Conical rubber spring for railway vehicle with limiter for dispersing compression load

Abstract

Conical rubber spring for railway vehicle with stopper for dispersing compression load. The present invention relates to a conical rubber spring for railway vehicle with a stopper for dispersing compression load formed between rubber on the upper side of a first inner ring of the conical rubber spring and a sleeve, and more particularly to a conical rubber spring for railway vehicle with a stopper formed between rubber on the upper side of a first inner ring and a sleeve to disperse compression load caused by driving of the railway vehicle, thereby preventing overturning of the railway vehicle and minimizing vibration.

Description

TECHNICAL FIELD

[0001] The present invention relates to a conical rubber spring for a railway vehicle, and more particularly, to a conical rubber spring for a railway vehicle in which a limiter for dispersing a compression load is formed between rubber formed on the upper side of a first inner ring of the conical rubber spring and a sleeve. BACKGROUND

[0002] First, the prior art will be understood,

[0003] In general, a suspension device refers to a device for reducing an impact or vibration received from a road surface during travel to improve ride comfort and stability, and for a railway vehicle, a primary suspension device connecting a wheel and a bogie frame and a secondary suspension device connecting the bogie frame and a bogie support or a car body are formed.

[0004] Among them, as a primary suspension device part, a conical rubber spring is suitable for a rubber type shaft spring having three axial direction (vertical, longitudinal, lateral) rigidity.

[0005] The conical rubber spring plays an important role in vehicle travel stability and ride comfort, and prevents damage to vehicle parts and tracks and minimizes vibration and noise transmitted to passengers and cargo by reducing various static and dynamic loads caused by vehicle movement.

[0006] The primary suspension device of the railway vehicle connects the bogie and the axle, and functions to balance the vertical load received by the wheel to stabilize the movement of the vehicle and reduce external forces caused by track irregularities.

[0007] And it has the greatest influence on the critical speed of the vehicle, and is a core part of improving travel stability.

[0008] In the conventional conical rubber spring 100, the laminated rubber in which the rubber and the metal are adhered to each other is formed in a concentric circle shape, and is formed in a shape inserted into a plurality of conical shapes, the outer side is attached to the axle box, and the inner side of the conical shape is fixed to the bogie frame, and is formed of a steel core and three rubber layers of an outer layer, an intermediate layer, and an inner layer.

[0009] It has rigidity in the front-rear, left-right, and up-down directions, and a groove is formed in the left-right direction, thereby having soft rigidity compared to the front-rear direction.

[0010] The logarithmic strain distribution of the rubber part composed of three rubber layers at the time of vertical rigidity, longitudinal (length direction) rigidity, and lateral rigidity analysis under the empty car and full car conditions was shown, respectively, and it was confirmed that the maximum strain rate was higher in the longitudinal and lateral analysis under the severe load condition than in the vertical rigidity analysis by evaluating the strain rate analysis result through the von-Mises component of the logarithmic strain.

[0011] Also, the maximum strain rate under the empty car load showed a tendency to increase in the vertical, lateral, and longitudinal order, but the maximum strain rates of the lateral and longitudinal under the full car load did not show a large difference.

[0012] Observing the maximum strain rate distribution, it was confirmed that local strain occurred at a specific position of the rubber part, and such strain rate localization phenomenon had a problem of shortening the fatigue life of the tapered rubber spring.

[0013] Also, the existing tapered rubber spring used as a primary suspension device of a domestic railway vehicle in Korea was mainly imported from abroad, and thus performance evaluation through product design and analysis was required to achieve domesticization.

[0014] For this reason, Korean Patent No. 20-0330297 "Railway vehicle bogie conical axle spring", Patent No. 20-0292076 "Railway vehicle primary anti-vibration support structure", and Korean Patent No. 10-2148202 "Optimal design of railway vehicle tapered rubber spring and tapered rubber spring designed thereby" have been disclosed in the past, but in fact, the above problems have not been improved. SUMMARY

[0015] PROBLEMS TO BE SOLVED BY THE INVENTION

[0016] The present invention has been made to solve the above-described conventional problems, and a main object is to provide a railway vehicle tapered rubber spring in which a limiter is formed between the rubber and the sleeve on the upper side of the first inner ring to disperse the compression load caused by driving of the railway vehicle, thereby preventing overturning of the railway vehicle and minimizing vibration.

