EA026194B1 - System and method for weight redistribution in a vehicle - Google Patents

Abstract

Provided is a vehicle comprising a frame (160), outer axles (118a, 118c) and a middle axle (118b) disposed therebetween, each of the axles being mounted inside said frame (160) on a respective spring suspension (142) with springs (132), and a traction motor (110) coupled only to outer axles (118a, 118c). Only in the suspension (142) of the middle axle (118b) the springs (132) have movable spring seats (138) linked to said springs and configured to adjust the length of said springs to change preloading of the springs (132). Further, the vehicle includes an actuator (170, 1170) connected to said movable spring seats (138) and configured to move said spring seats (138) to adjust the length of the springs; and a controller (114) coupled to said actuator (170, 1170) to control the actuator for adjusting the length of said springs, the actuator being connected on the outer side of the frame. Also provided is a method for dynamic weight redistribution in the above-described vehicle (100) comprising steps of adjusting the length of springs (132) in the suspension (142) of the middle axle (118b) by means of the actuator (170, 1170) to provide variable preloading of the springs and redistribution of the springs preload between axles (118a, 118b, 118c) of the vehicle (100).

Description

SUMMARY OF THE INVENTION

In accordance with one embodiment, a vehicle is proposed comprising a frame, extreme axles and an intermediate axis located between them, each of which is mounted inside said frame on a corresponding spring suspension with springs. The vehicle contains a traction motor, connected only to the extreme axles, while only in the suspension of the intermediate axis of the spring have movable plates of springs connected to these springs and configured to adjust the length of these springs to change the preload of the springs. In addition, the vehicle comprises a drive connected to said movable plates and arranged to move said plates to adjust the length of the springs, and a controller connected to said drive and designed to control this drive to adjust the length of said springs, the drive being connected from the outside frames.

In the vehicle, the movable plates of the springs may be located at one end of said springs, while the opposite end of said springs is stationary.

The vehicle suspension may further comprise an axial axle box, wherein one end of said springs interacts with said movable plates of the springs, and the opposite end interacts with the vehicle frame to prevent movement.

The movable plates of the springs are made with the possibility of vertical rectilinear movement and contain movable plates.

The vehicle controller is configured to dynamically adjust the length of said springs based on operating conditions.

The drive of the vehicle may be a pneumatic drive containing a pair of pneumatic cylinders, a lever actuated by the specified pair of cylinders, and a cam made with the possibility of converting the rotary movement of the lever into the translational movement of these plates of springs for linear adjustment of the length of the springs. The pneumatic actuator may include a pair of pneumatic cylinders, a camshaft, a lever configured to rotate the camshaft using the specified pair of cylinders, rotatably coupled to a lever, the rotation of the camshaft providing a cam rotation that translates these movable spring plates.

The drive of the vehicle may be an electromechanical drive comprising a gear motor, said electromechanical drive converting the rotational movement of the gear motor into the translational movement of said spring plates for straight-line adjustment of the length of the springs. The electromechanical drive contains screws for transmitting forces, made with the possibility of translational movement of these moving plates of springs. The electromechanical actuator may include a gear motor connected to the indicated movable plates of the springs using the drive beams, and the rotary movement of the drive beams provides translational movement of the moving plates of the springs.

According to another embodiment, a method for dynamically redistributing the weight in the vehicle described above is provided, comprising the steps of adjusting the length of the springs in the suspension of the intermediate axis using a drive to provide a variable preliminary load of the springs and redistributing the load of the springs between the vehicle axles . In said method, the length of the springs is further adjusted based on operating conditions using a controller.

Brief Description of the Drawings

The present invention will be best understood from the following description of non-limiting embodiments, with reference to the accompanying drawings, in which FIG. 1 is a schematic diagram of a vehicle in accordance with one embodiment;

FIG. 2 is a side view of a vehicle having a running gear with variable pre-loaded spring suspensions, in accordance with various embodiments;

FIG. 3 is a schematic diagram of a spring-loaded mechanism with a drive in accordance with various embodiments;

FIG. 4 is a block diagram of a variable spring-loaded mechanism, in accordance with one embodiment;

FIG. 5 is a perspective view of a drive made in accordance with one embodiment;

FIG. 6 is a cross-sectional view of a drive made in accordance with one embodiment;

FIG. 7 is a perspective view of the drive of FIG. 5 and 6, in normal working condition;

FIG. 8 is a perspective view of the drive of FIG. 5 and 6, in a state of redistribution of weight;

FIG. 9 is a plan view of a vehicle having a drive made in accordance with various embodiments;

FIG. 10 is a side view of the vehicle of FIG. nine;

FIG. 11 is a perspective view of a device for mounting a drive made in accordance with various embodiments;

FIG. 12 is a flowchart of a method for dynamically redistributing weight in a vehicle, in accordance with various embodiments;

FIG. 13 is a schematic diagram of a spring preload mechanism in accordance with another embodiment;

FIG. 14 is a perspective view of a drive made in accordance with another embodiment;

FIG. 15 is a perspective view of the drive clutch of FIG. 14;

FIG. 16 is a perspective view of the actuator spring poppet of FIG. 14;

FIG. 17 is a perspective view of a spring plate and a drive screw of the drive of FIG. 14;

FIG. 18 is a perspective view of a drive made in accordance with another embodiment;

FIG. 19 is a block diagram of a drive screw of the drive of FIG. eighteen; FIG. 20 is a block diagram of the drive of FIG. eighteen; and FIG. 21 is a block diagram of a guide and locking mechanism of the drive of FIG. eighteen.

DETAILED DESCRIPTION OF THE INVENTION

To the extent that the drawings illustrate functional unit diagrams of various embodiments, functional units do not necessarily indicate separation between components. So, for example, one or more functional units can be implemented in one equipment or in several equipment. It should be understood that various embodiments are not limited to the devices and technical means shown in the drawings.

As used herein, an element or step represented in the singular should be understood as not excluding the possibility of the plural of these elements or steps, unless such an exception is expressly stated. In addition, references to one embodiment of the present invention should not be construed as precluding the presence of additional embodiments that also include the claimed features. In addition, unless expressly indicated otherwise, embodiments containing or having an element or several elements with certain properties may contain such additional elements that do not have this property.

