MX2013002269A - Systems and methods for weight transfer in a vehicle. - Google Patents

Abstract

Systems (142) and methods for weight transfer in a vehicle (100) are provided. One system (142) includes a plurality of springs (132) and a plurality of moveable spring seats (138) configured to adjust a length of the plurality of springs (132). Additionally, an actuator (170, 1170) is provided that is connected to the plurality of moveable springs (132) and configured to move the moveable spring seats (138) to adjust the length of the plurality of springs (132). Further, a controller (114) is provided that is coupled to the actuator (170, 1170) to control the actuator (170, 1170) to adjust the length of the plurality of springs (132).

Description

SYSTEMS AND METHODS FOR THE TRANSFER OF WEIGHT IN A VEHICLE Field of the Invention Vehicles, such as electric-diesel locomotives, can be configured with wagon assemblies that include two wagons per assembly, and three axles per wagon, for example. The three axes may include at least one energized axis and at least one non-energized axis. The axles can be mounted on the wagon with lifting mechanisms, such as suspension assemblies that include one or more springs, to adjust the weight distribution of the locomotive (including the weight of the engine compartment and the weight of the locomotive wagon). ) between the axes.

Background of the Invention As the vehicle travels along the rails, the amount of load on each of the axles of the car may vary, where each axle also has a maximum load weight. Under certain conditions, such as during extreme climates, proper traction with the track may be lost, resulting in one or more wheel slippage. In accordance with this, a pulling effort for these vehicles may be less than optimal. For example, traction stress can affect trains, particularly trains or heavy locomotives, during start-up, inclinations, and during adverse conditions of the rails, such as those caused by extreme weather or other conditions. environmental .

In known rail vehicle systems, the springs of the suspension systems for the wagons are pre-loaded $. For example, each of the springs is pre-loaded with a normal amount of weight to be supported by the suspension system for the axles. As a result, under certain conditions, the pre-wedge springs may not provide sufficient normal force to maintain proper contact between the wagon wheels and the track, especially during adverse rail conditions or extreme weather conditions.

Brief Description of the Invention In accordance with various modalities, systems and method for the transfer of weight in a vehicle are provided. One embodiment includes a plurality of springs and a plurality of movable spring seats configured to adjust the length of the plurality of springs. In addition, a pneumatic or electromechanical actuator is provided, which is connected to the plurality of movable springs and is configured to move the movable spring seats to adjust the length of the plurality of springs. In addition, a controller is provided that is coupled with the actuator to control the actuator to adjust the length of the plurality of springs.

Brief Description of the Drawings The present invention will be better understood from the reading of the following description of the non-limiting modalities, with reference to the attached drawings, in which: Figure 1 is a diagram of a vehicle formed in accordance with one embodiment.

Figure 2 is a side view of a vehicle having wagons with suspensions of variable spring stiffness, in accordance with various modalities Figure 3 is a diagram of a mechanism for pre-loading the spring with activation, in accordance with various modalities.

Figure 4 is a schematic block diagram of a variable pre-loaded spring arrangement, in accordance with one embodiment.

Figure 5 is a perspective view of an actuator formed in accordance with one embodiment.

Figure 6 is a cross-sectional view of an actuator formed in accordance with one embodiment.

Figure 7 is a perspective view of the actuator of Figures 5 and 6 in a normal operating state.

Figure 8 is a perspective view of the actuator 'of the : i Figures 5 and 6 in a state of redistribution of weight.

Figure 9 is a top plan view of a vehicle having an actuator formed in accordance with various embodiments.

Figure 10 is a side elevational view of the vehicle of Figure 9.

I Figure 11 is a perspective view of an assembly of assembly for an actuator in accordance with the different modalities.

Figure 12 is a flow chart of a method for redistributing dynamically the weight in a vehicle, in accordance with several i modalities.

Figure 13 is a diagram of a pre-loaded spring mechanism with activation, in accordance with another embodiment.

Figure 14 is a perspective view of a fbrmed actuator, in accordance with another embodiment. : Figure 15 is a perspective view of a gear arrangement of the actuator of Figure 14.

Figure 16 is a perspective view of a spring seat arrangement of the actuator of Figure 14. i Figure 17 is a perspective view of a spring cap and a power screw of the actuator of Figure 14.

Figure 18 is a perspective view of the actuator formed in accordance with another embodiment. \ Figure 19 is a schematic block diagram of an energy screw arrangement of the actuator of Figure 18.

Figure 20 is a schematic block diagram of the actuator shown in Figure 18; Y Figure 21 is a schematic block diagram1 of an actuator guide and lock mechanism shown in Figure 18.

Detailed Description of the Invention i To the extent that the Figures illustrate diagrams of the functional blocks of the different modalities, the functional blocks are not necessarily indicative of the division components. Thus, for example, one or more functional blocks can be implemented in a single hardware device or multiple hardware devices. It should be understood that the different modalities are not limited to the arrangements and instrumentation shown in the drawings.

As used herein, an element or step described in the singular and preceded by the words "a", "an", "the", "the" should be understood as not excluding the plurals of the elements or steps, unless | such exclusion is explicitly mentioned. Furthermore, references to "one embodiment" of the present invention are not intended to be construed as excluding the existence of additional embodiments that also incorporate the features described. In addition, unless stated otherwise, embodiments that "comprise" or "have" an element or a plurality of elements having a particular property may include such elements that do not have such property.

It should be noted that although one or more modes may be described in connection with the rail-powered vehicle systems having locomotives with passenger or cargo wagons, the embodiments described herein are not limited to trains. In particular, one or more modes can be implemented in connection with different types of vehicles, including wheeled vehicles, other rail vehicles and track vehicles.

Exemplary embodiments of one or more apparatuses and methods are provided for changing the load of the axles to redistribute the load on the axles of a wagon in a vehicle. As described later, one or more of these modes provide the dynamic transfer of weight between the axes, for example, to redistribute the load to provide more load on the energized axes. By practicing the different modalities, and at least one technical effect, the technique on the energized axes is increased, which can facilitate tensile stress during certain limited traction operating modes. In addition, when practicing different modalities, fewer traction motors can be used to generate the same amount of force or tensile stress. For example, in a six-axle wagon, traction motors can only be provided with four axes instead of all six axes. In addition, by practicing the different modalities, braking improvement can be provided.

