US2141592A - Spring suspension system for cars - Google Patents

Description

Dec. 27, 1938. CLAR AL 2,141,592

SPRING SUSPENSION SYSTEM FOR CARS Filed Feb. 19, 1937 4 Sheets-Sheet 1 0424 GE/ 55 BY w b ATTORNEYS Dec. 27, 1938. F. K. CLAR ET AL SPRING SUSPENSION SYS'iEM FOR CARS Filed Feb. 19, 1937 4 Sheets-Sheet 2 INVENTORS K. CL/Q/Q ATTORNEYS Dec. 27, 1938. F. K. CLAR El AL SPRiNG SUSPENSION SYSTEM FOR CARS Filed Feb. 19, 1957 4 Sheets-Sheet 3 lullllllzllllllldz 5 WM n mm m w m mg {WA #5 g e wmm e Dec. 27, 1938. F. K. CLAR ET AL 2,141,592

SPRING SUSPENSION SYSTEM FOR CARS Filed Feb. 19, 1937 4 Sheets-Sheet 4 Lt mm....M,,......,....,

Patented Dec. 27, 191 38 UNITED STATES PATENT OFFICE 2,141,592 SPRING SUSPENSION SYSTEM FOR CARS Friedrich Konrad Clar, Berlin-Hermsdorf, and

Carl Geissen, Berlin-Schoneberg, Germany; said Clar assignor to Rheinmetall-Borsig Aktiengesellschaft/werk Borsig Berlin-Tegel, Berlin-Tegel, Germany,

Application February In Germany I 3 Claims.

This invention relates to spring suspension systems for cars traveling along rails and similar vehicles, such as express train cars.

Heretofore, spring systems were arranged a corporation of Germany 19, 1937, Serial No. 126,662 February 20, 1936 the following detailed description when taken in connection with the accompanying drawings showing by way of example preferred embodiments of the inventive idea.

underneath or adjacent the lower part of the In the drawings? car frame. Since cars, particularly express train Figure 1 shows a portion of a vehicle in longicars having a low floor surface, must be built as tudinal section and illustrates means preventing compactly as possible, constructors of such cars an excessive inclination of the supports; have considerable diflicultyin arranging the Figure 2 is a vertical cross-section through the In spring systems or finding a proper place for vehicle shown in Figure l; them. Figure 3 is a horizontal view of the vehicle In addition to fiat or leaf springs which provide shown in Figures 1 and 2, with theroof removed; a vertical spring action, it was customary to ar- Figure 4 shows in section a ball and socket range coil springs or twist-action springs underjoint constituting the lower end portion of a neath the vehicular frame, these last-mentioned long support; 15 springs being operative only during an inclined Figure 5 is similar to Figure 4 and shows the position of the vehicle, particularly when it moves joint in an inclined po n; along a curve, and tending to oppose the tilting Figure 6 is a vertical cross-section through a of the vehicle. vehicle provided with long supports and torsion An object of the present invention is the prosprings upon which the vehicle frame is susvision of spring suspension systems which are pended; comparatively inexpensive and will occupy little Figure 7 is a section along the line l--| of space and which at the same time will efiectively Figure 6. absorb various forces acting upon the vehicles in Figure 8 is a vertical cross-section through a the course of the movements thereof. vehicle the long supports of which are provided The above and other objects of the present inwith coil springs; and vention may be realized through the provision of Figures 9, l0, l1 and 12 are vertical crossa vehicle the frame-work of which is carried by sections through difierent types of vehicles the long supports, one end of each support being carlong supporting means of which are provided ried by an axle casingwhile the other end isqsituwith means for adjusting the operative lengths ated directly underneath the roof structure of thereof. the vehicle. The ends of the. supports have, pref- The vehicle shown in Figures 1 to 3 is carried erably, the form of ball and socket joints, each upon rails 33 by wheels 34 interconnected by an joint comprising spherical metal surfaces and a axle 35 which is supported in a casing 36. The rubber lining situated between the surfaces to vehicle comprises side frames 31 and wall sup- 35 increase the elasticity of the system. This rubports 38 as well as beams 39 supporting the roof ber lining in the course of the relative movement structure. The lower horizontal framework of of the spherical surfaces is subjected only to the vehicle is designated by the numeral 45 in shear forces in addition to the usual pressure the drawings. The vehicle is provided with a transmitted to the support. 7 turning-moment support 46 and a guide mam 40 In accordance with a preferred form of the her 41 connecting the support 46 with a transpresent invention the upper portion of the veverse beam 48 constituting a part of the framehicular frame is attached to or suspended from work .of the vehicle. The-axle casing 36 is prorod-springs adjacent the roof structure of the vided with a projecting member 49 which is convehicle, said rod-springs being connected with nected with two ends of the springs 50. The detorsion levers the opposite ends of. which are rice is provided with an axle guide 5| of the resiliently carried through the medium of the usual type. long supports, by the axle casing of;t he vehicle. I The vehicle frame is supported upon the axle In accordance with another preferred form of casing by a number .of long vertical supports 42. the present invention no rod-springs are used, The lower ends of the supports 42 have the 50 but the upper ends of the long supports are diform of ball and socket joints 44, which are carrectly connected with the beams or other porried by the axle casing 36, while the upper ends tions of the vehicular frame by means of ball and of the supports 42 are provided with the ball and socket joints, said long supports comprising socket joints 43. 5 springs the action of which extends in :the direc- The beams 39 of the vehicular frame carry rodtion of the longitudinal axis of the l g supports, springs 40 which are firmly connected with the while the lower ends of these long g ipports are torsion levers 4|. The freeends of the torsion connected with the axle casing by m ans of similevers 4| are connected with the ball and socket lar ball and socket joints. joints 43. Due to this arrangement the position The invention will appear more clearly from of the long supports 42 is fixed relatively to the 00 vehicular frame and the axle casing by the connection of their upper ends to the torsion levers 4| and also by means of the lower joints 42, as well as the springs 50, the turning-moment support 46 and the axle guide 5|. These elements thus serve as a connection between the vehicular frame and the axle support.