It should be noted that, although one or more embodiments may be described in connection with drive systems of rail vehicles having locomotives with passenger or freight cars following behind, the embodiments described herein are not

- 2,026,194 limited exclusively to trains. In particular, one or more embodiments may be implemented in connection with various types of vehicles, including wheeled vehicles, other rail vehicles, and tracked vehicles.

This document provides illustrative embodiments of one or more devices and methods for changing the axle load in order to redistribute the load acting on the axle of the undercarriage in the vehicle. As described below, one or more of these embodiments provides dynamic weight transfer between the axles, for example, to redistribute the load to provide more load on the drive axles. By practicing various embodiments, at least one technical result is to increase traction on the drive axles, which can facilitate traction during certain limited traction modes. In addition, by practicing various embodiments, fewer traction motors can be used to generate the same traction force or force. For example, on a chassis with six axles, traction motors can only be provided on four axles, instead of all six axles. In addition, by practicing various embodiments, improved braking can be obtained.

FIG. 1 is a schematic diagram showing a drive rail vehicle 100 constructed in accordance with one embodiment, shown as a locomotive system. Although one embodiment of the subject matter described herein is set forth in terms of a drive rail vehicle, as an alternative, the subject invention can be used with a different type of vehicle as described herein and noted above. The rail vehicle 100 comprises a master drive unit 102 connected to several slave units 104 that move along one or more rails 106. In one embodiment, the master drive unit 102 is a locomotive located in front of the rail vehicle 100, and the slave units 104 are freight cars for the transport of passengers and / or other goods. The driving drive unit 102 comprises a propulsion system, for example, a diesel engine system 116. The diesel engine system 116 is coupled to several traction motors 110 that provide traction to drive the rail vehicle 100. For example, the diesel engine system 116 includes a diesel engine 108 that drives the traction motors 110 connected to the wheels of the rail vehicle 112 100. A diesel engine 108 may rotate a shaft that is connected to an alternator or generator (not shown). An alternator or generator generates electric current based on the rotation of the shaft. Electric current is supplied to the traction motors 110, which rotate the wheels 112 and drive the rail vehicle 100. It should be noted that for simplicity and convenience of illustration, the traction motors 110 are shown only in conjunction with one set of wheels 112. However, the traction motors 110 may be provided in conjunction with other wheels 112 or a set of wheels 112, as described herein.

The rail vehicle 100 comprises a control module, such as a controller 114, which is communicably connected to the traction motors 110 and / or the drive 117 to control the load on the springs 132 of the suspension system 142 (all of which are shown in FIGS. 3 and 13). For example, controller 114 may be coupled to traction motors 110 and / or drive 117 via one or more wired and / or wireless connections. The controller 114 in some embodiments, operates to control and redistribute the load supported by each of the wheels 112, and in particular each axle 118. In various embodiments, a dynamic load distribution can be provided independently for each of the axles 118. For example, each of the nodes 102 and 104 may contain two sets of wheels 112 corresponding to two chassis 120 (shown more clearly in FIG. 2). As you can see, each chassis 120 contains three axles 118, each of which has two wheels 112. In some embodiments, each extreme axis 118a and 118c is driven by the traction motor 110, and the intermediate axis 118b is not driven by the traction motor 110. Accordingly, for a particular assembly 102 or 104, traction motors 110 are provided in connection with a total of four axles 118 instead of six axles 118. It should be noted that the number of traction motors 110 and which axles 118 are connected to the traction motors 110 may be modified on the way that different configurations of traction can be obtained.

The controller 114 may comprise a processor, such as a computer processor, controller, microcontroller, or other type of logic device that operates based on a set of instructions stored on a tangible and readable computer readable medium. The computer-readable medium may be an electrically erasable programmable read-only memory (BERCOM), simple read-only memory (ROM), programmable read-only memory (ROM), erasable programmable read-only memory (ROM), flash memory, hard disk, or other type of memory a computer.

Thus, as represented by the locomotive 122 depicted in FIG. 2, weight transfer or redistribution can be carried out, for example, when wheels 112 slip relative to a rail (for example, a railroad track) 106. In accordance with various embodiments, 3 026194, weight redistribution is provided, so that the weight of the intermediate or middle axis 118b is redistributed to the extreme axes 118a and 118c, as evidenced by the large arrows corresponding to the extreme axes 118a and 118c, and the smaller arrow corresponding to the intermediate axis 118, which represent a change in weight or load on zhduyu of axes 118a-c. The increase in weight on the extreme axes 118a and 118c leads to an increase in the adhesion force of the wheels 112 of the axles 118a and 118c with the rails (for example, a railway track) 106, which reduces the amount of wheel slippage, for example, under limited traction modes. Thus, the controller 114 can provide a dynamic redistribution of weight between the axes 118a-c. It should be noted that weight redistribution may be provided in connection with any module of the rail vehicle system.

Weight redistribution in some embodiments includes weight transfer from the intermediate axis 118b equally to the extreme axes 118a and 118c. Redistribution of weight is carried out by changing the preload of the springs connected to one or more axes 118 ac. For example, in some embodiments, each axis 118a-c has four springs. However, weight redistribution is achieved by changing the preload of some, but not all, springs.

Various embodiments redistribute the weight between the axes 118a-c by changing the length of the spring, for example, the working length of the spring. Thus, the preload on the spring is changed so that a variable displacement of the spring is ensured. For example, in the embodiment of FIG. 3 and 13, a structure 130 of a variable spring preload is shown forming part of the suspension system 142. It should be noted that in the drawings, the same reference numbers indicate the same elements. The variable spring preload structure 130 includes a mechanism for changing the preload of one or more springs 132 of the suspension system 142 of the undercarriage 120 (FIG. 2), a portion of which is shown in each of the embodiments shown in FIG. 3 and 13. An axle box 134 (which may also be called a bearing box) is also provided, having a through hole 136 for inserting an axis, such as axle 118a-c of locomotive 122 (as shown in FIG. 2), also passing through wheels 112. In the illustrated embodiment, two springs 132 are provided connected to each side of the axis.

