Multi-axle bogie using cylindrical wheels

Abstract

The present invention relates to a multi-axle bogie for a railway vehicle traveling along rails and, to a multi-axle bogie using cylindrical wheels, wherein a single-axle active bogie to which cylindrical wheels rotating independently on the left and right sides thereof are applied is used as a basic configuration unit and configures a three-axle bogie and a two-axle bogie. A three-axle bogie according to the present invention comprises single-axle active bogies disposed at the front and the rear side and actively forming a driving direction, and a single-axle fixed bogie disposed at the center therebetween and following the driving direction without horizontal rotation, wherein cylindrical wheels supported by the central single-axle fixed bogie have a width greater than that of the cylindrical wheels disposed at the front and rear single-axle active bogies so as to support rails in a curved section. In addition, a two-axle bogie is configured by connecting two single-axle active bogies which are actively driven to the front and the rear side thereof. Therefore, the driving method and configuration suitable for each axle's role are applied to the multi-axle bogie, so that driving stability can be ensured.

Description

Multi-axis bogie using cylindrical wheels

[0001] The present invention relates to a multi-axle bogie using cylindrical wheels, and more specifically, to a multi-axle bogie formed by combining a plurality of 1-axle bogies to increase the transport load to two and three times that of a 1-axle bogie, using a 1-axle active bogie with cylindrical wheels that rotate independently on the left and right as the basic constituent unit.

[0002] The present invention relates to a new structure and configuration of a 3-axle bogie and a 2-axle bogie that optimizes the driving method, rotational degrees of freedom, load transfer method, and safety wheel configuration differently according to the position and role of each 1-axle bogie, including the 1-axle active bogie, based on a set of 1-axle bogies configured to structurally prevent hunting motion using cylindrical wheels.

[0003] In particular, the present invention is applied to a structure of a three-axle bogie comprising a one-axle active bogie positioned at the front and rear to actively form a driving direction, and a one-axle fixed bogie positioned in the center between them to follow the driving direction, and a structure of a two-axle bogie configured by connecting two one-axle active bogies at the front and rear to actively drive by controlling the rotational speed of cylindrical wheels that rotate independently on the left and right.

[0004] The present invention relates to a multi-axle bogie using cylindrical wheels for railway vehicles that can be applied to railway vehicles that support heavy weight or have various curve driving conditions, such as locomotives, freight trains, and passenger trains, and in particular, secures driving stability, adaptability to curve driving, and flexibility of bogie configuration by clearly separating the functions of each axle constituting the three-axle bogie and providing a new configuration suitable for the function.

[0005] Since railway vehicles first began operating about 200 years ago, they have traditionally used conical wheels with different diameters on the left and right to prevent derailment while running along the rails. These conical wheels prevent derailment because, due to their geometric characteristics where the contact diameter of the wheel further away from the rail center increases and the contact diameter of the wheel closer to the rail center decreases when the wheel deviates from the rail center, the wheel returns to the rail center for center restoration. Additionally, in curved sections, the difference in contact diameter of the conical wheels accommodates the difference in travel distance on the curved rail, offering the advantage of naturally passing through the curve without a separate steering device.

[0006] However, the center-restoring action of these conical wheels does not end with a single return motion during driving; instead, due to inertia, it acts repeatedly as the wheel passes the center and experiences a loss of center in the opposite direction. Consequently, periodic lateral displacement occurs along the wheel's trajectory in the direction of travel, and this continuous cycle of repeated loss of center and center-restoring manifests as meandering. Furthermore, when passing through curves, if the radius of the curve decreases, the difference in diameter of the conical wheel cannot resolve the issue, leading to friction with the flange and causing severe noise and wear problems.

[0007] Meandering is not merely a simple geometric trajectory phenomenon; when combined with driving speed, it transforms into a vibration phenomenon with a time component. In other words, when speed is applied to the meandering trajectory, acceleration occurs in the wheels, and as the mass of the railway vehicle is combined with this, the meandering motion is converted into a horizontal vibration load. This horizontal vibration load has the characteristic of being significantly amplified as the driving speed increases.

[0008] Since railway vehicles inherently possess heavy weight, the horizontal vibration loads generated by hunting motion act as significant repetitive loads on the wheels and rails. These horizontal loads are transmitted to the wheels and rails in opposite directions through action and reaction, becoming a factor that causes wheel wear and rail deformation over the long term.

[0009] In conventional railway vehicles, to mitigate such hunting motion and the associated vibration problems, a method has primarily been used in which two wheel axles are fixed to a rigid bogie without deformation to extend the wavelength of the hunting period and thereby reduce the acceleration of hunting motion. However, this method not only increases the bogie load to create a rigid bogie, but also continuously causes problems related to hunting motion, such as increased noise, maintenance costs, and reduced ride comfort due to the occurrence of attack angles and flange friction on curves formed by the rigid bogie.

[0010] In the case of locomotives responsible for transporting large cargo, the gross vehicle weight typically exceeds 150 tons, and to support this weight and secure driving force, a three-axle bogie is adopted in which three wheel axles are fixed to the bogie. The three-axle bogie, which is intended to distribute the high axle load generated in heavy locomotives, utilizes conventional fixed-axle conical wheels.

[0011] However, in a 3-axle bogie structure using fixed-axis conical wheels, the previously described hunting motion appears more disadvantageously than in a 2-axle structure. The biggest problem is the large horizontal vibration load created by the hunting motion of high loads and the occurrence of an angle of attack where the conical wheel flange of the 3-axle bogie collides with the rail, which occurs more severely on curves.

[0012] Since locomotives have a very large self-weight, the horizontal vibration loads generated by hunting motion are also significantly amplified. These horizontal loads are repeatedly transmitted to the rails, sleepers, and roadbed, acting as a factor that accelerates track deformation and causing problems such as rail wear, track deformation, and sleeper damage.

[0013] It is known that approximately 25,000 locomotives are in operation in the United States alone, most of which are heavy locomotives with three-axle bogies. Track damage and curve friction caused by the hunting motion of these three-axle bogies are recognized as significant technical challenges leading to increased maintenance costs. As such, conventional three-axle bogie structures utilizing conical wheels accelerate the deformation of rails and tracks due to horizontal vibration loads amplified by hunting motion, and entail structural problems such as speed limitations and increased maintenance costs. This creates a technical background where fundamental solutions to these problems are difficult to achieve by increasing bogie rigidity without eliminating hunting motion.

