DE1530114B2 - Suspension for vehicles, in particular rail vehicles - Google Patents

Description

The invention relates to a suspension for vehicles, in particular rail vehicles with between car bodies or bridge girder and bogie vertically arranged coil springs or rubber springs or Air springs, which apart from the vertical suspension also move the two spring ends against each other a suspension in the horizontal direction guaranteed.

Rail vehicles, especially high-speed freight cars and bogie vehicles often contain A transverse suspension for the car body to soften the side impacts and the transverse movements of the car body elastically. The transverse suspension is largely used by the actual Spring independent suspensions used. The pendulum or hook suspension have the found widespread. On the other hand, common parts for the vertical and transverse suspension applied. The flexicoil effect (transverse elasticity in parallel movement of the spring end surfaces) of vertically arranged helical and rubber springs for the transverse suspension exploited.

To achieve a favorable transverse oscillation behavior, in particular to achieve a supercritical one Running gear with regard to the transverse oscillation excitations caused by the sinusoidal run at higher driving speeds, the transverse oscillation frequency of the car body is to be set as low as possible.

In the case of compression-loaded coil and rubber springs, the necessary low transverse spring constants often cannot be achieved because of the risk of the springs buckling and because of the space available, etc. Then a combination of flexicoil action and pendulum suspension is often used in order to achieve the necessary low natural frequencies. Since the pendulum suspension, in particular the cradle construction of bogie vehicles, requires a relatively large construction effort, common components for vertical and transverse (longitudinal) suspension are sought. ^ Such a suspension can be found, for example, in Wj, CH-PS 1 95 209 as known. In this suspension system, a vertical suspension of the car body by means of coil springs in connection with a transverse force transmission is disclosed in principle. However, this older version works with a weighing beam, which makes the suspension device more expensive. Another disadvantage here is that the pure cradle suspension does not offer sufficient resistance to stronger forces, so that additional stops or buffers are necessary so that the safety against exceeding the deflection movement is guaranteed.

Vehicle suspensions are also known in which

. »Arranged vertically between the vehicle frame and the steering arms that are linked to them are, which see with their upper end over spring plates and cutting edges on saddle washers attached to the vehicle frame support (DT-Gbm 17 59 843 and DT-Gbm 17 59 844). The main disadvantage of this known designs is that the upper spring ends delimiting the spring plate only in Vehicle longitudinal direction, and therefore only to support the vertical forces, are tiltable. Even if a spring is used to absorb the vertical forces on the wishbone, there are also metal-rubber disk packages are attached so that the lower end of the spring is also slightly laterally displaceable, so this low suffices Deflection of the spring in fast-moving vehicles, however, does not meet all the requirements that are met by Turning out of the bogie occurs while driving in the curved track.

In addition, there are similarly mounted coil springs in the DT-AS 10 70 042, the DT-PS 8 06 971 and 8 93 760 and CH-PS 1 75 221 described. With the vehicle suspension according to DT-AS 10 70 042, the Helical spring between a swing arm carrying the impeller and a link part or a torsion bar arranged, with a torsion bar spanning sleeve attached to the handlebar part with a finger against which the upper spring plate is supported. This suspension, in which the upper spring plate although it is tiltable, it is also only used to support the vertical forces.

In the subject matter of the invention, however, not only the weight, but also the transverse movements of the wa-

genkastens are elastically absorbed.

The coil springs according to DT-PS 8 06 971 and 8 93 760 are supported either on both sides in pans with the interposition of spherical rubber layers on stationary abutments, or it is to regulate the Spring position or tension adjusts one end of the helical spring on the plate spring surface in the circumferential direction. and fixable. From additional transverse springs, as in the subject of the invention, is in these older patents nothing mentioned. The vertical coil springs in the support device according to the CH-PS 1 75 221 take over the transmission of occurring horizontal forces from the axle socket to the Support frame. In the case of larger lateral shifts between the axle bushing and the side member of the With the bogie, the forces are transmitted directly to the upper spring plate, and the coil spring is laterally deflected. However, this support device does not contain a tiltable spring plate, and the forces are at The deflected spring is transferred to the upper spring plate through a pin.

Suspensions for road or rail vehicles, ί in which rubber or air springs are used individually or in Combination used are known (DT-AS 10 70 207.11 17 415.11 34 297 and 11 90 811).