Figures 4 and 5 show in greater detail the construction of the ball and socket joint 44 of the support 42.

The lower end of the support 42 is situated in a sleeve constituting a part of the. upper joint member 3| of the ball and socket joint 44. The rubber lining 32 is situated between the upper member 3| and the lower member 38 of the joint 44. The member 38 is carried by the axle casing 36 and is connected to one end of the spring 50 (Figure 2).

The form of the two joints 44 and 43 of the support 42 is such that the upper joint 43 is movable along a substantially spherical surface 28, the center of which coincides with the center of the spherical surfaces of the members 30 and 3|.

When the vehicle is being operated, the pressure forces acting upon the support 42 are transmitted to it through the rubber lining 32. ,When, however, the joint 43 is moved upon the spherical surface 28 within certain pre-determined limits the rubber lining 32 will 'be subjected also to a shearing force. These movements can take place when a car of an express train is being shaken in the course of its movement along a track or they can be also caused by centrifugal forces.

The effect of the shearing forces acting upon the rubber lining 32 and created by an inclination of the support 42, is illustrated more clearly in Figure 5 of the drawings. When the support 42 is moved to the inclined position shown in Figure 5 the upper member 3| moves along with the support 42 while the lower member 38 which is connected to the axle casing 36, retains its original position. Shearing forces created by this relative movement cause the rubber lining 32 to change its form, as is clearly shown in Figure 5.

The ball and socket joint 43 at the upper end of the support 42 may be similar in construction to the joint 44. The arrangement may be such that the center 29 of the spherical surfaces of the joint 44 is movable within certain limitsupon the spherical support, the center of which coincides with the center of the spherical surfaces of the joint 43 in the position shown in Figure 4 of the drawings.. It is advisable to provide a permanent connection between the lower member 30 of the joint 44 and its supporting casing 36, so that the direction of the axis of the support 38 will always be,the same, irrespective of the inclination of the support 42. In order to achieve that the rubber lining 32 willbe subjected only to shearing forces in addition to the vertical pressure, the relationship of the diameter of the rubber lining 32 to the radial thickness of the lining should be at least 6 to 1.

Figures 6 and 7 show a vehicle having a spring suspension system of a slightly different type. The vehicle comprises a divided axle I30 situated in an axle casing I and firmly connected with two wheels |3I which are carried by the rails I32 having an upper edge surface 2.

