RU2123951C1 - Guide system for two four-wheel bogies with adjustable wheel-to-wheel cross distance and guide system for four-wheel bogie with adjustable wheel-to-wheel cross distance - Google Patents

Abstract

FIELD: railway transport; railway cars. SUBSTANCE: guide system for two four-wheel bogies has tie-rods and three balancers. Each bogie has central frame and carrying frames installed on central frame for turning around vertical axles. Carrying frames have two rocking forked levers carrying axle boxes made cylindrical upper part for thrusting the end of forked lever against cylindrical upper part, and four wheel units. Balancers and tie-rods are connected to each other, to bogie members and to car body. Guide system for four-wheel bogie has balancers and tie-rods connected to each other and to car body frame and bogie frame. EFFECT: provision of accurate direction of bogie wheelsets over curvilinear sections of track of any radius, elimination of dynamic loads on bogies with independent suspension of wheels. 4 cl, 19 dwg

Description

 The invention relates to the construction of railway vehicles with a variable lateral distance between the wheels.

 A known guide system for two four-wheeled trolleys with a variable lateral distance between the wheels, containing traction associated with the trolleys and mounted on the body of a passenger or freight car / SU copyright certificate 1245481, cl. B 61 F 5/38, 1986 /.

 The technical result of the invention is to improve the entry of two wheelsets of each trolley into a curved section of the track by accurately guiding the wheelsets along the curved section of the track of any radius and eliminating dynamic loads on the bogies with independently suspended wheels.

 To achieve this technical result, the guiding system for two four-wheeled trolleys with a variable lateral distance between the wheels, containing traction connected to the trolleys and fixed on the body of a passenger or freight car, is equipped with three balancers, to the corresponding end of one of which is the central one, articulated in the middle the car body parts, one ends of the mentioned rods are pivotally attached, and with additional rods, each trolley consisting of a central frame mounted on with the possibility of rotation around the vertical axes of the supporting frames with two swinging fork levers carrying axle boxes made with a cylindrical upper part for supporting the corresponding end of the fork lever, made of elastic material of sheets located between the corresponding axle box and each fork of the fork lever, and four wheel units, each of which is made with an axle mounted in axle boxes with the possibility of displacement across the trolley, brake discs and a wheel mounted on an axis, the second and third b lansirs are pivotally mounted on the central frame of the corresponding carriage, the upper ends of these balancers are pivotally connected to one ends of the corresponding additional rods, the second ends of which are pivotally connected to brackets fixed to the car body, and the lower ends of these balancers are pivotally connected to one ends of other corresponding additional rods, the second ends of which are connected to the body of the outer fork of one fork lever pivotally mounted on one carrier frame bearing the corresponding wheel the evils, the second ends of the rods and one ends of the third corresponding additional rods are connected by means of a common hinge to the corresponding second or third balancer, the second ends of the third additional rods are pivotally connected to the outer fork body of another fork lever pivotally mounted on another carrier frame carrying other wheel assemblies, and the said common hinge on each of these balancers is located above the axis of fastening of the balancer on the corresponding Central frame at the same distance from this axis as the hinge I am the lower end of each balancer with the mentioned one ends of the other corresponding additional rods.

 In addition, the said balancers, mounted on the central frames of the respective bogies and in the middle part of the body, and the corresponding rods connected to these balancers are mounted with the possibility of rotation at the same angle as the passenger or freight wagon enters the curved section of the railway track of the wheel units of the rear bogie and wheel assemblies of the front carriage, and each carriage is made with coil springs forming a suspension of wheel assemblies on the central frame, and rubber pads mounted between at the central frame and the bearing frames and beneath the lower ends of said springs when rotated to shift the carrier frame about vertical axes.

 A known guide system for a four-wheeled trolley with a variable lateral distance between the wheels, comprising a balancer, a rod, one end of which is pivotally connected to the upper end of the balancer, and the other with a bracket rigidly mounted on the frame of a passenger or freight car body, a second rod, one end of the articulated attached to the balancer, and a third rod, one end of which is pivotally connected to the lower end of the balancer / FR 2575429, class. B 61 F 5/38, 1986 /.

