DE2010673A1 - Railway operating facility - Google Patents

Description

D. DISTEt UNDER DIL-ING. MANFiSD RÖMNG PATSNTAf-. ~ 'ÄITE

S5 {? M! JiJM)

Η · ΤΤ »Η * ΈΘ 1» TILf Ρ · Μ 7 * 118 »

218/13312 EN

March 3, 1970

Patent application

of the company

ATELIERS DE CONSTRUCTIONS MECANIQUES DE VEVEY S.A. Vevey (Vaud, Switzerland)

Railway operating facility

Numerous solutions for changing the wheel track of rail vehicles, which have to travel on railway networks with different gauges are already known.

The use of wheelsets is also known, the one Include axis with the two freely rotating wheels and which are equipped with roller bearings, their outer race in the wheel hub and the inner race on the axle

JPC / WE / asc

009839/1474

sit and in which the position of the roller cage with the roller cage is determined by the one race, the other race being a simple, sufficiently long one Cylinder is. The rim of cylindrical rollers of such a roller bearing can be referenced during its rotational movement be moved axially on the cylindrical, long race, regardless of whether it is subjected to a radial load is or not. This property enables the creation of wheelsets for rail vehicles with changeable Wheel track, whereby the change of the track width, even with maximum load of the car, made without relieving the wheels can be.

In order to avoid inadmissible wear and tear on the various components of the wheelset, design measures must be taken be taken so that the axial play between the wheels, which necessarily exists in view of the changeable wheel track, reduce to a minimum. Further measures must be taken to prevent components from seizing Avoid coming into contact with each other and subjecting them to vibrations caused by the moving car and this especially with parts that are placed on top of each other with slight pressure.

Ultimately, the device for defining and maintaining the wheel track must have a particularly high level of operational reliability guarantee.

009839 / U74

The invention relates to a Eisenbaimbetriebaeinrichtung, consisting on the one hand, of rail vehicles, their wheels are axially displaceable with respect to their axis, which from consists of a fixed tubular shaft and near its ends on the car body or on the carriage frame or Bogie is attached and on which between its points attached to the Vagen, the wheels with the interposition of rolling bearings with cylindrical rollers rotate freely, the axial position of each wheel being replaced by that of a Thrust bearing is set, which sits on a non-rotatable, but axially displaceable adjustment ring, its position is fixed by a latch, this whole structural unit is arranged such that the wheel track is changeable 'so that the vehicle on tracks with different Can drive track widths, and on the other hand from the track material on which the wheel track change when driving over takes place, characterized in that the two wheels an axis have a common bolt that is adjustable perpendicular to the tubular axis and with a correspondingly designed part of the ring serving for axial adjustment cooperates, this bolt through at least one resilient pull rod arranged in this way is firmly connected to the tubular axis in the axial direction. so that there is no axial play between the bolt and the tubular axis during the engagement and disengagement movements of the bolt.

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The attached drawings show schematically and by way of example an embodiment of the subject matter of the invention. Since the components are arranged symmetrically, in this embodiment, the numbers marked with "a" on the left and the "b" indicated on the right part of the axis refer, with respect to the drawings .. ¹ which:

Fig. 1 is a section in the horizontal plane of the wheel axle,

Fig. 2 is a section in the vertical plane of the left end of the wheel axle. From this figure is also the Rail and a device for guiding and controlling the wheel change can be seen,

3 shows a cross section through the center of the wheel axle,

4 shows a section in the vertical plane of the central part of the wheel axle,

5 shows a schematic plan view of the superstructure for changing the wheel track,

Fig. 6, .7, 8 and 9 a device for remote display of the position assumed by the bolt,

6 and 7 the devices mounted on the vehicle in vertical section,

8 and 9 the system attached to the superstructure in horizontal section and the device attached to the vehicle.

6 and 8 the remote display device with the bolt engaged,

009839 / U7A

Pig. 7 and 9 show the remote display device with the bolt disengaged.