[0014] The present invention has been made in consideration of the problems of the aforementioned prior art. The first objective of the present invention is to provide a multi-axle bogie using a cylindrical wheel that eliminates the hunting motion inevitably occurring due to the geometric characteristics of the conical wheel, thereby preventing the occurrence of horizontal vibration loads that are repeatedly transmitted to the track during railway vehicle operation and cause track deformation.

[0015] The second objective of the present invention is to provide a multi-axle bogie using cylindrical wheels that eliminates contact friction caused by the angle of attack formed between the wheel flange and the rail when a locomotive with a three-axle bogie travels on a curve, thereby solving the problem of increased wear of the wheel and rail, noise, and driving resistance.

[0016] The third objective of the present invention is to provide a multi-axle bogie using cylindrical wheels that prevents slipping caused by differences in the rotational speed of the wheels of each axle in a three-axle bogie configured by connecting a plurality of single-axle bogies, thereby preventing unnecessary slipping between the wheels and the rails during multi-axle bogie operation.

[0017] The fourth objective of the present invention is to provide a multi-axle bogie using cylindrical wheels capable of active driving, which, unlike the conventional method of manual driving in which a railway vehicle relies passively on the geometric structure of the rails and wheels to drive and pass through curves, controls the rotational speed of the wheels to steer the driving direction itself, drives along the rails without derailing, and passes through curves smoothly.

[0018] The fifth objective of the present invention is to solve the problem of wheel lift, in which some wheels become separated from the rail due to changes in cant in curved sections or track unevenness caused by the constraint of a rigid bogie, and to provide a multi-axle bogie using cylindrical wheels that maintains stable contact with the rail during operation.

[0019] The sixth objective of the present invention is to provide a multi-axle bogie using cylindrical wheels that provides a driving structure capable of autonomous driving, by allowing the bogie of a railway vehicle to select its own driving direction and pass through a branching section without using a turnout that is forced by an external drive for changing the driving direction in a conventional railway system.

[0020] The seventh objective of the present invention is to provide a multi-axle bogie using cylindrical wheels that enables stable active driving control under various driving conditions, including curve driving and branching driving, by accurately and preemptively controlling the rotational speed of the cylindrical wheels using artificial intelligence based on sensor information collected during driving.

[0021] The eighth objective of the present invention is to provide a multi-axle bogie using a cylindrical wheel equipped with a safety wheel that does not come into contact with the rail during normal driving conditions, but immediately supports the inner surface of the rail in response to horizontal loads occurring in emergency situations to prevent derailment.

[0022] To solve the above-mentioned problem, the present invention applies cylindrical wheels that rotate independently on the left and right sides in a multi-axle bogie for a railway vehicle traveling along a rail, and configures the driving method and safety configuration differently according to the role of each axle constituting the multi-axle bogie.

[0023] Specifically, the three-axle bogie according to the present invention includes a single active bogie positioned at the front and rear and configured to rotate horizontally along the direction of travel of the rail, and a single fixed bogie positioned in the center between the single active bogies and configured not to rotate horizontally. The single active bogie supports a pair of cylindrical wheels that rotate independently to the left and right, and the cylindrical wheels supported by the single fixed bogie are configured to be wider than the cylindrical wheels of the single active bogies positioned at the front and rear so as to be able to support the rail even in curved sections.

[0024] In addition, in the three-axle bogie according to the present invention, the active axle bogie positioned at the front and rear includes a safety wheel that supports the inner surface of the rail, and the fixed axle bogie positioned in the center is configured not to include a safety wheel that supports the inner surface of the rail. Accordingly, when driving on a curve, the safety wheel on the central bogie prevents unnecessary contact with the inner surface of the rail.

[0025] In addition, the above-mentioned 1-axle active bogie is configured to actively steer the driving direction by controlling the rotational speed of the left and right cylindrical wheels, and the above-mentioned 1-axle fixed bogie is configured to passively follow the driving direction formed by the front and rear 1-axle active bogies by transmitting rotational force to the left and right cylindrical wheels through a differential.

[0026] In addition, the present invention provides a two-axle bogie for a railway vehicle traveling along a rail, comprising a two-axle bogie that includes a two-axle bogie frame that connects the two one-axle active bogies to transmit the load of the railway vehicle, wherein two one-axle active bogies are arranged in the front and rear to control the rotational speed of cylindrical wheels that rotate independently on the left and right sides to enable active driving.

[0027] At this time, one 2-axle bogie rotation center is installed at the upper center of the 2-axle bogie frame to support the load and provide rotational freedom, and can be configured as a freight bogie that supports an autonomous freight train. In addition, two passenger bogie rotation centers are installed at both upper ends of the 2-axle bogie frame to rotatably connect and support a front passenger train and a rear passenger train, respectively, and can be configured as a passenger bogie that connects two adjacent passenger trains.

[0028] In addition, the above-mentioned 1-axle active bogie includes a wheel unit supporting a cylindrical wheel, a 1-axle bogie frame supporting a pair of left and right wheel units at the top of the wheel unit, and a rotation center unit installed at the upper center of the 1-axle bogie frame that rotates the 1-axle active bogie horizontally and connects to a 2-axle bogie frame or a 3-axle bogie frame. The rotation center unit is configured to rotate horizontally by combining with a bogie connection part installed at the bottom of the 2-axle bogie frame or the 3-axle bogie frame.

[0029] In addition, the wheel unit is configured to include a wheel frame that supports a cylindrical wheel axle to which a cylindrical wheel is connected from the left and right sides, a horizontal support unit that connects the two wheel frames at the front and rear of the cylindrical wheel, and two safety wheels installed at the bottom of the horizontal support unit to support the inner surface of the rail.

[0030] In addition, the above-mentioned 1-axle active bogie is configured to separate the transmission paths of the vertical load and the remaining horizontal load and moment by including a vertical connecting unit that moves up and down while connecting a wheel unit to the above-mentioned 1-axle bogie frame and transmitting a horizontal load and moment, and a suspension unit that moves up and down while connecting a wheel unit to the above-mentioned 1-axle bogie frame and transmitting a vertical load.

[0031] At this time, the vertical connecting unit is configured to include a square planar bogie insertion rod protruding vertically from the upper part of the horizontal supporting unit, two or more vertical connecting wheels arranged on each planar of the bogie insertion rod, and a bogie insertion opening into which the bogie insertion rod is inserted in the 1-axle bogie frame, so as to move freely in the vertical direction while restricting horizontal movement.

[0032] In addition, the above-mentioned 1-axle active bogie is configured to control the direction of travel of the 1-axle active bogie to enable active driving by including a power unit that rotates left and right cylindrical wheels, a control unit equipped with an artificial intelligence-based driving control algorithm to follow a rail by controlling the power unit to adjust the rotational speed of the cylindrical wheels, and a sensor unit that provides information necessary for the driving control algorithm of the control unit.

