DE1052435B - Device for stabilizing the run of rails consisting of interconnected links - Google Patents

Description

Device for stabilizing the barrel from coupled together Structuring existing rail trains In multi-member rail trains, the individual Links of the train are coupled to one another in such a way that they move through each other set a curve horizontally against each other according to the curvature of the curve can. The individual members of the train can therefore pivot horizontally run against each other. This swivel option necessary for driving through curves is undesirable when driving in a straight line, as it is due to the sinusoidal course of the individual Tension members and with poor horizontal track position to a considerable uneven running of the train would contribute. In known multi-unit rail trains are therefore Stabilization devices switched on between every two consecutive tension members, the mutual horizontal pivoting movements of the tension members when cornering enable, but largely prevent it when driving in a straight line.

Hydraulic devices have become known as stabilization devices, working in the manner of known shock absorbers, between two successive ones Tension members installed symmetrically to their median longitudinal plane and in the longitudinal direction the tension members are effective.

Also known are mechanical stabilization devices with Levers and springs work. The individual links of a train are through levers and Handlebars are coupled together, and the levers and handlebars act on the springs in this way one that these are increasingly tensioned with increasing pivoting of the tension members. For example, an arrangement is known in which each bogie individually Bogie vehicles of a train via levers and handlebars to the buffer springs of the respective Vehicle end is connected. When the two pivot each other facing bogies of two vehicles in a horizontal plane are the buffer springs tense, so that the tendency to pivot the bogies in a horizontal plane resistance to stabilize the course of the train is opposed.

Another known mechanical stabilization device exists of two pairs of spring-loaded plungers, which are symmetrical to the straight track perpendicular vehicle longitudinal center plane are arranged. Each of the couples is supported by one loaded in the vehicle transverse direction arranged spring, the springs on the one Attack the ends of the tappets. Support with their other spherical rounded ends the tappets on sliding surfaces in the form of support tracks of the vehicle members. With this arrangement, the tappets on the outside during cornering are relieved, the outer springs together with the one located on the inside of the curve Spring as a result of a lever system provided on the internal plunger for Achieve a stronger restoring force.

The known mechanical devices for stabilizing the barrel of multi-unit rail trains in the horizontal plane have the disadvantage that they as a result of the handlebars and levers and as a result of the large number of bearing points associated with them are multi-part, complicated and expensive.

Finally, a stabilization device has already been proposed that only the mutual rolling movements of the car bodies of articulated trains prevent it when driving straight ahead, but should allow it when cornering as well as providing rollers and runways as stabilizing members. To each of the both long sides of one car body is rigid in the direction of travel Arm attached, the top and bottom of which is crowned end when the units are positioned or the train in the straight track the apexes of convexly curved opposing surfaces of a at the other end of the car body is opposite the guide fixed in a rigid manner. That spherical end of the arm can be formed by a roller mounted at its free end while the mating surfaces of the C-shaped guide also by rolling can be realized with the same diameter. This already proposed The arrangement is simple in its structure, but it cannot roll with it the car body can be stabilized in a horizontal plane.

The invention is now based on the object of providing a device create the run of multi-unit rail trains, especially in the horizontal Level is able to stabilize, however, facing each other to facilities that have become known for this purpose are characterized by greater simplicity.

To solve the problem, the invention goes from a device to Stabilizing the run of rail trains consisting of interconnected links with springs that increase with increasing mutual pivoting of the tension members be tensioned, and with rollers and associated with these, at one end of the tension member paved slideways.

Based on such a device, the invention consists in that the rollers are perpendicular to their roller axis at the other end of the tension member via springs are movably guided and constantly against runways by the pretensioned springs the curve shape from the central position of the rollers to both outer sides increases.

A device according to the invention can practically without hinge and Leverage get by. It can therefore be carried out very simply and reliably.

Roll when two tension members pivot horizontally towards one another the rollers on the runways, whereby the springs are increasingly tensioned. This is the mutual pivoting of the tension members in the horizontal plane opposed a resistance that stabilizes the vehicle running in the horizontal plane.

In another, not independently patentable embodiment of the invention are the rollers at the ends of flexible spring leaves perpendicular to the runways stored. The spring leaves are outside the roller bearing up to the axis of rotation of the rolls cranked.

