Bearing housings for axles equipped with rail spacing conversion devices, railway vehicles on which such bearing housings are applied, and rail spacing conversion system using the same

Abstract

The present invention relates to a bearing housing that accommodates a bearing supporting an axle equipped with a gauge conversion device to facilitate smooth gauge conversion, a railway vehicle to which such bearing housing is applied, and a gauge conversion system using the same. The railway vehicle comprises an axle having a pair of wheels installed on both sides, a pair of bearing housings that accommodate a bearing connected to the axle at an axially outer side of the wheels, and a gauge conversion device installed on the axle at an axially inner side of the bearing housing to convert the axial position of the wheels relative to the axle. The axle extends further axially outward from the bearing housing by penetrating the bearing housing. Accordingly, the axial end of the axle can ride on a lifting rail in the gauge conversion section and directly transfer the load of the vehicle to the lifting rail.

Description

Technology Field

[0001] The present invention relates to a bearing housing that accommodates a bearing supporting an axle equipped with a gauge conversion device to facilitate smooth gauge conversion, a railway vehicle to which such bearing housing is applied, and a gauge conversion system using the same. Background Technology

[0002] Research on intercontinental railway connections is one of the ongoing challenges. Conventionally, a gauge conversion section was constructed where a first rail section and a second rail section with different gauges were connected, and a gauge conversion device was installed on the wheel axle of a freight car so that the gauge could be converted as the freight car proceeded through the gauge conversion section.

[0003] Specifically, this involves the process in which the axial position lock of the wheel is released when the shaft enters the gauge conversion section, and as the freight car travels in this state, the wheel of the freight car moves axially along the rail with a changing width to correspond to the gauge after conversion, and then the axial position of the wheel is locked again as the freight car exits the gauge conversion section.

[0004] Conventional variable gauge systems had a problem in that, while the wheels were being adjusted axially relative to the axle, the wheels had to support the load of the freight car, so when the wheels were being slid along the length of the axle, a large load was applied, causing severe wear on the wheels and axle.

[0005] To solve this, the load applied to the wheels that engage with the rails and support the load of the freight car while passing through the gauge conversion section must be reduced or eliminated so that the load of the freight car is not placed between the axle and the wheel.

[0006] Accordingly, while passing through the gauge conversion section, a method can be considered to prevent the load of the freight car from being transferred to the axles and wheels by placing a separate load support structure on the freight car instead of the load transfer path from the freight car to the rail through the axles and wheels.

[0007] However, this method causes problems such as increased weight of the freight car due to a separate load-bearing structure, higher number of parts and cost, and further reduced space under the freight car. The problem to be solved

[0008] The present invention was devised to solve the aforementioned problems.

[0009] Specifically, the present invention aims to provide a method that minimizes the increase in weight, number of parts, and cost of the freight car by not having a separate load-bearing structure to support the load of the freight car while passing through a gauge conversion section, and does not occupy space under the freight car, while ensuring that the load of the freight car is not placed between the wheels and the axle while passing through a gauge conversion section.

[0010] The technical problems of the present invention are not limited to the purposes mentioned above, and other unmentioned purposes and advantages of the present invention may be understood from the following description and will be more clearly understood by the embodiments of the present invention. Furthermore, it will be readily apparent that the purposes and advantages of the present invention can be realized by the means and combinations thereof set forth in the claims. means of solving the problem

[0011] The present invention can be applied to a railway vehicle equipped with a gauge conversion device on the axle.

[0012] The present invention can be applied to a railway vehicle in which both ends of the axle are rotatably installed through bearings embedded in a bearing housing.

[0013] The present invention can be applied to a railway vehicle in which a bearing housing is connected to the railway vehicle through a suspension spring.

[0014] The present invention provides a method to prevent the wheels from supporting the load of the freight car without having a separate load-bearing structure while passing through a gauge conversion section.

[0015] The present invention provides a method for reducing or eliminating the load applied to the wheels that engage with the rails and support the load of the freight car by lifting the axle in the gauge conversion section so that the axle directly supports the load of the freight car, thereby preventing the load of the freight car from being placed between the axle and the wheels.

[0016] The present invention provides a method for facilitating the gauge conversion of wheels by relieving the load applied between the axle and the wheel by having the axle ride up a lifting rail separately provided in the gauge conversion section to directly support the load of the vehicle.