 To achieve the aforementioned technical result, a guiding system for a four-wheeled trolley with a variable lateral distance between the wheels, comprising a balancer, a rod, one end of which is pivotally connected to the upper end of the balancer, and the other with a bracket rigidly fixed to the body frame of a passenger or freight car, a second rod , one end pivotally attached to the balancer, and a third rod, one end of which is pivotally connected to the lower end of the balancer, is equipped with two additional balancers and an additional rods, wherein each trolley consists of a central frame mounted on it with the possibility of rotation around the vertical axes of the supporting frames with two swinging fork levers carrying axle boxes made with a cylindrical upper part for supporting the corresponding end of the fork lever made of elastic material of sheets, located between the corresponding axle box and each fork of the fork lever, and four wheel units, each of which is made with an axle mounted in axle boxes with the possibility of displacement across carts, brake discs and a wheel mounted on an axis, and the balancer is pivotally mounted on the central frame of the trolley, the first additional balancer is pivotally attached to the casing of the outer fork of the fork lever pivotally mounted on the supporting frame of the front wheel pair of the trolley, and the second additional balancer is pivotally attached to the body the external fork of the fork lever pivotally mounted on the supporting frame of the rear wheel pair of the trolley, the second end of the second link is pivotally attached to the upper end of the second accessory a balancer, the lower end of which is pivotally connected to one end of the first additional link, the second end of which is pivotally connected to the center frame of the trolley, the second end of the third link is pivotally connected to the lower end of the first additional link, the upper end of which is pivotally connected to one end of the second additional link, the second end of which is pivotally connected to the Central frame of the trolley.

 In FIG. 1 - four-wheeled trolley with a variable lateral distance between its wheels, with which a guide system is used, general view.

 In FIG. 2 - the same, top view. In FIG. 3 is a section AA of FIG. 2, in FIG. 4 is a view along arrow B of FIG. 2. In FIG. 5 wheeled trolley assembly, in perspective view.

 In FIG. 6 - wheel unit, mounted in a swinging fork lever, general view.

 In FIG. 7 - same, top view.

 In FIG. 8 - axle box.

 In FIG. 9 - installation and locking elements of the axle box located in the housing of one fork of the swinging lever, in the context.

 In fig. 10 is a section B-B of FIG. 9. In FIG. 11 - wheel unit, front view with a partial section. In FIG. 12 - locking device, in a perspective view. In FIG. 13 is the same front view. In FIG. 14 is a stationary track device for changing the transverse distance between the wheels of the trolley, schematically.

 In FIG. 15 - slip shoe, resting on a centering guide rail, cross section. In FIG. 16 is a guide system used with a conventional wagon, general view, an arrow shows the direction of movement of the wagon. In FIG. 17 is a guide system for two trolleys located on two sides of the car.

 In FIG. 18 is a guide system for one carriage carriage, a general view, schematically. In FIG. 19 - the same, on the right-hand curved section of the railway track, the direction of movement is shown by an arrow.

 The guide system is used with the four-wheeled cart shown in FIG. 1 and 2, having a variable distance between the wheels. The trolley is part of this system and contains a central frame to which two identical frames carrying wheel assemblies are connected by hinges and rubber pads 3.

 Each of the frames 4 is rotated around the vertical axis of the hinge 2, providing the direction of the two wheel assemblies in a curved section of the railway track.

 Two fork arms 6 are connected to each frame 4 by means of a hinge 5.

 A housing is attached to the end of each fork of the swinging lever 6, in which the axle box axles and the axle-releasing elements are located, so that the two wheel assemblies can be laterally displaced to a position in which the distance between their wheels corresponds to a particular gauge and the axle box locks offset positions of the wheel assemblies.

 The transmission of the vertical load from the body of the railway vehicle to the central frame 1 of the truck, as well as the transmission of longitudinal, braking and transverse forces to it through two air springs 7 and the corresponding transmitting elements, i.e. through the auxiliary suspension.

 Instead of the air springs 7, the coil springs shown in FIG. 3, 4.

 The vertical load, longitudinal and lateral forces from the central frame of the trolley to the wheel assemblies are transmitted through the coil springs 8 shown in FIG. 1, i.e. through the main suspension.