The vehicle frame 3 comprises beams 4 which carry the roof structure of the vehicle. The vehicular frame 3 is firmly connected with the supports 6 which carry the rod-springs I. Torsion ,levers 9 are firmly connected with the rod-springs I. The free ends of the torsion levers 3 are firmly connected with the upper ends of the long supports I3 by means of the upper ball and socket joints II. The lower ends of the long supports I3 are firmly connected with the vehicle casing I by means of the ball and socket joints I5.

It is advisable to provide supporting springs I6 having ends which are connected to a projecting member I33 constituting an integral part of the axle casing I. The opposite ends of the spring I6 are firmly connected to the vehicle frame 3.

This arrangement prevents an excessive inclination of the lower portion of the vehicular frame. Furthermore, the inclinations of the supports I3 about their lower ends are also limited in a manner which is similar to prior art constructions limiting the movements of the axle casing by means of its turning-moment support.

The vehicle shown in Figure 8 of the drawings 1 comprises an axle I40 which is situated within a casing MI and which is firmly connected with the two wheels I42. The wheels I42 are carried by rails I43 having an upper edge surface I44.

The vehicular frame comprises beams which carry the roof structure of the vehicle.

The supporting means which carry the frame upon the axle casing, comprise rods or long supports I9 and 28 the upper ends of which are provided with ball and socket joints I1 and I8, respectively. The upper ends of the ball and socket joints I1 and I8 are firmly connected with the beam I45. The lower ends of the supports I8 and 20 have the form of downwardly extending cup shaped casings I46 and H1 which enclose the upper ends of coil springs 23 and 24, respectively. The lower ends of the coil springs 23 and 24 are carried by upturned cup-shaped casings I48 and I49, which are surrounded by the lower portions of the casings I46 and I41, respectively. The casings I48 and I49 are supported upon the axle casing I 4| by means of the ball and socket joints 2| and 22.

The ball and socket joints I1 and 2| of the supporting means I9, I46, I48 and 23, or at least one of these joints, should have the form of the joint 44 shown in Figure 4 and be provided with a rubber lining situated between two, preferably metallic spherical joint members. This rubber lining is subjected only to shearing forces in addition to the vertical pressure, when one of the joint members is inclined relatively to the other joint member.

Springsystems shown diagrammatically in Figures 9 to 12 are used to prevent the tilting of the vehicular frame, when, for example, the vehicle is moving along a curve, or even to cause an inclination of the frame in a direction opposite to the direction of inclination of the vehicle. This is accomplished by varying the operative lengths of the supporting means, the ends of which are connected by means of ball and socket joints with the axle casing and the vehicular frame, respectively.

The variations in the operative distances between the joints of the supporting means may be carried out by providing the supporting means with several interconnected elements which can be moved to the desired extent in directions toward and away from an imaginary straight line interconnecting the two end joints. Constructions of this type are shown in Figures 9 and 10.

It is also possible to provide supporting means consisting of several rods which can be moved relatively to each other in the vertical direction by means of screw threads, as shown in Figure 11.

, ries a ball and socket joint III.

Y axle casing I01.

7 any suitable means not shown in the drawings.

tween the joints III inclination of the vehicular frame in the case of an unequal distribution of the load it is advisable to adjust the operative lengths of the supporting means situated on both sidesof the vehicle, depending upon the position of the vehicular frame above the axle of the vehicle. If. for instance, a vehicle is inclined toward one side due to an. unequal distribution of its load, then the operator can operate contacts which actuate auxiliary motors or steering means which in their turn, adjust the operative lengths of the supporting means until the frame has assumed a desired position relatively to the axle of the vehicle.

It is particularly advantageous to operate each I supporting device separately depending upon the position of the frame. When the vehicle is moving along a curve it is possible to lengthen the outer supporting means of the vehicle and to shorten correspondingly the inner supporting means thereof, so that the frame would be inclined in a direction toward the center of the curve.

These changes in the operative lengths of the supporting means at a time when the vehicle is moving along a curve can be made dependent .upon the extent of the centrifugal forces, for example, through the use of an automatically operable device comprising a centrifugal pendulum whichoperates electrical contact switches.

Figure 9 shows-the rails I carrying wheels I06 which are connected with a divided axle I50. I50 is supported in bearings I5I situatedwithin the axle casing I01.

The vehicular frame I08 carries rod-springs I09 which are firmly connected with torsion levers H0. The free end of each torsion lever IIO car- Other ball and socket joints II2 are firmly connected with the axle casing I01.