Figure 1 is a diagram of an energized rail vehicle 100 formed in accordance with one embodiment, illustrated as a locomotive system. Although one modality of the present matter is established in terms of an energized railway vehicle, in an alternative form, the material can be used with other types of vehicles to those described herein. The rail vehicle 100 includes an energized guide unit 102 coupled with several tracking units 104 traveling along one or more rails 106. In one embodiment, the energized power unit 102 is a locomotive disposed at the front end of the vehicle 100. of the rail and the tracking units 104 are cairga cars to carry passengers and / or other cargo. The energized guide unit 102 does not include a motor system, for example, a diesel engine system 116. The diesel engine system 116 is coupled with a plurality of engines 110 of traction to provide the tractive effort to drive the railway vehicle 100. For example, the diesel engine system 116 includes a diesel engine 108 that energizes the traction motors 110 coupled with the wheels 112 of the rail vehicle 100. The diesel engine 108 can rotate an arrow that is coupled with an alternator or generator (not shown). The alternator or generator creates an electric current based on the rotation of the arrow. The electric current is supplied to the traction motors 110, which rotate the wheels 112 and drive the railway vehicle 100. It should be noted that to simplify the illustration, traction motors 110 are only shown in connection with a set of wheels 112. However, traction motors 110 may be provided in connection with other wheels 112 or sets of wheels 112. , as described here.

The rail vehicle 100 includes a controller, such as a control module 114 that is coupled in communication with the traction motors 110 and / or with the actuator 117 to control the load on the springs 132 of the suspension system 142 (shown both in Figures 3 and 13). For example, the control module 114 may be coupled with the traction motors 110 and / or with the actuator 117 by one or more wired and / or wireless connections. The control module 114 operates in some embodiments to control and redistribute the load supported by each of the wheels 112, and more particularly, each axis 118. In several embodiments, the dynamic weight distribution can be provided independently to each one of the axes 118. For example, each of the units 102 and 104 may include two sets of wheels 112 corresponding to two wagons 120 (shown more clearly in Figure 2). As illustrated, each wagon 120 includes three axes 118, each with two wheels 112. In some embodiments, the external axes 118a and 118c are energized by a traction motor 110, with the internal shaft 118b not energized by the motor 110 of traction. Accordingly, for a particular unit 102 or 104, the traction motors 110 are provided in connection with a total of four axes 118 instead of all the six axes 118. It should be noted that the number of traction motors 110 and the axes 118 which are connected with the traction motor 110 can be modified in such a way that different configurations of the traction energy can be provided. ] The control module 114 may include a processor, such as a computer processor, controller, microcontroller, or other type of logic device that operates based on a set of instructions stored in a computer-readable, non-transient storage medium. The computer-readable storage medium can be a programmable read-only memory (EEPRO); a simple read-only memory (ROM); a programmable read-only memory (PROM); a read-only, programmable, erasable memory (EPROM), a flash memory, a hard disk or other type of computer memory.

Thus, as illustrated by the locomotive 122 shown in Figure 2, the transfer or distribution of weight can be provided as when the wheels 112 slide relative to the rails (for example, the rail) 106. conformity with various modalities, the Weight redistribution is provided, so that the weight of the internal or middle shaft 118b is redistributed on the external axes 118a and 118c, illustrated by the longer arrows corresponding to the external axes 118a and 118c and the smaller arrow corresponding to the axis 118 internal, which represents a change in weight or load in each of the axes 118a-c. The increased weight on the external axes 118a and 118c results in increased traction of the wheels 112 of the axes 118a and 118c with the rails (eg, track) 106, which reduces the amount of wheel slip, such as during the modes of limited traction operation. In this way, the control module 114 can provide dynamic redistribution of weight between the > axes 118 | a-c. It should be noted that the redistribution of weight can be: provided in connection with any unit of the railway vehicle system.

The redistribution of the weight in some embodiments includes the transfer of the weight from the internal axis 118b equal to the external axes 118a and 118c. The redistribution of the weight is provided by changing or varying the preload of the springs in connection with one or more axes 118a-c. For example, in some embodiments, four springs 132 are provided by shaft 118a-c. However, the weight management that includes the redistribution of weight is achieved by changing the preload of some, but not all springs.

Several embodiments redistribute the weight between the axes 118a-c, for example, by changing the length of the spring, for example, the working length of the spring. In this way, the pre-loading of the springs is changed in such a way that a variable displacement of the spring is provided.

For example, in the embodiments illustrated in Figures 3 and 13, a variable preload spring arrangement 130 is shown, which forms part of the suspension system 142. It should be noted that the numbers! equal represent equal parts in the Figures. The spring loaded variable load arrangement 130 includes a mechanism for changing the preload of one or more of the springs 132 of the car suspension system 142. (shown in Figure 2), a portion of which is illustrated in each; one of the modes illustrated in Figures 3 and 13. A box is provided 134 of axles (which can also be called as a control box) having an opening 136 therethrough to receive the axle, such as the shaft 118a-c of the locomotive 122 (shown both in Figure 2) extended also through the wheel 112. In the illustrated embodiment, two springs 132 are provided in connection with each side of the shaft. 1 In one or more embodiments, as shown in Figures: 3 and 13, the mechanism for changing the pre-load springs 132 and thus, adjusting the working length of the springs 132 is a spring seat 138. It should be noted that although the spring seat 138 is shown at an upper end of the springs 132, the spring seat 138 can be located at a lower end of the springs 132. In the illustrated embodiment, the lower end of the spring 132 it may be supported on the axle box 134 with the use of for example a spring cap or other suitable means. Thus, the variable preload arrangement 130 of the spring in some embodiments includes a mechanism where the upper end of the springs 132 can be moved to provide adjustable preload and the lower end of the springs 132 is fixed against the i 134 axes box.

