SI8710187A - Elastic moving mechanism for railway vehicles - Google Patents

Abstract

The invention relates to the suspension of the treadmill vehicles with at least two rubber rolling springs (5a, 5b), each arranged between the mandrel (6,8) and the bell (7,9). In order to create such a suspension a treadmill that permits with the least possible expense optimum possibility of regulating the tread in longitudinal and transverse to the vehicle and has a larger spring travel in the main the direction of the suspension is in each case between two adjacent spring (5a, 5b) spaced pin (8) connected to right thus spaced between these two springs (5a, 5b) the bell (7). In this way it is obtained sequentially connecting the springs (5a, 5b), making it one way increases their stroke in the main suspension direction, and in the other creates the ability to affect rigidity, acting transversely in this direction as long as the elements are interconnected (bell and thorn, can move about an axis, lying perpendicularly to the main suspension direction.

Description

VVAGGONFABRIK TALBOT

Suspension for rolling stock

1. Field of the Invention

The object of the invention relates generally to the field of timber vehicles, and more specifically to the field of rail damping devices.

According to the International Patent Classification, the subject matter of the invention is classified in class B 61 F 5/14.

2. Technical problem

The technical problem to be solved with the present application is the following:

How to improve the tread suspension by design to compensate for the impact of wheels on the rails when cornering and improve the offset also in the main, vertical suspension direction?

The defined technical problem is solved by the proposed tread suspension design according to the invention.

3. State of the art

The invention relates to a rolling stock suspension for rail vehicles with at least two annular rubber roller springs spaced above each other, which are each arranged between the mandrel and the bell.

The tread suspensions of the type described above are known. The disadvantage of these is that the rubber rolling spring has a limited suspension travel in the vertical direction, ie. in the direction of its rolling motion between the cane and the bell, and is also very rigidly transverse with respect to this main suspension direction. This results from the fact that in this direction the spring material is predominantly compressed. In addition, the effect of the suspension is the same in all directions transverse to the main suspension direction.

In the case of such treads, the limitation of the travel of the spring in the main direction of the suspension may be defective on the one hand; on the other hand, in particular the insufficient and in the longitudinal and transverse direction of the vehicle the same springing effect is unsatisfactory for the running conditions of the rail vehicle, since no optimal mitigation and damping, especially of the lateral initial impact of the wheels and on the rails, is possible. With a known arrangement, no radial adjustment of the tread or wheel is possible when cornering. As a result, the known arrangements have insufficient driving comfort and wear conditions.

In order to avoid the disadvantages of the tread suspension described above, many constructions are known in which the rubber rolling springs are combined with rubber layered springs, steel springs, air springs and mechanism assemblies. levers in order to use the rubber rolling spring used as its main suspension element with its positive properties and to avoid its disadvantages in stiffness in the transverse direction to the main suspension.

It is an object of the invention to provide a roller suspension with at least two rubber rolling springs which, at the lowest possible cost, has the optimum possibility of adjusting the roller in the longitudinal and transverse direction of the vehicle and the greater suspension travel in the main suspension direction.

4. Description of the solution to the technical problem

The solution to the technical problem is characterized by the fact that each time between two adjacent rolling springs, the spaced mandrel is also connected to a bell arranged between the two springs so that these interconnected parts can additionally perform oscillatory movement around any arbitrary suspension. axles lying transversely to the main suspension direction.

This construction of the invention provides a sequential connection of the rubber rolling springs, thereby increasing their travel in the main suspension direction on the one hand, and on the other, creating the ability to influence the rigidity acting transversely in this direction until the interconnected elements (bell and cane) can move about an axis perpendicular to the main suspension direction. This twisting essentially causes a shear load of both rubber rolling springs, leading this shear load to less rigidity than the compressive load of the rubber rolling spring, so that the combination of springs according to the invention is softer transversely to the main suspension direction. The rigidity of the suspension of the tread according to the invention can be adjusted transversely to the main suspension direction in particular through the active lengths of the lever arms and adapted to the respective requirements.

In order to create different stiffnesses in the longitudinal and transverse direction of the vehicle during the suspension of the tread according to the invention, at least one of the rubber rolling springs has a shape which deviates from the circular ring shape according to a further feature of the invention.

The same result can be achieved if, according to the invention, at least two sets of rubber rolling springs are arranged side by side, in each case interconnected thorns and bells being interconnected with the support so that they resist the moment.

The carrier may, after further design of the invention, be designed elastically or. is elastically connected to at least one of the bells. The more elastic the support or the design is. connection, the softer the suspension assembly in the longitudinal direction of the carrier, ie. preferably in the longitudinal direction of the vehicle.