The setup consists of the following main components:

wheel

tubular axis fastening sleeve outer roller bearing with cylindrical rollers ball thrust bearing ring for axial adjustment bars

spring-elastic drawbar rails with smaller gauge

Tracks with larger gauge 11a, 11b control tappets
12a, 12b inner lever
13a, 13b resilient member 14a, 14b outer end of the control spindle

15 latch of the auxiliary gang

16 Return spring of the auxiliary pawl

17 First lever of the auxiliary team

18 'Second lever of the auxiliary bar

19 Support surface of the auxiliary bar

20a, 20b inner race of the roller bearing 4a and 4b 21a, 21b inner race of the roller bearing 24a and 24b 22a, 22b additional sleeve

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23 middle guide sleeve

24a, 24b inner roller bearing with cylindrical rollers

25a, 25b outer race of the roller bearing 24a and 24b

26a, 26b roller ring of the roller bearing 24a and 24b

27a, 27b lateral guide rail of the wheel axle

28a, 28b rail for lateral thrust

29a, 29b outer lever

30a, 30b middle drawbar

31a, 31b railroad track

32a, 32b Uninterrupted guide rail

33a, 33b elements for intermittent guidance

34a, 34b rim

35a, 35b tread

36a, 36b wheel hub

37a, 37b outer race of the roller bearing 4a, 4b

38a, 38b roller ring of the roller bearing 4a, 4b

39a, 39b socket with thread

40a, 40b fastening nut

41a, 41b outer race of the ball thrust bearing

42a, 42b inner race of the ball thrust bearing

43a, 43b Hole for locking the larger wheel track

44a, 44b Hole for locking the smaller wheel track

45 central part of the latch

46 front guide sleeve

47 rear guide sleeve

48a, 48b connecting piece of the resilient drawbar

49a, 49b pivot axis of the inner lever

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50 central part to accommodate the inner lever

51a, 51b pressure roller

52 central pole

53a, 53b fork of the ram end

54a, 54b cover for the end of the tubular axle

55a, 55b support plate

56 Spring for disengaging the bolt

57a, 57b connecting piece for the lever 29 and the plunger

58 Pivot axis for the first lever of the auxiliary bolt

59 Bound approach of the auxiliary team

60 pivot axis for the second lever of the auxiliary bar

61 rib of the middle sleeve of the auxiliary girdle

62 Rolling bearings for controlling the auxiliary bar

63 arm of the second lever

64a, 64b vertical resilient tongues for the intermittent guide

65a, 65b spring for the guide tongues

66 Base area of the bar

67 thread for connecting the central rod. 52 with the central part 45

68a, 68b latch teeth

69 Exciter coil

70 magnet

71 Part that is stuck on the tubular axis

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74 Display device

The wheel 1 has a wheel rim ^ 4 and a tread with a flange according to the standard - railway wheels and rolls on the rail 31. In the hub % 6 of this wheel, two roller bearings with cylindrical rollers are installed, the outer one with 4 and the inner one are denoted by 24. These roller bearings each consist of an outer race 1 or 5, which are stuck in the wheel hub and which have two shoulders for the axial support of the corresponding rim 38 or 2 (5 of cylindrical rollers. This roller bearing also has an inner cylindrical race 20 or 2JL, which sits on the tubular wheel axle 2. The cylindrical rollers which form the rims 8 and 2 (5 are supported in a cage (not shown). Other embodiments of this wheel are conceivable. In particular, the roller bearings could be replaced by needle bearings, in which the mode of action and the shape of the outer and inner races are interchanged. In the case according to the drawing, the roller and cage assemblies can be moved in the axial direction together with the wheel on the axle, but an embodiment with roller cage assemblies axially secured on the axle is also conceivable , at v / elcher the wheel slides axially on the rollers. The sleeves 22 and 23 arranged on the tubular axle _ are used to fasten the inner race rings. The sleeve 22 sits between the inner races of the belonging to a wheel

QQ9839 / U74

Rolling bearings, while the other middle sleeve 2j5 is arranged between the inner races 21a and 21b of the rolling bearings of the two wheels.

The device also includes fastening sleeves J3 which attach to are attached to each end of the tubular axle and attached to the car body, e.g. by interposing one not illustrated leaf spring. The spring firmly connected in its Mitie with each sleeve 2 would thus be a device for fastening the wheel axle on the car body or on the 'carriage frame or bogie. Further embodiments are also conceivable for this. In particular, instead of a leaf spring a coil spring, or a rubber buffer or a pneumatic damping device can be used.

The end of the wheel axle 2 is provided with a thread j59 on which a nut _40 is screwed. The running rings _20 and 21 lined up on the axis, the sleeves ^ and 2 ^ and the sleeves ^ can be pressed together by means of the nuts _4O. This compression can, if it is sufficiently strong, increase the flexural strength of the wheel axle 2 .