[0033] According to the present invention, since the hunting motion that inevitably occurs due to the geometric shape of conical wheels is structurally prevented by the multi-axle bogie structure using cylindrical wheels, the horizontal vibration load caused by the repetitive lateral movement of the wheels during operation is fundamentally eliminated. Consequently, the dynamic horizontal load that accumulates as the weight of the railway vehicle is repeatedly transmitted to the track is prevented, thereby suppressing deformation of the rails, sleepers, and roadbed and extending the track life.

[0034] Furthermore, since the angle of attack between the flange and the rail, which inevitably occurs in conical wheels during curved driving, is not formed, friction, noise, and wear caused by flange contact are eliminated. Consequently, the contact conditions between the wheel and the rail are maintained stably in curved sections, reducing noise, energy loss, and component wear that were problematic in conventional curved driving, and lowering maintenance costs.

[0035] In addition, unlike the conventional structure in which the driving method and role of each axle were applied identically in a three-axle bogie composed of multiple connected single-axle bogies, the wheel rotation method is separated according to the driving characteristics of each axle, and the central single-axle fixed bogie is configured to transmit only rotational force to the differential so that the rotational speed is automatically adjusted, thereby eliminating the slip phenomenon that occurred due to the difference in wheel rotational speeds of each axle during multi-axle bogie operation. Accordingly, friction loss and noise caused by slipping between the wheel and the rail during multi-axle bogie operation are suppressed.

[0036] Furthermore, unlike the conventional method of passive driving, where railway vehicles rely passively on the geometric structure of rails and wheels to navigate curves, active driving becomes possible by controlling the rotational speed of the wheels, allowing the bogie to follow the rails and autonomously form its own direction of travel. Consequently, the railway vehicle performs active driving by steering its own direction to travel along the rails without derailing and smoothly pass through curves.

[0037] Furthermore, since the wheel unit moves vertically even under conditions of cant changes in curved sections or track unevenness, maintaining stable contact between the cylindrical wheel and the rail, the wheel lift phenomenon that previously occurred repeatedly is eliminated. Consequently, the contact force between the wheel and the rail is maintained constant, ensuring stable transmission of braking and propulsion forces during operation.

[0038] In addition, since the railway vehicle can pass through a fixed rail turnout section by selecting its own direction of travel without using a conventional turnout where the bogie of the railway vehicle is forced by external drive in the turnout section, the railway vehicle can operate autonomously for 24 hours, and the impact and noise generated at the rail disconnection section of the turnout section are suppressed by supporting adjacent rails using the wide width of the cylindrical wheels.

[0039] Furthermore, by preemptively controlling the rotational speed of the cylindrical wheels based on sensor information collected during driving, the rotational speed is controlled in response to driving conditions even during curve entry, branch entry, and sections where the track shape changes. Accordingly, the problem of rotational speed control diverging that can occur during driving when using sensor signals for subsequent control is resolved, and driving stability is improved.

[0040] Furthermore, under normal operating conditions, it does not come into contact with the rail, preventing noise and wear; meanwhile, in the event of horizontal loads occurring in emergency situations, the safety wheels immediately support the inner surface of the rail, effectively suppressing the risk of derailment. Consequently, safety is ensured even during high-speed operation.

[0041] FIG. 1 is a perspective view of a three-axle bogie configured by combining two one-axle active bogies and a fixed bogie.

[0042] FIG. 2 is a perspective view showing two 1-axle active bogies arranged side by side to form a 3-axle bogie.

[0043] FIG. 3 is a perspective view showing, from below, a configuration in which a 1-axle fixed bogie is combined with a 3-axle bogie frame to form a 3-axle bogie in combination with FIG. 2.

[0044] FIG. 4 is a perspective view showing from below the state in which two active 1-axis bots are combined at the front and rear of the fixed 1-axis bot in FIG. 3 to form a 3-axis bot.

[0045] FIG. 5 is a perspective view showing the configuration of two bogie connection parts at the front and rear, with a fixed bogie frame combined with a three-axis bogie frame, from below.

[0046] FIG. 6 is a perspective view showing two 1-axle active bogies arranged side by side to form a 2-axle bogie.

[0047] FIG. 7 is a perspective view of a two-axle bogie for a freight train configured by connecting a two-axle bogie frame to two one-axle active bogies of FIG. 6.

[0048] FIG. 8 is a perspective view of an articulated two-axle bogie for a passenger train constructed by connecting a two-axle bogie frame to two one-axle active bogies of FIG. 6.

[0049] FIG. 9 is a perspective view showing the configuration of a single-axis active bogie.

[0050] FIG. 10 is a perspective view showing the configuration of a single-axle bogie frame.

[0051] FIG. 11 is a perspective view showing the configuration of the vertical connection unit and the suspension unit positioned between the axle bogie frame and the wheel unit, with the axle bogie frame and the wheel unit separated.

[0052] FIG. 12 is a perspective view of a left wheel unit combining one cylindrical wheel and two safety wheels.

[0053] FIG. 13 is a perspective view of a right wheel unit combining one cylindrical wheel and two safety wheels.

[0054] FIG. 14 is a perspective view of a wheel set in which two wheel units and a horizontal movement device are combined.

[0055] Fig. 15 is a plan view of a wheel set.

[0056] FIG. 16 is a perspective view of a safety wheel set including a horizontal screw unit that supports an inclined conical safety wheel and moves horizontally.

[0057] FIG. 17 illustrates a plan view of a fixed branch section according to the present invention.

[0058] Figure 18 is a control flow diagram required for active driving of a single-axis active bogie.

[0059] FIG. 19 is a perspective view of an integrated conical wheel according to the prior art.

[0060] FIG. 20 is a diagram showing the meandering trajectory (a) of a conical wheel and the straight trajectory (b) of a cylindrical wheel.

[0061] For a detailed description, refer to 'Forms for carrying out the invention'.

[0062] Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the accompanying drawings. The technical concept of the present invention will be explained focusing on the matters described in the claims and the configurations illustrated in the drawings, and it should be noted that various modifications possible by those skilled in the art are also included in the present invention.

[0063] Referring to FIGS. 1 to 5, the multi-axis bogie according to the first embodiment of the present invention is a three-axis active bogie applied to a railway vehicle traveling along a rail (500), comprising two one-axis active bogies arranged at the front and rear and one one-axis fixed bogie arranged in the center between them, and the three one-axis bogies are connected to each other by a three-axis bogie frame (380).