A further possibility of adjusting the spring stiffness transversely to the main suspension direction is according to the invention in that the mobility of the mandrel-connected bell with the restraints is limited in the transverse plane to the main suspension direction. The greater the possibility of bell movement, the softer the suspension assembly is in this direction. In this way different rigidities can also be achieved when the suspension assembly is loaded in the plane, lying transversely to the main suspension direction, in practice this depends in particular on the stiffness in the longitudinal and transverse directions of the vehicle.

The invention finally proposes that the backrests be elastically designed. Such elastic backrests reduce the change in the hardness of the suspension transversely with respect to the main suspension direction, so that the possibility of adjusting the spring characteristic to each need is possible not only with different bell and backrest spacings, but also with different backrest elasticities. In the whole, the arrangement of the springs according to the invention has sufficient possibilities for influencing the spring characteristic when loading the rubber rolling springs transversely to them the main direction of suspension.

The drawings show various embodiments of the tread suspension according to the invention, where FIG. 1 is a first embodiment of a vertical cross-sectional view of the tread; 2 is a cross-sectional view of the tread in horizontal section along line II-II of FIG. 1, FIG. 3 is a modified embodiment corresponding to the illustration of FIG. 2, with oval rubber rolling springs, FIG. 4 is a further embodiment with two side-by-side assemblies of rubber rolling springs arranged in parallel, in the side view; FIG. 5 is a tread suspension of FIG. 4 in vertical section and FIG. 6 is a tread suspension according to FIG. 4 and 5 in horizontal cross section corresponding to the cross sections of VIVI of FIG. 4.

In all embodiments, one can see a portion of the bogie frame 1, which is each time supported by the running gear on the axle pin 2a of at least two axes 2. The sketches each show the axle wheel 2b.

In the first embodiment of FIG. 1 and 2 as well as in the modified embodiment of FIG. 3 is provided with a pair of spaced holders 3 of the axes which take control between frame 1 and axis 2. In order to prevent unwanted lifting of frame 1 from axis 2 and the frame 1 reinforcement, the cooperative holders 3 are interconnected with lock 4.

In FIG. 1 to 3, the running suspension shown comprises two rubber springs 5a and 5b arranged above each other. The lower spring 5a is arranged on a pin 6, which in the embodiment is simultaneously designed as an axle bearing housing, but may also be designed as an adapter supported on an axial bearing. On the lower spring 5a, the bell 7, which is connected to the mandrel 8 for the upper spring 5b, lies as the upper spring housing. In the presentation of FIG. 1, the bell 7 and the mandrel 8 are designed in one piece. Finally, bell 9, which is rigidly arranged on frame 1, rests on the upper spring 5b.

The arrangement described above results in a sequential coupling of springs 5a and 5b, with each of these springs 5a and 5b assuming half of the vertical travel of the spring in the identical design. Thereby, the dimensions of each spring are 5a and. 5b, in particular in terms of height and diameter, is advantageous in such a way that springs 5a and 5b can be arranged over axial bearings. In addition, due to this successive coupling of both springs 5a and 5b, a sufficient spring travel in the vertical direction is achieved, ie. in the main suspension direction.

By connecting the bell 7 for the lower spring 5a to the mandrel 8 for the upper spring 5b, it is possible to move the two parts in a perpendicular manner in a manner perpendicular to the main direction of suspension of the axle. This movement essentially causes the shear load of both the springs 5a and 5b and the elasticity of the suspension of the tread to be transversely to the main direction of the suspension, whereby shear forces of the springs 5a and 5b give rise to back forces. The suspension of the tread can thus accommodate the relative motions occurring in the transverse and longitudinal directions of the vehicle between the frame 1 and the axle 2, which are necessary in particular for optimal suspension and damping, in particular of the lateral initial collisions of the wheels 2b against the rails and for the radial adjustment of the wheelsets when traveling in bend.

In order to create different suspension stiffnesses of the tread in the longitudinal and transverse directions of the vehicle, the springs 5a and 5b may have a shape which deviates from the circular annular shape. While the springs 5a and 5b of the first embodiment of FIG. 1 and 2 show a circular annular pattern, shown in FIG. 3 is an oval design of springs 5a and 5b, and thus also the pins 6 and 8, respectively. bells 7 and 9. As the longer axis of the oval lies in the longitudinal direction of the vehicle, more rigidity is obtained in this direction than in the transverse direction of the vehicle.