[0017] According to the method proposed by the present invention, the axle is rotatably supported by a bearing embedded in a bearing housing, so the axle can freely rotate and move directly on a lifting rail. Therefore, the load applied between the axle and the wheel can be relieved simply without a separate rolling structure or load-bearing structure.

[0018] Meanwhile, to enhance the driving stability of the railway vehicle, it is desirable that the axial position of the axle that rides on the lifting rail be located as far as possible outward from the axle's axial direction.

[0019] The present invention allows the axle to protrude further outward in the axial direction by penetrating the bearing housing, and by allowing the protruding axle portion to ride on the lifting rail, thereby ensuring both rolling performance and stability.

[0020] Specifically, the present invention provides a railway vehicle comprising an axle having a pair of wheels installed on both sides, a pair of bearing housings accommodating a bearing connected to the axle axially outward from the wheels, and a gauge conversion device installed on the axle axially inward from the bearing housings to convert the axial position of the wheels relative to the axle.

[0021] The axle of the above railway vehicle penetrates the bearing housing and extends further axially outward than the bearing housing.

[0022] Then, the axial end of the axle can ride on the lifting rail in the gauge conversion section and directly transfer the load of the vehicle to the lifting rail.

[0023] The bearing housing may comprise an inner wall member having an inner hole through which the axle passes, an outer wall member spaced apart from the axial outer side of the inner wall member and having an outer hole through which the axle passes, and a bearing support member that connects the inner wall member and the outer wall member in the axial direction and surrounds the circumference of the bearing to restrict the radial movement of the bearing.

[0024] The bearing housing may further comprise a suspension spring support member extending from the lower part of the bearing support member in a direction corresponding to the longitudinal direction of the rail. Accordingly, the bearing housing can receive the load of the vehicle by means of a suspension spring installed on the suspension spring support member.

[0025] In addition, the present invention provides a gauge conversion system available for use by the railway vehicle.

[0026] A railway vehicle using the above-described gauge conversion system includes an axle with a pair of wheels installed on both sides, a pair of bearing housings that accommodate a bearing connected to the axle at an axially outer side than the wheels and through which the axle passes so that the axle extends further axially outward, and a gauge conversion device installed on the axle to convert the axial position of the wheels relative to the axle.

[0027] According to the above-described gauge conversion system, a gauge conversion section is provided in a predetermined section in the extension direction of a pair of rails on which the wheel travels, wherein the width between the pair of rails is converted.

[0028] In the above gauge conversion section, a lifting rail may be provided that supports the load of the axle by contacting the lower part of the axle, which extends parallel to the extension direction of the rail at the outer side of the width direction of the pair of rails and protrudes further axially outward than the bearing housing.

[0029] In the above gauge conversion section, a slide operating rail may be further provided that extends parallel to the extension direction of the rail between a pair of the above rails in the width direction and operates the gauge conversion device.

[0030] Corresponding to the above slide operating rail, the gauge conversion device may be provided with a locking part that unlocks the axial position lock of the wheel relative to the axle.

[0031] When the railway vehicle enters the gauge conversion section, the slide operating rail can operate the unlocking unit to unlock the axial position lock of the wheel relative to the axle.

[0032] Then, as the rail width increases or decreases in the gauge change section, the wheel slides axially relative to the axle, thereby changing the axial position of the wheel relative to the axle.

[0033] When the railway vehicle moves out of the gauge conversion section, the slide operating rail activates the unlocking unit to re-lock the axial position of the wheel relative to the axle.

[0034] At both longitudinal ends of the lifting rail, a slope may be provided in which the height gradually decreases toward the longitudinal end. Between the slopes along the longitudinal direction of the lifting rail, a flat surface maintaining a height higher than the slope may be provided. Effects of the invention

[0035] According to the present invention, since the axle penetrates the bearing housing to relieve the load on the wheel, the wheel slides smoothly axially relative to the axle in the gauge change section, thereby enabling gauge conversion.

[0036] According to the present invention, since rolling contact occurs between the rotating axle and the lifting rail, it is acceptable for the axle and the lifting rail to come into direct contact. Accordingly, a complex support structure to relieve the load on the wheel is not required.

[0037] According to the present invention, the axle and the bearing housing restrict radial movement, and the bearing evenly distributes and supports the load of the axle in the circumferential direction, thereby supporting the rotation of the axle smoothly and firmly.