The supporting means which are situated beand H2 and which support The axle the vehicular frame prise an upper rod H3, a lower rod H4 and a horizontal double-armed lever I I6 which is pivotally connected at II5 with the lower rod II4. One end of the double-armed lever H6 is pivotally'connected with the upper rod II3'. while the opposite end of the lever H6 is pivotally connected with a piston rod H1. The piston II8 which is firmly connected with the piston rod I I1, is situated with a cylinder 9 carried by the The piston H8 and tute an auxiliary motor which is operated by the supporting means, between the ball and The operative length of i. e., the vertical distance socket joints III and H2 is changed by actuating the piston H8,

whereby the end I52 of the double-armed lever II6 will be moved upward or downward. r

When the vehicle is moving alonga curve and the frame I08 is tilted, for example, to the left (looking in the direction of Figure 9), then the operator should lower the lefthand piston N8,

the extent of the movement of this piston depending upon the angle of inclination of the vehi le. Then-the end I52 of the double-armed le er H6 will move upward and the operative upon the axle casing, com-,

the cylinder H9 consti distance between the two 'left hand joints III and 2 will then be increased, so that the left side of the frame I08 will be raised relatively to the right side.

As already mentioned, the operative distances between the joints III and H2 can be varied depending upon the extent of the centrifugal forces, exerted upon a vehicle while it is traveling along a curved path, and these distances may be so adjusted that the frame will be inclined in a direction toward the center of the curvature of the path traversed by the vehicle.

Automatically operable or hand operated means may be provided to prevent further inclination of the frame as soon as the latter has assumed the desired inclined position.

Figure 10 shows rails I55 supporting the wheels I56 which are firmly connected with a divided axle I51. The axle I51 is carried by bearings, I58 which are situated within the axle casing I59. The frame I60 of the vehicle carries rod-springs |6I which are firmly connected with torsion levers I62. The free ends of the torsion levers I62 are connected by means of ball and socket joints I63 with the ends of two-armed levers I2I which are supported intermediate their ends by rods or supports I20. The'opposite ends of the twoarmed levers I2I are firmly connected with piston rods I64. Each piston rod I64 is connected with a separate piston I22 situated within a cylinder I65. The cylinders I65 are carried by' the axle casing I59. The lower ends of the supports I20 are connected with the axle casing I59 by ball and socket joints I66.

The operative distance between the ball and socket joints I63 and I66 can be changed by changing the position of the pistons I22 within the cylinders I65. The'up and down movement of a piston I22/will lower or raise the adjacent ball and socket joint I63 and thereby increase the operative length of the supporting means, .so that one end of the vehicular frame I60 will be raised -or lowered relatively to the axle I51.

The vehicle shown in Figure 11 of the drawings comprises wheels I10 which are firmly connected with a divided axle "I. The wheels I10 are carried by rails I12. The divided axle I1I is carried by bearings I82 which are situated within the axle casing I13.

The vehicular frame I14 carries rod-springs I15 which are firmly connected with torsion levers I16. The free ends of the levers I16 carry ball and socket joints I11. Ball. and socket joints I13 are carried by the axle casing I13. The supporting means situated between the joints I11 and I18 comprise an upper rod I23 and a lower rod I24. The lower end of the rod I23 is provided with .screw threads I25. The upper end of the rod I24 is provided with screw threads I19. The screw threads I25 and I19 engage the inner screw threads of a sleeve I80, the-outer portion of which has the form of a worm wheel I8I which meshes with the worm I26. The screw threads I25 and the screw threads I19 extend in opposite directions. When the worm I26 is operated by any suitable motor (not shown), the wheel I8I and the sleeve I80 will be rotated and will turn the threaded portions I25 and I19 of the rods I23 and I24. Since the screwthreads I25 and I19 extend inopposite of the sleeve I80 will cause the rods I23 and I24 to move in directions toward or away from each other, thereby changing the operative distance between the ball and socket joints I11 and I18.

directions, the rotation The wheels I of thevehicle shown in Figure 1 carried by the axle casing I89. I

In this device the supporting means interconnecting the' ball and socket joints I93 and I94 are formed by pistons I21 and cylinders I28. The ball and socket joints I93 connect the upper ends of the pistons I21 with the torsion levers I92, while the lower ends of the cylinders I28 are supported upon the ball and socket joints I94.

