar assembly for a railway car which can improve the durability of the anti-roll bar assembly and can significantly reduce the defect rate by adjusting the stiffness of the anti- There is a purpose.

According to an aspect of the present invention,

An antilock bar assembly for a railway car comprising an anti-roll bar, a pair of lever arms coupled to both side edges of the anti-roll bar, and a pair of rods connected between the lever arm and the vehicle body, And the distance between the anchor bar and the lever arm and the coupling portion of the rod can be adjusted by adjusting the fastening position of the rod connected to the lever arm.

At this time, a fastening hole for fastening the rod to the end of the lever arm is formed in the shape of a long hole having a long length in the longitudinal direction of the lever arm, so that the fastening position of the rod can be adjusted.

And a spacer inserted in the inside of the fastening hole, the external shape corresponding to the shape of the fastening hole and the through hole corresponding to the shape of the through hole formed in the pivot shaft of the rod.

And a torsion bar that restricts twisting of the antilore bar at a portion coupled to the outside of the antilol bar and coupled thereto.

The torsion bar may include an upper cover and a lower cover which are coupled to each other so as to surround the outer side surface of the anti-roll bar and have one side opened, and an anti-torsion bar inserted in the inside of the upper cover and the lower cover, And a lid member coupled to one side of the upper cover and the lower cover to prevent the first and second bushes from being separated from the first and second bushes.

In addition, the first and second bushes may have a thick wedge shape on one side, and may be coupled to the lid member by a screw for tightening to rotate the screw for tightening, thereby pressing the anti-roll bar to restrict twisting of the anti- .

In addition, a step portion is formed at an edge portion of the lid member, and the upper cover and the lower cover are inserted and coupled to the inside of the step portion.

The torsion bar may include a pair of fixing members fixedly installed to surround the central portion of the anti-torsion bar so as to be spaced apart from each other by a predetermined distance, and a plurality of fixing members And a torsion prevention piece.

At this time, a plurality of coupling grooves are formed on the outer surface of the fixing member, and the twist preventing pieces are inserted into and detached from the coupling groove.

According to the present invention, it is possible to change the assembling structure of the antilock bar assembly by a simple structure, so that it is possible to adjust the rigidity of the antilock bar within an error range of the allowable stiffness.

In addition, according to the present invention, the rigidity of the anilor bar can be adjusted, thereby improving the durability of the anti-roll bar assembly and significantly reducing the defect rate.

Further, according to the present invention, it is possible to maximize the driving stability and the ride comfort improvement effect by reducing the rolling phenomenon occurring in the curved main road of the railway vehicle through the adjustment of the rigidity of the anti-roll bar.

1 is a perspective view illustrating an anti-roll bar assembly for a railway vehicle according to the present invention.
Figure 2 is an exploded perspective view of the present invention shown in Figure 1;
FIG. 3 (a) and FIG. 3 (b) are views showing in detail the joint portion between the lever arm and the rod in the present invention shown in FIG.
4 is an AA sectional view of the present invention shown in Fig.
5 is a conceptual view showing an element that affects the stiffness (roll stiffness) of the anilor bar among the anti-roll bar assemblies for a railway vehicle according to the present invention.
6 (a) and 6 (b) are partial exploded perspective views and front views showing another embodiment of the torsion spring according to the present invention shown in FIG. 1;

Hereinafter, preferred embodiments of an anti-roll bar assembly for a railway vehicle according to the present invention will be described in detail with reference to the accompanying drawings.

FIG. 1 is a perspective view showing an anti-roll bar assembly for a railway vehicle according to the present invention, FIG. 2 is an exploded perspective view of the present invention shown in FIG. 1, and FIGS. 3 (a) Fig. 4 is a cross-sectional view taken along the line AA of Fig. 1, and Fig. 5 is a view showing the rigidity of the Anilol bar among the roll bar assemblies for a railway vehicle according to the present invention 6A and 6B are partial perspective view and front view showing another embodiment of the present invention shown in FIG. 1 according to another embodiment of the present invention. FIG.

The present invention relates to an anti-roll bar for a railway vehicle which can control the stiffness of an anti-roll bar according to a purpose of use or application through modification of an assembling structure, and adjust rigidity so as to approach an error range with respect to the allowable stiffness of the anti- The present invention relates to a tilol bar assembly (10), and its configuration is largely made up of an anti-roll bar (100), a lever arm (200) and a rod (300) as shown in Fig.