[0038] According to the present invention, since the structure in which the axle supports the load and the structure in which the wheel moves are made of separate structures, the structure is simple and the load-supporting function of the axle and the gauge conversion function of the wheel can be reliably exercised.

[0039] In addition to the effects described above, the specific effects of the present invention are described together with the specific details for implementing the invention below. Brief explanation of the drawing

[0040] FIG. 1 is a perspective view of a railway vehicle of an embodiment. Figure 2 is an enlarged perspective view of a chassis installed on the lower part of the railway vehicle of Figure 1. Figure 3 is a perspective view showing the state in which the wheels of the chassis of Figure 2 are placed on the rails. Figure 4 is a drawing showing the wheel and axle parts enlarged from the inside. Figure 5 is a plan view of the gauge conversion section of the embodiment. FIGS. 6 and FIGS. 7 are a perspective view and a side view, respectively, showing the state in which a railway vehicle of the embodiment enters the gauge conversion section of FIG. 5. Fig. 8 is a side view illustrating the state in which the axle is placed on the lifting rail. Fig. 9 is a perspective view of a lifting rail. FIG. 10 is a cross-sectional view of the lifting rail at the first height. FIG. 11 is a cross-sectional view of a state in which the lifting rail is adjusted to a second height lower than the first height. Specific details for implementing the invention

[0041] Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the accompanying drawings.

[0042] The present invention is not limited to the embodiments disclosed below, but can be modified and implemented in various different forms. The embodiments provided are merely intended to ensure that the disclosure of the present invention is complete and to fully inform those skilled in the art of the scope of the invention. Accordingly, the present invention should be understood not to be limited to the embodiments disclosed below, but to include all modifications, equivalents, and substitutions that fall within the technical spirit and scope of the present invention, as well as substituting or adding the configuration of any one embodiment with the configuration of another embodiment.

[0043] The attached drawings are intended only to facilitate understanding of the embodiments disclosed in this specification, and the technical concept disclosed in this specification is not limited by the attached drawings; rather, it should be understood that they include all modifications, equivalents, and substitutions that fall within the spirit and technical scope of the invention. In the drawings, components may be depicted as being exaggeratedly large or small in size or thickness for the sake of convenience of understanding, but the scope of protection of the invention should not be interpreted restrictively as a result thereof.

[0044] The terms used in this specification are used merely to describe specific embodiments or examples and are not intended to limit the invention. Furthermore, singular expressions include plural expressions unless the context clearly indicates otherwise. Terms such as "includes" or "consists of" in this specification are intended to indicate the existence of the features, numbers, steps, actions, components, parts, or combinations thereof described in this specification. That is, terms such as "includes" or "consists of" in this specification should be understood as not precluding the existence or addition of one or more other features, numbers, steps, actions, components, parts, or combinations thereof.

[0045] Terms including ordinal numbers, such as first, second, etc., may be used to describe various components, but said components are not limited by said terms. These terms are used solely for the purpose of distinguishing one component from another. Therefore, unless otherwise stated, the first component may be the second component.

[0046] When it is stated that one component is "connected" or "connected" to another component, it should be understood that while it may be directly connected or connected to that other component, there may also be other components in between. On the other hand, when it is stated that one component is "directly connected" or "directly connected" to another component, it should be understood that there are no other components in between.

[0047] When it is stated that one component is "above" or "below" another component, it should be understood that it is not only placed directly above the other component, but that another component may also exist in between.

[0048] Unless otherwise defined, all terms used herein, including technical or scientific terms, have the same meaning as generally understood by those skilled in the art to which the present invention pertains. Terms such as those defined in commonly used dictionaries should be interpreted as having a meaning consistent with their meaning in the context of the relevant technology, and should not be interpreted in an ideal or overly formal sense unless explicitly defined in this application.

[0049] With reference to FIGS. 1 to 4, a railway vehicle (1) according to the present invention will be described.

[0050] A chassis (6) is installed on the lower part of the above-mentioned railway vehicle (1). The chassis (6) is installed at the front and rear of the vehicle, respectively.

[0051] Bearing housings (60) are installed on both the front and rear sides of the chassis (6).

[0052] The bearing housing (60) is installed on the lower part of the chassis (6) via a suspension spring (65).