Auxiliary pistons I29 are firmly connected with the lower ends of rods I30 the upper ends of which are attached to the vehicular frame I90. Each piston I29 is movable within a casing I95 which is connected with the casing I28 through a passage I32. The piston I21 is operated by a liquid which flows into the casings I95and I28 through an opening I3I'. The liquid leaves the casings I 28 and I95 through the opening I33.

The amount of liquid situated within a cylinder I28 underneath the piston I21 determines the position of the piston and thus determines the operative distance between the adjacent joints I93 and I94. The amount of liquid flowing into the cylinder I28 is determined by the position of the auxiliary piston I29. If, for example, the vehicular frame I90 tends to incline to the right (looking in the direction of Fig. 12) while the vehicle is moving along a curve, then the right-hand rod I30 will move its auxiliary piston I29 downward so that the liquid will be able to flow through the righthand passage I3I, the interior of the casing I95 and the passage I32 into the right-hand casing I28'.- The liquid will'raise the right-hand piston I21 and thereby preventany further tilting of the vehicle in that direction. A

On the other hand if the right-hand side of the vehicle is moved upward, then the right-hand piston I29 will also move upward along with its rod I30 and will close the passage I30, while the passages I32 and I33 will remain open. The liquid situated within the right-hand cylinder I28 will then leave it through the passage I32, the casing I95 and the passage I33, thereby lowering the position of the right-hand piston I21 within the casing I 28'. Since the lowering of the piston I21 will shorten the operative distance between the two right-hand joints I93 and I94, the right-hand side of the frame I90 will move downward until the vehicle frame assumes a desired position in relation to the axle casing I89.

An advantage of the spring systems constructed in accordance with the present invention is that the vehicles can be constructed lower than those known in prior art. Heretofore it was customary to arrange the floor surface of a vehicle at a height of about 1200 millimeters over the upper edge of the rails, while in the described constructions this distance can be diminished to 600 millimeters. The center of gravity of a vehicle having a low floor surface will, obviously be much lower and nearer the roadbed than that of prior art constructions. This is of great importance in the case of rapidly moving cars or vehicles subjected to considerable centrifugal forces.

Through the use of long supports or supporting means which reach to the roof of the vehicle a furtheradvantage is attained in that comparatively small side forces are transmitted to the axles.

\ The described spring systems can be used conveniently in connection with cars having steered axles since in such cars the axles are moved to a considerable extent relatively to the car frame and since the shifting of the frame caused by these movements can be easily taken in by the long supports or supporting means without causing any excessive inclination of said supports.

Certain features of the present invention are further described and claimed in the patent application of F. K. Clar relating to Springs for cars, Serial No. 125,105, filed February 10, 1937, which has matured into U. S. Patent No. 2,129,118, granted September 6, 1938.

What is claimed is:

1. In a vehicle, a roofed vehicle frame, at least one axle support, a pair of elongated supporting means for each axle support, said supporting means extending within the vehicle frame substantially close to the roof thereof, a pair of ball and socket joints carried by said axle support and connected with the lower ends of said supporting means, another pair of ball and socket joints connected with the upper ends of said supporting means, a plurality of rod-springs, a plurality of torsion levers adjacent the vehicle roof, each of said torsion levers having an end connected to one of said rod-springs and another end connected to one of the last-mentioned ball and socket joints, and means connected to said vehicle frame and supporting said rod-springs.

2. In a vehicle, a roofed vehicle frame, an axle support, supporting means comprising a cylinder connected with said axle support, a piston within said cylinder and means connected with said cylinder for supplying a fluid thereto to vary the position of said piston relatively to said cylinder, thereby varying the operative length of said supporting means; a rod-spring carried by said vehicle frame, a torsion lever situated adjacent the vehicle roof and having one end con- 3. In a vehicle, a roofed vehicle frame, an

axle support, at least two separate supporting means situated on opposite sides of said frame each of said supporting means having at least two members movable relatively to each other to vary the operative length of said supporting means; and automatically operable means for moving said members depending upon the position of said frame relatively to said axle support; a rod-spring carried by said vehicle frame, a torsion lever situated adjacent the vehicle roof and having one end connected with said rodspring, means connecting the other end of said torsion lever with one of said members, and means connecting the other one of said members with said axle support.

FRIEDRICH KONRAD CLAR.

CARL GEISSEN.

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