Here are z. B. Means for attaching a gas spring or embodiments of changes in the spring hardness described, but the problem of the transverse suspension according to the present invention do not concern.

The invention is based on the object of improving a suspension of the type mentioned at the outset in such a way that that, in addition to their function as secondary suspension, they also all relative movements between the car bodies or the bridge girder and the bogie elastically when the bogie is turned out, d. i.e. that in the case of a Flexicoil suspension with the usual dimensions and sufficient security against buckling, any low transverse spring constant achieved without great construction effort or with existing Flexicoil suspension a significantly greater transverse spring softness is subsequently generated.

The structural design of such suspensions is A relatively difficult, if in addition to good vertical suspension and thus running properties even considerable horizontal spring travel of the car body and finally even more to be performed for the rotational movement of the bogie. On the one hand, the permissible total tension of the spring must not be exceeded and, on the other hand, sufficient buckling stiffness must be ensured.

According to the invention, this object is made more known per se through the combination of the following Features solved.

a) that at least one of the two spring end faces can be tilted about several horizontal axes on the movable the spring plate is supported,

b) that the movement of the spring plate by means of special plate supports a with the spring plate inclination linear, progressive or degressively growing restoring torque is opposed, the influences the spring characteristics accordingly,

c) that the restoring torque when moving the spring plate around different horizontal axes has different characteristics.

Such a suspension based on the so-called Flexicoil principle generated, designed accordingly, by elastic deformation of the spring perpendicular to the main load direction a restoring force, the size of which is sufficient for the transverse suspension of the vehicle.

In a further embodiment of the invention, the deflection movements of the spring plate are several Axes limited by stops. A preferred embodiment is that the spring plate is mounted by means of a joint in a stationary abutment. The spring plate can either be cylindrical or have cutting-like rolling surfaces, ίο those with corresponding surfaces on the fixed abutment cooperate. But it can also be useful if the spring plate has elastic intermediate layers is supported on the stationary abutment.

The claims following the combination claim are real subclaims and apply only in connection with the main claim.

Embodiments of the invention are shown schematically in the drawings and are shown in described in more detail below. It shows

F i g. 1 a coil spring with parallel shifted

spring end faces,

F i g. 2 the coil spring according to FIG. 1, whereby a spring face is also inclined,

F i g. 3 a coil spring with an articulated Spring plate,

F i g. 4 shows an embodiment according to FIG. 3, in which the deflection movements of the spring plate are limited by stops,

F i g. 5 a coil spring, which is supported at both ends against movable spring plates,

F i g. 6 a helical spring with a movable spring plate having rolling surfaces,

F i g. 7 shows a helical spring with a movable, supported on flexurally elastic pads Spring plate and

Fig. 8 each a coil spring with a movable. ♦ - the spring plate, which is attached to the Abutment is supported,

^ Fig.JO spring characteristics for differently mounted Spring plates when a transverse force occurs.

The flexicoil effect e.g. B. a coil spring 1 is based on the parallel displacement of the two spring faces 2 and 3 (F i g. 1), so that the center line 10 of the spring 1 is deformed in an S-shape (corresponding to half a cosine line). The parallel guidance of the spring end faces 2 and 3 is brought about by parts of the vehicle frame. As a result of a lateral spring deflection, caused by the transverse force 5, the vertical load P acts with a certain eccentricity, that is, it exerts a restoring torque of a certain size. The transverse spring constant, like the vertical spring constant, is determined by the coil diameter, wire diameter and number of coils, and also by the height of the spring.

The curvature of the center line 10 is decisive for the transverse spring constant of a fixed spring 1 the deflection. This knowledge is used to solve the problem. By the height of the spring 1 can the curvature of the center line, i.e. the transverse spring constant, influence each other without the vertical spring constant to change. However, this requires a large amount of space and the buckling stability of the spring decreases very much. A reduction in the curvature of the spring center line 10 is also given when one of the two spring end faces 2 or 3 is no longer only shifted parallel to the other, but in the Shift another inclination around an axis across

for the direction of displacement (FIG. 2). The spring t is then no longer in the form of a half cosine line deflected, but in the form of a parabola. Due to the lower curvature of the spring center line 10, the deflection resistance is greatly reduced, so the transverse spring constant is compared to the parallel Displacement of the spring ends significantly reduced. The practical implementation can be carried out by a, take place by means of joint 5 on a stationary abutment mounted spring plate 4 (FIG. 3).