A not independently patentable embodiment of the invention is in its further embodiment characterized in that between two successive Tension members laterally and symmetrically to the vertical longitudinal center plane of the tension members in each case a roller and a path assigned to it are arranged. The runways between two successive tension members are advantageously on incorporated a common body.

Instead of a roll on each side of the vertical longitudinal center plane the tension members can be on both sides and symmetrically to the perpendicular longitudinal center plane the vehicle members each have a pair of rollers, each pair of rollers a roller track pair which is preferably again worked onto a common body assigned.

In the aforementioned embodiments, the roles are vertical Axes of rotation arranged to the side of the runways. Instead, the roles also with axes of rotation lying in the transverse direction of the vehicle above and below the Be arranged runways.

The contact between rollers and runways is through vertical to the runways effective disc springs caused, if necessary by the further above mentioned spring leaves are supported.

By the respective shape of the runways can be achieved that in the usual way the increasing mutual pivoting of the tension members with increasing spring force an increasing resistance is opposed. Only by choosing a different form of runway, however, it is also possible - something in itself as well is known - can be achieved that the increasing mutual pivoting of the Tension members oppose a decreasing resistance with increasing spring force will. Should the increasing mutual pivoting of the tension members with increasing Spring force is opposed to a decreasing resistance, so is the case with taxiways to comply with the condition that the product of the rollers pressing against the runways Spring forces multiplied by the sine of the inclination angle of the taxiways in the respective The point of contact of the rollers becomes smaller as the rollers move on the runways leave that they occupy in the parallel position of the tension members.

Finally, the invention proposes in its broader, not independent patentable design stops before which the effect of the mutual Staggering tension members turn off relaxing springs.

The above-mentioned embodiments of the invention are in the drawing shown. In the drawing, Fig. 1 shows a device according to the invention, Fig. 2 shows a section along the line II-II in Fig. 1, Fig. 3 and 4 different possibilities the arrangement of devices according to FIGS. 1 and 2, FIGS. 5 and 6 graphically or schematic representations to explain the mode of operation of the stabilizing device according to the invention.

According to FIGS. 1 and 2, on a vehicle part A, a sword-shaped Body 1 attached. On the sword-shaped body 1 are curved on both sides Runways 2 and 3 incorporated. Rollers 4 and 4 work with runways 2 and 3 5 together. These rollers are rotatably mounted on a bolt 6 and 7, whose each between end shields 8 and 9 or 10 and 11 are held. With the end shields a spring leaf 12 or 13 is connected to each roller. The spring leaves are with their ends facing away from the rollers 4 and 5 attached to a vehicle part B, the relative to the vehicle part A pivoting movements in a manner to be explained can perform. The spring leaves allow sprung movements of the rollers 4 and 5 perpendicular to the runways 2 and 3. They are arranged so that they at least with the extensions of their essential parts approximated the axes of rotation of the rollers 4 and 5 cross. Constant contact between rollers 4 and 5 and the runways 2 and 3 is guaranteed by disc springs that act perpendicular to the runways 14 and 15. These disc springs 14 and 15 are supported by the spring leaves 12 and 13. One end of which is attached to the end shields or the spring leaves In the area of the end shields supporting disc springs are guided by cylindrical Spring guide bodies 16 and 17, which pass through the plate springs and with the end shields of the rollers or the spring leaves 12 and 13 in the area of the end shields are connected. The spring guide body in turn are with their rollers 4 and 5 facing away ends in their longitudinal direction slidably guided in guides 18 and 19, which are stored in vehicle part B. With their plate springs 14 and 15 facing The guides 18 and 19 serve the disc springs at the ends of the rails 4 and 5 opposite ends as stops. Forces directed in the longitudinal direction of the runways are not introduced into the roles via the guides, but exclusively About the spring leaves 12 and 13. The guides are therefore in the longitudinal direction of the Runways not movable compared to the attachment of the spring leaves on the vehicle part B, but only perpendicular to the taxiways. In this way, the guides cannot in themselves be tilted and wear out prematurely. To have an adjustable on the disc springs To be able to apply bias, the guides 18 and 19 are in their longitudinal direction adjustable in vehicle part B. The adjustable bearing of the guides 18 and 19 can be done, for example, in such a way that in the vehicle part B nuts are held, into which the guides 18 and 19 are screwed. The movements between the spring guides 16 and 17 and the guides 18 and 19 are limited by bolts 21 and 22 which are held in the guides 18 and 19 and by transverse bores 23 and 24 of the spring guides 16 and 17 are passed through. The diameter of the Bores 23 and 24 is chosen so that the rollers 4 and 5 both by the Curve shape of the runways 2 and 3 determined the smallest and largest distance can take from each other.