[0053] A pair of bearing housings (60) arranged in the width direction support both ends of the axle (71). A pair of wheels (78) that are placed on a rail are mounted on the axle (71).

[0054] The bearing housing (60) accommodates a bearing (not shown) connected to the axle (71) axially outward from the wheel (78).

[0055] In the axle (71), an axially inner side of the bearing housing (60) is installed a track conversion device (7) that converts the axial position of the wheel (78) relative to the axle (71).

[0056] The bearing housing (60) comprises an inner wall member (61) having an inner hole (611) through which the axle (71) passes, an outer wall member (62) spaced apart from the inner wall member (61) in the axial direction and having an outer hole (622) through which the axle (71) passes, and a bearing support member (63) connecting the inner wall member (61) and the outer wall member (62) in the axial direction.

[0057] The bearing support member (63) surrounds the outer circumference of the bearing, and the inner wall member (61) and the outer wall member (62) each surround the axial inner and outer surfaces of the bearing. The bearing housing (60) is filled with lubricating oil to lubricate the bearing, and the bearing housing (60) is sealed to prevent leakage of the lubricating oil.

[0058] Accordingly, the bearing installed inside the bearing housing (60) is restricted in radial movement by the bearing support member (63), restricted in axial outward movement by the outer wall member (62), and restricted in axial inward movement by the inner wall member (61).

[0059] The bearing housing (60) further comprises a suspension spring support member (64) extending from the lower part of the bearing support member (63) in a direction corresponding to both sides in the longitudinal direction of the rail. The lower end of the suspension spring (65) is supported by the suspension spring support member (64), and the upper end is supported by the chassis (6). Accordingly, the bearing housing (60) receives the load of the vehicle (1) by the suspension spring (65) installed on the suspension spring support member (64).

[0060] The bearing housing (60) is installed to be suspended from the chassis (6) via a suspension spring (65).

[0061] The radial movement of the axle (71) relative to the bearing housing (60) is precisely limited, and accordingly, the bearing of the bearing housing (60) firmly supports the rotation of the axle (71).

[0062] The axle (71) of the above railway vehicle (1) passes through the bearing housing (60) and extends further axially outward than the bearing housing (60). Then, in the gauge conversion section (83) described later, the protruding part is supported by the lifting rail (86) and lifted upward. Since both ends of the axle (71) are lifted in this way and the axle passes through the bearing housing (60), there is an advantage that no eccentric load is applied to the bearing housing (60).

[0063] A gauge conversion system according to the present invention, which is available for use by the railway vehicle (1), will be described below with reference to FIGS. 5 to 8.

[0064] In the above-described gauge conversion system, a first rail (81) and a second rail (82) having different gauges are interconnected through a gauge conversion section (83) in which the width gradually increases or decreases along the longitudinal direction so that the gauge is converted. A pair of conversion tracks are provided in the gauge conversion section (83) in which the width varies along the longitudinal direction.

[0065] In the above gauge conversion section (83), a pair of slide operating rails (84) are provided that extend parallel to the extension direction of the rails between a pair of rails (81, 82, 83) in the width direction and operate the gauge conversion device (7).

[0066] Corresponding to the above slide operating rail (84), the gauge conversion device (7) is provided with a lock release part (748) that unlocks the axial position lock of the wheel (78) relative to the axle (71).

[0067] As the width of the slide operating rail (84) changes, the unlocking part (748) engaged with the slide operating rail (84) also slides along the axial direction of the axle (71), and accordingly, the slide operating rail (84) can cause the unlocking part (748) to lock or unlock.

[0068] In the above-mentioned track conversion section (83), a lifting rail (86) is provided that supports the load of the axle (71) by being in contact with the lower part of the axle (71), which extends parallel to the extension direction of the rails on the outer side of the width direction of the pair of rails (81, 82, 83) and protrudes further outward in the axial direction than the bearing housing (60).

[0069] At both longitudinal ends of the lifting rail (86), a slope (8621) may be provided, wherein the height gradually decreases toward the longitudinal end. Between the slopes (8621) along the longitudinal direction of the lifting rail (86), a flat surface (8623) maintaining a height higher than the slopes (8621) may be provided.

[0070] As the wheel (78) wears down with increasing mileage, its diameter decreases. Consequently, the height of the axle (71) gradually decreases.