In one or more embodiments, as shown in FIG. 3 and 13, the mechanism for changing the preload of the springs 132, and thereby for adjusting the working length of the springs 132, is a spring plate 138. It should be noted that, although the spring plate 138 is shown at the upper end of the spring 132, the spring plate 138 may be located at the lower end of the spring 132. In the illustrated embodiment, the lower or more lower end of the spring 132 can be supported by an axial box 134, using, for example, spring cover or other suitable means. Thus, in some embodiments, the variable spring preload structure 130 comprises a mechanism in which the upper end of the spring 132 is movable to provide an adjustable preload and the lower end of the spring 132 is stationary relative to the axle box 134.

In the embodiments depicted in FIG. 3 and 13, one of the springs 132 (right side spring 132) is shown without an attached spring plate 138. The spring plate 138 may include a connecting end 140, which enables controlled actuation of the structure 130 of the variable spring preload, such as, for example, using the controller 114 (Fig. 1). The controlled actuation in one embodiment is provided by the pneumatic drive system 150 of FIG. 3 and described in more detail below, and which may be part of the drive 117 (shown in FIG. 1). In another embodiment, controlled actuation is provided by the electromechanical drive system 1150 of FIG. 13 and described in more detail below, and which may be part of the drive 117 (shown in Fig. 1). The drive systems 150, 1150 can be implemented in various configurations and designs, and can also be located in different places of the chassis.

As for the actuation system 150 depicted in FIG. 3, and as one example, one or more of the pneumatic cylinders 180 may be equipped with a rotary cam, as described in more detail herein, so that the rotary movement is converted into a linear movement of the spring plate 138. In addition, a mechanical advantage can be obtained using various configurations of the actuating mechanism, for example, using a lever, as described in more detail herein. For example, in some embodiments, a mechanical advantage of 1: 1.5 can be obtained. However, it should be noted that, depending on the configuration, various ratios of mechanical advantage can be obtained.

Regarding the actuation system 1150 shown in FIG. 13, and as another example, a spline shaft 1152 may be provided in conjunction with the geared motor 1154, which translates the rotational movement of the motor 1154 into the linear movement of the spring plate 138. Thus, a mechanical advantage is provided in which the straightforward

- 4 026194 the movement of the pivoting movement leads to a change in the preload of the spring 132. In addition, a mechanical advantage can be achieved using various configurations of the actuation mechanism, for example, using a linkage mechanism, as described in more detail herein. For example, in some embodiments, a 1: 4 mechanical advantage is provided, in addition to any mechanical advantage provided by the gear ratio of the gear motor 1152. However, it should be noted that various mechanical advantage ratios can be obtained depending on the configuration or design. Thus, the gearbox provides an initial mechanical advantage, and the lever provides an advantage as soon as the pivoting movement is converted into translational movement.

The preload and effective precompression of the spring 132 can be dynamically adjusted, which affects the working length of the spring 132 and the load on the axis 118. In some embodiments, a change in the preload of the springs 132 can be started based on input made by the user, for example, based on Defining a limited traction mode by the user (for example, wheel slippage or an upcoming tilt of the rails or an unfavorable condition of the rails). In other embodiments, a change in the preload of the springs 132 may be triggered automatically, for example, based on a measured or detected limited thrust operation using one or more sensors. In these embodiments, when a limited thrust operation mode or an upcoming limited thrust operation mode is detected, for example, based on the identification of the limited thrust operation mode using a sensor that communicates with the controller 114, the controller 114 automatically changes the preload of the springs 132. A notification of automatic change of preload can be transmitted to the operator, for example, by means of an audible and / or visual indicator.

In the embodiment of FIG. 3, the controller 114 instructs the pneumatic actuator system 150 to change the preload of the springs 132, for example, by actuating one or more pneumatic cylinders 180, resulting in a linear movement of the spring plate 138. As for the embodiment depicted in FIG. 13, the controller 114 instructs the electromechanical actuation system 1150 to change the preload of the springs 132, for example, by actuating the motor 1154 to linearly move the spring plate 138. The movement of the spring plate 138, which changes the preload and the working length of the spring 132, redistributes the load between the axles 118 (shown in Figs. 1 and 2). For example, a pneumatic actuator system 150 or an electromechanical actuation system 1150 may cause the spring plates 138 to move vertically down to compress the springs 132 to shorten the working length of the springs 132, or to move vertically up to increase the working length of the springs 132 as shown in FIG. 4. If the spring plates 138 move vertically upward, the working length of the springs 132 is increased, or the springs are lengthened, which reduces the preload of the springs 132. A decrease in the preload of the springs 132 causes a weight shift between the axles 118 (shown in Figs. 1 and 2), namely , to other axles 118.

In particular, with reference to the example shown in FIG. 4, showing a portion of the chassis frame 160, if the preload of the springs 132 of the central axis 118b is reduced by lengthening the springs 132, the weight or load is transferred or redistributed from the central axis 118b to the extreme axis 118a and 118c (axes 118a, 118b and 118c are shown in FIG. . 1 and 2). The springs 132a and 132c correspond to the extreme axes 118a and 118c, and the springs 132b correspond to the intermediate axes 118b. The redistribution of weight is the same when the change in the preload of the spring is the same. Accordingly, the weight is redistributed by moving the spring plates 138 to change the preload of the springs 132. It should be noted that in this embodiment, the spring plate 138 is shown at the lower end of the springs 132. In addition, in the illustrated embodiment, the spring plates 138 are shown on the springs 132b and not on other springs 132a and 132b. However, spring plates 138 and therefore preload control can also be provided for other springs 132a and / or 132b and at different places or ends of the springs.

The spring plates 138 can be any suitable device for interacting with and adjacent to the end of the springs 132 to move the springs 132. For example, the spring plates 138 can be a washer or other end support for the springs 132, such as a support plate. In addition, the springs 132 may be any type of spring, such as any spring suitable for locomotive suspension.