The shape of the curved runways 2 and 3 is chosen so that the roles are closest to each other when they are in the middle Area C of the runways are located, and that the distance between the rollers is from each other enlarged when the rollers leave the respective area C and into both sides of the respective area C adjoining areas D come. With this emigration of the rollers from the areas C to the areas D are thus the disc springs 14 and 15 excited.

Stabilization devices according to FIGS. 1 and 2 can be arranged according to FIG. In Fig. 3, 25, 26 and 27 represent three interconnected links of a rail train in a side view, two successive tension members with the ends facing each other are mounted on a common single or multi-axis carriage. The links can also be bogies under a common car body. Two of the stabilizing devices shown in FIGS. 1 and 2 are arranged between the ends facing each other of two consecutive tension members and symmetrically to their perpendicular longitudinal center plane. For the case of FIG. 3, FIG. 1 shows a side view, ie the rollers 4 and 5 lie one above the other with axes of rotation extending in the transverse direction of the vehicle, and the plane of symmetry of the curved body 1 is horizontal. Parts A and B represent facing ends of tension members 25, 26 and 27, that is, sword-shaped cam bodies 1 are attached to one of the two adjacent end faces of two consecutive tension members, while rollers 4 and 5 are mounted on the second of the two adjacent end faces are.

If the tension members run exactly parallel, the rollers are located 4 and 5 of the stabilizing devices arranged between the tension members in FIG the areas C of the curved pieces 2 and 3 of the curved bodies 1 of the stabilizing devices. If the tension members pivot out against each other in a horizontal plane, then they migrate Roll in the areas D of the curve pieces 2 and 3. Since when the rolls migrate from the areas C to the areas D the distance between the rollers of the stabilizing devices is different are enlarged and the springs of the stabilization devices are tensioned, act the springs counteract the pivot strut of the tension members in the horizontal plane and stabilize the course of the train in a horizontal plane. Is this mutual Pivoting the tension members in a horizontal plane in a curve, then they wander Rolling of the stabilizing devices located on the outside as seen from the center of curvature of the curves into the areas D of the curve pieces which lie to the right of the areas C in FIG. The roles of the internal stabilization devices migrate into the areas D, which are to the left of areas C in FIG. In order to achieve the same movement conditions it is convenient to have the taxiways from areas C to both To run the sides symmetrically.

Serve in the arrangement of the stabilization devices according to FIG this not only stabilizes the run of the rail train in the horizontal Level, but in the same way also stabilization in a vertical plane by adding they counteract the mutual tendency to roll of the individual members of the train. For example, the front longitudinal side of the tension member 26 in FIG. 3 moves opposite one another the tension member 25 upwards, then the upper plate spring 14 is between the tension members 25 and 26 and assigned to the front longitudinal sides of the tension members in FIG. 3 Stabilizing device compressed. At the same time, the one in Fig. 3 rear longitudinal side of the tension member 26 opposite the tension member 25 downward, and the lower disc spring of the stabilization device assigned to this side of the vehicle is excited. In this way the stabilizers act mutually The tendency to roll against the tension members.

Here, when stabilizing the tension members against mutual rolling movements, the limiting devices of the stabilizing devices, consisting of bolts 21 and 22 and bores 23 and 24, are of particular importance, as will be explained with reference to FIG. 5. The plate spring 14 lies with a bias P1 between the guide 18 and the end shields 8 and 9 of the roller 4; The plate spring 15 lies with a prestress P2 opposite to the prestress P1 between the guide 19 and the bearing of the roller 5. For the two plate springs, the spring force-spring travel diagram shown in FIG. 5 has a characteristic corresponding to the lines a and b . If the limiting devices are arranged as shown in FIG. 2 and the bolts 21 and 22 rest on the opposite surfaces of the two bores 23 and 24, when the rollers 4 and 5 have the smallest possible distance from one another due to the curve pieces, this results in mutual The swaying of two tension members for the respective stabilization device has a characteristic corresponding to the line a or b, and with regard to the mutual swaying of two tension members, the stabilization devices have a characteristic which corresponds to the characteristic of the springs compressed during swaying. If the limiting devices are omitted, each stabilizing device has a characteristic with regard to stabilizing against rolling movements that corresponds to the line c, i.e. with regard to the mutual rolling movement of two tension members, the stabilizing devices have a characteristic that is the sum of the characteristics of the two springs of the respective device is equivalent to. Between these two borderline cases, any desired characteristic can be achieved by appropriate dimensions of the limiting devices and by appropriate coordination between limiting devices and spring forces for stabilization with regard to the tendency to roll of two tension members. In order to prevent jamming between the rollers and the runways in the event of mutual rolling movements of two successive tension members, the outer surfaces of the rollers are designed to be spherical (FIG. 2).