Each wheel 1 also has a ball bearing 5, the outer race 41 of which is installed in the wheel hub 56, while the inner race 42 sits on a ring 6 for axial adjustment. The ball bearing 5 works as a double-acting thrust bearing; other constructive solutions are also conceivable for this.

009839 / U7A

In particular, instead of a single ball bearing, two such bearings could be arranged in such a way that those acting on the carriage Centrifugal and centripetal forces axially load the ball and cage assembly of one or the other ball bearing. Other Systems such as thrust bearings with cylindrical or conical rollers or ordinary thrust bearings with appropriately lubricated Sliding surfaces can also be used.

The ring 6 for axial adjustment has a cylindrical, non-rotatable extension which extends towards the center of the wheel axle 2 and which can slide on the sleeve 23 seated on the wheel axle. This ring ί> has two conical bores 4J5 and 44, which have the same dimensions and lie in the same axial plane, and are used to determine the axial position of the ring. The distance between these bores 42 and 44 is equal to half the track width difference from the railway networks in question.

The device also comprises a bolt 7, consisting of a central part with two truncated cones 68 firmly connected to it. The bolt 7 is adjustable perpendicular to the wheel axis and is on the one hand supported by a central rod that can be moved between two guide sleeves 46, 47 on the other hand, guided by two resilient tie rods 8, which are each attached to one end of the bolt 2 and Qegen the ends of the wheel axle 2 extend. Each resilient tie rod 8 is at its other end by means of a

009839/1474

radaehsefesten connector 4J3 loading on the wheel axle 2 ", strengthens. It turns out that due to the elasticity of the tie rods 8, the bolt 7, without any axial displacement perpendicular, can be adjusted to the wheel axis. The elastic rods can, as shown in FIG. 1 shows, consist of flat iron, with great flexibility in the direction corresponding to the control of the bolt and with great rigidity for the other direction, so that no axial displacement of the bolt 7 with respect to the wheel axis 2 is possible.

The device also comprises two inner levers 12, each of which can be pivoted about an axis 4, 2, which is fixed in the central part 50 which is fastened in the tubular wheel axis 2. A pressure roller 51 is mounted at the end of these two levers 2 . Fig. 1 shows the roller in the swiveled position of the lever 12 with dash-dotted lines. 5J5 owns. The other end of this tappet protrudes from the tubular wheel axle 2 . A resilient member which, for example, piled with rubber washers, or as shown in Figs. 1 and 2, may consist of a compression spring 12, is supported on the lid j5 £ ,, which closes the end of the tubular axle 2. This spring 1] 5 exerts a pressure on the via a support plate 55

009839/1474

Plunger 11 from, and strives to pivot the lever 12a about its axis £ 9 in the clockwise direction and the lever 12b in the opposite direction. The rollers 51a and 51b therefore endeavor on the one hand to come closer to each other and on the other hand to press on the base of the bolt 66 and thereby move the bolt 7 in such a way that the truncated cones 68 penetrate into the corresponding bores of the rings 6a and 6b, which lead to the axial Setting serve.

On the end of the shaft _52 passing through the thread 62 connected to the latch is a £ 6 compression spring arranged in such a way that it tries to disengage the bolt.

The operation of the facility is as follows:

Let us first assume that the wheels are in the normal position corresponding to the railway network to be traveled on. The truncated cones 68 of the bolt 7 were thus indented in the bores 4J5 or 44 of the setting rings 6 and determine the position of these rings. The compression springs 13 exert a pressure on the plunger 11 and the rollers 51 strive to push the truncated cones into the bores and to press them. When this movement is over, the force of the spring 13_ is transmitted to the bolt via the roller 51. The angular position of the lever 12 is chosen so that this force is translated at the same time. Consequently

009839/1474

this results in a radial pressure which strongly presses the truncated cones 68 into their bores. The position of the finger j5 for the axial adjustment is thus determined with great accuracy and without play, which is eliminated as a result of the radial tension occurring between the adjustment ring 6 and its guide sleeve 23. Since the ball bearing, which forms the thrust bearing jja, naturally has an extremely low axial play, the total play between the two wheels of a wheel axle is greatly reduced.

Every axial thrust that acts on one wheel, for example when driving on a curve at high speed or when driving over a switch, is transmitted from the thrust bearing £ via the setting ring G to the bolt 7. Since this .Riegel is attached via the resilient tie rods 8 without play, it can practically not perform any axial displacement. This design ensures precise setting of the wheels with minimal axial play.

