SK281084B6 - Device for controlling 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).

Description

Technical field

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

BACKGROUND OF THE INVENTION

In dual-axle freight wagons with a double-sided block brake, axle control with leaf springs suspended in the two eyebolts is commonly used and regulations have been introduced for its implementation. The high demands on driving comfort and various impact-resistant axle operation when operating or using the block brake cannot be met by the leaf suspension axle control.

In addition, these axles tend to restlessly travel at certain speeds on the planes and in the curve of the track may lead to radial settings due to adverse 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 a uniaxial vehicle in the sense of operating an axle with primary suspension parts below and secondary suspension parts above the vehicle frame. This is mounted above the wheel pair by means of an N- or V-shaped control member on the crossbeam. 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 crossbeam results in a force application. by braking in said parts, a pair of forces that are oriented against each other and discharge between the rigid control member and / or the actuator. spring-loaded bumpers and both lateral secondary parts of the suspension, resulting in a vertical spring response. 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-equipped beam is a construction of a certain height which excludes the use in confined spaces of low vehicles.

SUMMARY OF THE INVENTION

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 driving on planes, avoids radial alignment in extreme conditions, and occupies a small 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 controlling the wheel pair by means of the wheel control and the alignment device, further damping vertical transversal and longitudinal movements of the wheel bearings and adjusting the shock absorbers. characteristics in all three axes by means of helical springs which have a defined lateral deflection resistance under partial additional action of the elastic lining.

For the purposes of this invention, the term "wheelset actuator" includes an axle or wheel actuator, the term "wheelset bearing" includes an axle or wheel bearing, and the term "vehicle frame" includes the term chassis.

BRIEF DESCRIPTION OF THE DRAWINGS

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

Fig. 1: Side view of the axle control device with the alignment device by means of the alignment lever with the sliding guide.

Fig. 2: A top view of the control of FIG. First

Fig. 3: Side view of the pendulum hitch control.

Fig. 4: Front view of the alignment axle control via the alignment shaft.

Fig. 5: Top view for axle control, leveling device via the leveling lever, off-center disc brake and off-center axle wheel drive.

Fig. 6: Section C-C of FIG. 5.

Fig. 7: Side view of the axle control device with a leveling bar and an off-center disc brake.

DETAILED DESCRIPTION OF THE INVENTION

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 at the independent actuated axis jc, in the drawbar control 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 operating axles with one variant of the alignment device 5 in the form of a alignment lever 6, which is still the same, only its bearing is different. The wheelset actuator 1 is supported by the wheel bearing 2 between the inserted cardan-acting resilient lining 3 and is connected at its end by means of a resilient spherical bearing 4 to the alignment device 5, which is here in the variant of the alignment 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 wheelset controls 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 in FIG. 1 or by means of a bracket on a longer hinge 9 with a flexible hinge 7a connected to the vehicle frame 27 and to the control lever

6th

By interacting with the components already described: the balancing lever 6, the two wheel set controls 1 and the wheel pair 8, the wheel pair under the vehicle can be rotated around a fictional point in the middle of the wheel pair (indirect steering).

A further prerequisite for pivoting the wheel pair 8 is formed by helical springs 10 with defined lateral deflection resistance, which transmit vertical forces.

These are placed as an intermediate piece, parallel to obmedzo2

The spring oscillators 11, between the frame of the vehicle 27 and the wheelset control 1, support them.

The spring deflection limiters 11 also limit the horizontal oscillations of the wheelset actuators 1 through the interaction of roasting longitudinal and transverse side stops 12. The downward oscillation limitation is adjusted by nuts 13 which are screwed onto the limiter 11 and allow the axle to be removed. Next to the bolt 14, the bottom-wheel actuator is clamped from below and thus closes the wheel-bearing bearing 2. The upward swinging of the wheel is prevented by means of a spring stop 15 located between the vehicle frame 27 and the wheel-wheel actuator 1.

A symmetrical solution of the disc brake system 16 is shown in FIG. It consists of an upwardly bent arc-shaped beam 18, fixed downwardly to the balancing lever 6, respectively. on the alignment shaft 23, respectively. on an angular member 29, 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 the two wheel set controls 1. The ball bearing 19 and the pin 20 are prevented vibrations from the friction of the disc brakes 16 made in an inflexible manner.

In order to achieve good driving performance, they are vertically positioned between the frame of the vehicle 27 and the wheel bearing 2, respectively. A hydraulic damper 22, located between one end of the equalizing lever 6, respectively, is sufficient to dampen the longitudinal movements of the wheel pair 8. levers 24 of the compensating shaft 23, respectively. the angular member 29 and the vehicle frame 27.

The transverse movements of the wheel pair 8 will be damped by a hydraulic damper 22 positioned between the wheelset control 1 and the vehicle 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 wheelset actuators (1) connecting these to the respective levers 24 one horizontal line I -1. The inclined bearings of the alignment shaft 23 are designed as resilient hinges 7, are attached to the vehicle frame and transmit longitudinal forces.

With the alignment shaft 23 the same effect is achieved 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. The arrangement is also possible with the alignment lever 6, as well as with the alignment shaft 23 a version with a symmetrical disc brake 16 is possible.

The asymmetrically positioned disc brake 16 is suspended according to FIG. 5 on the cardan asymmetric suspension device 17a. It consists of upwardly bent arcuate beam 18 ^Y-1 ', which is the bottom by means of ball joints 19 attached to the lever shaft 24 the buffer 23 in place of crossing line I - I. The top of the bent-up ends of the arcuate beam 18 which has the form "Ύ, mounted pivotably by means of a pin 20 (FIG. 6) on an upwardly bent arched crossbeam 21.

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

The off-center axle drive 25 includes a support 26 against the reactive torque forces of the drive, which are transmitted to the vehicle frame. 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 -1 by a resilient ball bearing 4, respectively. in this way it is connected to the balancing lever 6.

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 space on the vehicle frame is very limited from above. The alignment bar 28 transversely transmits, by means of the intermediate member 29, the longitudinal forces coming from the wheelset actuators 1 so as to act in the axis.

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

Claims (3)

Device for axle control with helical springs, wheelset controls, wheelset bearings and wheelset, characterized in that the wheelset bearings (2) are supported in a cardan elastic manner by means of a flexible lining (3) in the wheelset actuator (1), 1) is connected at one end by means of a resilient ball bearing (4) to the alignment device (5) and the helical springs (10) are located on both sides to the spring span limiters or next to the spring span limiters (U) next to the wheelset bearings (2) , transversely resiliently between the vehicle frame (27) and the wheelset control (1), and the hydraulic shock absorbers (22) are positioned vertically between the vehicle frame (27) and the wheelset bearing (2) or the wheelset control (1) longitudinally between the vehicle frame ( 27) and an alignment device (5) and transversely between the vehicle frame (27) and the crossbeam (21) or the control wherein the alignment device (5) comprises a alignment lever (6) or an inclined alignment shaft (23) or a longitudinally loaded alignment bar (28) with an angular member (29) and a disc brake system (16) mounted by an articulated joint a suspension device (17, 17a) for the alignment device (5) and for the two wheel set controls (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 compensating device (5). Axle control device according to claims 1 and 2, characterized in that the spring deflection limiters (11) limit the longitudinal and transverse oscillations of the springs at their lower end with the participation of roasting side stops (12) which are connected to the wheelset control (1). ).