 Two guide systems, described in more detail below, provide direction to the curved section of the path of two bogies with movable, independently suspended wheels, which are equipped with a regular passenger or freight car.

 The work of these autonomous guiding systems is based on a relative rotation between the front trolley in the direction of movement and the car body when it begins to enter a curved section of the track.

 Due to the symmetry of the design of the guide system relative to the average transverse plane of the body of a railway vehicle, its operation does not depend on the direction of its movement.

 As already mentioned, the guiding system in both variants of its execution can also be used to direct bogies with independently suspended wheels to the curved section of the path, the transverse distance between which does not change.

 Each trolley has four wheeled units, one of which is shown in FIG. 5, and a locking device for each of them. Each wheel assembly contains an axle, a wheel 10, brake discs 11 axle boxes 12, mounted on the ends of the axle.

 Each axle box 12 / Fig. 5 and 8 / has in its upper part a cylindrical surface 13, on which the end of the corresponding fork of the swing arm 6 is usually supported, as can be seen in FIG. 6 and 7.

 To more evenly distribute the load on the bearing surface of the axle box between the last and the fork of the lever 6, a sheet made of elastic material can be located, which is firmly attached to the surface of the axle box or lever 6.

 This ensures a vertical position between the axle boxes and each fork tilting lever.

 For a better understanding of the present invention, it is necessary to remember that the longitudinal displacements of the elements are parallel to the railway track, and the horizontal transverse displacements are perpendicular to this track.

 Each axle box has front and rear flat vertical surfaces 14 / Fig. 8 /, which are in contact with the corresponding flat vertical surfaces of the inserts 15 and 16 / FIG. 9 / and move along them.

 An elastic sleeve is located between the body of each axle box and the corresponding end of the axle of the wheel assembly, so that the axle boxes have a small degree of freedom in order to compensate for their deviation from the alignment, which is necessary for the transverse forces to be transmitted to the corresponding fork swinging arm while the vehicle is moving.

 Each axle box also has projections 17 on the front and rear vertical surfaces 14 / Fig. 8 /, which are made in one piece with it and are transverse fasteners for it.

 Between the stops 18 and 53, which are provided with the housing of the forks of the swinging levers / Fig. 11 /, locking rods 19 are arranged to prevent lateral displacement of the axle boxes with respect to the respective housings.

 The distance between the two vertical surfaces of each projection 17 of the axle box with which the locking rods are in contact is equal to half the difference in the width of the first and second track minus the thickness of the rod 19.

 The rods are rigidly interconnected by means of a jumper 20 / Fig. 12 /, which together with them forms a locking device. The rods move up and down between the longitudinal vertical surfaces of the inserts 15 and 16 / Fig. 9 /, rigidly fixed in the housing of each line of the swing arm 6.

 Therefore, each locking device can only move in the vertical direction, in any other direction its movement is prevented by rigid stops.

 The locking device is held in a raised operating position by means of the springs 21 shown in FIG. 9, the pre-tension value of which is greater than its mass, and the additional holding device 22 / FIG. 2 /.

 The jumper 20 of the locking device is such that it can include a T-shaped upper part of one of the guides of the said stationary track device in order to move the locking device down, overcoming the friction and force of the pre-tensioned springs 21 and the additional holding device 22.

 The jumper has a curved inner surface, so that it is self-mounted on the inclined surfaces of the aforementioned guide of the stationary traveling device, with which the lateral distance between the wheels of the trolley is changed.

 The design of the locking device is shown in FIG. 12 and 13.

 The inserts 15 and 16 shown in FIG. 9 are mounted on the vertical walls of the body of each fork of the swing arm 6 and act as lateral stops for the locking rods 19. The inserts have vertical transverse surfaces along which the vertical surfaces 14 of each axle box are longitudinally moved.

 Box 16 / Fig. 9 / has a transverse guide 23 with an inclined upper surface along which the axle box moves during the lateral displacement of the wheel assembly.

 The lower surface 24 of each projection 17 of the axle box has the same angle of inclination as the upper surface of this guide and is usually located at some distance from it.