Fig. 2 shows the outer end of the tubular wheel axle. In addition to the parts already mentioned, an outer lever 2% can also be seen, which is connected in an articulated manner to the plunger 11 by means of a connecting piece 57. It can be seen from this figure that the pivoting of the lever 12 with its pressure roller 51, so that it is removed from the bolt 7, is effected by acting on the lever 2.9, which when it is pivoted outwardly releases the plunger 11.

009839/1474

the action of the resilient pressure member 13 moves.

When the wheel set runs forward on the superstructure to change the track width, a special rail 28 exerts a pressure one point of the lever £ 9, which ultimately results in the Roller 51 is disengaged ". Which locks the bolt in the locked position holds. This disengaging movement brings the spring j5 £ into effect and pulls the bolt 7 back. In Figs. 1 and 3 is the Spring 5_6 shown in the form of a helical spring, but it are of course other embodiments such as those with rubber suspension can be used. It should also be noted that the force exerted by the spring is less than £ 5 those who strive to bring the bolt into a locking position and hold it and which is out of the arrangement of the plunger 11, the inner lever 12 and the roller £ 1 of the translated effect of the spring 13_ results. Conversely, suffices the interruption of the action exerted by the rail 28 on the end of the lever 29 in order to lock the bolt 2 to cause.

3 and 4 also show an additional system which forms an auxiliary bolt 15 which is used to lock the bolt 7 serves. This auxiliary bolt mainly comprises a return spring 16_ and a first lever 17. This first lever in this case consists of two rings lying next to one another, which, on the left in relation to FIG. 3, by an end piece 15_ and connected to the right by an end piece hinged at point 58

009838/1474

are, which is pivotable with respect to the wheel axle. The end piece 1 £ provided with a central bore is of this type
arranged that it prevents any disengaging movement of the bolt T_. For this purpose, the central rod 2, which is firmly connected to the bolt, is extended to the left in relation to FIG. 3 and ends with a shoulder _59_. In the position of the
Approach 5 £ and the pawl of the auxiliary lock, according to the drawing, the latter prevents any disengagement movement of the bolt, which is controlled by the spring £ 6_ and therefore from the left to the left
on the right. To enable this movement, the pawl of the auxiliary bar must first be adjusted downwards in such a way that its hole is as centered as possible in relation to the central rod jjj2, so that the end projection J59 into the
Hole of the pawl can penetrate.

At point 60 a rib 61 which is in the middle of the sleeve
is welded on, is a second one, below this rib
arranged lever 18 articulated, at the left end of which, in relation to the figure, two roller bearings 6_2 are attached. This lever IS is provided with an approach 6_3, the one
Has upper bearing surface 19. The facility includes
Furthermore, a return spring 16, which engages with the upper end, with the interposition of various parts, on the rib 61 of the middle sleeve j2j5 and with the lower end on the lever 18 and which strives to sense this lever 18 around the point 6_0 in the clock pointer panning su. So he has

009839/147 4

Lever 18 the effort the latch 1J5 always up against. ^1st to press a stop which limits its displacement in a position in which it prevents any disengaging movement of the bolt. To disengage the bolt, a vertical downward pressure must be exerted on the roller bearing 62 of the left end of the lever 18, which is pivoted downward about its axis of rotation 6> O. The support surface 12 releases itself from the latch JL5, which moves a little downwards and unlocks the attachment £ 2 of the rod. This rod can move from left to right under the action of the spring % 6 _t. This causes a disengagement movement of the bolt.

Instead of the roller bearings 62 attached to the end of the lever 18, sliding shoes could of course also be provided, which meet the same puncture.

In any case, it is necessary to change the track width of the superstructure to equip with an additional, middle rail that pulls one point on the second lever the auxiliary locking device causes which ultimately enables the release of the bolt. '

The superstructure also includes a rail j £ l and means, which serve for the precise adjustment of the wheels 1, during the period in which the bolt 2 is disengaged, namely During the gauge change, Su owns the purpose for this

009839 / U74

Device an uninterrupted guide rail 22 'extends between the wheels and whose position and shape are appropriately selected to ensure a regular progressive adjustment of the wheels to change the track width. The device further comprises resilient elements for intermittent guidance, consisting for example of a series of vertical tongues 6 ^, which are hinged at their lower end and are pressed by springs 6% from right to left. When the wheel passes over this device, it is pressed against the uninterrupted guide rail JjJ2 under the action of the springs j6 £. So that the process of changing the wheel track can be automatically and continuously monitored, various devices can be provided, including, for example, those that use ultrasound, light beams, electrical contacts or battery detectors.