In the initial state of the preload, for example, during normal operation, when the operation mode with limited traction is not detected, all springs 132a, 132b and 132c are equally preloaded. Thus, all springs 132a, 132b and 132c have the same or approximately the same working length. As the working length of the central springs 132b, which is the effective length of the springs, increases, the resulting preload acting on the intermediate axis 118b (central axis) changes, with the load or weight being redistributed to the extreme axes 118a and 118s

As an example, if the nominal load on each of the three axes 118a, 118b and 118c is 70,000 pounds (also called 70,000 pounds - forces = 311 kN), the axes 118a, 118b and 118c can be pre-compressed to have the same preload. In this normal operating condition, the working length of the springs 132a, 132b, and 132c may be approximately 20.5 inches (52 cm). In such an embodiment, the limits of the springs 132a, 132b and 132c are determined by the length, and the free length of the springs 132a, 132b and 132c may be approximately equal to from 17 inches to 25 inches (43 to 64 cm). By varying the compression of one or more springs, such as the intermediate axis springs 132b (also called center springs), the load on all axes 118a, 118b and 118c is redistributed. For example, if the length of the spring 132b of the intermediate axis increases by approximately 1.5 inches (3.8 cm), then approximately 40,000 pounds-force (178 kN) is transferred approximately equally from the intermediate axis 118b (also called the central axis) to the extreme axes 118a and 118s Thus, the intermediate axis 118b supports a load of 30,000 pounds-force (133 kN), while each of the extreme axes 118a and 118c, to which an additional load of 40,000 pounds-force (178 kN) was approximately equally distributed, now supports 90,000 pounds-force (400 kN), thereby increasing the traction force of the wheels 112 (shown in FIGS. 1 and 2) of the extreme axles 118a and 118c.

The pneumatic actuation system 150 or the electromechanical actuation system 1150 can be implemented in various configurations and designs. In some embodiments, the pneumatic actuation system 150 or the electromechanical actuation system 1150 converts the rotary motion into linear translational motion to change the spring preload to redistribute the load between the axles 118. It should be noted that other actuation methods can be used. For example, the actuator may be one or more linear actuators, a hydraulic actuator, an electric actuator, an electromagnetic actuator, a high-pressure gas actuator, a mechanical actuator, and the like, which provides movement of the spring plate.

In general, various embodiments provide displacement of the spring disc using a pneumatic actuation system 150 (shown in FIG. 3) or an electromechanical actuation system 1150 (depicted in FIG. 13). For example, the pneumatic actuation system 150 or the electromechanical actuation system 1150 can create movement, such as the vertical movement of the spring plate 138, which can be located at the top or bottom of the spring 132. As for the pneumatic actuation system 150 depicted in FIG. 5-8, the movable end of the spring 132 is the upper end, while the lower end of the spring 132 is fixed, for example, supported by an axle box 134. For example, the pneumatic actuation system 150 may include an actuator 170 operating using an upper compression mechanism for changes in the length of the spring 132. In this embodiment, the actuator 170 is shown mounted on the chassis frame 160. However, in other embodiments, the actuator 170 may be mounted on other parts of the locomotive or on the chassis frame 160. In various embodiments, the actuator 170 is mounted on only one of the axles 118, in particular, the intermediate axes 118b (shown in Figs. 1 and 2). However, the drive 170 may be provided on different axes, for example, each of the extreme axes 118a and 118c may contain the drive 170, and the intermediate axis 118b may not contain the drive 170.

In various embodiments, the actuator 170 comprises a rotatable cam device having a cam 172 (shown more clearly in FIGS. 6 and 8) connected to a lever 174 via a camshaft 176. For example, the camshaft 176 may be a shaft extending from the cam 172 or through it to the lever 174. The cam 172 and the lever 174 are located essentially in parallel planes with the camshaft 176 extending transversely or perpendicularly between them. The camshaft 176 in the illustrated embodiment extends through an opening in the chassis frame 160 to maintain position and support the camshaft 176. The camshaft 176 is connected to one end of the cam 172 and to the central or middle part of the lever 174.

Thus, the movement of the lever 174 and, in particular, the rotation of the lever 174, is converted and causes the cam 172 to rotate. Rotating the cam 172 translates linearly or linearly to the spring plate 138, which, in this embodiment, is presented as the top plate 178 (for example , flat metal plate). Translational or linear movement compresses or relieves the compression of the springs 132. It should be noted that in this embodiment, the upper plate 178 acts as a spring plate for the two springs 132. However, separate spring plates 178 may be provided for each of the springs 132.

The lever 174 is pneumatically actuated, which in the illustrated embodiment involves a pneumatic cylinder 180 connected by a pin-groove mechanism with the opposite ends of the lever 174. For example, pneumatic cylinders 180 can be connected to each end of the lever 174. If the whole structure rotates, the piston rod of the pneumatic cylinder 180 contains a flexible element (not shown) and connected using, for example, a pin or other suitable mount. Pneumatic cylinders 180 operate on the basis of pneumatic principles and can be any type of pneumatic cylinder. Pneumatic cylinders 180 (sometimes called air cylinders) can be any mechanical device that creates a force, together with movement, and is driven by compressed gas (for example, air). In some embodiments, the pneumatic cylinders 180 are pneumatic brake cylinders also used in conjunction with the brakes to stop the locomotive (shown in FIG. 2).

The pneumatic cylinders 180 are designed such that the actuation of the pneumatic cylinders 180 causes the lever 174 to rotate, which can occur either clockwise or counterclockwise. A stop is also provided at one end of the lever 174 to limit the rotational movement of the lever 174 in one direction, thereby limiting the rotational movement of the cam 172. A stop 184 is also provided at one end of the cam 172 to limit the rotational movement of the lever 174 in the other direction, for example, the opposite the direction of movement, which is limited by the stopper 182. The stopper 184 is located on the end of the cam 172, the opposite end connected to the camshaft 176. Thus, the stoppers 182 and 184 limit the step s rotation of the cam 172, which limits the movement of the upper plate 178, defining thereby the amount by which the spring 132 may be compressed.

To enable translational or rectilinear movement of the upper plate 178, while reducing or limiting movement outside this plane, a guide 186 is provided, shown as a pin passing through the upper plate 178. For example, during operation, the guide 186 directs the movement of the upper plate 178.

It should be noted that the length, size and / or shape of the cam 172 and the lever 174 may vary. For example, the dimensions of the cam 172 and the lever 174 may be selected based on the magnitude of the mechanical advantage and / or the desired or desired amount of compression of the spring 132.