In the embodiments shown in Figures 3 and 13, one of the springs 132 (the right side spring 132) is shown without the spring seat 138 engaged. The spring seat 138 may include a coupling end 140 to allow controllable activation of the variable spring preload arrangement 130, such as by the control module 114 (shown in Figure 1). Controllable activation in one embodiment is provided with the use of a pneumatic activation system 150, shown in Figure 3 and described in more detail below and which may be part of the actuator 117 (shown in Figure 1). In another embodiment, controllable activation is provided with the use of an electromechanical activation system 1150 shown in Figure 13 and as described above. in more detail later and that can be part of the actuator 117 (shown in Figure 1). The activation systems 150, 1150 can be implemented in different configurations and arrangements, as well as placed in different locations of the car.

With respect to the actuator system 150 shown in Figure 3 and as an example, one or more pneumatic cylinders 180 may be I provided with a rotating cam arrangement, as described in more detail herein, so that the rotational movement was translated into a linear movement of the seat 138 of the spring. In addition, a mechanical advantage can be provided with the use of different configurations of the activation mechanism, for example, with the use of a lever as described in more detail here. For example, in some embodiments, a mechanical advantage of 1: 1.5 can be provided. However,: it must be understand that different relationships of mechanical advantage can be provided, depending on the configuration.

With respect to the actuator system 1150 shown in Figure 13, and as another example, a slotted arrow 1152 may be shown in connection with a gear motor 1154, which translates the rotational movement of the motor 1154 into a linear movement of the seat 138. of spring. Thus, a mechanical advantage is provided wherein the change of rotation movement causes a change in the preload of the springs 132. In addition, the mechanical advantage can be provided with the use of different configurations of the activation mechanism, for example, with the use of a lever mechanism, as described in more detail here. For example, in some embodiments, a mechanical advantage of 1: 4 is provided which is in addition to any mechanical advantage provided by the gear ratio of the motor 1152 with gears. However, it should be noted that the different mechanical advantage relationships can be provided depending on the configuration or arrangement. In this way, a gear provides an initial mechanical advantage and the lever provides an advantage once the rotation movement becomes a translation movement.

The effective pre-compression and pre-compression of the springs 132 can be adjusted dynamically, which affects the working length of the springs 132 and the load on the shaft 118. In some embodiments, the change in the preload of the springs 132 is can start based on the user's lane, for example, based on the user's identification of a limited traction mode of operation (for example, wheel slip or an incoming rail inclination or an adverse condition of the rail). In other embodiments, the change of spring preload 132 can be initiated automatically, for example, based on a limited traction operation mode detected with the use of one or more sensors. In these modes, after detecting the limited traction mode of operation or a mode of operation of limited traction coming through the sensor! which is communicated to the control module 114, the control module 114 automatically changes the preload of the springs 132. A notification of the automatic preload change to the operator can be provided, such as with a visual and / or audible indicator.

In the embodiment shown in Figure 3, the control module 114 instructs the pneumatic activation system 150 to change the preload of the springs 132, for example, by operating the one or more pneumatic cylinders 180, which causes the linear transfer of the 138 seat of the spring. With respect to the embodiment shown in Figure 13, the control module 114 instructs the mechanical activation system 1150 to change the preload of the springs 132, for example, by operating the motor 1154 to linearly translate the seat 138 of the spring. . The movement of the seat 138 of the spring that changes the preload and the working length of the springs 132 redistributes the load between the axes 118 (shown in Figures 1 and 2). For example, the pneumatic activation system 150 or the electromechanical activation system 1150 can cause the spring seat 138 to move vertically downwardly to compress the springs 132 to shorten the working length of the springs 132 or to move in vertical shape up to lengthen the i. Working length of springs 132, as illustrated in Figure 4. i When the seats 138 of the spring move vertically upwards, the working length of the springs 132 increases or lengthens, which i which reduces the preload of the springs 132. The reduction in the preload of the springs 132 causes a displacement in the weight between the axes 118 (shown in Figures 1 and 2), mainly to the other axis | s 118.

More particularly, with reference to the example of Figure 4, which shows a portion of the frame 160 of the car, when the preload of the springs 132 of the central shaft 118b is reduced by lengthening the springs 132, the weight or load is transferred or redistributed. from the central axis 118b to the external axes 118a and 118c (the axes 118a, 118b and 118c, are shown in Figures 1 and 2). The external springs 132a and 132c correspond to the external axes 118a and 119c and the internal springs 132b correspond to the internal axes 118b. The redistribution of the weight is; the same when the change in the preload of the spring is the same. Accordingly, the redistribution of the weight is provided by moving the spring seats 138 to change the preload of the springs 132. It should be noted that in this embodiment, the spring seat 138 is illustrated at the lower end of the springs. springs 132. Also, in the illustrated embodiment, the spring seats 138 are shown in the springs 132b and not in the other springs 132a and 132b. However, the seats 138 of the spring and consequently, the preload control can also be provided to the other springs 132a and / or 132b and in different locations or ends of the springs.

The seats 138 of the spring can be any device suitable for engaging and abutting one end of the springs 132 to translate the springs 132. For example, the seats 138 of the spring i may 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 a spring suitable for a locomotive suspension.

In an initial state of the preload, such as during normal operating mode, when the limited traction operation mode is not detected, all the springs 132a, 132b and 132c are preloaded equal. In this way, 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 an effective length of the springs, increases, the net preload on the internal shaft 118b (central axis) changes and the load or weight is redistributed to the axes 118a and 118c.

As an example, when the indicated load of each of the three axes 118a, 118b and 118c is 31500 kg (also referred to as, 70,000 pounds-force (Ibf)), the axes 118a, 118b and 118c can be pre-compressed to have the same preload. In this normal operating state, the working length of the springs 132a, 132b and 132c can be about 52 cm. In such an embodiment, the limits of the springs 132a, 132b and 132c defined by the solid length and the free length of the springs 132a, 132b and 132c may be from about 43 cm to | 63 cm. By changing the compression of one or more of the springs, such as the internal springs 132b (also referred to as the center springs), the load on all axes 118a, 118b and 118c is redistributed. For example, when the length of the internal springs 132b is increased by approximately 3.80 cm, about 18000 kg is transferred approximately equal from the internal axis 118b (also referred to as the central axis) to the external axes 118a and 118c. In this way, the internal shaft 118b supports a load of 13500 kg, while each of the external axes 118a and 118c with which the additional load of 18000 kg has been redistributed approximately equal, now support 40500 kg each, which increases the traction of the wheels 112 (shown in Figures 1 and 2) of the external axes 118a and 118c. , The pneumatic activation system 150 or the electromechanical activation system 1150 can be implemented in different configurations or arrangements. In some embodiments, the pneumatic activation system 150 or the electromechanical activation system 1150 converts the rotation movement into linear or translational movement to change the preload of the springs to redistribute the load between the axes 118. It should be noted that other activation methods may be used, for example, the actuator may be one or more of a linear actuator, a hydraulic actuator, an electric actuator, an electromagnetic actuator, a high pressure gas actuator, a mechanical actuator and the like , which provides the displacement of the spring seat.