The same effect as with the bolts 21 and 22 and the holes 23 and 24 is achieved can also be achieved by other limiting devices. As an example, delimiting devices are shown in FIG. 2 by a broken line 28 and 29 shown, on which the rollers or end shields each to the plant come. Like the limiting devices formed by bolts 21 and 22 and bores 23 and 24 also has the limiting device shown in FIG. 2 by a broken line besides the task of influencing the characteristics of the stabilization device with regard to swaying, the further task of preventing the rollers 4 and 5 with the spring guides 16 and 17 slide out of the guides 18 and 19, if, when separating the tension members, the runways 2 and 3 are out of the area of the rollers be brought out.

Stabilization devices according to FIGS. 1 and 2 can also be used accordingly Fig. 4 can be arranged. Fig. 4 illustrates members 30, 31 and 32 of a rail train Fig. 4 shows the tension members in a view from above. The individual links are coupled to one another by central couplings 33 and 34. Again, they are symmetrical to the vertical longitudinal center plane two devices according to FIGS. 1 and 2 between the arranged facing end faces of two successive tension members. However, the arrangement is such that the roll axes of the rollers are perpendicular, the rollers are to the side of: the runways and the plane of symmetry of the roller tracks each assigned to a pair of rollers of a stabilizing device stands perpendicular. For this arrangement of the stabilizing devices, Fig. 1 shows the view from above or a horizontal section. Regarding the stabilization of the vehicle running in the horizontal plane, the device works with this arrangement in a similar but effective way as with an arrangement of the facility according to Fig. 3. However, it has the disadvantage that it has special facilities requires that counteract the mutual tendency to roll of the individual tension members. However, it has the arrangement described in connection with FIG. 3 the advantage that when driving through curves between the rollers and the runways no sliding friction occurs.

Fig. 1 shows the view from above, so it can between each other facing ends of two consecutive tension members also built in that way be that the plane of symmetry of the illustrated taxiways 2 and 3 with the perpendicular The longitudinal center plane of the tension members coincides. It's that way to stabilize the course of the train only one of the devices shown in Fig. 1 required between two consecutive tension members. Here is only to ensure that the runways 2 and 3 are a sufficient distance from each other have a sufficient amount even with small horizontal pivoting movements of the tension members Get movement of the rollers on the runways, so that the springs to achieve be stretched sufficiently far for a stabilizing effect. If necessary, will it may be necessary, the illustrated taxiways 2 and 3 not on a single one to work sword-shaped bodies, but to separate them from one another. In both In the last cases discussed in connection with FIGS. 1 and 4, it is appropriate to use the Stabilization device so between the mutually facing ends of the successive To arrange tension members that the areas C and the rollers 4 and 5 in the same perpendicular transverse plane like that arranged between the tension members in question Coupling heads are located when the tension members are parallel.

In many cases it is done with a view to the risk of derailment and wheel flange wear expedient if in a known manner the mutual pivoting of the tension members counteracting force in the horizontal plane decreases with increasing pivoting. It is based on a degressive stabilization of the vehicle running in the horizontal Level spoken. In the arrangements described so far, this effect is on A particularly simple way achieved by appropriate shaping of the runways 2 and 3. The course of taxiways 2 and 3 is determined on the basis of the consideration, that in a simple approximation the relation applies: K = F # sin a, where K is that of motion of the rollers 4 and 5 is the opposing force, F is essentially the force of the disc springs 14 and 15 and d is the angle that the curve pieces at the respective point of roller contact Include with the plane of symmetry of the body 1 (Fig.6).