[0017] TECHNICAL SOLUTION FOR SOLVING THE PROBLEMS

[0018] Therefore, the present invention provides a railway vehicle tapered rubber spring in which a limiter dispersing a compression load is formed, as a tapered rubber spring formed in a railway vehicle and including a sleeve, an outer ring, a rubber, a first inner ring, a second inner ring, and a shaft, characterized in that a limiter is formed between the sleeve and the rubber.

[0019] EFFECTS OF THE INVENTION

[0020] The conical rubber spring for a railway vehicle according to the present application, in which a stopper is formed between the rubber on the upper side of the first inner ring and the sleeve, can prevent overturning and minimize vibration during driving of the railway vehicle, and a stopper is formed in a portion frequently contacted with driving of the railway vehicle to disperse compression load, etc., thereby having a great effect. BRIEF DESCRIPTION OF DRAWINGS

[0021] Figure 1 FIG. 1 is a front sectional view showing a conventional conical rubber spring;

[0022] Figure 2 FIG. 2 is a front sectional view showing a preferred embodiment of the present application;

[0023] Figure 3 FIG. 3 is a plan view showing the preferred embodiment of the present application;

[0024] Figure 4 FIG. 4 is an enlarged sectional view showing a core member of the present application; Figure 2

[0025] Figure 5 Figure 4

[0026] Figure 6 FIG. 6 is an enlarged sectional view showing another embodiment of the present application; Figure 5

[0027] Figure 7 FIG. 7 is an enlarged sectional view showing still another embodiment of the present application; Figure 5

[0028] Figure 8 FIG. 8 is an enlarged sectional view showing another embodiment of the present application; Figure 4

[0029] Figure 9 FIG. 9 is an enlarged sectional view showing still another embodiment of the present application; Figure 4

[0030] Figure 10 FIG. 10 is a plan view showing another embodiment of the present application; Figure 3

[0031] Figure 11 FIG. 11 is a plan view showing a rubber stopper used in each of FIGS. 1 to 10; Figure 10

[0032] Figure 12 FIG. 12 is a diagram showing an example of a load applied to the rubber stopper used in each of FIGS. 1 to 10. Figure 10 BRIEF DESCRIPTION OF DRAWINGS

[0033]

[0034] ​​​​​​​​​​10: conical rubber spring

[0035] 100: sleeve

[0036] 200: outer ring

[0037] 300: rubber

[0038] 400: first inner ring

[0039] 500: second inner ring

[0040] 600: shaft

[0041] 700: stopper 710: rubber stopper 720: iron stopper DETAILED DESCRIPTION

[0042] Hereinafter, a preferred structure and action of the present application for achieving the above objects in relation to the accompanying drawings will be described. Figures 1 to 12 The preferred structure and action of the present application for achieving the above objects in relation to the accompanying drawings will be described.

[0043] First, the conical rubber spring for a railway vehicle of the present application, which forms a stopper to disperse a compression load, is a conical rubber spring 10 formed in a railway vehicle and including a sleeve 100, an outer ring 200, a rubber 300, a first inner ring 400, a second inner ring 500, and a shaft 600, in which a stopper 700 is formed between the sleeve 100 and the rubber 300.

[0044] The above-described present application will be described in more detail below.

[0045] Reference Figure 1 To describe, the conical rubber spring 10 includes a sleeve 100, an outer ring 200, a rubber 300, a first inner ring 400, a second inner ring 500, and a shaft 600.

[0046] A problem of the conventional conical rubber spring 10 is that, when a compression load occurs, the first inner ring 400 contacts a lower portion of the sleeve 100, causing the rubber 300 wrapping an upper portion of the first inner ring 400 to be damaged, and thus the first inner ring 400 is exposed while the durability is decreased.

[0047] Also, on the characteristics of the conical rubber spring, since the compression load occurs many times, the load cannot be dispersed, causing the railway vehicle to vibrate, and thus the overturning of the above-described railway vehicle can occur.