In general, the different modalities provide the displacement of the spring seat with the use of a system! 150 of pneumatic activation (shown in Figure 3) or electromechanical activation system 1150 (shown in Figure 13). For example, him pneumatic activation system 150 or electromechanical activation system 1150 can cause movement, such as a vertical movement of seat 138 of the spring, which may be in the upper or lower part of springs 132. With respect to pneumatic activation system 150 illustrated in Figures 5 to 8, the mobile end of the! spring 132 is the upper end with the lower end of the spring 132 fixed, for example, supported by the axle box 134. For example, the pneumatic activation system 150 may include an actuator 170 that operates with the use of an upper compression mechanism to change the length of the springs 132. In this embodiment, the actuator 170 is shown mounted on the frame 160 of the wagon. However, in other embodiments, the actuator 170 is shown mounted on other portions of the locomotive or at locations of the car frame 160. In several embodiments, the actuator 170 is mounted only on one of the axes 118, in particular on the internal axes 118b (shown in Figures 1 and 2). However, the actuator 170 may be provided on different axes, for example, each of the external axes 118a and 119c may include the actuator 170 and the internal shaft 118b does not include the actuator 170.

In various embodiments, the actuator 170 includes a rotating cam arrangement having a cam 172 (shown more clearly in Figures 6 and 8) coupled with a lever 174 through a camshaft 176. For example, the axle cams 176 may be a bar extended from or through the cam 172 to the lever 174. The cam 172 and the lever 174 are in substantially parallel planes with the camshaft 176 extended transverse or perpendicular therebetween. The camshaft 176 in the illustrated embodiment extends through an opening in the frame 160 of the car to maintain the position of and support the camshaft 176. The camshaft 176 is coupled with one end of the cam 172 and with a central region or half of lever 174.

In this way, the movement of the lever 174 and more in particular, the rotation of the lever 174 moves and causes the rotation of the cam 172. The rotation of the cam 172 causes the translational or linear movement of the seat 138 of the spring , which in this embodiment, is provided as the upper plate 178 (for example, a flat metal plate). The translation or linear movement compresses or releases the compression of the springs 132. It should be noted that the upper plate 178 acts as the spring seat for two springs 132 in this embodiment. However, separate upper plates 178 can be provided for each of the springs 132.

The lever 174 is activated pneumatically, which in the embodiment illustrated, includes a pneumatic cylinder 180 connected by a slot-pin mechanism at the opposite ends of the lever 174. For example, the pneumatic cylinders 180 can be connected with each end of the lever 174 used. When the arrangement rotates, then the piston rod of the pneumatic cylinder 180 includes a flexible member (not shown) and connects with the use of for example, a bolt or other appropriate fastener. The pneumatic cylinders 180 operate with the use of the principles of pneumatics and can be any type of cylinders operated in pneumatic form. The pneumatic cylinders 180 (sometimes known as air cylinders) can be any device Mechanical that produces force, in combination with movement, and energized by compressed gas (for example, air). In some embodiments, the pneumatic cylinders 180 are pneumatic braking cylinders also used in connection with brakes to brake the locomotive (shown in Figure 2).

The pneumatic cylinders 180 are configured in such a way that the activation of the pneumatic cylinders 180 causes the rotation of the lever 174, which can be a right or left rotation. A detent 182 is also provided at one end of the lever 174 to limit the rotational movement of the lever 174 in one direction, which limits the rotational movement of the cam 172. The retainer 184 is also provided at one end of the cam 172 to limit the rotational movement of the lever 173, in another direction, for example, opposite the direction of movement that is limited by the retainer 182. The retainer 184 is located at one end of the cam 172 opposite the engaged end with the 176 axle of cams. In this way, the detents 182 and 184 define the limit of rotation of the cam 172, which defines the amount of movement of the upper plate 178, which defines the amount of compression of the springs 132.

A guide 186, illustrated as a bolt extended through the upper plate 178, is provided to allow linear or translational movement of the upper plate 178, while reducing or limiting the flat movement. For example, during the operation, the guide 186 guides 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 can be varied. For example, the dimensions of the cam 172 and lever 174 may be selected based on the amount of mechanical advantage and / or amount of compression of springs 132 desired or required. .

In this way, as illustrated in Figures 7 and 8, according to the cam 172 is rotated by the rotation of the lever 174, which is activated by the pneumatic cylinders 180, the upper plate 178 moves. For example, as the cam 172 rotates, the rotational movement moves in linear motion of the upper plate 178, so that the upper plate 178 moves up or down (as seen in Figures 7 and 8). The movement of the upper plate 178 causes the springs 132 to be compressed or decompressed. In Figures 7 and 8, the springs 132 are shown in a normal operating state and a redistribution state of i weight, respectively. In particular, in Figure 7, the cam 172 is in a 90 degree position with a flat end of the cam 1721 which engages the upper plate 178. In this normal operating state, the springs 132 are compressed by the upper plate 178, so that all the springs 132 of the locomotive suspension have the same compression, namely the same preload. For example, the springs 132 are compressed the same amount as other pre-compressed springs; They do not include the variable preload. In some embodiments, the illustrated springs 132 have a variable compression are provided in connection with the suspension for the central shaft 118b (shown in Figures 1 and 2), which are compressed the same amount as the pre-compressed springs provided in connection with the suspension for the other axes of the locomotive wagon, namely the external axes 118a and 118c (shown in Figures 1 and 2). In this way, in the operating state nojrmal, the load is distributed equally on each of the axes 118a-c.

