SK127694A3 - Device for controlling of axle - Google Patents

Abstract

Running gear with adjustable axle for double-axle rail vehicles to be used for solving the problem of providing automatic radial adjustment in bends in the track, a high degree of operational quietness in straight sections of track and of avoiding, under extreme conditions, counter-radial adjustments when there is only a small amount of installation space. According to the invention, this is achieved by the combination of the following features: an imaginary rotational and coupling point is provided in the centre of the wheel set by directly coupling the wheel set (8) by means of axle and wheel set links (1) and a compensation device (5). The vertical, lateral and longitudinal movements of the axle bearings or wheel-set bearings (2) are damped by hydraulic dampers (22) and the spring constant and characteristic in all three coordinates are adjusted by means of helical springs (10) with a defined degree of lateral rigidity with additional partial effect of elastomer padding (3). <IMAGE>

Description

(37) Annotation:

The axle control device for double-axle rail vehicles, which solves the problem of automatic radial alignment in the rail curve, increases the level of ride on planes, prevents radial alignment in extreme conditions and is built into a small space. According to the solution, this is achieved by combining the following elements: Creating a fictitious steering turning point in the center of the wheel pair by indirectly controlling the wheel pair (8) via the axle and wheel controls (1) ^{and the} alignment device (S). Damping of vertical transverse and longitudinal movements of axial or wheel bearings (2) is provided by hydraulic dampers (11) and adjustment of the additional damping of the springs together with damping characteristics in all three axes is achieved by screw springs (10) having defined lateral deflection resistance. with partial additional action of the flexible lining (3).

PV

- 1 Axle control device

Area .. t e c h n i k_y.

BACKGROUND OF THE INVENTION 1. Field of the Invention The invention relates to an axle control device with helical springs, in particular for biaxial rail vehicles.

Screed stitches

In dual-axle freight wagons with a double-sided block brake, axle control with leaf springs suspended on two lifting eyes is commonly used and regulations have been introduced to implement it. The high requirements with respect to quiet driving and axle operation, resistant to various influences, when actuating or braking with a block brake, cannot be met by the leaf suspension axle control device.

In addition, these axles tend to restlessly travel at certain speeds on the planes and in the track arch can lead to radial settings due to undesirable effects.

The invention DE-PS 928 105 discloses a solution especially for biaxial light wagons by means of a drawbar axle control. In this method, due to the spacing between the wheel pair and the drawbar steering pivot point, the self-aligning of the free-running wheel belt on the rails will be affected and the effect of the crosswind and centrifugal forces will further deteriorate.

The invention DE-GM 9305427 provides a solution for single-axle axles with primary parts of the suspension perimeter above the vehicle frame, paired by means of an N- or V-shaped steering member to a cross-member. It is pivotally connected to the base frame of the wagon by means of a pivot pin. As a result of the distance between the wheel pair and the cross beam, the actuation and / or actuation of the steering wheel results in a force application. by braking in said parts, a pair of forces that are directed against each other and discharge between the rigid control member or the actuator. suspension bumper and both lateral secondary parts of the suspension, vehicle in terms of steering under and secondary This is above the wheeled which leads to a vertical reaction of the springs. Important transverse suspension is not designed. Similarly, only the oscillations are dampened as they descend into and descend from the depressions, but the stinging movements remain intact. In addition, the arrangement of the wheels, the controls and / or the brakes and the pivot bearing provided with a pivot is a construction of a certain height which excludes the use in confined spaces of low vehicles.

P o d t ata tio n e. z u

It is an object of the present invention to provide an axle for biaxial rail vehicles which allows automatic radial alignment in the track arch, provides smooth ride on planes, avoids radial alignment in extreme conditions, and occupies little space.

According to the invention, this is achieved in the manner indicated in the claims, i.e. by creating a fictional steering pivot point in the middle between the wheels of the wheel pair by indirectly actuating the wheel pair by means of the wheel actuator and alignment device. characteristics in all three axes by means of helical springs having a defined lateral deflection resistance under partial * additional action of the elastic lining.