[0048] Among them, the core technical feature of the present application is that the stopper 700 is formed between the sleeve 100 and the rubber 300.

[0049] The limiter 700 may be formed between the sleeve 100 and the rubber 300, or formed at the part where the rubber 300 covering the upper part of the first inner ring 400 contacts the lower part of the sleeve 100, or be formed integrally or detachably on the rubber 300 covering the upper part of the first inner ring 400, or be formed integrally or detachably on the lower part of the sleeve 100.

[0050] Furthermore, any structure formed between the sleeve 100 and the rubber to distribute the compressive load transmitted to the conical rubber spring 10 can be applied to the limiter 700 of the present invention.

[0051] The limiter 700 described in this invention can be formed integrally or detachably between the rubber 300 and the sleeve 10 on the upper side of the first inner ring 400 in the circumferential direction of the first inner ring 400.

[0052] The limiter 700 can be formed as a rubber limiter 710 integral with the rubber 300 on the upper side of the first inner ring 400, or as a rubber limiter 710 bonded to the rubber 300 on the upper side of the first inner ring 400 in contact with the lower part of the sleeve 100 by an adhesive, or as a rubber limiter 710 bonded to the lower part of the sleeve 100 in contact with the rubber 300 on the upper side of the first inner ring 400 by an adhesive, or as an iron limiter 720 integral with the lower part of the sleeve 100 in contact with the rubber 300 on the upper side of the first inner ring 400.

[0053] The rubber limiter 710 and the iron limiter 720 are formed between the sleeve 100 and the rubber 300 that wraps the upper part of the second inner ring 400. They can be formed as an integral type or a detachable type. Depending on the material, they can be formed at the lower part of the sleeve 100 or at the rubber 300 that wraps the upper part of the first inner ring 400.

[0054] The following is for reference. Figures 2 to 4 illustrate.

[0055] The limiters 700 are formed in multiple ways (i.e., more than one), and when multiple are formed, they are arranged with a certain distance between them.

[0056] like Figure 3 As shown in the top view, there are 5 limiters 700 in this invention, each limiter is arranged with a certain distance between them.

[0057] And, as Figure 4 As shown, a limiter 700 is formed by extending upward and protruding from a certain position of the rubber 300 that wraps the upper part of the first inner ring 400.

[0058] The following is for reference. Figures 5 to 7 illustrate.

[0059] The upper portion of the limiter 700 is formed in a horizontal shape, a semicircular shape, or a prismatic shape.

[0060] The limiter 700 is formed to protrude upward from the rubber 300 wrapping the upper portion of the first inner ring 400, and the end portions are formed in a horizontal shape, a semicircular shape, or a prismatic shape, each of which extends in a certain length along the horizontal direction.

[0061] Also, the limiter 700 formed along the horizontal direction is formed such that the outer side portion of the circumference, which first contacts the lower portion of the sleeve 100, is higher than the inner side portion.

[0062] This makes the outer side portion, which first contacts, contact the lower portion of the sleeve 100, and then sequentially contact the center portion and the inner side portion, thereby maximizing the dispersion effect of the compression load.

[0063] When the limiter 700 extends in a certain length along the horizontal direction, it becomes narrower from both end portions toward the center portion.

[0064] This makes the both end portions first contact, and then sequentially contact the center portion, thereby improving the dispersion effect of the compression load.

[0065] Hereinafter, a description will be given with reference to the accompanying drawings. Figures 10 to 12

[0066] The limiter 700 is formed in a plurality, and can be selectively formed by mixing two or more of the horizontal shape, the semicircular shape, and the prismatic shape.

[0067] For the horizontal shape, the start portion and the end portion are formed at the same height, or a plurality (i.e., one or more) of grooves having different heights are formed between the start portion and the end portion.

[0068] Figure 10 The limiter 700 of the present application is configured to be located in the rubber 300 wrapping the upper portion of the first inner ring 400, and is arranged at a certain interval from each other along the circumferential direction.

[0069] Figure 10 The rubber limiter 710 formed in a horizontal shape, the rubber limiter 710a in which grooves having different heights are formed between the start portion and the end portion, and the rubber limiter 710b in which the start portion and the end portion are formed at the same height are arranged at positions corresponding to each other.