The cam 172 is then rotated, for example, to the left (for example, from a position of ninety degrees to a position p 'and zero degrees) to the state of redistribution of weight, as described herein. In this state, the upper plate 178 moves linearly upwards, : i i so that the preload is decreased as the compression in the springs 132 is decreased, which increases the working length of the springs 132. The amount of rotation can be limited, for example, by a stop 184. In this state of redistribution of weight, because the length of springs 132 has increased, some load on springs 132 is redistributed to other springs as described to < or. In accordance with this, the weight of the load is redistributed to the other axes to provide dynamic weight management. 'i The cam 172 can then be rotated, for example, to the right to return to the normal operating state. The amount of rotation in this direction can be limited, for example, by the detent 182. It should be noted that the detents 182 and 184 are provided to limit the rotation of the cam 172 between two points of maximum rotation. However, the lead 172 can be rotated at an angle between these points to obtain the required or desired amount of weight transfer, and therefore, the traction! In various embodiments, the variable spring handling is provided in connection with the central shaft 118b, as illustrated in Figures 9 to 11. As shown there, the actuator 170 is mounted outside the car frame 160. However, it should be appreciated that one or more components can be mounted inside the frame 160! of the car. In some embodiments, a mounting plate 190 is: coupled with the cam arrow 176. The mounting plate 190 secures the components of the i | Variable spring steering system with frame 16; 0 of the wagon, by i j example, by any means of restraint, such as with the use of bolts or! ! By welding. '! It should be noted that traction motors (not shown) in i several modalities are not provided in connection with the axis 118b! central, but are provided in connection with the external axes 118a and 118p, as described herein. It should be appreciated that the frame 160 of the wagon can be provided in any suitable way to support and move the locomotive, so that the variable preload of the spring of various modes can be implemented in connection therewith. | With respect to the 1150 electromechanical actuator system shown in FIGS. 13 through 17, the actuator 1170 includes a meshing arrangement 1172, illustrated as a pair of gears having a pinion 1174 and a gear 1176, as shown more clearly in FIG. Figure 15. 'The pinion : i 1174 and gear 1176 are illustrated as gear wheels 1, however, other types of gear arrangements and components can be provided. For example, a gear or pulley arrangement can be provided. ' í In! In the illustrated embodiment, the meshing arrangement 1172 is a descending stepped arrangement, so that an increased mechanical advantage is provided. Accordingly, the pinion 1174, which is coupled to the motor 1178 through the arrow 1180 of (or other coupling device) has a smaller diameter than: e 1176, which is coupled with the power screw 1182. The motor 1178 is mounted with the axle box 134 with the use of a fastener 1183, for example, a clamp or a snap. It should be noted that several components of Figure 14 are shown as transparent only to illustrate the other components of actuator 1170. As illustrated in Figures 16 and 17, power screw 1182 extends through box 134 of shafts, such as through a threaded opening and having a spring cap 1184 mounted thereon. The spring cap 1184 is adapted to receive a lower end of the spring l32, so that rotation of the energy screw 1182 causes linear movement of the spring cap 1184, which moves the spring 132 in a linear fashion, namely , moves to spring 132. It should be noted that spring cap 1184 can be any device with the ability to engage or support spring 132 to permit movement of spring 132 to shorten or lengthen spring 132. The lid 1184 of the illustrated spring includes an insert 1186 having a flange 1188 extending radially outward from the insert 1186. The insert 1186 is configured to be received within the spring 132, as shown in Figures 14 and 16. A seat 1190 Non-movable spring is provided at the upper end of the spring 132 to prevent movement of the upper end, so that the length of the spring 132 is changed by moving the spring seat 132 in the extr bottom of the spring 132. Alternatively, when the location of the non-movable spring seat 1190 and the spring seat 138 is changed, the upper end of the spring 132 moves with the fixed lower end.

During operation, the arrow 1180 of the motor is driven by the motor 1178, which can be an electric motor and causes rotation of the pinion 1174. The rotation of the pinion 1174 causes rotation of the gear 1176, which rotates the screw 1182 of energy . It should be noted that the power screw 1182 can be any type of screw with the ability to be driven by a motor and / or a gear arrangement such that the rotational movement becomes a translational or linear movement. In this way, as the power screw 1182 is rotated, the spring cover 1184 moves up or down, which causes movement of the spring 132 which is positioned between the cover 1184 of the spring and the spring seat 1190 not mobile. According to this, the rotational movement of the energy screw 1182 causes movement of the spring cover 1184 to cause the length of the spring 132, as described in more detail below.

As another example, which is illustrated in Figures 18 through 21, the movable end of the spring 132 is the upper end with the lower end of the spring 132 that is fixed. In particular, as shown in Figures 18 through 20, an actuator 2200 is mounted within the car frame 160 (shown in Figure 11). In certain modalities, the actuator 2200 is coupled with a shaft 118 of a vehicle having a pair of wheels 112. The actuator 2200 is mounted within an opening in the middle portion of the frame 160 of the carriage, namely, in connection with the central or internal axis 118b between the external axes 118a and 118c (all shown in Figures 1 and 2). In this embodiment, a traction motor 110 (shown in Figures 1 and 2) is coupled with each of the external axes 118a and 118c, but not the linear axis 118b having an actuator 2200. The traction motors 110 drive the vehicle as described in more detail later, which can be done! couple with axes 118a and 118c with the gear arrangements. It should be appreciated that the frame 160 of the wagon can be provided in any suitable form to support and move the locomotive, so that the variable spring preload of various modes can be implemented in connection therewith.

In general, and as shown in Figure 18, the actuator 2200 includes a motor 2206 that drives the power screw 2208; which causes the movement of the drive beam 2210 (eg, a drive arm) through the gear 2212 coupled with a pinion 2228, mounted on the arrow 2226 of the motor. The driving beam 2210 causes the linear movement of the spring 132 to change the length of the spring 132. It should be noted that to simplify and facilitate illustration, the actuator 2200 is shown coupled with only one spring 132 of the four springs connected to the shaft. 1 8. However, the actuator 2200 is configured to change the length and preload of all four springs 132. In this way, the described components for changing the length of a spring 132 can be used to change the length of either the springs 132, for example, with the use of four driving beams 2210.