[0064] Referring to FIG. 1, the 3-axis active bogie consists of a 1-axis active bogie (300) positioned at the front and rear and a 1-axis fixed bogie positioned in the center, which are positioned apart from each other under a single 3-axis bogie frame (380). Both 1-axis active bogies (300) are configured to rotate horizontally along the direction of travel of the rail, and the 1-axis fixed bogie is fixed to the 3-axis bogie frame (380) and is configured not to rotate horizontally independently but to rotate together with the 3-axis bogie frame (380) along the 3-axis bogie rotation center (385) connected to the vehicle body.

[0065] Referring to FIG. 2, two 1-axis active bogies (300) positioned at the front and rear are spaced apart by the space in which a 1-axis fixed bogie is positioned in the center, and each 1-axis active bogie (300) is coupled to a 3-axis bogie frame (380) through a 1-axis bogie rotation center (320) and configured to be horizontally rotatable along the driving direction of the rail (500). The main components illustrated in FIG. 2 include a 1-axis active bogie (300), a 1-axis bogie rotation center (320), and a rail (500).

[0066] Referring to FIG. 3, a fixed bogie (390) is coupled to the lower part of a three-axis bogie frame (380), and a fixed bogie wheel unit (101) is disposed on the fixed bogie frame (390), showing a one-axis fixed bogie, the key point being that safety wheels are not installed on the fixed bogie wheel unit (101). The main components illustrated in FIG. 3 include a fixed bogie wheel unit (101), a three-axis bogie frame (380), a bogie connecting part (381), and a fixed bogie frame (390).

[0067] Referring to FIG. 4, a 1-axle active bogie including a 1-axle bogie frame (310) is arranged at the front and rear of a fixed bogie frame (390), and a wheel unit (100) is coupled to the 1-axle active bogie. The wheel unit (100) includes a safety wheel (210), but the fixed bogie wheel unit (101) is configured so that no safety wheel is installed. The 3-axle bogie configured in this way is structured such that on a curved rail, the 1-axle active bogie located at the front and rear of the fixed bogie frame (390) acts as a support wheel for the curved rail, and the 1-axle fixed bogie in the center moves left and right using the wide width of the cylindrical wheel to accommodate the spacing of the curved rail and travels smoothly. The main components illustrated in FIG. 4 include a wheel unit (100), a fixed bogie wheel unit (101), a safety wheel (210), a 1-axle bogie frame (310), a 3-axle bogie frame (380), and a fixed bogie frame (390).

[0068] Referring to FIG. 5, a fixed bogie frame (390) is shown coupled to a 3-axis bogie frame (380) and fixed in place. Due to this fixed structure, the fixed bogie frame (390) cannot rotate independently and always forms a structure that rotates together with the 3-axis bogie frame (380). The bogie connecting part (381), which is positioned at the front and rear of the 3-axis bogie frame (380), is later coupled with the 1-axis bogie rotation center (320) to enable two 1-axis active bogies to rotate horizontally. The main components illustrated in FIG. 5 include the 3-axis bogie frame (380), the bogie connecting part (381), and the fixed bogie frame (390).

[0069] Two active 1-axle bogies used in a 3-axle bogie each include a wheel unit (100) positioned on the left and right sides, and each wheel unit (100) is configured to include one cylindrical wheel (110) and two safety wheels (210) that support the inner surface of the rail (500), and is configured to actively steer the driving direction by creating a difference in the left and right driving distance required for steering by accurately controlling the left and right rotational speed of the cylindrical wheel (110). The active 1-axle bogies positioned at the front and rear are each supported by an active 1-axle bogie frame (310), and the active 1-axle bogie frame (310) is configured to be horizontally rotatable along the driving direction of the rail (500) by being coupled to the bogie connection part (381) of the vehicle body or the 3-axle bogie frame (380) through an active 1-axle bogie rotation center (320) installed on the upper side.

[0070] Meanwhile, the 1-axle fixed bogie is positioned in the center of the 3-axle bogie and is configured to include a fixed bogie wheel unit (101) that supports cylindrical wheels (110) that rotate independently on the left and right sides, and a fixed bogie frame (390) that supports it. The 1-axle fixed bogie is configured not to rotate horizontally independently but to be fixed to the 3-axle bogie frame (380) and rotate together with it, and is configured to passively follow the driving direction of the 1-axle active bogie positioned at the front and rear by transmitting rotational force to the left and right cylindrical wheels (110) through a differential. This is a method in which many wheels of the 3-axle bogie naturally maintain rotational speeds without slipping against each other and rotate smoothly, and the power transmission of the 1-axle fixed bogie is configured to use a differential and an induction motor so that the central wheel passively follows and rotates according to the precise rotational speed of the 1-axle active bogie.

[0071] The cylindrical wheel (110) of the fixed bogie wheel unit (101) supported by the 1-axle fixed bogie is formed to be wider than the cylindrical wheel (110) of the 1-axle active bogie arranged at the front and rear, and accordingly, in a curved section, the contact position with the rail (500) separated between the straight and curved rails between the two 1-axle active bogies according to the direction and radius of the curve is configured to move left and right using the widened cylindrical wheel width of the 1-axle fixed bogie. Therefore, the 1-axle fixed bogie must not have safety wheels supporting the inner surface of the rail in order to move freely horizontally according to the direction of the curve.

[0072] As such, the three-axle bogie according to the first embodiment is configured to include a front and rear active bogie that actively forms the driving direction and a central fixed bogie that passively follows the driving direction, and by setting the horizontal rotation and rotational force transmission methods differently according to the role of each axle, it is configured to enable stable driving without interference between axles in a multi-axle bogie.

[0073] Referring to FIG. 6, for the configuration of a two-axis active bogie, which is a second embodiment of the present invention, two one-axis active bogies (300) are arranged side by side. Each one-axis active bogie (300) is configured to rotate horizontally independently through its respective one-axis bogie rotation center (320), and the two one-axis active bogies (300) are connected to each other by a two-axis bogie frame (360) as shown in FIG. 7. Accordingly, in a two-axis active bogie composed of two axles, each one-axis active bogie (300) is configured to rotate horizontally independently and travel according to the curved shape of the rail (500). The main components illustrated in FIG. 6 include a wheel unit (100), a one-axis bogie frame (310), a one-axis bogie rotation center (320), and a rail (500).

