DE282380C - - Google Patents

Description

IMPERIAL

PATENT OFFICE.

PATENT LETTERING

Ve 282380 - CLASS 2Od. GROUP

in Dresden.

with steerable end axles.

Addendum to patent 281671.

Patented in the German Empire on February 11, 1914. Longest duration: February 4, 1928.

To enable long-wheeled, multi-axle vehicles for curved tracks ■ (curved locomotives) with steerable end axles (coupling or running axles) to make it even easier and in particular the track flange pressures of the immovably mounted axles also in moderate track curvatures or even completely abolish the Drawbars of the two steerable end axles are made more symmetrical by means of a spring-loaded linkage Movement coupled.

This linkage consists of 'two around the pivot points of the drawbars or separate ones Pivot points swinging double angle levers that cross each other through Rods and the drawbars are connected with the action of springs. With Pretensioned springs act with increasing tension on every rash of the drawbars from their central position.

It is known per se, with short-axle railway vehicles on the drawbars of the to attack steerable end axles T-levers and their opposite arms under crossover necessarily to be connected by tie rods, for the purpose that horizontal. Cancel vibrations of the vehicle part resting on the axles.

The connection of the two drawbars by a resilient linkage according to FIG. 1 and the Example of the cushioning according to Fig. 2 of the drawing now causes both the side pressure the leading immovable axis against the outer rail like the side pressure of the trailing immovable axis against the inner rail depending on the strength of the tension of the springs until it is completely removed can be reduced. If the linkage between the two drawbars is missing According to the invention, the leading steering axis in the track curvature would both as a result the curvature itself and as a result of the sharp-edged setting of the wheelbase of the non-displaceable mounted axes in the curvature constantly shifted inward to a greater extent than the trailing steering axle.

Therefore, by inserting the linkage, the preceding one becomes immovable Axis is not only kept from tracking in sharp curvatures of the track, as stated in the main patent, but this happens' even in moderate track curvatures due to the specified resilient connection of the steering axle drawbars with appropriate tension of the springs. So it goes on all track

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curvatures the guidance of the vehicle or the locomotive partially or completely from the immovable axles to the steerable end axles. At full The end axles also take over the leadership from the wheelbase of the immovable Axes brought corresponding sharp edge position and the chordal position of the entire wheel stand approached. When the steering axle drawbars are connected, the resilient rods cut the non-displaceable ones Axles in moderate track curvatures with reduced side pressure or at all no longer on the rails, and of the steerable end axles, the leading, because it lies above radial, it runs off the outer rail, while the trailing one in almost or completely radial position with moderate pressure on the inner rail or moves away from it. The vehicle is therefore despite the large overall wheelbase only very low driving resistance and also low wear on the wheel flanges and have rail flanks.

^{In Fig. 1} and 2, for example, steerable coupling axles α 1 and a ² and displaceable hollow axles b ¹ and i> ² are indicated as end axles; however, according to the main patent, it is also possible to use steerable running axles and central axles which can be displaced in the bearings. The axes of rotation of the T-levers are assumed to coincide with the pivot points of the steerable end axes.

Fig. Ι shows the position of the axes in a moderate curvature of the track with medium spring tension. Furthermore, two springs / α ¹ and fb ¹ as well as fa ² and fb ² with bias voltage are switched on in Fig. 2, for example, between the linkage consisting of the tie rods ζ and the levers li ¹ and / r and each drawbar d ¹ and d ^{2, the} when the drawbars stop on one side or the other, they must always be tightened at the same time. Of course, only one spring with the same effect as the two shown can be used, or two alternately acting springs can be used.

Claims (2)

P A T E N T - A N S P R Ü C H E: 1. Long-wheel, multi-axle vehicle for curved tracks (curved locomotive) with steerable end axles (coupling or running axles) according to patent 281671, characterized by the connection of the two steering axle drawbars (d ¹ and d ² ) and the end axles (α ¹ and α ² ) With a spring-loaded linkage that, through symmetrical movement of the drawbars, transfers the greater lateral displacement of the leading steerable end axle to the trailing steerable end axle and thereby reduces the track pressure of the non-displaceable axles even in moderate track curvatures or completely prevents the axles from tracking. 2. Vehicle according to claim 1, characterized in that the Lenkachsdeichseln the end axles are connected by the known arrangement of T-levers and the mutual cross-connecting the oppositely directed arms of the T-lever and the third (central) arm of this lever having \ ^r noise voltage springs used counteract any twisting of the lever, so that when entering the curve of the track, the deflecting drawbar of the. The leading steerable end axle presses through the suspension on the middle arm of the three-armed lever, thereby causing the drawbar of the trailing end axle to deflect in a symmetrical sense to that of the drawbar of the leading end axle and so in the pivot points of both drawbars the reduction in the pivot points of both drawbars the track pressure of the immovably mounted axles required pressures on the ■ causes the frame of the locomotive and through this on the immovable Axes transfers. 1 sheet of drawings.