Thus, as shown in FIG. 7 and 8, when the cam 172 is rotated by rotating the lever 174, which is actuated by pneumatic cylinders 180, the upper plate 178 moves. For example, when the cam 172 rotates, the rotational movement is converted to a linear movement of the upper plate 178 so that the upper plate 178 moves up or down (as shown in Figs. 7 and 8). The movement of the upper plate 178 causes the springs 132 to compress or expand. In FIG. 7 and 8, springs 132 are depicted, respectively, in a normal operating state and in a state of weight redistribution. In particular, in FIG. 7, the cam 172 is in a 90-degree position with the flat end of the cam 172 interacting with the top plate 178. In this normal operating condition, the springs 132 are compressed by the top plate 178 so that all locomotive suspension springs 132 have the same compression, namely one and the same same preload. For example, springs 132 are compressed as much as other pre-compressed springs that do not include variable preloads. In some embodiments, the illustrated springs 132 having variable compression are made in conjunction with a suspension of the central axis 118b (shown in FIGS. 1 and 2), which are compressed by the same amount as the pre-compressed springs provided in connection with the suspensions for others axles of the locomotive undercarriage, namely, the extreme axes 118a and 118c (shown in Figs. 1 and 2). Thus, in the normal operating state, the load is evenly distributed on each of the axes 118a-c.

The cam 172 is then rotated, for example, in a counterclockwise direction (for example, ninety degrees to zero degrees) to a state of redistribution of weight, as described herein. In this state, the upper plate 178 moves rectilinearly upward so that the preload decreases as the compression of the springs 132 decreases, which increases the working length of the springs 132. The amount of rotation can be limited, for example, by a stopper 184. In this state, the weight is redistributed since the spring length 132 has increased, with a certain amount of load on the springs 132 being redistributed to other springs, as described herein. Accordingly, the weight from the load is redistributed on other axes to provide dynamic weight control.

The cam 172 may then be rotated, for example, clockwise to return to its normal operating state. The amount of rotation in this direction can be limited, for example, by the stopper 182. It should be noted that the stoppers 182 and 184 are designed to limit the rotation of the cam 172 between two points of maximum rotation. However, the cam 172 can be rotated through an angle between these points to obtain the desired or desired amount of weight transfer and, thereby, traction.

In various embodiments, variable spring control is provided in connection with the central axis 118b, as shown in FIG. 9 to 11. As shown in these drawings, the drive 170, attached to 7,026,194, is mounted on the outside of the chassis frame 160. However, it should be borne in mind that one or more components may be mounted on the chassis frame 160. In some embodiments, the mounting plate 190 is connected to the camshaft 176. The mounting plate 190 secures the components of the variable spring control system to the chassis frame 160, for example, using any suitable fastening means, such as bolts or welding.

It should be noted that traction motors (not shown) in various embodiments are not provided in connection with the central axis 118b, but are provided in connection with the extreme axes 118a and 118c, as described herein. It should also be noted that the chassis frame 160 can be provided in any convenient way to support and move the locomotive in such a way that a variable spring preload can be realized in conjunction with it, in accordance with various embodiments.

With respect to the electromechanical actuation system 1150 shown in FIG. 1317, the actuator 1170 comprises a gearbox 1172, which is a gear pair with an asterisk 1174 and gear 1176, as shown more clearly in FIG. 15. The sprocket 1174 and the gear 1176 are shown as gears in the drawings, however, other types of redistribution mechanisms and components may be provided. For example, as an alternative, sprockets or pulleys may be provided. In the illustrated embodiment, the gearbox 1172 is a lowering structure such that an increased mechanical advantage can be obtained. Accordingly, sprocket 1174, which is connected to engine 1178 via motor shaft 1180 (or other connecting device), has a smaller diameter than gear 1176, which is connected to screw 1182 for transmitting force. The engine 1178 is mounted on an axle box 134 using fasteners 1183, for example, a clip or clip. It should be noted that the various components depicted in FIG. 14 are shown transparent only to illustrate other components of the actuator 1170.

As shown in FIG. 16 and 17, a screw 1182 for transmitting force passes through an axial box 134, for example, through a threaded hole, and has a spring cover 1184 fixed to it. The spring cover 1184 is configured to accommodate the lower end of the spring 132 so that the rotation of the force transmission screw 1182 causes a linear movement of the spring cover 1184, thereby moving the spring 132 in a straight line, namely, transferring the spring 132. It should be noted that the spring cover 1184 may be any device configured to interact with the spring or support the spring 132 to allow the spring 132 to move to reduce or extend the spring 132. Illustrated spring constant prices cover 1184 includes an insert 1186 having a flange 1188 extending radially outwardly from the insert 1186. The insert 1186 is configured to receive a spring 132, as shown in FIG. 14 and 16. To prevent movement of the upper end of the spring 132, a fixed spring plate 1190 is provided at this upper end, so that the length of the spring 132 is changed by moving the spring plate 1190 of the spring 132 at the lower end of the spring 132. Alternatively, if the location of the fixed spring plate 1190 and the spring plates 138 are interchanged, the upper end of the spring 132 is moved, while the lower end is stationary.

In operation, the motor shaft 1180 is driven by the motor 1178, which may be an electric motor and cause the sprocket 1174 to rotate. The rotation of the sprocket 1174 causes the gear wheel 1176 to rotate, thereby causing the screw 1182 to transmit force. It should be noted that the screw 1182 for the transmission of force can be a screw of any type, configured to be driven from the engine and / or the gear system so that the rotary movement is converted into linear or linear motion. Thus, the force transmission screw 1182 rotates, the spring cover 1184 moves up or down, thereby causing the movement of the spring 132, which is located between the spring cover 1184 and the fixed spring plate 1190. Thus, the pivotal movement of the force transmission screw 1182 causes the translational movement of the spring cover 1184 to change the length of the spring 132, as described in more detail herein.