[0074] Referring to FIG. 7, the two axle bogies applied to a freight train are configured using two 1xle active bogies (300) of FIG. 6, and each 1xle active bogie (300) is connected to a bogie connection part (381) installed at the bottom of the 2xle bogie frame (360) through a 1xle bogie rotation center (320). A 2xle bogie rotation center (370) is installed in the center of the 2xle bogie frame (360) and connected to the body of the freight vehicle, and the 2xle bogie rotation center (370) is connected to the body of the train and configured to allow rotation in the vertical axis direction while supporting the load of the freight vehicle. The main components illustrated in FIG. 7 include a wheel unit (100), a 1xle bogie frame (310), a 2xle bogie frame (360), and a 2xle bogie rotation center (370).

[0075] Referring to FIG. 8, the basic structure of a two-axle bogie for a passenger train, configured using two active bogies (300) of FIG. 6, is configured in the same way as the two-axle bogie for a freight train of FIG. 7. However, a passenger bogie rotation center (371) is installed on each side of the two-axle bogie frame (360) to be connected to the car bodies of both adjacent passenger cars. Accordingly, the two-axle bogie for a passenger train is configured to form an articulating structure in which two car bodies are connected to a single two-axle bogie frame (360) between adjacent car bodies, allowing each to rotate. This articulating structure provides a safe passageway by fixing the connection between the cars and increases the stability of the train through a strong connection.

[0076] Referring to FIGS. 9 to 13, the 1-axle active bogie (300) of the present invention is configured to include a 1-axle bogie frame (310) positioned at the top and a wheel unit (100) positioned at the bottom. The wheel unit (100) is configured to include one cylindrical wheel (110) and two safety wheels (210) positioned at the front and rear of the cylindrical wheel (110). The 1-axle active bogie (300) is configured to be capable of horizontal rotation around the 1-axle bogie rotation center (320) and is configured to travel along the direction of travel of the rail (500) in a curved section.

[0077] Referring to FIG. 9, the 1-axle active bogie (300) is configured to transmit loads transmitted from a railway vehicle by separating them into vertical loads and horizontal loads, and the vertical loads and horizontal loads are configured to be transmitted along different paths by the combined structure of the 1-axle bogie frame (310) and the wheel unit (100). Accordingly, various loads generated between the rail (500) and the wheel are separated and transmitted according to their nature.

[0078] Additionally, the cylindrical wheel (110) has an outer surface slope of 0 so that the wavelength of the serpentine motion becomes infinite geometrically, so no serpentine motion occurs in contact with the rail (500), and accordingly, no irregular horizontal load caused by the serpentine motion occurs. The 1-axis active bogie (300) is configured based on this serpentine motion elimination structure and is configured to steer the driving direction by utilizing the difference in rotational speed between the left and right cylindrical wheels (110) from which the serpentine motion and horizontal vibration load have disappeared, thereby enabling active driving along the rail (500).

[0079] As such, the 1-axle active bogie (300) is configured to enable horizontal rotation around the 1-axle bogie rotation center (320) by controlling the rotation speed of the cylindrical wheel differently, and travels along the curved shape of the rail (500) in a curved section without derailing. The main components of the 1-axle active bogie (300) illustrated in FIG. 9 include a wheel unit (100), a horizontal screw connecting rod (260), the 1-axle active bogie (300), the 1-axle bogie frame (310), the 1-axle bogie rotation center (320), and the rail (500).

[0080] Referring to FIG. 10, the 1-axle bogie frame (310) includes a structure for separating and transmitting the load transmitted to the 1-axle active bogie (300) into a vertical load and a horizontal load. The 1-axle bogie frame (310) is configured to include a rotation center support (321), an insertion port support (330), a bogie insertion port (340), and a suspension unit support (350).

[0081] The rotation center support (321) is configured to support the 1-axle bogie rotation center (320) and be connected to the insertion port support (330). The insertion port support (330) serves to separate the large vertical load transmitted while forming the core framework of the 1-axle bogie frame (310) and the precise and sensitive horizontal load required for active driving control. The insertion port support (330) is configured to support the bogie insertion port (340), and the bogie insertion port (340) is configured to transmit the horizontal load while moving freely in the vertical direction by forming a vertical connection unit that combines with the bogie insertion rod (170) of the wheel unit (100).

[0082] Meanwhile, the suspension unit support (350) is configured to support a suspension unit including an elastic member (160) and a damper (165), and is configured to allow a large vertical load to be transmitted while moving freely in the vertical direction through the suspension unit. In this way, the vertical load and the horizontal load are configured to be transmitted along structurally separated paths in the 1-axle bogie frame (310). The main components of the 1-axle bogie frame (310) illustrated in FIG. 10 include the 1-axle bogie frame (310), the 1-axle bogie rotation center (320), the rotation center support (321), the insertion port support (330), the bogie insertion port (340), and the suspension unit support (350).

[0083] Referring to FIG. 11, the axle bogie frame (310) and the wheel unit (100) are shown being combined while separated from each other, and the axle bogie frame (310) and the wheel unit (100) are configured to be freely able to move relative to each other in a vertical direction.

[0084] A suspension unit for transmitting a vertical load is arranged between the 1-axle bogie frame (310) and the wheel unit (100), and the suspension unit is configured to include an elastic member (160) and a damper (165). Accordingly, the vertical load transmitted from the rail (500) through the cylindrical wheel (110) is configured to be transmitted to the 1-axle bogie frame (310) through the suspension unit.

[0085] Additionally, a vertical connecting unit for transmitting a horizontal load is configured between the 1-axle bogie frame (310) and the wheel unit (100), and the vertical connecting unit is configured by combining the bogie insertion opening (340) of the 1-axle bogie frame (310) and the bogie insertion rod (170) of the wheel unit (100). A vertical connecting wheel (171) is arranged on the square bogie insertion rod (170), so that a horizontal load is transmitted while allowing relative movement between the bogie insertion rod (170) and the bogie insertion opening (340).

[0086] The vertical connection unit is composed of a combination of four bogie insertion holes (340), such as four bogie insertion rods (170), and by configuring it into four sides that distinguish left-right and front-back directions, the vertical connection unit separates the horizontal load transmitted into a horizontal load for driving in the front-back direction and a horizontal load for control in the left-right direction. By separating the load in this way, an appropriate sensor can be placed to measure the accurate load, and this load data can be used for active driving control of the vehicle. In addition, at least two vertical connection wheels (171) are placed on each side to transmit the moment, and since the four-sided structure also transmits vertical rotational moment, it is configured to accurately separate and transmit all loads except the vertical load.