As illustrated more clearly in Figures 18 through 21, the driving beam 2210 is connected with a guide and detent arrangement 2216, which is coupled with a plunger 2218 having a seat 2220 of spring that engages the top of the spring 132, as described in more detail herein. The lower part of the spring 1 32 is supported by the axle box 134. It should be noted that additional support members 2224 can be provided to support one or more components of the actuator 2200 in the opening 2204. In this embodiment, the support members 2224 are configured as additional bridge supports.

During the operation, and with reference to Figures 18 to 21, the motor 2206 drives the gear 2212 with the use of the pinion 2228, which is smaller in diameter than the gear 2212. The rotation of the arrow 2226 of the motor and more particularly, the rotation of the arrow with a spline 2230 (for example, ball groove) connected to the pinion 2228 through the gear 2212, which results in an axial vertical movement of the arrow 2214 as a result of the movement of the threads 2232 at the end of the energy screw 2208, which is at the end of the arrow 2214. The arrow 2214, which may be A spline arrow includes a collar 2234 (which connects to the drive beam 2210, of which two are shown in Figure 20) at one end and at the lower end of the power screw 2208 at the other end of the shaft. arrow 2214, which engages the spring mounting platform 2236.

The rotation of the energy screw 2208 illustrated by the arrow R1 causes the rotation of the gear 2212 (caused by the motor 2206 and the pinion 2228) and the vertical movement of the arrow 2214 illustrated by the arrow V. The vertical movement of the arrow 2214 drives the drive beam 2210, and in particular, causes the rotary movement of the beam 2210 drive. The rotating drive beam 2210 causes the plunger 2218 to move, for example, push or pull, so that the spring 132 is compressed or released. Once the desired or required actuation is completed, such as by compressing or releasing the spring to decrease or increase, respectively, the length of the spring 132, the plunger 2218 can be locked into position with the use of any suitable locking mechanism. It should be noted1 that one or more thrust bearings 2240 can be provided in connection with gear 2212.

In this way, the threads 2232 at the end of the arrow 2214 (forming the energy screw 2208) engage the threads in the frame structure, illustrated as the support member 2224. The rotation of the energy screw 2208 results in the linear movement of the arrow 2214 relative to the car frame 160, which varies the relative position of the spring 132 with the mounting platform 2236. Accordingly, the energy screw 2208 translates or converts the notation movement into a linear or translational movement. In this way, the linear movement of the collar 2234 causes the springs 132 to move up or down through the rotating points 2242. For example, as illustrated in Figure 21, the vertical guide and lock can be provided such that the drive beam 2210 engages a slot 2250 having detents 2252 (eg, rubber blocks) at opposite ends. of the slot 2250 to limit movement: of the drive beam 2210. As the drive beam 2210 rotates, the slot 2250 maintains vertical movement of the beam end 2210 of drive along an axis, whose movement is limited when the bolt 2254 within the groove 2256 of the drive beam 2210 makes contact with one of the detents 2252.

It should be noted that in various embodiments, the gears are mounted with the use of bearings (e.g., ball bearings or impulse bearings) that are not necessarily illustrated in the Figures.

In this way, several modes provide the variable spring preload of a locomotive suspension system. The variable preload of the spring causes the redistribution of the load between them; locomotive axes. For example, the dynamic transfer of the weight can be provided from the central axis to the external axes in the locomotive car.

In Figure 12 a method 200 is shown, also provided for dynamically redistributing the weight in a vehicle. The method 200 includes configuring the springs of a suspension of a vehicle for the variable preload on the 202. For example, a mechanism for shortening or lengthening the springs, such as with the use of a displacement of the spring seat with the pneumatic drive or The electromechanical system described here allows the variable preload of the springs based on the variable compression applied by the spring seat.

Method 200 then includes mounting the preload mechanism with the vehicle at 204. For example, springs having the preload mechanism may be mounted with the vehicle or a portion thereof, such as the axle housing. In some embodiments, the preload mechanism is provided on the springs of the internal shaft and not on the external axes of a three-axled car, with two wagons provided by vehicle.

With the preload mechanism mounted with the springs, the length of the springs is controlled in the 206 to provide variable preload and redistribution of weight / load between the axles of the vehicle. For example, by varying the length of one or more of the springs, the preload of the spring is changed, which redistributes the load between the axles of the vehicle. The control can be provided with a control module that dynamically adjusts the length of the springs with the use of an actuator, for example, a pneumatic actuator or an electromechanical actuator. Changes in preload may be based on different factors, such as limited traction operating modes.

The different modes can dynamically control the preload of the springs in a vehicle. For example, the variable preload of the spring can be provided in the cavity of the suspension of the central axle (spring) in the two wagons in the vehicle. In one embodiment, the spring cavity moves vertically within the axle box. An undercut cavity can replace the spring seat in the axle box. Alternatively, a spring cavity can be moved to the side of the car as well. The transfer is effected by a power screw driven by a motorized drive through an appropriate gear reduction. With the movement of the spring cavity, the effective preload in the spring can be varied. This varied preload results in the change of the general distribution of load in the three axles of the wagon, which leads to the distribution of the load of the vehicle to put more load on energized external axes. The higher load on the energized external shafts helps to improve traction. In some modalities, the redistribution of the load, which reduces the sliding of the wheels, helps to increase the braking. For example, the weight transfer prevents the wheels from slipping, which provides a system of anti-lock brakes for a vehicle. Such an anti-lock braking system can be used, for example, with a high-speed operation and can reduce the braking time.

In one embodiment, an undercut cavity can be machined in the axle box. The spring seat is mounted on the power screw that is mounted in this cavity in the axle housing. The power screw is rotated with a motorized gear drive. This rotational movement therefore becomes a translation movement for the energy screw, which in turn, drives the spring seat and accordingly, the spring up or down. The rotary movement can be controlled to provide the proper movement for the spring seat.