 When the trolley is hung out, the axle boxes 12 are lowered so that the lower surfaces 24 of their protrusions 17 rest on the upper inclined surfaces of the guides 23 along which they move during the lateral displacement of the wheel assemblies.

 Due to the fact that the upper surfaces of the guides 23 have a slope, they prevent the accumulation of foreign bodies during the movement of the vehicle, which could prevent the lateral displacement of the wheels when changing the distance between them.

 On the lower inclined surfaces of the 24 ledges of the axle boxes, pads made of cermet material having a small coefficient of sliding friction and a high compressive strength are fixed to facilitate lateral displacement of the wheel assemblies for the possibility of their location on a track of one or another width.

 To the vertical transverse surface 25 / Fig. 8 / projections 17 of the axle boxes, a support 26 is mounted (Fig. 2), which carries a brake cylinder, which, through a linkage, moves the brake pads.

 The stiffness of the swinging fork levers 6 carrying the wheel assemblies ensures that the wheels are parallel when they are spaced on a track of one or another width and are subjected to vertical or lateral loads while the car is moving.

 Changing the transverse distance between the wheels of the bogies to allow the vehicle to move along a railway track of a different width is carried out using a stationary track device located at the transit railway station.

 When changing the transverse distance between the wheels of the bogies, the vehicle moves through the track device at a reduced speed / up to 15 km / h /.

For a better understanding of this operation, FIG. 14 schematically shows the elements forming the track device, which are:
- the final section 27 of the wide gauge.

 - end section 28 of a narrower gauge.

 - centering guide rails 29.

 - guides 30 for unlocking and locking the axle boxes of the trolley wheel assemblies.

 - guides for lateral displacement of the wheel assemblies, consisting of elastic 31 and hard 32 parts.

 Assume that the carriage is pulled onto a stationary track device from the wide gauge side, the left side in FIG. 14. The process of changing the transverse distance between the wheels of the wagon trolleys is to move the latter as follows.

 For lateral displacement of the wheel assemblies, it is necessary to remove the load from the wheels.

 This is achieved due to the location of the trolley on the centering guide rails 29. When the trolley moves along the end section 27 of the wide gauge, having a downward inclination, slip shoes 33 fixed on it / Fig. 15 /, gradually lower until they begin to lean on the corresponding guide rail 29.

 To ensure a larger bearing surface of the shoes 33 at the initial moment of their contact with the guide rails 29, the supporting part 54 of each shoe is connected to its bearing part 55 by means of a ball joint.

 The shoes and the centering guide rails are made of plastic and liquid lubricant is supplied to their contact surfaces, which is used as water, in order to obtain a low coefficient of friction when the shoes slide along these rails.

 The advantage of such a liquid lubricant over other lubricants is that water does not cause “adhesion” - contact surfaces and their contamination.

 After unloading the wheel assemblies, their axle boxes must be "released" from the locking devices.

 For this purpose, the stationary track device has four guides 30 for unlocking and locking the axle boxes 12 / Fig. 14 /, which are located along its longitudinal axis.

 The upper part of the guides 30 has a T-shaped cross section and a curved vertical profile / Fig. 6 / and enters the jumpers 20 of the locking devices, which are lowered, releasing the axleboxes when they move along the section of the guides 30, which has a downward inclination. The locking devices are held in a lowered position on the central horizontal portion of the guides 30.

 Since the friction parts 35 of the jumper of the locking devices / FIG. 13 / made of plastic, they are also supplied with liquid lubricant, which is used as water.

 While lowering the locking devices, i.e. during the release or unlocking of the axleboxes, the inner surfaces of the wheels come into contact with the elastic parts 31 of the rails for lateral displacement of the wheel assemblies, which apply pressure to the inner surfaces to facilitate unlocking of the axleboxes.

 After removing the load from the wheels and before unlocking the axle boxes, the wheel assemblies are lowered a little, so that the inclined surfaces 24 of the projections 17 of the axle boxes rest on the inclined upper surface of the guides 23.

 With further movement of the trolley forward through the track device, its wheels come out of contact with the elastic parts 31 located next to the wide track and come into contact with the hard parts 32 of the said guides, while the locking devices are held in a lowered position, so that the wheels of each wheelset are shifted towards each other to a position in which the transverse distance between them corresponds to the width of a narrower gauge 28.