[0087] In this way, by separating the 1-axle bogie frame (310) and the wheel unit (100), the 1-axle bogie frame (310) is configured to be positioned on the upper part of the suspension unit so as not to be included in the unsprung mass. Additionally, a safety wheel sensor (240) and a sensor unit (630) may be mounted on the wheel unit (100). The main components of the configuration shown in FIG. 11 include a wheel unit (100), a cylindrical wheel (110), an elastic member (160), a damper (165), a bogie insertion rod (170), a vertical connecting wheel (171), a safety wheel (210), a 1-axle bogie frame (310), a bogie insertion opening (340), and a rail (500).

[0088] Referring to FIG. 12, the wheel unit (100) is composed of a wheel frame including a wheel support unit (130) that supports the cylindrical wheel (110) in the left and right directions and a horizontal support unit (150) that supports it in the front and rear directions, centered on the cylindrical wheel (110). Accordingly, the cylindrical wheel (110) is configured to be constrained by the wheel frame of the wheel unit (100), and the vertical load and horizontal load are separated within the wheel unit (100) and configured to be transmitted to the 1-axle bogie frame (310) through different transmission paths. The cylindrical wheel (110) includes a flat cylindrical driving surface (111) with a constant outer diameter.

[0089] The cylindrical wheel (110) is supported by a journal box (135) installed in the center of the wheel support unit (130) via the cylindrical wheel axle (120), and a suspension unit support (140) connected to the wheel support unit (130) is placed on the upper part of the journal box (135). An elastic member (160) and a damper (165) are placed on the suspension unit support (140) so that a vertical load is transmitted from the cylindrical wheel (110) through the suspension unit. The suspension unit moves freely in the vertical direction and transmits the vertical load, the elastic member (160) transmits the vertical load with elastic force while absorbing shock, and the damper (165) absorbs shock and vibration energy.

[0090] The horizontal load of the wheel unit (100) is transmitted through a bogie insertion rod (170) positioned on the upper part of the horizontal support unit (150). The bogie insertion rod (170) is formed with a four-sided structure and is configured to transmit the horizontal load for driving in the direction of travel generated during the acceleration and deceleration of the cylindrical wheel, and the horizontal load for control that creates the horizontal rotational moment required for steering, to the bogie insertion port (340) of the 1-axle bogie frame (310). A plurality of vertical connecting wheels (171) are arranged on the bogie insertion rod (170), so that the moment in each direction is converted into a concentrated load of the vertical connecting wheels and transmitted. By configuring the load transmission path in this way, it is possible to measure using a sensor and use it for control.

[0091] The horizontal load separated in the left and right directions is a load that exceeds the frictional force between the cylindrical wheel (110) and the rail (500) caused by external forces such as external collisions, typhoons, or support, or by emergency braking. This emergency horizontal load is transmitted to the safety wheel (210) via the wheel support unit (130) and the horizontal support unit (150), and the safety wheel (210) is configured to transmit this emergency horizontal load by contacting the inner surface of the rail (500). Accordingly, the safety wheel moves 3 to 5 mm away from the inner surface of the rail during normal operation, but in an emergency state, it is configured to transmit the horizontal load to the rail via the safety wheel (210) by contacting the inner surface of the rail. The safety wheel (210) includes a safety wheel conical surface (211) that contacts the inner surface of the rail in an emergency.

[0092] Referring to FIG. 13, the right wheel unit (100) is the same component as the left wheel unit (100) shown in FIG. 12 rotated 180 degrees, and here, the configuration of power transmission and control is described by including a power transmission unit (180) and a driving motor connection part (181). The power transmission unit (180) and the driving motor connection part (181) are connected to the cylindrical wheel axle (120) so that the rotational force transmitted from the driving motor (190) is transmitted to the cylindrical wheel (110). In this way, the left wheel unit and the right wheel unit can be configured by using the same components and only changing the direction of placement, and configuring them identically in this way can increase economic efficiency and maintenance of the cylindrical wheel.

[0093] Referring to FIG. 14, the wheel set (200) of the present invention is configured to include two wheel units (100) arranged on the left and right sides and a horizontal movement device that simultaneously moves safety wheels (210) included in the wheel units (100), and forms a part that constitutes the unspringed mass in a single-axis active bogie (300). The horizontal movement device is configured to include a horizontal screw unit (250), a horizontal screw connecting rod (260), and a horizontal movement unit (270), and is configured to simultaneously move four safety wheels (210) included in the left and right wheel units (100) in the left and right directions.

[0094] The safety wheel (210) has the characteristic of being positioned between the inner sides of the rail (500) and having its horizontal center always coincide with the center of the rail. When using this characteristic to move four safety wheels (210) horizontally in the left and right directions simultaneously using a horizontal movement device, the cylindrical wheel (110) combined with the safety wheel (210) in the wheel unit (100) has the effect of moving horizontally in the opposite direction of the rail to maintain the distance between the safety wheel and the inner side of the rail.

[0095] In this way, by using a horizontal movement device to move the cylindrical wheel (110) included in the wheel unit (100) horizontally, the contact surface between the cylindrical wheel (110) and the rail (500) is dispersed so that wear on the outer running surface of the cylindrical wheel is not concentrated, or the cylindrical wheel is moved toward the center of the curve when passing through a curve to shift the center of gravity to a safer side, or the train can be used in various places such as stopping closer to the platform at a station.

[0096] Referring to FIG. 15, the wheel set (200) is configured such that the left and right cylindrical wheels are separated from each other and rotate independently, and the four safety wheels (210) constituting the wheel set (200) are configured to form a four-point support state on the inner surface of the rail (500). Since the rotational speed of the left and right cylindrical wheels is controlled by a power transmission unit (180) connected to each, the rotational speeds of the left and right cylindrical wheels are controlled differently in curved sections so that the wheel set (200) travels while rotating horizontally according to the curved shape of the rail (500).

[0097] The safety wheel (210) is configured to maintain a predetermined distance from the inner surface of the rail (500) in a normal active driving state so as not to come into contact, thereby preventing noise and wear. However, in an emergency state, when an emergency horizontal load or horizontal rotation moment is applied, it is configured to come into contact with the inner surface of the rail (500) to support the horizontal load and horizontal rotation moment. This four-point support structure of the safety wheel is configured to simultaneously prevent horizontal movement derailment and horizontal rotation derailment that may occur during the horizontal movement of the wheel set (200).

[0098] Referring to FIG. 16, the safety wheel set is configured to be horizontally movable in the left and right directions while supporting an inclined conical safety wheel (210), and includes a safety wheel support (230) and a horizontal screw unit (250). The safety wheel support (230) is configured to include an inclined support member (232) that supports the inclined safety wheel and a horizontal support member (231) that allows for horizontal movement. A safety wheel axle (220) is coupled to the inclined support member (232), and a safety wheel sensor (240) may be installed as needed.