The solution explained in accordance with FIGS. 6, 7, 8 and 9 is followed the aim to do justice to this task and is based on the impedance change of an alternating current Circuit. The device contains a coil 6 pounds which is connected to an alternating voltage and generates a magnetic field in a U ~ -shaped armature 22. With one device 21, the current flowing through this coil is measured. Will the magnetic flux between the magnetic strings fail by a ferromagnetic part, briefly clilosseßjj so is the

9B'3i / U? 4

through the coil fixeasende current is very small. On the other hand, when the magnetic flux is passed over a ferromagnetic part close to the magnet legs, the smaller the air gap, the greater the current.

The device has two ferromagnetic parts 71 and 7.2 attached to the car, ax durcc a thin, also ferrous, bieg-s-aices sheet 7J5 are connected. The one part 7_2, for example, the right bolt attached to, while other da3 'Jl is connected festver with the considered wheel axle. When the bolt is engaged, the parts with a known AJ ;; rtand are in precisely "defined positions to each other - When these two parts pass in front of the magnet 70" -rervir cache r. J - '^ f ^ As a result of their magnetic Veroi:>. u.aug, el ..-- Z-OTiaiime dv * s through the coil 6f) current flow- This increase in current serves to control the position of this flexure. If, on the other hand, the bolt is in the disengaged position is, as shown in Figs. 6 and 8 dot-dash line, the air gap is, during passage of the same Teilo '/ or the magnet, much large. the thereby resulting current increase xst Figs. 7 and 9 much sichiwächer. incline the same Elements like those.? Ig. 6 and 8, but in the, dem ausu'okt ^ .n Ηχο ·.? Ο1 er: t> proche.nden position.

Similar devices ^T .fie diei -, ri,? E:. \ GeEi.'iss acc i'i ^ * 6 _S

Rie ^ :. ils as well as aacii des nllfQ.cle $ fl-, ve-xwe ^ iöt be. In the

: j ü 3 β J »/

The above-mentioned embodiment was assumed, that the Vorrlöhtuagsbeötaadteile such as the coil §Q _{t of} the Magnat 22 ¹ ^ the display device 24 were fixed on the surface and are intended to control a fixed signaling device Allow one point of the vehicle to control the position of each bolt of the vehicle. This control could also be carried out from a central point common to all wagons of a train.

Fig. 5 shows the superstructure for changing the track width. Its mode of operation - is the following s Iehmsn we initially assume that the car from left to right ffikrt snä ιγθβ. a Gtelsis © ■ 10 with a larger track on a track j | passes over with a smaller trace. Before the car mm © aggressive junior mining SWR track change arrives, are the? Bolt 2 and the pawl of the bolt in the engaged position. The Eadsata arrives at point "c" of the superstructure »which has a device for remote display of the position assumed by the two bolts, namely the engaged bolt o When the wheelset then reaches" d ", the rails 28a and 28b come to the side in contact with the outer levers 2ga and 29b and the guide rails 22a, 32b and 22a, 25 ^ are on the wheels au. Furthermore, the middle drawbars 30a and 3Qb come into contact with the control warehouse 62 «¥ at this point.

008338/1474

ment on is the axial guidance of the baths by the appropriate Devices guaranteed.

When the wheel set reaches "e", the rails for lateral thrust and the central drawbars come into effect, the first pivoting the outer levers 29a and 29b to disengage the bolts and the second pivoting the levers 18 to disengage the pawl of the Cause latch. This release process is continued and is ended when the wheelset reaches point "f". In this position of the wheelset, the bolts are disengaged and the wheels la and Ib are free in the axial direction. Before changing the wheel track, it is advisable to check that the wheels are axially free. This is why the device for changing the wheel track has a test point arranged in "g", which makes it possible to check whether the main bolt and, if applicable, the auxiliary bolt are disengaged. If the message transmitted by these control devices is favorable, the lane change process can be continued; otherwise this process must be interrupted immediately.