Should the force K to achieve a degressive stabilization of the Reduce rolling movements with increasing mutual pivoting of the tension members, so the curve areas C must be significantly opposite to the plane of symmetry of the curve support body 1 and the curve areas D much less against the plane of symmetry of the curve support body 1 be inclined. The slope of the curve areas D must be so much less than be the inclination of the areas C that despite increasing spring force F the force K gets smaller. In the practical implementation of the stabilization device must of course the other factors influencing the force K, in particular the friction between the rollers 4 and 5 and the curve pieces 2 and 3 as well as the The spring force of the leaf springs 12 and 13 must be taken into account. These factors have but only a gradual and no fundamental influence on the definition of the curve shape of the curve pieces. In Fig. 1, the curve pieces 2 and 3 in the areas C have the maximum inclination by providing them with a radius of curvature corresponding to the The radius of curvature of the rollers 4 and 5 corresponds. Except the original, constructive one Design of the curve pieces 2 and 3 of the disc springs 14 and 15 and possibly the leaf springs 12 and 13 can have the stabilizing characteristics of the device even during operation by changing the bias of the disc springs 14 and 15 can be changed by the guides 18 and 19 and thus the stops of the disc springs can be adjusted in the direction of the longitudinal axis of the disc springs.

Claims (7)

PATENTANSYR (: CHE: 1. Device to stabilize the barrel from interconnected links existing Rail hoists with springs, which increasingly tense with increasing mutual pivoting of the tension members are, as well as with rollers and these associated, attached to the one end of the tension member Slideways, characterized in that the rollers (4 and 5) are perpendicular to their Roller axle at the other end of the tension member via springs (12 and 13 as well as 14 and 15) are movably guided and constantly against runways by the pretensioned springs (2 and 3), their curve shape from the central position of the rollers to both Outsides increases. 2. Device according to claim 1, characterized in that the rollers (4 and 5) are mounted at the ends of resilient spring leaves (12 and 13) perpendicular to the runways (2 and 3). 3. Device according to claims 1 and 2, characterized in that the spring leaves (12 and 13) are bent outside of the roller bearing up to the axis of rotation of the rollers (4 and 5). 4. Device according to claims 1 to 3, characterized in that between two successive tension members (30 to 32; 25 to 27) laterally and symmetrically to the perpendicular longitudinal center plane of the tension members in each case a roller (4 or 5) and a track associated therewith ( 2 or 3) are arranged. 5. Device according to Claims 1 to 4, characterized in that the runways (2 and 3) between two consecutive tension members (25 to 27; 30 to 32) are worked on a common body (1). 6. Device according to claims 1 to 3, characterized in that a pair of rollers (4 or 5) is arranged between two successive tension members (25 to 27; 30 to 32) on both sides and symmetrically to the perpendicular longitudinal center plane of the tension members, each pair of rollers a roller track pair (2 or 3), preferably worked on a common body (1 ), is assigned. 7. Device according to claims 1 to 3 and one of claims 4 or 6, characterized in that the rollers (4 and 5) are arranged with vertical axes of rotation to the side of the runways (2 and 3) . B. Device according to claims 1 to 3 and 6, characterized in that the rollers (4 and 5) are arranged with the axis of rotation lying in the transverse direction of the vehicle above and below the runways (2 and 3). 9. Device according to one of claims 1 to 8, characterized in that the contact between the rollers (4 and 5) and the runways (2 and 3) is effected by disk springs (14 and 15) acting perpendicular to the runways. 10. Device according to claims 1 to 3 and one of claims 4 to 8, characterized in that the shape and arrangement of the runways (2 and 3) with increasing mutual pivoting of two adjacent tension members (25 to 27; 30 to 32) - As is known per se - a decreasing resistance (force K) counteracts the pivoting in the horizontal plane despite increasing spring tension (F). 11. Device according to claim 10, characterized by such a shape of the runways (2 and 3) that the product of the rollers (4 and 5) pressing against the runways spring forces (F) multiplied by the sine of the angle of inclination (a) of the runways becomes smaller at the respective point of contact of the rollers when the rollers leave position (c) on the runways that they assume when the tension members (25 to 27; 30 to 32) are positioned in parallel. 12. Device according to claims 1 to 3, 6 and 8, characterized by stops (21 to 24; 28 to 29) which reduce the effect of the springs (14 and 15) switch off. Documents considered: German Patent No. 918 864; Swiss patent specification No. 253 860. Earlier patents considered: German patent No. 957 849.