More specifically, the anti-roll bar 100 is formed of a rod made of a spring steel, and is connected between both side truck frames of the railway car. When the railway car runs in a curved section (turning section) And serves to reduce the rolling phenomenon acting on the vehicle by acting as a bar spring.

Next, the lever arm 200 is fixed to both side edges of the anti-roll bar 100 to transmit the load of the railway car delivered by the rod 300 to the anti-roll bar 100, The load 300 is connected between the lever arm 200 and the vehicle body of the railway vehicle, so that when a rolling phenomenon occurs during running of the railway vehicle, the load caused by the rolling phenomenon is transmitted to the antilock bar 100 So that the rotational force is applied to the anti-roll bar 100. As shown in FIG.

The configuration of the anti-roll bar 100, the lever arm 200, and the rod 300 is applied to existing railway vehicles, and therefore, a detailed description thereof will be omitted.

As described above, the anti-roll bar assembly 10 for a railway vehicle configured as described above is used to improve the running stability by suppressing the rolling phenomenon occurring in the vehicle body when the railway vehicle runs in a curve section. Since the antilore bar 100 serves as a torsion bar spring, the roll stiffness of the anti-roll bar 100 (hereinafter referred to as "rigidity") is important for suppressing the rolling phenomenon.

That is, as the rigidity of the anti-roll bar 100 increases, the rolling phenomenon in the curved section is suppressed. However, when the railway vehicle travels in a straight section, the rigidity of the anti-roll bar 100 increases, It is preferable to adjust the rigidity of the anti-roll bar 100 so as to be able to maintain the ride feeling in the straight section while suppressing the rolling phenomenon in the curve section.

Assuming that the anti-roll bar 100 is a torsion bar spring, the formula for determining the rigidity of the anti-roll bar 100 based on the contents shown in FIG. 5 is as follows.

... (1)

... (One)

D is the diameter of the anilyl bar, 2l is the effective length at which twisting of the antilore bar acts, 2L is the distance between the lever arms, and a is the lever arm length, that is, M is the distance between the lever arm and the end of the antilube bar, G is the transverse elastic modulus of the antilore bar, and E is the longitudinal elastic modulus of the antilore bar.

The rigidity of the anilorol bar 100 is determined by the diameter d of the anilol bar 100, the effective length 2l of twisting of the antilore bar 100, A distance between the center of the anti-roll bar 100 and the fastening portion of the lever arm 200 and the rod 300 and the lever arm 200 (M) between the end portions of the anti-roll bars 100. In an embodiment of the present invention, the rigidity of the anti-roll bars 100 can be adjusted by adjusting the lever arm length a .

That is, since the rigidity of the anti-roll bar 100 is inversely proportional to the square of the lever arm length, the lever arm length, that is, the center of the anti-roll bar 100 and the lever arm 200, And the rigidity of the anti-roll bar 100 can be adjusted by adjusting the distance between the fastening portion of the rod 300 and the fastening portion of the rod 300.

The length of the lever arm 200 may be adjusted by adjusting the engagement position of the lever arm 200 and the rod 300. For this purpose, the coupling hole 220 formed at the end of the lever arm 200 And is formed into a long hole having a long length in the longitudinal direction of the lever arm 200.

3 (a) and 3 (b), a receiving groove 210 is formed at an end of the lever arm 200 to receive one end of the rod 300, A fastening hole 220 in which the rod 300 is fastened is formed in a shape of a long hole having a long length in the longitudinal direction of the lever arm 200.

A knuckle 310 serving as a joint for connecting the rod 300 and the lever arm 200 is provided at one end of the rod 300 accommodated in the receiving groove 210 of the lever arm 200 And a pivot shaft 320 is formed at both sides of the knuckle 310 and formed with through holes 322 to be fastened to the fastening holes 220 of the lever arm 200 by fastening means.

That is, the fastening hole 220 formed in the lever arm 200 and the through hole 322 formed in the pivot shaft 320 of the rod 300 are engaged with each other by fastening means such as bolts, nuts, The shape of the fastening hole 220 is formed to be long in the longitudinal direction of the lever arm 200 so that the fastening position of the rod 300 is aligned with the longitudinal direction of the lever arm 200 As shown in FIG.

At this time, a spacer 230 may be inserted into the coupling hole 220, and the spacer 230 may be formed so as to maintain a tight coupling state between the lever arm 200 and the rod 300 It plays a role.

That is, when a load is applied to the fastening portion between the rod 300 and the lever arm 200 during traveling of the railway car, due to the shape of the fastening hole 220 formed in the long hole shape, The spacer 230 having the same shape as the shape of the fastening hole 220 is inserted into the fastening hole 220 to prevent the fastening of the fastening hole 220 or the fastening hole 220, The lever arm 200 and the rod 300 are coupled to each other.