[0071] The above slope (8621) takes into account the height difference of the axle (71), so that even if there is a slight difference in the height of the axle (71), as the vehicle (1) enters the gauge conversion section (83), the axle (71) naturally comes into contact with the slope (8621) at a position corresponding to the height of the axle (71), and as the vehicle (1) moves, the axle (71) rides up the slope (8621) and eventually comes up to the flat surface (8623).

[0072] Then, the axle (71) rises from the height of the position where it first contacts the slope (8621) to the height of the flat surface (8623). Accordingly, the wheel (78) rises from the rail (81, 82, 83). Then, the load of the vehicle (1) is transferred to the ground through the axle (71) and the lifting rail (86), and the load of the vehicle (1) is not applied between the wheel (78) and the axle (71).

[0073] Preferably, to minimize or prevent the axle (71) from protruding outward from the vehicle (1), the lifting rail (86) may be installed so as to be located on the lower side of the vehicle (1) in the width direction.

[0074] In addition, the height of the lifting rail (86) can be adjusted so as to actively respond to the height of the axle (71) which has a deviation.

[0075] Referring to FIGS. 9 to 11, when the operating mileage of the vehicle (1) is low and the wear of the wheels is below a predetermined wear rate, the height of the lifting rail (86) can be set to a first height (H1) as shown in FIG. 10. However, when the operating mileage of the vehicle (1) is high and the wear of the wheels is above a predetermined wear rate, the height of the lifting rail (86) can be adjusted to a second height (H2) lower than the first height as shown in FIG. 11.

[0076] In other words, since the axle (71) directly rides up the lifting rail (86), the height of the lifting rail (86) is set in correspondence with the height of the axle (71). However, taking into account that if the height of the axle (71) varies according to the wear of the wheel (78), the height of the lifting rail (86) must also be set in correspondence, the height of the lifting rail (86) is adjusted in advance before the vehicle (1) enters, thereby preventing damage to the axle (71) and the lifting rail (86) that may occur due to the height difference of the axle (71).

[0077] The operation of the gauge conversion system according to the present invention will be described below.

[0078] When the railway vehicle (1) on the second rail (82) enters the gauge conversion section (83), the axle (71) first climbs directly up the slope (8621) and reaches the flat surface (8623) of the lifting rail (86). Then, the slide operating rail (84) activates the unlocking part (748) of the gauge conversion device (7) installed on the axle (71) to unlock the axial position lock of the wheel (78) relative to the axle (71).

[0079] As the railway vehicle (1) moves further, the wheel (78) slides axially relative to the axle (71) in response to the increase or decrease in the width of the rail (83) in the gauge change section (83), thereby changing the axial position of the wheel (78) relative to the axle (71).

[0080] Next, when the railway vehicle (1) moves out of the gauge conversion section (83), the slide operating rail (84) activates the unlocking unit to lock the axial position of the wheel (78) relative to the axle (71) again. Then, the axle (71) that was on the flat surface (8623) slowly descends along the slope (8621), and the wheel (78) is slowly placed on the first rail (81).

[0081] According to the present invention, the bearing housing (60) and the track conversion device (7) are each installed independently on the axle (71).

[0082] When a railway vehicle (1) travels on a first rail (81) or a second rail (82), the axle (71) supports the load through a pair of wheels (78) located axially inward from the bearing housing (60) on the axle (71). Since the bearing housing (60) supports the rotation of the axle (71) at a position symmetrical in the width direction, stable rotational support is possible.

[0083] When the railway vehicle (1) passes through the gauge change section (83), the part of the axle (71) that protrudes outward from the bearing housing (60) rides on the lifting rail (86), and both ends of the axle (71) support the load. Since the bearing housing (60) supports the rotation of the axle (71) at a position symmetrical in the width direction, stable rotational support is possible.

[0084] Additionally, the gauge conversion device (7) is installed on the axle (71) on the inner side of the bearing housing (60). Accordingly, in the gauge conversion section (83), a first interaction operation between the two ends of the axle (71) supporting the load of the vehicle and the lifting rail (86), and a second interaction operation between the gauge conversion device (7) and the slide operating rail (84) for adjusting and locking / unlocking the axial position of the wheel (78) are performed independently on the axial inner side and the axial outer side, respectively, with the bearing housing (60) in between.