* Overview of pictures_in drawings

The invention will now be described in more detail with reference to the accompanying drawings, in which:

Fig. 1 is a side view of the axle control device with the alignment device by means of the alignment lever with the sliding guide; FIG. 2 is a top view of the control device of FIG. 1, FIG. 3 is a side view of an axle or wheel actuator with a pendulum hinge, FIG. Fig. 4 is a front view of the axle control device with the alignment device by the alignment shaft; Fig. 5 is a top view of the axle control device, the alignment device by means of the alignment lever, off-center disc brake and off-center axle wheel drive; 6 is a section along line C-C of FIG. 5, FIG. 7 is a side view of an axle control device with a leveling bar and a disc brake positioned off center.

An embodiment of the invention is described below

The difference between the control axle and the drawbar axle is at the pivot point when the wheel pair is radially adjusted. While the pivot point is in the center for the independent axle, the pivot point is located at a considerable distance from the center point of the wheel pair at the drawbar pivot point.

The available lever arm allows the wheel adjustment to be influenced by transverse forces.

Figures 1 to 3 show an axle control device with one variant of the balancing device 5 in the form of a balancing lever 6, which is always the same, only its bearing is different. The axle or wheel actuator 1 rests on an axial or wheel bearing 2 interposed by a cardanically acting resilient lining 3 and is connected at its end by means of a flexible ball bearing 4 to a balancing device 5, which is here in a variant of the balancing lever 6.

The alignment lever 6 has at its center a pivot point in the form of an elastic joint 7, which is fixed to the center of the vehicle. In this way, the longitudinal forces of the vehicle are transmitted via the balancing lever 6 and the two axle or wheel actuators 1 to the wheel pair 8. The vertical mounting of the balancing lever 6 is realized on both sides by either a sliding guide 30, as shown in FIG. 1, or by means of a holder for as long as possible a longer hinge 9 with a flexible hinge 7a connected to the vehicle frame 27 and to the control lever 6.

By interacting with the components already described: the balancing lever 6, the two axle or wheel actuators 1 and the wheel pair 8, the wheel pair under the vehicle can rotate around a fictitious point in the middle of the wheel pair (indirect steering).

A further prerequisite for the rotation of the wheel pair 8 is formed by helical springs 10 with a defined lateral deflection resistance which transmit vertical forces. These are located as an intermediate piece, parallel to the spring-span limiters 11, between the bogie respectively. frame 2? and an axle or wheel actuator 1 which they support.

The spring deflection limiters 11 also limit the horizontal oscillations of the axle or wheel actuators. by limiting the longitudinal and transverse side stops 12. The limitation of the downward oscillations is adjusted by nuts 1.3 which are screwed onto the limiter 11 and allow the axle to be removed. The axle or wheel actuator is positioned underneath the bolt 14 and thus closes the axle or wheel bearing 2. The upward movement of the oscillation is ensured by means of a spring stop 15 located between the bogie or bogie. the vehicle frame 27 and the axle or wheel control 1.

A symmetrical solution of the disc brake system 16 is shown in FIG. 2 consists of an upwardly bent arc beam 18, fixed downwardly to the alignment lever 6 and / or the like. on the alignment shaft 23 or on the angular member 2? by means of a ball bearing 19 and pivotally mounted by means of a pin 20 on an upwardly bent arched crossbeam 21. The crossbeam 21 is secured at both ends by a ball bearing 19 to both axial or wheel actuators 1. Ball bearing 1? and the pin 20 are made inflexible to prevent friction from the disc brakes 16.

To achieve good driving performance, they are vertically between the chassis and / or the vehicle. the vehicle frame 27 and the axle or wheel bearing 2 respectively. Hydraulic dampers 22 arranged on both sides by means of an axial or wheel actuator 1. A hydraulic located between one end of the equalizing lever 6 or the end of the equalizing lever 6 is sufficient to damp the movements of the wheel pair 8. levers 2.4 of the compensating shaft 23 resp. the angular member 29 and the bogie respectively. vehicle frame 2 7.

longitudinal shock absorbers 22,

The transverse movements of the wheel pair 8 will be damped by a hydraulic damper 22 located between the axle or wheel actuator 1 and the chassis respectively. frame 27 ..

Another variant of the alignment device 5 is shown in Figure 4 and is based on the use of the alignment shaft 23. The alignment shaft 23 is inclined in such a way that the resilient-ball bearings 4 of the axle or wheel actuators by which they connect with the respective levers? on one horizontal line II. The inclined bearings of the alignment shaft 23 are designed as resilient joints 7, are fixed to the chassis or to the chassis. the vehicle frame and transmit the lateral forces.