By bearings of the spring plate, which a more or less strong restoring torque 11 against the Exercise spring plate inclination (Fig. 4), are all intermediate values between transverse spring constants with parallel displacement to achieve the spring end faces 2 and 3 and with an articulated mounting of a spring plate 4. For restoring torques that are greater than required for the parallel displacement of the spring end faces 2 and 3, a larger spring constant is achieved.

When using a pure axis of rotation, the arrangement is only possible at one end of the spring. Would If the joint was arranged at both ends of the spring, the entire spring system would buckle and there would be none Restoring force available. In the designs that transmit a restoring torque 11 to the spring plate 4, Both ends of the spring can be equipped to be tiltable in the same way (FIG. 5), provided that this transverse instability is not yet caused.

The following versions are available with a self-aligning torque: Cutting edge bearings with different rolling radii 6 and 7 (Fig. 6), flexurally elastic pads with rigid mounting 12 and articulated mounting 13 (Fig. 7), elastic, in particular rubber intermediate layers 14 (Fig. 8) or 15 (Fig. 9). With these you can either through a rotationally symmetrical design (FIG. 8), the same restoring torques in both axial directions achieved, or with non-rotationally symmetrical, z. B. saddle-shaped training (Fig. 9) differences between the restoring torque in the longitudinal and transverse direction are caused, so that the Spring constants are different in both directions. Elastic intermediate layers result from their Shear deformation a further reduction in the resulting transverse spring constant.

The movement of the spring plate 4 with a special plate support is opposed by a restoring torque which increases linearly, progressively or degressively with the spring plate inclination and which accordingly influences the spring characteristics a, b, c, d, (transverse force 5 over transverse spring travel fs) (Fig. 10). By limiting the deflection movement of the spring plate 4 to a certain angle of inclination by means of stops 9 (FIG. 4), a kinked spring characteristic can be generated (FIG. 10, curve a). Up to the limit inclination of the spring plate 4, the spring characteristic is flatter, while it becomes steeper after the limit inclination has been reached. Such conditions are often desirable in order to avoid excessive transverse deflections of the vehicle suspension.

In the case of a non-linear restoring torque 11 on the spring plate 4, a non-linear spring characteristic also arises with regard to the transverse springing. If z. B. with rolling radii one is designed as a hyperbola 6, the other as a flat surface, there is a progressive transverse spring characteristic c (FIG. 10) until a transition to a linear spring constant is present by exhausting the inclination possibility at point A. By reverse osculation ratios are. To achieve degressive spring characteristics b and c / (Fig. 10).

To avoid the sliding of rolling surfaces or the transverse spring portion of elastic intermediate layers positive connections such as stops 9 and teeth 16 (Figs. 4 and 5) can be _ be turned.

For this purpose 2 sheets of drawings

Claims (5)

Patent claims: 1. Suspension for vehicles, especially rail vehicles with between car bodies or Bridge girders and bogie vertically arranged coil springs or rubber springs or air springs, which apart from the vertical suspension also when moving the two spring ends against each other a suspension in the horizontal direction is guaranteed, characterized by the combination the following characteristics, some of which are known for themselves: a) that at least one of the two spring end faces (2, 3) about several horizontal axes is tiltably supported on the movably mounted spring plate (4), b) that the movement of the spring plate (4) by means of special plate supports is countered by a restoring torque (11) which increases linearly, progressively or degressively with the spring plate inclination and which influences the spring characteristics (a, b, c, ^ accordingly, c) that the restoring torque (11) during the movement of the spring plate (4) to different horizontal Axes has different characteristics. 2. Suspension according to claim 17, characterized in that the deflection movements of the spring plate (4) are limited around several axes by stops (9) (Fig. 4). 3. Suspension according to claims 1 and 2, characterized in that the spring plate (4) means Joint (5) is mounted in a stationary abutment. 4. Suspension according to Claims 1 and 2, characterized in that the spring plate (4) is cylindrical or cutting edge-like rolling surfaces (7) with corresponding surfaces (6) on stationary abutment cooperate (F i g. 6). 5. Suspension according to one or more of claims 1 to 4, characterized in that the The spring plate (4) is supported on the stationary abutment via elastic intermediate layers (14 or 15) (Figs. 8 and 9).