[0085] Accordingly, it is possible for the first interaction action and the second interaction action to be performed smoothly without affecting each other.

[0086] Although the present invention has been described above with reference to the illustrated drawings, the present invention is not limited by the embodiments and drawings disclosed in this specification, and it is obvious that various modifications can be made by a person skilled in the art within the scope of the technical concept of the present invention. Furthermore, even if the effects of the configuration according to the present invention were not explicitly described while describing the embodiments of the present invention above, it is natural to acknowledge that the effects predictable by said configuration should also be recognized. Explanation of the symbols

[0087] 1: Railway vehicle 6: Chassis 60: Bearing housing 61: Inner wall member 611: Internal hole 62: Outer wall member 622: Outer hole 63: Bearing support member 64: Suspension spring support member 65: Suspension spring 7: Track gauge changer 71: Axle 748: Unlock section 78: Wheel 81: 1st rail 82: Second Rail 83: Gauge conversion section (conversion track) 84: Slide operating rail 86: Lifting rail 8621: Slope 8623: Flat surface

Claims

Claim 1 A railway vehicle comprising: an axle having a pair of wheels installed on both sides; a pair of bearing housings accommodating a bearing connected to the axle axially outward from the wheels; and a gauge conversion device installed on the axle axially inward from the bearing housings to convert the axial position of the wheels relative to the axle; wherein the axle protrudes further axially outward through the bearing housings so that the axial end of the axle can directly ride on a lifting rail in a gauge conversion section and directly transfer the load of the vehicle to the lifting rail. Claim 2 A railway vehicle according to claim 1, wherein the bearing housing comprises: an inner wall member having an inner hole through which the axle passes; an outer wall member spaced apart from the axial outer side of the inner wall member and having an outer hole through which the axle passes; and a bearing support member connecting the inner wall member and the outer wall member in the axial direction and surrounding the circumference of the bearing to restrict the radial movement of the bearing. Claim 3 A railway vehicle according to claim 2, wherein the axle extends further axially outward from the bearing housing by penetrating the inner hole of the inner wall member of the bearing housing and the outer hole of the outer wall member. Claim 4 A railway vehicle according to claim 2, wherein the bearing housing further comprises a suspension spring support member extending in a direction corresponding to the longitudinal direction of the rail from the lower part of the bearing support member. Claim 5 A railway vehicle according to claim 4, wherein the bearing housing receives the load of the vehicle by a suspension spring installed on the suspension spring support member. Claim 6 A gauge conversion system for a railway vehicle comprising: an axle having a pair of wheels installed on both sides; a pair of bearing housings that accommodate a bearing connected to the axle at an axially outer side of the wheels, through which the axle passes so that the axle extends further axially outward; and a gauge conversion device installed on the axle to convert the axial position of the wheels relative to the axle; wherein a gauge conversion section is provided in a predetermined section in the extension direction of a pair of rails on which the wheels travel, in which the width between the pair of rails is converted, and a lifting rail is provided in the gauge conversion section extending parallel to the extension direction of the rails at an outer side in the width direction of the pair of rails, and the axle protrudes further axially outward through the bearing housing, so that the axial end of the axle directly rides on the lifting rail in the gauge conversion section and directly transmits the load of the vehicle to the lifting rail. Claim 7 A gauge conversion system according to claim 6, wherein the gauge conversion section is provided with a slide operating rail that extends parallel to the extension direction of the rail between a pair of the rails in the width direction and operates the gauge conversion device. Claim 8 A gauge conversion system according to claim 6, wherein at both longitudinal ends of the lifting rail, a slope is provided such that the height gradually decreases toward the longitudinal end, and between the slopes in the longitudinal direction of the lifting rail, a flat surface is provided that maintains a height higher than the slope. Claim 9 A gauge conversion system according to claim 6, wherein the height of the lifting rail is changeable in correspondence with the height of the axle, which varies according to the degree of wear of the wheel, before the railway vehicle enters. Claim 10 A gauge conversion system according to claim 6, wherein the bearing housing comprises a bearing support member that surrounds the circumference of the bearing to restrict the radial movement of the bearing, and a suspension spring support member that extends from the lower part of the bearing support member in a direction corresponding to the longitudinal direction of the rail, and wherein the bearing housing receives the load of the vehicle by a suspension spring installed on the suspension spring support member.

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