With the alignment shaft 23 the same effect is achieved as with the alignment lever 6. For this reason, the parts of the control device used are the same as in the first variant according to Figures 1 to 3, and therefore their description can be omitted. The variant according to figure 5 comprises an asymmetrical arrangement of the disc brake 16 and an off-center axial drive 25 located off the center. Such an arrangement is also possible with the alignment lever 6, as well as with the alignment shaft 23 a version with symmetrical disc brake 16.

Asymmetrically positioned according to FIG. 5 on cardan This consists of up

17a. The disc brake 16 is suspended by an asymmetrical hinge device of the bent arch beam 1.8a, which is mounted at the bottom by means of a ball bearing 19 of the alignment shaft fastener 24 at the point of passage of the upwardly bent arched beam. At the top are the Y-shaped ends of the upwardly bent arch transverse with the pin 20 (FIG. 6) of the beam 21.

The crossbeam 21 also has spherical bearings 19 at both ends thereof, by means of which it is connected to the axle or wheel actuators 1.

The off-center axial actuator 25 includes a support 26 against the reactive torque forces of the drive, which are transmitted to the chassis. The support 26 is connected at the end to the lever 24 of the alignment shaft 23 at the point of passage of the line I-I by a flexible ball bearing 4, connected to the alignment lever 6.

respectively. is that way

Another variant of the alignment device 5 is shown in Figure 7, in which an alignment bar 28 is used. This variant finds application in cases where the chassis space from the top is very limited. The alignment bar 28 transversely transmits, by means of the intermediate member 23, longitudinal forces originating from the axle or wheel actuators 1 so as to act in the axis.

Such a bogie differs considerably from the known bogies in that, due to its low construction, it is suitable for low wagons running on flat tracks. In addition, the design results in a relatively low chassis weight.

PV

- 7 PATENT CLAIMS

1. Axle control equipment with helical springs,

Claims (17)

- 7 PATENT CLAIMS 1. Axle control equipment with helical springs, axle or wheel actuators, axle or wheel bearings and a wheel pair, resp. axis, characterized in that the axial or wheel bearings (2) are mounted in a cardan manner by means of a flexible lining (3) in the axial or wheel actuator (1), the axial or wheel actuators (1) being connected at one end by a resilient ball bearing ( 4) on the alignment device (5) and on both sides, helical springs (10) are resiliently disposed transversely to the axial or wheel bearings (2) so that they are located between the bogie or the bogie. the frame (27) of the vehicle and the axle or wheel controls (1), the springs (11) of the spring oscillators (11) and the hydraulic dampers (22) being located vertically between the bogies or the springs (10); the vehicle frame (27) and axial or wheel bearings (2), respectively. axial or wheeled controls (1), both longitudinally between the bogie and the bogie. the vehicle frame (27) and the alignment device (5); a vehicle frame (27) and a cross beam (21), respectively. axial or wheel actuators (1), the baler balancing device (5) comprises a balancing lever (6) or an inclined balancing shaft (23) or a longitudinally acting balancing rod (28) with an angular member (29) and finally a disc brake system (16), which is fastened by means of a suspension device (17, 17a) to the alignment device (5) and is supported by both axle or wheel actuators (1). Axle control device according to claim 1, characterized in that the off-center support (26) which is located against the torque of the axial drive (25) is connected to the compensation device (5). Axle control device according to Claims 1 and 2, characterized in that, with their lower ends, the spring deflectors (11) limit transversely with the action of the spring-loaded lateral stops (12) which are connected to the axle or wheel actuators (1). and longitudinal fluctuations. Fig. 7 Fig. FROM PV W-Vj 1 pv β P Fig. 6 / V Α «-7γ 27 22 y s Fig. 7 List of reference marks 1 - axle or wheel control 2 - axle or wheel bearing 3 - flexible lining 4 - ball bearing 5 - Leveling device 6 - leveling lever 23 - leveling shaft 28 - leveling rod 6 - leveling lever 7 - flexible joint r 7a - flexible joint 8 - wheeled pair 9 - hinge 10 - helical spring 11 - spring swing limiters 12 - lateral stop 13 - nut 14 - bolt 15 - stop 16 - disc brakes 17 - Towing hitch