The through hole 232 having the same shape as the through hole 322 formed in the pivot shaft 320 of the rod 300, that is, the connection between the lever arm 200 and the rod 300, The fastening position of the rod 300 is changed according to the position of the through hole 232 formed in the spacer 230 so that the lever arm 200 and the rod 230, It is needless to say that various spacers 230 having different positions of the through-holes 232 may be prepared.

According to another embodiment of the antilock bar assembly 10 for a railway vehicle according to the present invention, the effective length 2l of twisting of the anti-roll bar 100 in the above-mentioned formula (1) The rigidity of the tilol bar 100 may be adjusted by attaching a torsion bar 400 to the outer surface of the tilol bar 100 to limit the twisting of the tilol bar 100.

That is, as shown in Equation (1), since the rigidity of the antilore bar 100 is inversely proportional to the effective length 2l of twisting of the antilorear bar 100, The rigidity of the anti-roll bar 100 can be adjusted by adjusting the torsional occurrence period of the anti-roll bar 100 through the torsion bar 400.

4, the torsion spring 400 includes an upper cover 410 and a lower cover 420, first and second bushings 440 and 450, and a cover member 430, The upper cover 410 and the lower cover 420 are respectively coupled to cover the upper and lower portions of the anti-roll bar 100 so as to surround the outer side of the anti-roll bar 100.

At this time, the upper cover 410 and the lower cover 420 are formed with one side opened, and the space portions 412 and 422 are formed inside, and the first and second bushings 440 and 450, which will be described later, And they are coupled to each other by fastening means such as bolts, nuts, and the like.

The first and second bushings 440 and 450 are inserted into the upper cover 410 and the lower cover 420 to press the outer surface of the anti-roll bar 100, And the cover member 430 is coupled to one side of the upper cover 410 and the lower cover 420 so as to surround the outer side of the anti-roll bar 100, Thereby preventing the bushes 440 and 450 from escaping.

A plurality of fastening holes are formed in the side surfaces of the upper cover 410 and the lower cover 420 to which the lid member 430 is coupled and the lid member 430 is fastened to the lid member 430 by fastening means such as bolts. So that the upper cover 410 and the lower cover 420 can be coupled with each other.

The space portions 412 and 422 formed on the inner side of the upper cover 410 and the lower cover 420 are formed in a tapered shape in which the cover member 430 is coupled with a larger width and narrower inward, The first and second bushes 440 and 450 are formed into a thick wedge shape so as to correspond to the shapes of the space portions 412 and 422. One side of the first and second bushes 440 and 450 is covered with a cover And a screw hole to be fastened to the member 430 is formed.

That is, after inserting the first and second bushings 440 and 450 into the upper cover 410 and the lower cover 420, the lid member 430 is inserted into one side of the upper cover 410 and the lower cover 420 When the fastening screws are coupled and rotated through the fastening holes formed in the lid member 430 and the screw holes formed in the first and second bushings 440 and 450 in the fastened and fixed state, The bushes 440 and 450 are pushed inward along the tapered space portions 412 and 422 to press the outer surface of the anti-roll bar 100 by the action of the wedge so as to prevent the twisting of the anti-roll bar 100 It will be.

At this time, a step portion 432 is formed at the edge of the cover member 430 so that the outer surface of the upper cover 410 and the outer surface of the lower cover 420 are inserted into the step portion 432, And the second bushes 440 and 450 to prevent the shape of the upper cover 410 and the lower cover 420 from being changed.

On the other hand, as described above, the twisting of the antilore bar 100 can be suppressed so that the effective length 2l of twisting of the antilore bar 100, which is related to the rigidity of the antilore bar 100, 6 (a) and 6 (b), a pair of fixing members 470 and a torsion preventing piece 480 may be used as another embodiment of the torsion bar 400.

More specifically, the fixing member 470 is coupled to the outer surface of the center portion of the anti-tyrolean bar by welding, joining, or the like so that the anti-twisted piece 480 to be described later can be fixed to the anti- The pair of fixing members 470 are spaced apart from each other by a predetermined distance.

The anti-twist flap 480 is installed between a pair of fixing members 470 spaced apart from each other by a distance in the longitudinal direction of the anti-roll bar 100, Torsion preventing pieces 480 are provided to prevent twisting of the antilock bar 100. [

At this time, a plurality of coupling grooves 472 are formed on the outer surface of the fixing member 470 at predetermined intervals and the anti-twisted piece 480 can be inserted into the coupling groove 472, The number of the torsion preventing pieces 480 coupled to the bar 100 may be adjusted.