Alternatively, the spring can be configured to move to the side of the car with a similar mechanism. A single power screw with a motorized drive can be used to move all four spring seats simultaneously through the lever mechanism.

During the operation and for example, the variable preload redistributes the load on the three axles of a car in a vehicle. Redistribution provides more charge on the energized axes and can be used, for For example, locomotives that have six axles of load, but has only traction motors on four axes (the external axes of each car). The redistribution of load allows to generate greater traction in the energized axes, such as during the limited traction operation modes for those locomotives. In this way, the locomotive can be operated with four traction motors.

The different modalities can be implemented without changes in the framework of the car. For example, the motor and the variable preload movement of the spring can be mounted on the frame of the car inside or outside the frame.

In one embodiment, a vehicle suspension system is provided. The vehicle suspension system includes a plurality of springs, a plurality of spring-loaded mobile seats, an actuator, and a controller. The movable spring seats are configured to adjust the length of the plurality of springs, for example, the spring seats can be moved and are configured so that when they are moved, the length of the springs is adjusted. The actuator is connected to the plurality of spring-loaded mobile seats and is configured to move the movable seats of the spring to adjust the length of the plurality of springs. The controller is coupled with the actuator to control the actuator to adjust the length of the plurality of springs.

In another aspect, the controller dynamically adjusts the length of the plurality of springs based on operational conditions.

In another aspect, the spring seats of the spring are placed in one end of the plurality of springs with an opposite end of the plurality of springs that is fixed.

In another aspect, the vehicle suspension system also includes a axle box. One end of the plurality of springs engages the plurality of movable spring seats and an opposite end engages a wagon frame in a moving unclean configuration.

In another aspect, the plurality of springs comprises external shaft springs and internal shaft springs and the plurality of moving spring seats are coupled only to the internal shaft springs.

In another aspect, the plurality of movable spring seats is configured for vertical linear movement.

In another aspect, the plurality of movable spring seats comprises movable plates.

In another aspect, the actuator is a pneumatic actuator.

In another aspect, the pneumatic actuator comprises a cam arrangement configured to convert the rotational movement of the lever actuated by cylinders for the translation movement of the plurality of spring seats to adjust, in linear fashion, the length of the plurality of springs In another aspect, the pneumatic actuator comprises a lever configured to rotate the cam arrow with the use of a pair of cylinders rotatably connected to the lever. The rotation of the cam arrow rotates the cam that moves the plurality of spring-loaded mobile seats.

In another aspect, the plurality of spring-loaded mobile seats comprise plates and the vehicle suspension system also includes a guide that is configured to maintain the plurality of spring-loaded mobile seats along the linear path.

In another aspect, the vehicle suspension system also includes a pair of stops connected with the lever and cam to define a total amount of rotation of the cam.

In another aspect, the cam is configured to rotate approximately 90 degrees.

In another aspect, the actuator is an electromechanical actuator.

In another aspect, the electromechanical actuator comprises a gear motor. The electromechanical actuator converts the rotational movement of the motor with gears into a translation movement of the plurality of spring seats to linearly adjust the length of the plurality of springs.

In another aspect, the electromechanical actuator comprises energy screws configured to translate the plurality of movable spring seats.

In another aspect, the vehicle suspension system also includes a spring cover coupled with the energy screws and forming the movable spring seats.

In another aspect, the electromechanical actuator comprises a gear motor connected to the plurality of movable springs with the drive spokes. The rotating movement of the drive spokes moves the mobile spring seats.

In another aspect, the electromechanical actuator also comprises an energy screw that converts the rotation movement of the motor : i with gears in a translation movement of the plurality of spring-loaded mobile seats to linearly adjust the length of the plurality of springs.

In another aspect, a vehicle suspension system also includes a plunger that connects the plurality of spring seats with the plurality of drive spokes.

In another aspect, the rotating movement of one pulls and pushes the plunger.

In another aspect, the electromechanical actuator also comprises a guide groove with end stops for maintaining the plurality of movable spring seats along a linear path between the end stops.

In another modality, a vehicle system is provided. The vehicle system includes a frame, a traction motor, a plurality of movable spring seats, an actuator and a controller. The frame is configured to receive the plurality of axes. Each of the axes has a corresponding spring suspension system with a plurality of springs. The traction motor is coupled with at least some of the plurality of axes. The mobile spring seats are configured to adjust the length of the plurality of axes. springs to change a preload of the springs. The actuator is connected to the plurality of movable springs and is configured to move the movable spring seats to adjust the length of the plurality of springs. The controller is coupled with the actuator to control the actuator to adjust the length of the plurality of springs. ! In another aspect, the controller dynamically adjusts the length of the plurality of springs based on the operating conditions.

In another aspect, the actuator is a pneumatic actuator.

In another aspect, the traction motors are coupled only with the external axes and the pneumatic actuator is coupled with the outside of the frame in connection with a central axis.

In another aspect, the pneumatic actuator comprises a cam arrangement configured to translate the rotational movement of the lever activated by a pair of cylinders in a linear movement of the plurality of spring-loaded mobile seats.

In another aspect, the vehicle system also includes a pair of stops connected to the lever and a cam arrangement to define the total amount of rotation of the cam.

In another aspect, the pneumatic actuator comprises cylinders configured also to operate a braking operation.

In another aspect, the actuator is an electromechanical actuator.

In another aspect, the traction motors are coupled only with the external axes and the electromechanical actuator is coupled within an opening within the frame in connection with the central axis.

In another aspect, the electromechanical actuator is coupled on the outside of the frame with a box of shafts In another aspect, the electromechanical actuator comprises an electric motor with gears and the rotational movement of the electric motor with gears results in a linear movement of the moving seats of the spring.

I i i In another embodiment, a method is provided for dynamically redistributing the weight in a vehicle. The method includes configuring the plurality of springs of a vehicle suspension system for variable preload, mounting the preload mechanism with the plurality of springs in the vehicle, the preload mechanism having an actuator and controlling the length of the plurality of springs. to provide variable spring preload and load redistribution between vehicle axles.

In another aspect, the method also includes controlling the length of the spring based on the operating conditions with the use of a control module.