When the wheelset arrives at "h", the track width of the rails is then progressively changed up to point "i". The angle of convergence or divergence of the rails is selected depending on the roller bearings, which perform a screw-type movement during this process. At point ¹¹ i "the change in track width is ended and at point" Ic "it becomes

009838/1474

found that the latches are disengaged. At the point ¹¹ I ¹ ! which is symmetrical to point "f", the effect exerted on levers 2% and 18 begins to decrease, which is interrupted in position "m", in which the two bolts are re-engaged and are from point "n" on the guiding devices out of order. Finally, at point "o", an exit tester will indicate whether the bolt or bolts are engaged. If this is the case, the car will be able to run on the new rail network without further ado. For the reverse process, the same sequence of operations mentioned above is repeated.

The adjusting rings 6a and 6b, which can be displaced on the middle sleeve 22, are secured against rotation, for example by a line which slides in a longitudinal groove. The same measures were taken for the fastening sleeves 2§ and % b and the middle sleeve 2 £ in relation to the wheel axle 2, to prevent rotation. The elements for this were not shown in the figures.

In the description, an auxiliary bolt is mentioned, which is in the Centered between the two wheels and vertical is operated from top to bottom. Of course, other arrangements are possible, such as those in which angled or the auxiliary bar is acted on from bottom to top, which can also be accommodated elsewhere than between the wheels, can. -

009839/1474

Otherwise it would also be possible, in view of the security achieved with the main bolt, to be content with it and to use the To dispense with auxiliary bolts.

It would even be possible instead of the one acting on the plunger 11 To use compression springs to achieve the same effect by a tensile force exerted on the lever 12.

Instead of the displacement of the push rods 11 to disengage the bolt by a movement which moves the two levers 29a and 29b away from one another, it would also be possible to effect it by a movement which brings them closer to one another.

Furthermore, it would also be possible instead to provide the bolt 2 ^ ⁰ ton 68, which penetrate into the locking holes 42 and 44 to reverse the arrangement and to provide the hinge for axial adjustment with teeth and the bars with corresponding bores.

The device can also be equipped with sliding contacts, e.g.

Carbon brushes that sit on the ring for axial adjustment and slide on a surface that is fixed to the wheel.

fen. These electrically connected to the wheel axle contacts are used to electrically bridge the wheels so gege- ¹ appropriate, no current can flow through the roller bearing or ball bearing, which thereby can be damaged. These sliding contacts also allow the use of the automatic

009839/1474

mat ical signaling devices for determining the position of the wagons in the stations.

The description was drawn up on the assumption that the wheelset has to drive on two railway networks with different track gauges. However, there is a possibility. that a bath set can run on several railway networks of different gauges if the rings are provided with the required number of locking bores for axial adjustment.

0Q9839 / U74

Claims (1)