As another example, which is shown in FIG. 18-21, the movable end of the spring 132 is the upper end, while the lower end of the spring 132 is stationary. In particular, as shown in FIG. 18-20, the drive 2200 is installed inside the chassis frame 160 (shown in FIG. 11). In some embodiments, the drive 2200 is connected to the axis 118 of the vehicle having a pair of wheels 112. The drive 2200 is mounted in an opening in the middle of the frame 160 of the chassis 160, namely, in connection with a central or intermediate axis 118b between the extreme axes 118a and 118c ( all depicted in Fig. 1 and 2). In this embodiment, the traction motor 110 (shown in FIGS. 1 and 2) is connected to each extreme axis 118a and 118c, but not to the intermediate axis 118b having the drive 2200. The traction motors 110 drive the vehicle, as described in more detail in this document, and can be connected to axles 118a and 118c using a gear system. It should be borne in mind that the chassis frame 160 can be made in any convenient way to support and move the locomotive so that in this regard

- 8,026,194 a preload of a variable spring of various embodiments may be implemented.

In general, and as shown in FIG. 18, the drive 2200 includes an engine 2206 that drives a propeller 2208 to transmit force, causing the drive beam 2210 (eg, a drive arm) to move by means of a gear wheel 2212 that engages with an asterisk 2228 mounted on the shaft of the engine 2226. The drive beam 2210 causes a rectilinear moving the spring 132 to change the length of the spring 132. It should be noted that for simplicity and convenience of illustration, the actuator 2200 is shown connected to only one spring 132 of the four springs connected to the axis 118. The actuator 2200, however, is made with the possibility of changing the length and preloading all four springs 132. Thus, the described components for changing the length of one spring 132 can be used to change the length of any of the springs 132, for example, through four drive beams 2210.

As shown more clearly in FIG. 18-21, the drive beam 2210 is connected to a guide and a stopper 2216 that is connected to a plunger 2218 having a spring plate 2220 cooperating with the upper end of the spring 132, as described in more detail herein. The lower end of the spring 132 is supported by an axle box 134. It should be noted that additional support elements 2224 may be provided to support one or more components of the actuator 2200 in the hole 2204. In this embodiment, the support elements 2224 are designed as additional supports of the crosshead.

In operation and with reference to FIG. 18-21, the motor 2206 drives the gear wheel 2212 using an asterisk 2228, which is smaller in diameter than the gear wheel 2212. The rotation of the motor shaft 2226, and in particular the rotation of the shaft with a key 2230 (for example, keys for balls) connected to sprocket 2228 via gear 2212 results in axial vertical movement of shaft 2214 as a result of movement of thread 2232 at the end of screw 2208 for transmitting force, which is located at end of shaft 2214. Shaft 2214, which may be a spline shaft, contains a sleeve 2234 (which is connected to the drive beam 2210, two of which are shown in FIG. 20) at one end and the lower end of the screw 2208 for transmitting force to the other end of the shaft 2214, is engaged with the platform 2236 of the spring installation.

The rotation of the force transmission screw 2208 shown by arrow K1 causes the rotation of gear 2212 (caused by engine 2206 and sprocket 2228) and the vertical movement of shaft 2214, shown by arrow V. Vertical movement of shaft 2214 drives the drive beam 2210, and in particular, rotational movement of the drive beam 2210. Rotation of the drive beam 2210 causes the piston 2218 to move, for example, push or pull, so that the spring 132 is compressed or stretched. After the desired or necessary actuation is completed, such as, for example, compressing or stretching the spring to accordingly reduce or increase the length of the spring 132, the piston 2218 can be locked in position using any suitable locking mechanism. It should be noted that, in connection with the gear wheel 2212, one or more thrust bearings 2240 may be provided.

Thus, the thread 2232 at the end of the shaft 2214 (forming the power screw 2208) is mated to a thread on the frame structure shown as the support member 2224. The rotation of the force transmitting screw 2208 causes the shaft 2214 to move linearly relative to the chassis frame 160, thereby changing , the relative position of the spring 132 and mounting platform 2236. Thus, a screw 2208 for transmitting force translates or converts the rotary movement into a linear or translational movement. Thus, the linear movement of the cuff 2234 causes the spring 132 to move up or down through pivot points 2242. For example, as shown in FIG. 21, a vertical guide and lock may be provided so that the drive beam 2210 cooperates with a groove 2250 having stoppers 2252 (eg, rubber blocks) mounted at opposite ends of the groove 2250 to limit movement of the drive beam 2210. As the drive beam 2210 rotates, the groove 2250 maintains the vertical movement of the end of the drive beam 2210 along one axis, and this movement is limited when the bolt 2254 in the groove 2256 of the drive beam 2210 comes into contact with one of the stoppers 2252.

It should be noted that in various embodiments, the gears are mounted using bearings (e.g., thrust bearings or ball bearings), which are not necessarily shown in the drawings.

Thus, various embodiments provide a variable preload for the spring of the locomotive suspension system. A variable preload of the spring causes a redistribution of the load between the axles of the locomotive. For example, dynamic weight transfer can be carried out from the central axis to the extreme axis of the locomotive chassis.

Method 200, as shown in FIG. 12 may also be provided for dynamically redistributing weight in a vehicle. The method 200 includes, at step 202, the execution of the suspension springs of the vehicle with the ability to have a variable preload. For example, a mechanism for lengthening and shortening springs, such as using offset plates

- 9,026,194 springs with pneumatic or electromechanical actuation described herein provides the ability to have a variable preload of the springs based on the variable compression applied by the spring plate.

The method 200 then includes, at step 204, installing a preload mechanism on the vehicle 204. For example, springs having a preload mechanism may be mounted on the vehicle or part thereof, for example, an axle box. In some embodiments, a preload mechanism is provided on the springs of the intermediate axis, and not on the extreme axis of the three-axle chassis, when the vehicle has two chassis.

When the preload mechanism is installed with the springs, the length of the springs is controlled in step 206 to provide variable preload and redistribution of the load / weight between the axles of the vehicle. For example, by changing the length of one or more springs, the preload of the springs has changed, which redistributes the load between the axles of the vehicle. Control can be performed using a controller that dynamically adjusts the length of the springs using a drive, such as a pneumatic drive or an electromechanical drive. Changes in preload can be based on various factors, such as limited traction mode.

