DE666912C - Suspension for rail vehicles - Google Patents

Description

For cushioning of rail vehicles has been proposed for support of the car body serving springs as torsion bar springs that are mounted in the frame transversely to the direction of travel. With These torsion bar springs are the wagon wheels and the pivot socket carrier carrying the car body through in the direction of travel horizontally lying rocker arms connected.

According to the invention, these torsion bars and rocker arms are used to to support the swivel base so resiliently that on him during upward and downward movements forces exerted on an axis as a result of inaccuracies in the track which are opposite to the movement of the axle, so that the car body, in relation to the upper edge of the rail, is held at approximately the same height. this is achieved in that the rocker arms are connected to their torsion bar springs Ends are provided with upward arms, between which a resilient Body is inserted with bias so that it rotates the two rocker arms in opposite directions seeks to turn. Due to the load on the vehicle, both have cross bar springs rectified torques, through the resilient body but between the one another opposite, upward arms of the rocker arm is used opposite torques exerted on the two bar springs. The rod spring assigned to the pivot socket support is retained by the resilient body interposed with bias an additional tension, so that it strives to the . To lower pivot socket carrier. If the axis makes an upward movement, it transmits This movement occurs immediately as a result of the interposition of the resilient body on the rod spring supporting the pivot socket carrier, whereby the two rocker arms rotate in the same sense. While the frame receives an upward acceleration due to the upward movement of the axle, the pivot socket carrier is lowered by the rocker arm assigned to it. Of the The car body therefore only takes an insignificant part in the upward movement of the axle.

If the axis executes a downward movement, both bar springs are relieved, and both rocker arms rotate in the opposite direction as before. The A take away the tension caused by the fed ^ to the body into the rod spring assigned to the rotating pan tri; is brought out so that while the falling axis is moving the frame downwards ίο seeks, the pivot socket support receives an upward movement by the rocker arm. The rotary socket carrier thus again performs a movement opposite to the axis so that the car body remains at approximately the normal height.

On the drawing are several embodiments of the bogie of the rail vehicle shown, with the cushioning device according to the invention is equipped.

Fig. Ι shows a side view of the bogie with an embodiment of the cushioning device;

Figure 2 is the plan of Figure 1; Fig. 3 schematically illustrates the Mode of action of the cushioning;

FIGS. 4 and 5 show parts of FIG. 1 in modified forms of the cushioning device. In the embodiment according to FIGS. 1 and 2, bearings m are mounted on both sides of the pivot socket support c , in which the ends of two torsion bar springs e and f are mounted, which are perpendicular to the longitudinal direction of the car. On the ends of the torsion bar springs protruding over the bearings m , angle levers are attached, which lie in the direction of travel. On the wheels after the wheel axle bearing g η to underlying torsion bar e is the angle lever a ^1, fixed or whose arm lying α ¹ is based on the axles with a sliding or roller bearing 0th F on the c according to the bolster-facing torsion bar spring, the angle lever is b ^1, b ² fixed, whose arm lying fc ¹ by means of a · p Pendelgehänges on the truck bolster c aageleakt is. The upward arms α ² , Ψ of the two angle levers are opposite one another. A rubber buffer d is inserted between these two arms with a certain bias, by means of which the two arms ar, b ^{ä are} spread apart;

The effect of this interposition of the rubber buffer is explained schematically in FIG. 3, a spring being placed in place of the rubber buffer for better understanding. When the car is stationary and empty, the angle levers a ¹ , ar, b ¹ , b ² assume the position ο shown with full lines. It is assumed that with an additional load on the car, the torsion bar

springs e and / are rotated so that the two angle levers come into position 1 shown with dotted lines. Is in the spring d between the two arms α ² , ϊ> ⁴

Angle lever with a bias voltage turns on, so both angle levers come lter corresponding extension of the spring into the position shown with dashed lines to the position 2. Thus, it is thereby the deflection of the associated one of the axle angle lever α ^1, α ² decreased and the deflection of the bolster c associated angle lever b ¹ , b ^z enlarged. The two angle levers are thus rotated in opposite directions.

This has the consequence that the torsion bar spring assigned to the pivot socket support c receives an additional tension.

If the wheel axle # rises due to the unevenness of the track, the torsion bar spring-e is more tensioned, thus counteracting the upward movement of wheel g . But this upward movement is transferred to the frame h in the sense that the frame wants to rise. The resulting rotation of the angle lever α ¹ , ο ^{2 is} transmitted through the rubber buffer d to the angle lever b ¹ , b ' ² , which is rotated in the same direction, so that the arm b ¹ , on which the pivot bracket c is supported , lowers. The pivot socket carrier therefore makes a downward movement when a wheel g goes up, so that the car body remains approximately at the same height in relation to the upper edge of the rail.

If the wheel axle is lowered as a result of an unevenness in the rails, the angle lever ^{ϋ 1} , Φ rotates in the opposite direction to the clockwise rotation. Since the arm α ² goes back and the torsion bar spring f had previously received an additional clockwise rotation as a result of the interposition of the rubber buffer, the spring is now trying to return to its normal position, with the result that the angle lever b ¹ , b ² also rotates in the opposite direction to the clockwise direction. The arm b ¹ on which the pivot socket support is supported therefore makes an upward movement, that is to say it does not take part in the downward movement of the frame h caused by the lowering of the axis η . The car body then also approximately retains its normal height above the upper edge of the rail.

At the same time, the rubber buffer d has a shock-absorbing effect, which is of particular importance because torsion bar springs cannot have a damping effect.

Instead of a rubber buffer, a spring or a pressure medium can also be used (Pressurized oil, compressed air).

Instead of supporting the pivot bracket c by means of the hanger p directly on the arms b ^{x of} the angle levers b ¹ , b ² , the direct support by means of a leaf spring mechanism i (FIG. 4) or helical springs k (FIG. 5) can also take place. These springs are then hinged to the arms b ^{1 of} the angle lever.

Claims (2)

Patent claims: i. Suspension for rail vehicles, in which the wheels and the pivot bracket by rocking levers that are almost horizontally in the direction of travel and that are mounted transversely in the frame Torsion bar springs are connected, characterized in that the rocker arms (α ¹ , b ¹ ) at their with the torsion bar springs (c, /) >>; connected ends are provided with upwardly gerijjjjteten arms (α ² , & ² ), _ao between which a resilient body (d) is inserted with prestress so that it seeks to rotate the two rocker arms in opposite directions. 2. Suspension according to claim 1, characterized in that leaf or helical springs (i, k) and pendulum hangers (p) are arranged between the pivot socket support (c) and the rocker arms (b ¹ ) assigned to it. ₃ " 1 sheet of drawings