[0070] Figure 11 A forward direction of a railway vehicle using the rubber limiters 710a and 710b to which the Figure 10 application is applied is shown. Figure 12 A graph showing that a compression load is generated as the forward direction of the railway vehicle is shown. Figure 11 application is applied is shown.​

[0071] The rubber limiter 710a is a rubber limiter 710a for preventing overturning of a railway vehicle and reducing impact at a turn, and is shown as a blue line in the graph, showing the amount of load received by the rubber limiter 710a with respect to the angle.

[0072] The rubber limiter 710b is used to support a vertical load, and is shown as a red line in the graph, showing the amount of load received by the rubber limiter 710b with respect to the angle.

[0073] This is because the risk of overturning of a railway vehicle is the highest, so the rubber limiter 710a is designed to be slightly higher in height to receive more load (impact absorption), and the rubber limiter 710b is designed to be used only to reduce impact in the vertical direction.

[0074] The part of the upper side of the limiter 700 in which more compression load is generated is formed with a static electricity removing part formed of a rigid synthetic resin material.

[0075] The static electricity removing part can be formed in all or a part of the limiter 700.

[0076] Also, in order to prevent detachment of the static electricity removing part formed in the limiter 700, the end of the static electricity removing part can be introduced or embedded in the limiter 700.

[0077] The static electricity removing part is formed of a synthetic resin material processed and extruded from a final mixture of a first mixture of nylon 50 to 70 parts by weight and glass fiber 15 to 35 parts by weight, a second mixture of multi-walled nanotube (MWNT) 2 to 4 (0.1 g / ml) parts by weight and antioxidant 0.2 parts by weight, and a dispersing agent 1 to 5 parts.

[0078] The second mixture includes a fourth mixture of styrene-based resin 8 to 20 parts by weight formed of a copolymer of an unsaturated carboxylic acid compound, polyether ester resin 10 to 15 parts by weight, and a compound 3 to 7 parts by weight of polyethylene glycol-diacrylate as a hydrophilic monomer, and fluorine compound 0.3 to 0.5 parts by weight.

[0079] According to the above-described present application, a limiter is formed between the rubber on the upper side of the first inner ring and the sleeve, which can prevent overturning and minimize vibration during driving of a railway vehicle, and a limiter is formed in a part frequently contacted as the railway vehicle is driven, so that compression load can be dispersed.

Claims

1. A conical rubber spring for railway vehicles having a limiter for distributing compressive load, comprising a sleeve (100), an outer ring (200) surrounding the outer periphery of the sleeve (100), rubber (300) located inside the outer ring (200), a first inner ring (400) and a second inner ring (500) located inside the rubber (300) and separated from each other, and a shaft (600) whose outer periphery is surrounded by the rubber (300), characterized in that, A limiter (700) is formed between the sleeve (100) and the rubber (300). The limiter (700) is formed between the sleeve (100) and the rubber (300). The limiter (700) is formed as a rubber limiter (710), which extends protrudingly from the rubber (300) covering the upper part of the first inner ring (400) toward the sleeve (100). In the rubber limiter (710), a rubber limiter (710a) with grooves of different heights formed between the start and end portions to reduce the impact of railway vehicles turning, and a rubber limiter (710b) with the start and end portions formed at the same height to support vertical loads are positioned in corresponding positions.

2. The conical rubber spring for railway vehicles with a limiter for distributing compressive load as described in claim 1, characterized in that, The limiter (700) is formed in an integral or detachable manner between the rubber (300) and the sleeve (100) on the upper side of the first inner ring (400) in the circumferential direction of the first inner ring (400).

3. The conical rubber spring for railway vehicles with a limiter for distributing compressive load as described in claim 1, characterized in that, The end of the limiter (700) is formed in a horizontal, semi-circular or angular shape.

4. The conical rubber spring for railway vehicles with a limiter for distributing compressive load as described in claim 3, characterized in that, The limiter (700) is formed in multiple forms and can be formed by selectively mixing two or more of the following shapes: horizontal, semi-circular, and angular.

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