 When the wheels come into contact with the elastic parts 31 located next to the narrower gauge, the locking devices rise and lock the axle boxes, and therefore the wheels, in a position in which the distance between the latter corresponds to the width of the narrower gauge.

 With further forward movement, the unloaded wheels begin to move along the final section of the narrower railway track 28, which tilts upward, as a result of which the shoes 33 of the trolley gradually rise from the centering guide rails 29, so that the wheels are loaded, and the trolley is prepared to move along a narrow railway track.

 The process of moving a railway vehicle from a narrower track to a wider one is carried out in a similar way.

The guiding system that is the subject of the present invention has the following three functions;
- improves the passage of two wheelsets of each truck of a railway vehicle through the path curve by means of their exact direction to the curve of any radius of curvature, the term wheelset should be understood as a unit consisting of two separate wheels and axle boxes connected to the supporting frame 4 shown in FIG. 1.

 - Helps eliminate dynamic loads on trolleys with independently suspended wheels.

 - Reduces wear on the rim of the railway wheel, in particular its flanges.

 A first embodiment of the guide system is shown schematically in FIG. 16. In this figure, the guide system is located on only one side of a passenger or freight wagon. However, it is understood that the same guide system is also located on the other side of the car.

 A guide system located on each side of the car is common to its two trolleys and comprises a balancer pivotally mounted on the central frame of each trolley shown in FIG. 1, rod 37, one end of which is pivotally connected to the upper end of the balancer, and the other with a bracket 38 mounted on the body of a passenger or freight car, rod 39, one end of which is pivotally connected to the lower end of the balancer, and the other to the body of the outer fork of the swing arm 6 / Fig. 1 / connected to the frame 4 / Fig. 1 /, carrying wheel assemblies, and rods 41, 42, one ends of which are connected via a hinge 40 to the balancer 36.

 The hinge 40 is located above the axis of rotation of the balancer 36 at the same distance as the hinge connecting one end of the rod 39 with the lower end of the balancer, but on the opposite side of the axis of rotation of the latter.

 The other end of the rod 41 is pivotally attached to the outer fork body of the other swing arm 6, which is located on the same side of the carriage but connected to its other frame 4, which carries other wheel assemblies.

 All said elements of the guide system are not shown in FIG. one.

 The other end of the link 42 is pivotally connected to the upper or lower end of the central balancer 43 pivotally mounted in the middle of the body frame of the passenger or freight car.

 In FIG. 16 shows the position of the elements of the guide system common to two bogies, when a passenger or freight wagon enters the right-hand curve of the railway track, the direction of movement of the wagon is shown by an arrow. In FIG. 17 schematically shows the position of the elements of the guide system common to two bogies located on each side of the car when the latter is on the straight and curved sections of the railway track.

 When a passenger or freight wagon enters a curved section of the track, a relative rotation occurs between its trolley and the body.

 The vertical axis of this rotation passes through the point P / Fig. 2 /.

 Assume that a passenger or freight wagon moves in the direction of the arrow / FIG. 16 / and enters the right-hand curved section of the path, while its front trolley will gradually rotate along this section, so that the hinge through which the balancer 36 is fixed to the central frame 1 / Fig. 1 / of the front carriage will be shifted backward, as seen in FIG. 17, while the balancer rotates around the hinge connecting its upper end with the end of the rod 37.

 The rotation of the balancer 36 causes the corresponding movement of the rods 41 and 39, which leads to the rotation of both frames 4, thereby significantly improving the entry of the wheels into a curved section of the railway track.

 The new position of the geometric axis of the wheels is shown in the central schematic diagram of FIG. 17, which corresponds to the top view of the car.

 When two frames 4 are rotated around the vertical axis of the hinge 2, rubber pads located under the lower ends of the coil springs 8, i.e. under the main suspension, and the rubber pads 3 are shifted, while the rods 39, 41 and 42 are displaced.

 The displacement of the rod 42 when the balancer 36 rotates causes the central balancer 43 to rotate, which in turn moves the other rod 42.