[0099] A plurality of horizontal connecting wheels (233) are installed on each side of the horizontal member (231) of the support so that the safety wheel support (230) can move stably horizontally in the left and right directions within the horizontal support unit (150). In addition, a horizontal screw unit (250) is arranged inside the horizontal member (231) of the support, and the horizontal screw unit (250) is configured to convert the rotation transmitted to the horizontal screw connecting rod (260) into horizontal movement in a straight direction.

[0100] Referring to FIG. 17, the fixed rail branching section according to the present invention is configured such that the rails of the branching section (510) are kept open in both directions at the section where the rails branch, and the rails branched at the intersection (520) pass each other. The fixed rail branching section does not include a structure that changes the direction of the rails by an externally operated switch or driving device like a conventional turnout, and is configured such that the rail shapes of the branching section (510) and the intersection (520) are maintained in a fixed state. The main components of the fixed rail branching section include a right-direction long rail (530), a right-direction short rail (540), a left-direction long rail (550), a left-direction short rail (560), and a nose rail (570).

[0101] In the fixed rail branching section, the cylindrical wheel (110) of the active-driving 1-axle active bogie (300) travels along the fixed rail and reaches the branching section (510), and is configured so that the direction of travel is determined by controlling the rotational speed of the left and right cylindrical wheels. Accordingly, the 1-axle active bogie is configured to pass through the branching section (510) in the desired direction without waiting or without the intervention of an external drive device in the fixed rail branching section. This fixed rail branching section establishes the infrastructure for an autonomous railway that operates future railways 24 hours a day, 365 days a year.

[0102] In addition, the cylindrical wheel is configured to have a width of at least 150 mm or three times the width of the rail surface. This wide cylindrical wheel is configured to simultaneously support adjacent rails while passing through sections where the rail is interrupted at the branching and intersection points of the fixed rail branching section. Accordingly, the cylindrical wheel is configured to travel smoothly and quietly without colliding with the rail interruption section while passing through the rail interruption section.

[0103] Referring to FIG. 18, active driving of a single-axis active bogie is achieved by a control flow that individually controls the rotational speed of cylindrical wheels (110) positioned on the left and right sides. For active driving, a sensor unit (630) is configured to provide information regarding the driving state and rail state in the form of an electrical signal or a video signal. The information provided from the sensor unit (630) is configured to be processed by an analysis unit (620) and converted into numerical data required for control.

[0104] Numerical data generated by the analysis unit (620) is transmitted to the artificial intelligence control unit (600), and the artificial intelligence control unit (600) is configured to calculate the number of rotations required for the left and right cylindrical wheels (110) using the numerical data. The artificial intelligence control unit can perform pre-control and image control required for active driving by including an RNN algorithm and a CNN algorithm.

[0105] Appropriate rotational speed information calculated by the artificial intelligence control unit (600) is transmitted to the motor control unit (610), and the motor control unit (610) is configured to generate a frequency and voltage corresponding to the rotational speed and supply them to the driving motor (190). The driving motor (190) of the 1-axis active bogie (300) is configured as a permanent magnet synchronous motor capable of accurately controlling the rotational speed, and is configured so that the rotational speed and torque are controlled by a vector control method.

[0106] The power generated from the driving motor (190) is transmitted to the cylindrical wheel (110) through a power transmission device, and accordingly, the left and right cylindrical wheels (110) can be driven at different rotational speeds. Through this control flow, the 1-axis active bogie is configured to actively form a driving direction according to the shape of the rail (500) and driving conditions.

[0107] Referring to FIG. 19, a fixed-axis conical wheel (400) according to the prior art is configured such that two conical wheels (410), each having a flange (420) attached and having a large diameter at the center and a small diameter at the outer part, are integrally connected by a fixed shaft (440) to rotate simultaneously. The fixed-axis conical wheel (400) is formed such that when the center of the wheel deviates from the center of the rail while the conical driving surface (430) is in contact with the rail (500), the diameter of the wheel on the side further away from the center of the rail becomes relatively larger, and the diameter of the wheel on the side closer to the center becomes relatively smaller.

[0108] Accordingly, the conical wheel (410) on the side further away from the center of the rail travels a longer distance at the same number of rotations, and is configured to cause a center-restoring phenomenon in which the center of the wheel moves back toward the center of the rail. However, when it reaches the center of the rail, due to inertia, the center of the wheel passes the center of the rail and deviates again in the opposite direction, and after this deviation, center-restoring occurs repeatedly. In this way, as center-restoring and center-deviating are repeated, the phenomenon of the center of the wheel vibrating left and right forms a hunting motion.

[0109] Referring to FIG. 20(a), the serpentine driving trajectory of the fixed-axis conical wheel (400) has a curved shape determined by the geometric relationship between the inclination of the conical driving surface (430), the rail spacing, and the distance between the wheel axles, and this geometric curve forms a driving trajectory including amplitude and wavelength. As driving speed is combined with the driving trajectory, the serpentine trajectory appears as serpentine motion, which is vibration, and serpentine motion is accompanied by acceleration. Additionally, as the mass of the wheel and the vehicle body is combined, the acceleration is converted into a vibration load, and the vibration load increases in proportion to the square of the driving speed.

[0110] Horizontal vibrations caused by serpentine motion form a horizontal movement of the wheel, and a large external force exceeding the frictional force between the rail and the wheel is required to suppress the horizontal movement of the conical wheel. Accordingly, the serpentine motion occurring in the conical wheel has characteristics that are difficult to suppress by external forces during the driving process. In addition, as the horizontal movement of the serpentine motion changes, the effective diameter of the conical wheel in contact with the rail changes, and accordingly, the fixed-axis conical wheel (400) moves in the vertical direction, forming vertical vibrations. These vertical vibrations cause instability in the contact force between the rail and the wheel, thereby restricting high-speed driving.

[0111] Referring to FIG. 20 (b), the cylindrical wheel has a structure in which the slope of the outer surface is formed to be zero. Accordingly, the driving trajectory of the cylindrical wheel is formed in a form in which the wavelength is extended infinitely, so that no meandering trajectory occurs. As such, since the cylindrical wheel does not create a meandering trajectory, it achieves stable driving that does not generate any meandering motion combined with speed or horizontal load combined with mass.