Various embodiments can dynamically control the preload of the springs in the vehicle. For example, a variable preload of the springs may be provided in the pocket of the central axis of the suspension (spring) on two running gears in the vehicle. In one embodiment, the spring pocket moves vertically in the axle box. A countersunk cavity can replace a spring in an axial box. Alternatively, the spring pocket may also move on the undercarriage side. The movement depends on the power screw driven by the motorized drive through the corresponding gearbox. With the movement of the spring pocket, the effective preload on the spring can be varied. This variable preload leads to a change in the total load distribution on the three axles of the chassis, which leads to a load distribution of the vehicle in such a way that a large load acts on the drive axles. Higher load on the drive axles helps improve traction. In some embodiments, redistributing the load reduces wheel slip and also improves braking. For example, weight transfer prevents wheel slippage, thereby providing an anti-lock braking system for the vehicle. Such an anti-lock braking system can be used, for example, when operating at high speed and can reduce the braking time.

In one embodiment, the countersunk cavity may be mechanically formed in an axial box. The spring plate is installed on the power screw, which is installed in this cavity in the axle box. The propeller is rotated by means of a gear motorized drive. The rotary movement is thus converted into translational movement of the power screw, which, in turn, drives the spring plate and, accordingly, the spring itself. Rotary movement can be controlled to ensure adequate movement of the spring plate.

Alternatively, the spring may be configured to move on the side of the chassis with a similar mechanism. One single screw for transmitting force with a motorized drive can be used to move all four spring plates at the same time using a linkage.

During operation, and, for example, a variable preload redistributes the load on the three axles of the undercarriage in the vehicle. Redistribution provides a large load on the drive axles and can be used, for example, in locomotives that have six bearing axles, but have traction motors on only four axles (extreme axes for each running gear). The redistribution of the load provides the possibility of creating a larger amount of traction that will be created on the drive axles, for example, during the limited traction mode of these locomotives. Thus, the locomotive can be powered by four traction motors.

Various embodiments can be implemented without changing the chassis frame. For example, the engine and the variable spring preload mechanism can be mounted on the chassis frame either on the inside or on the outside of the frame.

In one embodiment, a vehicle suspension system is provided. The vehicle suspension system comprises several springs, several spring-loaded plates, a drive and a controller. The spring plates arranged to move are configured to adjust the lengths of the several springs, for example, the spring plates can be moved, and made when they are moved in this way, to adjust the length of the springs. The drive is coupled to several spring-loaded plates, and is configured to move spring-loaded plates to adjust the length of said several springs. The controller is connected to the drive to control the drive to adjust the length of the specified several

- 10,026,194 springs.

In another aspect of the invention, the controller dynamically adjusts the length of said several springs based on operating conditions.

In another aspect of the invention, the spring plates arranged to move are located at one end of said several springs, the opposite end of said several springs being stationary.

In another aspect of the invention, the vehicle suspension system also comprises an axle box. One end of said several springs interacts with said several spring plates arranged to move, and the opposite end interacts with the vehicle frame in a fixed configuration.

In another aspect of the invention, said several springs comprise the extreme axis springs and the intermediate axis springs, wherein said several spring-mounted disc plates are only coupled to the intermediate axis springs.

In another aspect of the invention, said plurality of spring-loaded plates of springs are configured to vertically linearly move.

In another aspect of the invention, said plurality of spring-loaded plates of springs comprise movable plates.

In another aspect of the invention, the actuator is a pneumatic actuator.

In another aspect of the invention, the pneumatic actuator comprises a cam adapted to convert the pivoting movement of a lever actuated by the cylinders into the translational movement of said several spring plates for linear adjustment of the length of said several springs.

In another aspect of the invention, the pneumatic actuator comprises a lever configured to rotate the camshaft using a pair of cylinders, rotatably connected to the lever. The rotation of the shaft rotates the cam, which moves the specified few made with the possibility of moving plates of the spring.

In another aspect of the invention, said multiple spring-loaded plates of plates comprise plates, and the vehicle suspension system also comprises a guide configured to support said several spring-loaded plates of plates along a straight path.

In another aspect of the invention, the vehicle suspension system also comprises a pair of stops connected to a lever and a cam to limit the total amount of cam rotation.

In another aspect of the invention, the cam is rotatable 90 degrees.

In another aspect of the invention, the drive is an electromechanical drive.

In another aspect of the invention, the electromechanical drive comprises a gear motor. An electromechanical drive converts the rotary movement of the gear motor into the translational movement of the indicated several plates of springs for the straight-line adjustment of the length of these several springs.

In another aspect of the invention, the electromechanical actuator comprises power screws configured to translate these several spring plates.

In another aspect of the invention, the vehicle suspension system also comprises a spring plate connected to power screws and forming spring plates arranged to move.

In another aspect of the invention, the electromechanical actuator comprises a gear motor coupled to said several spring plates with drive beams that are movable. The pivoting movement of the drive beams translationally moves the spring plates arranged to move.

In another aspect of the invention, the electromechanical actuator further comprises a power screw, which converts the rotary movement of the gear motor into the translational movement of these several spring plates configured to move the plates to linearly adjust the length of these several springs.

In another aspect of the invention, the vehicle suspension system also comprises a piston connecting said several spring plates to said several drive beams.

In another aspect of the invention, pivotal movement either pushes or extends the piston.

In another aspect of the invention, the electromechanical actuator further comprises a guide groove with end stops to support said multiple spring plates arranged to move the plates along a straight path between the end stops.

In another embodiment, a vehicle is provided. The vehicle comprises a frame, a traction motor, several spring plates, movable, a drive, and a controller. The frame is designed to accommodate several axes. Each axis

- 11 026194 has a corresponding spring suspension system with several springs. The traction motor is connected to at least some of these several axles. The springs arranged to move the plates are adapted to adjust the length of the several springs to change the spring preload. The actuator is connected to the indicated several movable springs and is arranged to move the spring plates arranged to move to adjust the length of the several springs. The controller is connected to the actuator to control the actuator to adjust the length of these several springs.

In another aspect of the invention, the controller dynamically adjusts the length of said several springs based on operating conditions.

In another aspect of the invention, the actuator is a pneumatic actuator.

In another aspect of the invention, the traction motors are only connected to the extreme axes, and the pneumatic drive is connected to the outside of the frame in connection with the central axis.

In another aspect of the invention, the pneumatic actuator comprises a cam configured to convert a pivoting movement of a lever, actuated by a pair of cylinders, into a linear movement of said multiple spring plates.

In another aspect of the invention, the vehicle also comprises a pair of stops connected to a lever and a cam of a cam mechanism to limit the total amount of cam rotation.