 The movement of the rod 42 causes a similar rotation of the balancer 36 of the rear carriage, as a result of which the wheel pairs of this carriage are rotated at the same angle as the wheel pairs of the front carriage.

 From the above it follows that the guide system, common to both carriages of the car, ensures the rotation of their wheelsets along one arc and works autonomously, i.e. It does not require its connection with the guide system of other cars or with a locomotive.

 In a second embodiment, the guide system is independent for each trolley of a railway vehicle, in particular for a trolley of a railway carriage. An independent guide system located on one side of each trolley is shown schematically in FIG. 18. It is understood that the same independent guide system is also located on the opposite side of each trolley.

 The independent guiding system comprises a first balancer 44 pivotally mounted on the central frame 1 of the trolley, and a first link 45, one end of which is pivotally connected to the upper end of this balancer, and the other with an arm 46, rigidly mounted on the body of a passenger or freight car.

 One end of the second link 47 is also pivotally connected to the upper end of the first balancer 44, the opposite end of which is pivotally connected to the upper end of the second balancer 48, which in turn is pivotally attached to the outer fork body of the swing arm 6, pivotally connected to the frame 4 of the trolley carrying the rear wheelset.

 One end of the third link 49 is pivotally connected to the lower end of the second balancer 48, the other end of which is pivotally connected to the central frame 1 of the trolley.

 One end of the fourth link 51 is pivotally connected to the lower end of the first central balancer 44, the other end of which is pivotally connected to the lower end of the third balancer 50.

 The third balancer 50 is pivotally attached to the body of the outer fork of the swing arm 6, pivotally connected to the frame 4 of the trolley carrying the front wheel pair.

 One end of the fifth link 52 is pivotally connected to the upper end of the third balancer, the other end of which is pivotally connected to the central frame 1 of the trolley.

 In FIG. 19 schematically shows the position of the elements of an independent guide system located on the two sides of each carriage of the car when the latter is on the straight and curved sections of the railway track.

 When a passenger or freight wagon enters a curved path, a relative rotation occurs between its wagon and body.

 The vertical axis of this rotation passes through the point P / Fig. 2 /, i.e. as well as the guide system in the first embodiment.

 Assume that a passenger or freight wagon moves in the direction of the arrow / FIG. 19 / and enters the right-hand curve of the path, while its front trolley will gradually rotate along the curve, so that the hinge through which the balancer 44 is fixed to the central frame 1 of the front trolley will be shifted back, while the balancer rotates around the hinge connecting its upper the end with the end of the rod 45, the other end of which is pivotally connected to the bracket 46, rigidly mounted on the body frame of a passenger or freight car.

 When the balancer rotates, its lower end moves the rod 51, which in turn moves the lower end of the balancer 50, while the upper end of the balancer 50 is moved by the rod 52, since the hinge 53, through which its rear end is connected to the Central frame 1 of the front carriage, shifted back as a result of the rotation of the trolley relative to the car body.

 When the upper and lower ends of the balancer 50 are shifted back, the hinge by means of which it is attached to the housing of the outer fork of the swing arm 6, pivotally connected to the frame 4, which carries the front wheel pair of the trolley, also moves back, as a result of which the frame 4 is rotated, which significantly improves the entry or the direction of the wheels of this pair in a curved section of the railway track.

 Similarly, shifting the hinge 54 backward as a result of a relative rotation between the front carriage and the car body causes a rearward displacement of the link 49, which in turn moves back the lower end of the balancer 48, which is pivotally connected to the link 47, which is stationary, while the balancer 48 is rotated around the hinge connecting its upper end to the rod 47.

 When the balancer 48 is rotated and its lower end is shifted back, the hinge, by means of which it is attached to the housing of the outer fork of the swinging arm 6, pivotally connected to the frame 4, which carries the rear wheel pair of the front carriage, also moves backward, as a result of which this frame 4 rotates, which significantly improves the direction of the wheels of the rear pair along a curved section of the railway track.

 The operation of the guide system for the rear carriage of a car is similar to the operation of the guide system for the front carriage of a car and is therefore not described.

 The guiding system for the front and rear wheelsets of each carriage in the direction of movement of the car is identical.