That is, a fastening piece 474 having a through hole 474a through which fastening means such as a bolt is passed is formed on both end portions of the coupling groove 472, The through hole 482 through which the fastening means is passed is formed at the position corresponding to the through hole 474a of the fastening piece 474 so that the torsion preventing piece 480 is inserted into the inside of the coupling groove 472 So that the torsion prevention member 480 can be attached and detached.

The number of the torsion preventing pieces 480 fastened and fixed to the fixing member 470 can be adjusted so that the degree of torsional restriction of the torsion bar 100 by the torsion spring 400 can be adjusted .

Therefore, according to the present invention, it is possible to change the assembling structure of the anti-roll bar assembly by a simple structure, so that the stiffness of the anti-roll bar 100 can be changed to the allowable stiffness The durability of the antilore bar assembly can be improved and the defective rate can be remarkably reduced. In addition, the durability of the antilore bar 100 can be improved by adjusting the rigidity of the antilore bar 100, It is possible to maximize the effect of reducing the rolling phenomenon occurring at the curved main road of the railway vehicle and thereby improving the stability of the running through the adjustment of the stiffness.

Although the preferred embodiments of the present invention have been described for illustrative purposes, those skilled in the art will readily appreciate that many modifications are possible in the exemplary embodiments without materially departing from the novel teachings and advantages of this invention.

BACKGROUND OF THE INVENTION 1. Field of the Invention [0001] The present invention relates to an anti-roll bar assembly for a railway car used for the purpose of reducing a rolling phenomenon occurring during running of a railway vehicle, And the stiffness can be controlled so as to be close to an error range with respect to the allowable stiffness of the antilock bar.

10: Anilol bar assembly 100: Anilol bar
200: lever arm 210: receiving groove
220: fastening hole 230: spacer
232: through hole 300: rod
310: knuckle 320: pivot axis
322: Through hole 400: Torsion room
410: upper cover 412, 422:
420: lower cover 430: cover member
432: step portion 440: first bush
450: second bushing 460: screw for fastening
470: fixing member 472: engaging groove
474: fastening pieces 474a, 482: fastening holes
480:

Claims (9)

An antilock bar assembly for a railway car comprising an anti-roll bar, a pair of lever arms coupled to both side edges of the anti-roll bar, and a pair of rods connected between the lever arm and the vehicle body,
And the rod is connected to the lever arm so as to adjust a fastening position of the rod so that the distance between the fastening part of the rod and the lever arm can be adjusted.
The method according to claim 1,
Wherein the fastening hole for fastening the rod to the end portion of the lever arm is formed in the shape of a slot having a long length in the longitudinal direction of the lever arm to adjust the fastening position of the rod.
3. The method of claim 2,
And a spacer inserted in the inside of the fastening hole, the external shape corresponding to the shape of the fastening hole and the through hole corresponding to the shape of the through hole formed in the pivot shaft of the rod on the inner side thereof. assembly.
The method according to claim 1,
And an anti-torsion bar for restricting the torsion of the anti-torsion bar at a portion coupled to the outer side of the anti-torsion bar.
5. The method of claim 4,
The twist preventing member includes an upper cover and a lower cover which are coupled to each other so as to surround the outer side surface of the anti-roll bar and have one side opened, and a twist-preventing member inserted into the upper and lower covers to twist the anti- And a lid member coupled to one side of the upper cover and the lower cover to prevent the first and second bushes from being separated from each other.
6. The method of claim 5,
The first and second bushes are formed in a thick wedge shape on one side and are coupled to the lid member by a screw for tightening to rotate the screw for tightening to pressurize the antilol bar to restrict twisting of the antilol bar Anchor bar assembly for a railroad car.
6. The method of claim 5,
Wherein the stepped portion is formed at an edge portion of the lid member, and the upper cover and the lower cover are inserted and coupled to the inside of the step portion.
5. The method of claim 4,
A pair of fixing members fixedly installed to surround the outer side of the central portion of the anti-roll bar so as to be spaced apart from each other by a predetermined distance,
And a plurality of anti-twist pieces connected between the fixing members in the longitudinal direction of the anti-tyrolean bar.
9. The method of claim 8,
Wherein a plurality of engaging grooves are formed on an outer surface of the fixing member, and the anti-twisted piece is configured to be removably inserted into the engaging groove.

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