[0112] In this way, the 1-axle active bogie (300) including the cylindrical wheel (110) does not form hunting motion during the driving process, and accordingly, no horizontal vibration load caused by hunting motion occurs. In addition, since vertical vibration is not formed due to the uniform outer diameter of the cylindrical wheel, the contact condition between the rail and the wheel is maintained consistently throughout the driving process, thereby ensuring stable propulsion and braking force even during high-speed driving, and is configured to ensure safe driving.

[0113] Preferred embodiments of the present invention have been described in detail above with reference to the claims and drawings. The present invention is not limited to the described embodiments, and various modifications are possible within the scope of the claims and drawings, and these also fall within the scope of the present invention.

[0114] The multi-axle bogie using cylindrical wheels according to the present invention can be used in the railway vehicle manufacturing industry, the railway logistics transportation industry, and the railway facility maintenance industry.

[0115] Specifically, the present invention provides a 2-axle and 3-axle bogie structure that prevents hunting motion during high-speed driving and can stably support heavy cargo, so it can be industrially mass-produced and used as a core component of locomotives, high-capacity freight trains, high-speed passenger trains, and urban railway vehicles.

[0116] In addition, the present invention minimizes wear on rails and wheels and suppresses track destruction through cylindrical wheels and active steering technology, so it can be used to improve the economic efficiency of railway operations, such as reducing track maintenance costs for railway operating organizations and extending the lifespan of vehicles.

[0117] In addition, the present invention provides a hardware platform capable of artificial intelligence-based active driving and autonomous passage through fixed rail branching sections, thereby enabling it to be widely used in future autonomous freight railway systems requiring 24-hour unmanned operation and in the field of advanced smart logistics industries.

Claims

In a three-axle bogie for a railway vehicle running along a rail, A single-axle active bogie configured to support a pair of cylindrical wheels positioned at the front and rear of the above-mentioned three-axle bogie and rotating independently left and right, and capable of horizontally rotating along the direction of travel of the rail; A fixed axle bogie positioned in the center between the above-mentioned active axle bogies and configured not to rotate horizontally; A three-axle bogie frame connecting the above-mentioned one-axle active bogie and the above-mentioned one-axle fixed bogie; comprising, A multi-axis bogie using cylindrical wheels, characterized in that the cylindrical wheel supported by the above-mentioned 1-axis fixed bogie is configured to be wider than the cylindrical wheel of the above-mentioned 1-axis active bogie arranged at the front and rear of the above-mentioned 3-axis bogie so as to be able to support the rail even at a curvature distance. In paragraph 1 The above 3-axle bogie is, The above-mentioned single-axle active bogie positioned at the front and rear includes safety wheels that support the inner surface of the rail, and A multi-axis bogie using cylindrical wheels, characterized in that the centrally positioned single-axis fixed bogie does not include safety wheels that support the inner surface of the rail. In paragraph 1 In the above 3-axle bogie, The above-mentioned 1-axle active bogie drives by actively steering the driving direction by controlling the rotational speed of the cylindrical wheels on the left and right, and A multi-axis bogie using cylindrical wheels, characterized in that the above-described single-axis fixed bogie is configured to passively follow the driving direction by transmitting rotational force to the left and right cylindrical wheels through a differential. In a two-axle bogie for a railway vehicle running along a rail, A two-axle bogie frame comprising: two single-axle active bogies arranged front and rear to connect active bogies that operate by controlling the rotational speed of a pair of cylindrical wheels rotating independently left and right, and transmitting the load of the railway vehicle to the two connected single-axle active bogies. A multi-axle bogie using cylindrical wheels, characterized by having two of the above-mentioned 1-axle active bogies arranged at the front and rear to form the above-mentioned 2-axle bogie. In paragraph 4, A single 2-axle bogie rotation center is installed at the upper center of the above 2-axle bogie frame to support the load and provide a degree of rotational freedom, A multi-axle bogie using cylindrical wheels, characterized in that the above-mentioned two-axle bogie is a freight bogie that supports an autonomous freight train. In paragraph 4, Two passenger bogie rotation centers are installed at both upper ends of the above-mentioned two-axle bogie frame to rotatably connect and support the front passenger train and the rear passenger train, respectively, and A multi-axle bogie using cylindrical wheels, characterized in that the above-mentioned two-axle bogie is a passenger bogie connecting two adjacent passenger trains. In any one of paragraphs 1 through 6 The above-mentioned 1-axis active bogie is A wheel unit supporting the above-mentioned cylindrical wheel; A single-axle bogie frame supporting a pair of left and right wheel units at the upper part of the wheel unit; A rotation center unit installed at the upper center of the above-mentioned 1-axle bogie frame, horizontally rotating the above-mentioned 1-axle active bogie and connecting to the bogie frame constituting the multi-axle bogie; A multi-axis bogie using a cylindrical wheel, characterized in that the above-mentioned rotation center unit rotates horizontally in combination with a bogie connecting part installed at the lower part of the bogie frame. In Paragraph 7, The above wheel unit is, A wheel frame that supports the cylindrical wheel axle connected to the above-mentioned cylindrical wheel from the left and right sides; A horizontal support unit connecting the two wheel frames above at the front and rear of the cylindrical wheel; Two safety wheels installed at the lower part of the above horizontal support unit to support the inner surface of the rail; A multi-axis bogie using cylindrical wheels characterized by including In Paragraph 7, The above-mentioned 1-axis active bogie is A vertical connecting unit that connects the wheel unit to the above-mentioned 1-axle bogie frame, moves up and down, and transmits horizontal load and moment; A suspension unit that transmits a vertical load while moving up and down and connecting the wheel unit to the above-mentioned 1-axle bogie frame; Including, A multi-axis bogie using cylindrical wheels characterized by separating the transmission paths of vertical loads and the remaining horizontal loads and moments. In Paragraph 9, The above vertical connection unit is, A bogie insertion rod composed of a rectangular plane protruding vertically from the upper part of the above horizontal support unit; Two or more vertical connecting wheels arranged on each plane of the above bogie insertion rod; A bogie insertion opening in the above-mentioned 1-axle bogie frame into which the bogie insertion rod is inserted; A multi-axis bogie using cylindrical wheels characterized by moving freely up and down and restricting horizontal movement, including In Paragraph 7, The above-mentioned 1-axis active bogie is A power unit that rotates the above-mentioned cylindrical wheels on the left and right; A control unit equipped with an artificial intelligence-based driving control algorithm to control the power unit to adjust the rotational speed of the cylindrical wheel and follow the rail; A sensor unit that provides information necessary for the driving control algorithm of the above control unit; A multi-axle bogie using cylindrical wheels, characterized by controlling the direction of travel of the above-mentioned single-axle bogie to enable active driving.

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