In another aspect of the invention, the pneumatic actuator comprises a cylinder further configured to perform braking.

In another aspect of the invention, the drive is an electromechanical drive.

In another aspect of the invention, the traction motors are connected only with the extreme axes, and the electromechanical drive is connected in the hole inside the frame, in connection with the central axis.

In another aspect of the invention, an electromechanical drive is connected from the outside of the frame to an axle box.

In another aspect of the invention, the electromechanical actuator comprises a geared motor, wherein the rotational movement of the geared motor is converted into rectilinear movement of the spring plates that can move.

In another embodiment, a method for dynamically redistributing weight in a vehicle is provided. The method includes the implementation of several vehicle suspension springs with the possibility of variable preload; installing a preload mechanism with the indicated several springs on the vehicle, the preload mechanism having a drive; and controlling the length of said several springs to provide variable spring preloads and redistributing the spring loads between the axles of the vehicle.

In another aspect of the invention, the method also includes controlling the length of the spring based on operating conditions using a controller.

In another aspect of the invention, the method also includes controlling the length of the spring in the central suspension connected to a central axis without a traction motor. The extreme suspensions, which are connected to the extreme axles, contain a traction motor.

In another aspect of the invention, the actuator is a pneumatic actuator.

In another aspect of the invention, the drive is an electromechanical drive.

It should be understood that the above description is intended to illustrate and not limit the invention. For example, the embodiments described above (and / or its aspects) can be used in combination with each other. In addition, numerous modifications can be made to adapt a particular situation or material to the ideas of the invention, without departing from the scope of the invention. Although the sizes and types of materials described herein are intended to determine the parameters of the disclosed subject matter, they in no way limit the invention and are merely illustrative embodiments. Many other embodiments will be apparent to those skilled in the art upon consideration of the above description. The scope of the subject matter described herein should therefore be determined in accordance with the claims, along with the full scope of equivalents to which such requirements apply. In the appended claims, the terms including and in which are used as equivalents of the corresponding terms containing and where. In addition, in the following claims, the terms first, second and third, etc. They are used only as labels, and are not intended to establish numerical requirements for objects.

In this description, examples are used to disclose several embodiments of the subject of the invention described above, including the best mode, as well as to provide any person skilled in the art with the opportunity to put into practice embodiments of the invention, including creating and using any devices or systems and performing any the methods included in this document. The patentable scope of the invention described herein is defined by the claims, and may include other examples that will be obvious to a person skilled in the art. Such other examples are intended to be within the scope of the claims if they have structural elements that are no different from the literal formulation of the claims, or if they include equivalent structural elements with insignificant differences from the literal formulations of the claims.

Claims (15)

CLAIM 1. A vehicle (100) containing a frame (160), extreme axles (118a, 118c) and an intermediate axis (118b) located between them, each of which is installed inside the frame (160) on a corresponding spring suspension (142) with springs (132), a traction motor (110), connected only to the extreme axes (118a, 118c), while only in the suspension (142) of the intermediate axis (118b) the springs (132) have movable plates (138) of springs connected to these springs and made with the possibility of adjusting the length of these springs to change the preload of the springs ( 132), a drive (170, 1170) connected to said movable plates (138) and configured to move said plates (138) to adjust the length of the springs, and a controller (114) connected to said drive (170, 1170) and designed to control this drive to adjust the length of said springs, the drive being attached to the outside of the frame. 2. The vehicle (100) according to claim 1, in which the movable plates (138) of the springs are located at one end of these springs (132), while the opposite end of these springs (132) is stationary. 3. The vehicle (100) according to claim 1, wherein the suspension (142) further comprises an axial axle box (134), wherein one end of said springs (132) interacts with said movable plates (138) of springs, and the opposite end interacts with the frame (160) vehicle with movement prevention. 4. The vehicle (100) according to claim 1, in which these movable plates (138) of the springs are made with the possibility of vertical rectilinear movement. 5. The vehicle (100) according to claim 1, wherein said movable spring plates (138) comprise movable plates. 6. The vehicle (100) according to claim 1, wherein the controller (114) is configured to dynamically adjust the length of said springs (132) based on operating conditions. 7. The vehicle (100) according to claim 1, wherein the actuator (170, 1170) is a pneumatic actuator (170). 8. The vehicle (100) according to claim 7, in which the pneumatic actuator (170) comprises a pair of pneumatic cylinders (180), a lever (174), actuated by the specified pair of cylinders, and a cam (172) configured to rotate the movement of the lever (174) in the translational movement of the specified plates (138) of the springs for the linear adjustment of the length of the springs (132). 9. The vehicle (100) according to claim 7, in which the pneumatic drive (170) comprises a pair of pneumatic cylinders (180), a camshaft (176), a lever (174) configured to rotate the camshaft (176) using the specified a pair of cylinders (180), rotatably connected with a lever (174), and the rotation of the camshaft (176) provides a rotation of the cam (172), which translates these movable plates (138) of the springs. 10. The vehicle (100) according to claim 1, wherein the drive (170, 1170) is an electromechanical drive (1170). 11. The vehicle (100) according to claim 10, in which the electromechanical drive (1170) comprises a gear motor (1154), said electromechanical drive converting the rotational movement of the gear motor into the translational movement of said plates (138) of springs for linear adjustment of the length of the springs ( 132). 12. The vehicle (100) according to claim 10, in which the electromechanical drive (1170) contains screws (1182, 2208) for transmitting forces, made with the possibility of translational movement of these movable plates (138) of the springs. 13. The vehicle (100) according to claim 10, in which the electromechanical drive (1170) comprises a geared motor (1154) connected to said movable plates (138) of springs using the drive beams (2210), wherein the rotary movement of the drive beams provides translational moving the movable plates of the springs. 14. A method for dynamically redistributing weight in a vehicle (100) according to any one of - 13,026,194 pp. 1-13, comprising the steps of adjusting the length of the springs (132) in the suspension (142) of the intermediate axis (118b) using a drive (170, 1170) to provide variable spring preload and redistribute the spring load between the axles (118a, 118b, 118c) of the vehicle (100). 15. The method of claim 14, further comprising adjusting the length of the springs based on operating conditions using the controller (114).