\ ! «UN 35 (UAHiJM) Cf Till * · « HUG« 218/13512 US 3 Mäffi 1970 Patent application of the company ATELIBRS DE CONSTRUCTIONS MECANIQU "? DE VBVEY S.A. Vevey (Vaud, Switzerland) Patent claims 1, / Railway operating facility consisting on the one hand of rail vehicles, the wheels of which are axially displaceable in relation to their axis, which consists of a fixed tubular shaft and is fastened near its ends on the car body or on the Vägengestell or bogie and on which, between their on the carriage fixed points, the wheels with the interposition of rolling bearings with cylindrical rollers to rotate freely, wherein the axial position of each Bates defined by those of a thrust bearing, sitting on a not drehba ~> n, but axially displaceable adjusting ring, the position dt *: i: ^ ir. is fixed on latch, BATHROOM ORIGINAL - 2 - 009839 / H74 wherein this entire assembly is arranged such that the The wheel track can be changed so that the vehicle can drive on tracks with different gauges, and on the other hand from the superstructure material on which the Wheel lane change takes place, marked thereby e t that the two wheels (1) of an axle have a common bolt (7) which is perpendicular to the tubular Axis (2) is adjustable, and with a correspondingly trained Part of the ring (β) serving for axial adjustment cooperates, this bolt (7) by at least a spring-elastic pull rod (8) arranged in this way is firmly connected to the tubular axis (2) in the axial direction, so that there is no axial play between the latter and the tubular axis during the engagement and disengagement movements of the bolt (7) (2) arises. . 2. Device according to claim 1, characterized in that that the bolt (7) is mainly housed in the tubular axis (2) and that certain movements of the same by a device consisting of a control plunger (11) and levers (12) controlled in the tubular axis (2) are arranged, the control of this device from the ends of the tubular axis is carried out. 3. Device according to claims 1 and 2, characterized in that the plunger (11) and the lever (12) - 3 QQ983S / U74 are arranged in such a way that any action on the parts protruding from the ends of the tubular axis generates a translated force acting on the bolt (?). 4. Device according to the claims. 1 to 3, characterized in that the control device is always under the action of a spring-elastic organ: - (13), which endeavors to keep the latch (7) in the locking position. 5. Device according to claims 1 to 4, characterized in that the control device has two levers (12) for converting ainer movement directed in the axis of the wheel set into a transverse movement of the bolt (7) and which Ie at one end sines Stö'sssl are articulated (11), de ε ο is connected at the other end & 3.Λ a respective intermediate piece (29) which is attached to dan ends of the wheel axle (2) _p wherein a resilient member (13) to each ram (11) acts to cause an engagement movement of the bolt (7). 6. Device according to claim 1, characterized in that it has a safety device which ensures the holding of the bolt (7) in the engaged position . 7. · Device ny.cn claims 1 cis 6, thereby £ ■■>& β η η ζ eic h η η t. that the safety device itself includes an auxiliary bolt (15), v &i.; / :: he the main bolt (7) 009839/1474 locks in the active position, this auxiliary bolt (15) under Effect of a spring force is. 8. Device according to claims 1, 6 and 7, characterized in that the safety device has a first lever (17) has a position at which it prevents the backward movement of the bolt (7) in another position in which it allows the disengaging movement of the same, can be pivoted, with a second lever (18) acts on the first lever (17) via an atf position surface (19) and by the action of a return spring (16) and The aim is to move it into the position in which it prevents the bolt (7) from locking out. .9. Device according to Claim 1, characterized in that it is marked! I <=>'. ..- net- that it contains a display device which transmits the remote indication of at least one position of at least one bolt to a point located on the trolley and / or on the superstructure, as to whether it is engaged or disengaged. 10, device according to claims 1 and 9, characterized in that g e k e η η * that the device for displaying the bolt position contains a 6era * t, for measuring the impedance, respectively its change, an electrical circuit. U. device according to claim 1, characterized - 5 ■ ~ 008838 / U74 net that the tubular wheel axle (2) is surrounded by mutually attached sleeves (20-25), which form a tube that is between the sleeves (3) for fastening the wheel axle (2) on the car body or on! its frame or . Bogie is arranged and of which at least one of these sleeves (20, 21) is used as the inner race of at least one roller bearing (4, 24) with cylindrical rollers and around which said rollers (26, 38) roll, the one direction clamping elements (40), which are supported on the tubular wheel axle (2) and clamp the various anei nandergegefäßten sleeves (20-23) together as possible , so that the rigidity of the structural unit is increased. 12. The device according to claims 1 and 2, characterized in that the construction material comprises at least one laterally arranged guide rail (27) axially acting on the wheel axle, is disengaged uro this, during the time clamping ne in which the bolt (7) and the wheels (1) are axially free to run, with at least one rail (28) for lateral thrust acting as axially as possible on an outer lever (29) which is arranged at one end of the tubular wheel axle and the disengagement of the bolt (7) enables. That aas superstructure mate rial includes at least a central drawbar (3oA, and 30b) 13. Device according to claims 1 and 6 to 8, characterized ge characterizing ■. ·, The intermediate 0C983S / 1474 see the railroad tracks (31a and 31b) and which on the second lever (18) of the device (15-19) for locking the bolt, against the restoring force of the Spring (16) acts to enable the latch (7) to be disengaged. 14. Device according to claim 1, characterized in that that the track material, apart from the rail tracks (31a and 31b) loaded by the wheelset, is a set of guide parts (32a, 32b) and counter-guide parts (33a and 33b) which are arranged next to each rail (31a and 31b) and which are arranged on both sides of each wheel (1) lead, the guide parts (32a and 32b) between the track rails (31a and 31b) or respectively outside the Track rails are arranged, run continuously and are rigid, while the counter-guide parts (33a and 33b), which are arranged outside the railroad tracks or respectively between the railroad tracks are made of resilient, easily adjustable ones There are elements that form an intermittently acting guide and the wheels (la, Ib) to the associated guide part (32) press down continuously. 15. Device according to claim 1, characterized in that that at least one resilient pull rod (8) is designed in the form of a leaf spring, which the inputs and . Disengagement movements of the bolt (7) allows and which has sufficient rigidity to guide the bolt guarantee. '. 009839 / U74