In another aspect, the method also includes controlling the length of the springs in the central suspension connected to the central axis that does not have a traction motor. The external suspensions that are connected to the external axes include traction motors.

In another aspect, the actuator is a pneumatic actuator.

In another aspect, the actuator is an electromechanical actuator. It should be understood that the foregoing description is intended to be illustrative and not restrictive. For example, the modalities described above (and / or aspects thereof) can be used in combination with one another. In addition, many modifications can be made to adapt to the particular situation or material with the teachings of the invention without departing from the scope thereof. Although the dimensions and types of materials described here are intended to define the parameters of the material described, in no sense are they limiting, and the modalities are exemplary. Many other modalities and modifications within the spirit and scope of the claims will be apparent to those skilled in the art after reviewing the description and illustrations. The scope of the subject matter described and / or illustrated herein should be determined with reference to the appended claims, together with the full scope of the equivalents which the claims describe. In the appended claims, the terms "including", and "where" are used with their simple English equivalents, of the terms "comprises" and "where" equivalents. In addition, the terms "first," "second," and "third" in the claims are used only as labels, and are not intended to impose numerical requirements on their objects.

This written description uses examples to describe the different modalities of the previous subject, including the best mode, and to enable those skilled in the art to practice the modalities of the subject, including making and using any device or system and performing any built-in method. The patentable scope of the subject matter described herein is defined by the claims and may include other examples contemplated by persons skilled in the art. Such examples are intended to be within the scope of the claims when they have structural elements that do not differ from the literal language of the claims or when they include equivalent structural elements with insubstantial differences from the literal language of the claims.

Claims (20)

1. A vehicle suspension system (142), characterized in that it comprises: a plurality of springs (132); a plurality of spring-loaded seats (138) configured to adjust the length of the plurality of springs; an actuator (170, 1170) configured with the plurality of movable spring seats and configured to move the movable spring seats to adjust the length of the plurality of springs; Y a controller (114) coupled with the actuator for controlling the actuator to adjust the length of the plurality of springs.

2. The vehicle suspension system (142) of claim 1, characterized in that the controller (114.) dynamically adjusts the length of the plurality of springs (132) with base at the operating conditions.

3. The vehicle suspension system (142) of claim 1, characterized in that the movable spring seats (138) are positioned at one end of the plurality of springs (132) with an opposite end of the plurality of springs (132) fixed .

4. The vehicle suspension system (142) of claim 1, characterized in that it further comprises an axle box (134) and wherein one end of the plurality of springs (132) engages with the plurality of mobile seats (138) of the vehicle. spring and one end opposite engages a vehicle frame (160) in a non-mobile configuration.

5. The vehicle suspension system (142) of claim 1, characterized in that the plurality of spring-loaded seats (138) are configured for vertical linear movement.

6. The vehicle suspension system (142) of claim 1, characterized in that the plurality of movable spring seats (138) comprise movable plates.

7. The vehicle suspension system (142) of claim 1, characterized in that the actuator (170, 1170) is a pneumatic actuator (170).

8. The vehicle suspension system (142) of claim 7, characterized in that the pneumatic actuator (170) comprises a cam arrangement configured to convert the rotational movement of the lever (174) driven by the cylinders in a translational movement of the plurality of seats (138) of springs to adjust in linear fashion the length of the plurality of springs (132).

9. The vehicle suspension system (142) of claim 7, characterized in that the pneumatic actuator (170) comprises a lever (174) configured to rotate a cam arrow (176) with the use of a pair of cylinders rotatably connected with the lever, wherein the rotation of the cam arrow rotates the cam (172) that translates the plurality of spring-loaded seats (138).

10. The vehicle suspension system (142) of claim 1, characterized in that the actuator (170, 1170) is an electromechanical actuator (1170).

11. The vehicle suspension system (142); of claim 10, characterized in that the electromechanical actuator 1 (1170) comprises a motor (1154) with gears, and wherein the electromechanical actuator converts the rotation movement of the motor with gears in a translation movement of the plurality of seats (138) of springs for linearly adjusting the length of the plurality of springs (132).

12. The vehicle suspension system (142) of claim 10, characterized in that the electromechanical driver (1170) comprises screws (1182, 2208) configured to translate the plurality of spring-loaded seats (138).

13. The vehicle suspension system (142) of claim 10, characterized in that the electromechanical actuator (1170) comprises a motor (1154) with gears connected to the plurality of seat seats (138) with driving spokes (2210), wherein the rotating movement of the driving spokes moves the mobile spring seats.

14. A vehicle system (142), characterized in that it comprises: a frame (160) configured to receive the plurality of axes (118), each of the axes has a corresponding spring suspension system (142) with a plurality of springs (132); a traction motor (110) coupled with at least some of the plurality of axes; A plurality of spring-loaded mobile seats (138) I to adjust the length of the plurality of springs to change the preload of the springs; ' an actuator (170, 1170) connected to the plurality of movable springs and configured to move the movable spring seats to adjust the length of the plurality of springs; Y a controller (114) coupled with the actuator for controlling the actuator to adjust the length of the plurality of springs.

15. The compliant vehicle system (142): with claim 14, characterized in that the controller (114) dynamically adjusts the length of the plurality of springs (132) based on the operating conditions. 1

16. The vehicle system (142) in accordance; with claim 14, characterized in that the actuator (170, 1170) is a pneumatic actuator (170). 1

17. The vehicle system (142) in accordance! with claim 14, characterized in that the actuator (170, 1170) is an electromechanical actuator (1170).

18. A method for dynamically redistributing the pe.'so in a vehicle (100), the method is characterized in that it comprises: configure the plurality of springs (132) of the. system, (142) vehicle suspension for variable preload; mounting a preload mechanism with the plurality of springs with the vehicle, the preload mechanism has an actuator (170, 1170); and controlling the length of the plurality of springs to provide the variable spring preload and the redistribution of load between the axes i (118) of the vehicle. i

19. In addition, it comprises controlling the length of the spring based on the operating actuators with the use of a control module (114).

20. The method according to claim 18, further comprising controlling the length of the springs (132) in a central suspension connected to the central shaft (118) that does not have a traction motor (110) and where the external suspensions connected with the external shafts (118) include traction motors (110).