In the third embodiment of FIG. 4 to 6, the two sets of rubber rolling springs are arranged in parallel to each other. The mandrel 6 of the lower springs 5a rests on the longitudinal bearing part 10 of the housing 11 of the axle bearing in the longitudinal direction of the vehicle, in contrast to which the bells 9 of the upper springs 5b are attached to the frame 1. As shown in FIG. 4 and 6, in this case, the bells 7 and the mandrel 8 in each case may be interconnected with the bracket 12 by themselves in such a way that they resist the moment, thereby also giving different rigidity in the longitudinal and transverse directions of the vehicle. In order to influence the stiffness, the support 12 may be designed elastically or. is elastically coupled to at least one of the bells 7. According to FIG. 4, an elastic interface 13 is arranged between the left end of the carrier 12 and the associated bell 7.

In the embodiment of FIG. 4 to 6, it is finally shown that the mobility of the mandrel 8 of the coupled bell 7 of one of the two arrangements of the rubber rolling springs is limited by the stop 14a, which may also be designed as an elastic stop 14b. In this way various rigidities in the longitudinal and transverse directions of the vehicle can also be achieved, so that the spring arrangement is softer as the bell movement 7 is greater. In order to provide the necessary guidance of the housing 11, in the embodiment of FIG. 5 also the upper bell 9 is provided with a stop 15a or. 15b.

In all embodiments, the suspension springs 5a and 5b transmit the vertical suspension, as well as the transverse and longitudinal forces from the wheel pair, to the frame 1. In addition, the springs 5a and 5b allow the necessary longitudinal and transverse movements to allow the axle to be adjusted when traveling in curves and damping of the initial collisions, with the springs 5a and 5b simultaneously generating the necessary feedback forces to always bring the wheelset back to its middle position.

As the increasing load of the previously described suspension, the length of the standing pendulum decreases with increasing suspension, ie. with increasing load, the pendulum is shortened, the return forces become larger with respect to the share of that load, so that despite the simple and compact structure, both the suspension of the tread and the suspension points on the bogie become an optimal function.

The tread suspension described above can also be used for two-axle thymic vehicles and not just for the bogies presented in the embodiments. It can be used for both primary and secondary suspension of the rolling stock of passenger rail wagons and can also be used as a damping of the locomotive body with respect to the rolling stock or individual axles.

VVAGGONFABRIK TALBOT

For him:

-6An indication of the best way to use the invention industrially

The following information is also useful for production in order to achieve the stated goal - improving the design of the running gear for thymic vehicles:

The tread suspension according to the invention must be dimensioned in such a way that it can be integrated into conventional thymic vehicles of the usual dimensions, so that the elements of the thymic vehicle, i.e. the bogie frame 1 and wheels 2b with axles 2. Here, the frame 1 as well as the axles 2 and wheels 2b of the thymic vehicle consist of metal. In the case of suspension, tma 6, 8 and bells 7, 9 are also metal, however, when the rubber rolling springs 5a, 5b are made of elastic rubber. The mounting shall be carried out in such a way that the lower pin 6, which is simultaneously intended for the axle bearing housing, is first mounted on the axial pin 2a. This lower mandrel 6 is fitted with a lower spring 5a from above and a lower bell 7, which is made in one piece with the upper mandrel. Subsequently, the upper spring 5b is arranged on this upper mandrel 8, and then the frame 1 with the holders 3 axes is then provided.

Finally, the axle bracket interconnects with the lock 4.

Claims (6)

Patent claims 1. Threaded suspension for thymic vehicles with at least two axially spaced rubber roller springs 5a, 5b spaced at each other between the reed 6, 8 and the bell 7,9, characterized in that they are dowels (6 and 8, respectively) in each case upward and downward projecting through the springs (5a, 5b), the springs (5a, 5b) resting on them an adjoining mandrel (6, 8) so that a mandrel is arranged between the two adjacent springs (5a, 5b) each time (8) connected also between these two springs (5a, 5b) by a bell (7) arranged, and that the interconnected mandrel (8) and bells (7) are spaced apart between the two adjacent springs (5a, 5b) such that these connected parts in addition to the movement in the main suspension direction can perform oscillatory movement about any transverse axis to the main suspension axis. Runner suspension according to (variant I), characterized in that at least one of the springs (5a, 5b) comprises a shape which deviates from the circular annular shape. Runner suspension according to (variant II), characterized in that at least two sets of springs (5a, 5b) are arranged side by side, in each case interconnected by a pin (8) and bells (7) by themselves connected to the bracket (12) so that they resist the moment. Running suspension according to Claim 3, characterized in that the support (12) is designed to be elastic or. is elastically coupled to at least one of the bells (7). Runner suspension according to at least one of Claims 1 to 4, characterized in that the movement of the bell (8) of the connected bell (7) in a plane transverse to the main direction of suspension is limited by the stop (14a, 14b). Running suspension according to claim 5, characterized in that the stop (14b) is elastically designed.