 In the central schematic diagram of FIG. 19, which corresponds to the top view of the wagon, shows the position of the geometric axis of the wheelsets of the bogies when the wagon is on a curved section of a railway track.

 As for the previous guide system, the direction of movement of the car does not affect the operation of an independent guide system, which is also autonomous, i.e. do not require its connection with the guide system of other cars.

Claims (4)

 1. The guide system for two four-wheeled bogies with a variable lateral distance between the wheels, containing traction connected to the bogies and fixed on the body of a passenger or freight car, characterized in that it is equipped with three balancers, to the corresponding end of one of which, central, articulated in the middle of the car body, one ends of the said rods are pivotally attached, and additional rods, each trolley consists of a Central frame mounted on it with the possibility of orot around the vertical axes of the supporting frames with two swinging fork arms, bearing axle boxes made with a cylindrical upper part for supporting the corresponding end of the fork lever, made of elastic material of sheets located between the corresponding axle box and each fork of the fork lever, and four wheel units, each of which is made with an axle mounted in axle boxes with the possibility of displacement across the trolley, brake discs and a wheel mounted on an axis, the second and third balancers pivotally mounted on the central frame of the corresponding truck, the upper ends of these balancers are pivotally connected to one ends of the respective additional rods, the second ends of which are pivotally connected to the brackets mounted on the car body, and the lower ends of these balancers are pivotally connected to one ends of the other corresponding additional rods, the second ends which are connected to the housing of the outer fork of one fork lever pivotally mounted on one carrier frame bearing the corresponding wheel assemblies, the second ends of d and one ends of the third respective additional rods by means of a common hinge connected to the corresponding second or third balancer, the second ends of the third additional rods are pivotally connected to the outer fork body of another fork lever pivotally mounted on another carrier frame bearing other wheel assemblies, and the said common hinge on each of these balancers is located above the axis of fastening of the balancer on the corresponding central frame at the same distance from this axis as the hinge of fastening of the lower end of each th balancer with said one end of other relevant additional rods.  2. The system according to claim 1, characterized in that the balancers mounted on the central frames of the respective bogies and in the middle of the body, and the corresponding rods connected to these balancers are mounted to rotate when the passenger or freight car enters the curved section of the railway track of the wheel units the rear bogie at the same angle as the wheel assemblies of the front bogie.  3. The system according to claim 1, characterized in that each trolley is made with coil springs forming a suspension of wheel assemblies on the central frame and rubber pads installed between the central frame and the bearing frames and under the lower ends of the said springs with the possibility of shear when the carriers are rotated frames around the vertical axes. 4. A guide system for a four-wheeled trolley with variable lateral distance between the wheels, comprising a balancer, a rod, one end of which is pivotally connected to the upper end of the balancer, and the other with a bracket rigidly fixed to the body frame of a passenger or freight car, a second rod, one end pivotally attached to the balancer, and a third rod, one end of which is pivotally connected to the lower end of the balancer, characterized in that it is provided with two additional balancers and additional rods, each the trolley consists of a central frame mounted on it with the possibility of rotation around the vertical axes of the bearing frames with two swinging fork arms carrying axle boxes made with a cylindrical upper part for supporting the corresponding end of the fork lever made of elastic material of sheets located between the respective axle box and each fork fork lever, and four wheel assemblies, each of which is made with an axle mounted in axle boxes with the possibility of displacement across the trolley, brake discs and a wheel mounted on an axis, wherein the balancer is pivotally mounted on the central frame of the trolley, the first additional balancer is pivotally attached to the body of the outer fork of the fork lever pivotally mounted on the supporting frame of the front wheel pair of the trolley, and the second additional balancer is pivotally attached to the body of the outer fork of the fork lever pivotally mounted on the supporting frame of the rear wheel pair of the trolley, the second end of the second link is pivotally attached to the upper end of the second
an additional balancer, the lower end of which is pivotally connected to one end of the first additional link, the second end of which is pivotally connected to the center frame of the trolley, the second end of the third link is pivotally connected to the lower end of the first additional link, the upper end of which is pivotally connected to one end of the second additional link, the second end of which is pivotally connected to the Central frame of the trolley.

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