EP0100513B1 - Suspension à ressorts pour véhicules ferroviaires à roues indépendantes - Google Patents

Suspension à ressorts pour véhicules ferroviaires à roues indépendantes Download PDF

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Publication number
EP0100513B1
EP0100513B1 EP83107321A EP83107321A EP0100513B1 EP 0100513 B1 EP0100513 B1 EP 0100513B1 EP 83107321 A EP83107321 A EP 83107321A EP 83107321 A EP83107321 A EP 83107321A EP 0100513 B1 EP0100513 B1 EP 0100513B1
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EP
European Patent Office
Prior art keywords
spring
pressure medium
suspension
spring suspension
pressure
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired - Lifetime
Application number
EP83107321A
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German (de)
English (en)
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EP0100513A2 (fr
EP0100513A3 (en
Inventor
Axel Dr. Schelle
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Knorr Bremse AG
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Knorr Bremse AG
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Filing date
Publication date
Application filed by Knorr Bremse AG filed Critical Knorr Bremse AG
Publication of EP0100513A2 publication Critical patent/EP0100513A2/fr
Publication of EP0100513A3 publication Critical patent/EP0100513A3/de
Application granted granted Critical
Publication of EP0100513B1 publication Critical patent/EP0100513B1/fr
Anticipated expiration legal-status Critical
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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
    • B61F5/00—Constructional details of bogies; Connections between bogies and vehicle underframes; Arrangements or devices for adjusting or allowing self-adjustment of wheel axles or bogies when rounding curves
    • B61F5/02—Arrangements permitting limited transverse relative movements between vehicle underframe or bolster and bogie; Connections between underframes and bogies
    • B61F5/16—Centre bearings or other swivel connections between underframes and bolsters or bogies
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
    • B61F15/00—Axle-boxes
    • B61F15/02—Axle-boxes with journal bearings
    • B61F15/08—Axle-boxes with journal bearings the axle being slidable or tiltable in the bearings
    • B61F15/10—Axle-boxes with journal bearings the axle being slidable or tiltable in the bearings and having springs opposing such movements
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
    • B61F5/00—Constructional details of bogies; Connections between bogies and vehicle underframes; Arrangements or devices for adjusting or allowing self-adjustment of wheel axles or bogies when rounding curves
    • B61F5/26—Mounting or securing axle-boxes in vehicle or bogie underframes
    • B61F5/30—Axle-boxes mounted for movement under spring control in vehicle or bogie underframes
    • B61F5/307—Axle-boxes mounted for movement under spring control in vehicle or bogie underframes incorporating fluid springs

Definitions

  • the invention relates to a suspension for individually sprung idler wheels of rail vehicles.
  • first spring device which can consist of several springs arranged parallel to one another, if necessary for reasons of rigidity support massive bogie frame, which in turn supports the vehicle frame or body via a second spring device, which may also consist of several parallel single springs (FR-A 22 18 229). If one of the vehicle wheels is subjected to an upward shock load, the first spring device assigned to the axle bearing adjacent to this vehicle wheel is compressed by increasing its tension, this spring device slightly raises the part of the bogie frame located above it and the bogie frame thereby becomes inclined.
  • This inclined position has the effect that the lifting caused by the first spring device is transmitted at a reduced gear stroke with only about half to a quarter of the lifting height to the bearing point of the second spring device on the vehicle frame.
  • the individual spring elements can be designed differently from one another, for example one of the spring elements can be a helical spring and the other one can be an air spring (DE-PS 1 146519).
  • one of the spring elements can be a helical spring and the other one can be an air spring (DE-PS 1 146519).
  • the suspensions are often designed progressively, in such a way that they generate disproportionately increasing restoring forces when deflecting to the compression stroke. When the vehicle is loaded, however, this results in overall hard cushioning.
  • a bogie rail vehicle without continuous wheel sets is known, the two wheels on each side of each bogie being only rotatable about their wheel axes in a longitudinal member; a spring device is arranged between each wheel and its longitudinal member.
  • a crossbar of the vehicle body lies rotatably on the longitudinal beams in each case about a vertical axis, with no further spring device being located between the longitudinal beams and the vehicle body.
  • a wheel lift via its spring device leads to a local lifting of the associated longitudinal member, whereby the latter and also the crossbeam are inclined and thus transmit the lifting movement reduced to about a quarter of its value to the vehicle body.
  • shock loads on the wheels are greatly reduced by lever reduction.
  • the mentioned bogie frames and longitudinal members or cross members lack comparable parts, so that the shock loading of these idler wheels is reduced by the suspension devices without lifting reduction by lever-like structures be transferred to the vehicle frame or body.
  • the vehicles with idler wheels thus have the disadvantage over bogie vehicles that shock loads on the vehicle wheels are transmitted to the vehicle to a greater extent because the wheel deflections are not translated both in terms of their lifting height and their lifting speed as in the bogie vehicles.
  • Additional shock absorbers which do not enter the characteristic curve and which are to be arranged parallel to the suspension can prevent a rocking by several such impacts.
  • the characteristic curve t medium applies, after which a transition from the initially flat to the steeper characteristic part takes place after only a smaller deflection stroke s 2 ; the earlier curve break prevents the suspension from compressing too much.
  • a suspension characteristic curve can be achieved, at least similarly to Fig. 1: With short-term shock loads, only some of Spring elements effective, whereby a soft suspension with a flat spring characteristic can be set, and only after some time lasting shock loading of the wheel will the other spring elements also become effective, which makes the suspension harder and the spring characteristic is therefore steeper.
  • a vehicle wheel 1 with a wheel bearing 2 assigned to it is shown.
  • a first spring element 3, designed as a helical spring, is supported on the wheel bearing 2 and carries a seismic mass 4.
  • the first spring element 3 is thus arranged between the wheel bearing 2 and the seismic mass 4 and the second spring element 5 between the seismic mass 4 and the vehicle frame or vehicle body 6.
  • a shock-insensitive part of the vehicle undercarriage for example a vehicle part corresponding to a heavy bogie frame, can serve as seismic mass 4.
  • a seismic mass 4 ' can also be assigned to a plurality of vehicle wheels 1, 1'.
  • the first spring element 3 assigned to the vehicle wheel 1 is supported on its wheel bearing 2 and the first spring element 3 ', which is assigned to the vehicle wheel 1', on its wheel bearing 2 '.
  • Both first spring elements 3 and 3 ' together carry the seismic mass 4', from which in turn one or more second spring elements extend in a manner not shown, corresponding to FIG. 2, to the vehicle frame or vehicle body 6.
  • the suspension is designed with two pressure medium suspensions 7 and 8 as spring elements.
  • the pressure of the two pressure medium suspensions 7 and 8 can be controlled in a manner not shown in terms of their pressure by conventional control valves which become effective with a delay, depending on the vehicle load.
  • the two pressure medium suspensions 7 and 8 are arranged parallel to one another between the wheel bearing 2, which is only indicated in FIG. 4, and the vehicle frame or body 6.
  • Both pressure medium suspensions 7 and 8 each have a cylinder body 9 or 10 connected to the vehicle frame or body 6, in which a piston 11 or 12 coupled to the wheel bearing 2 is movable.
  • the Interiors 13 and 14 of the cylinder bodies 9 and 10 are filled with the suspension medium air, a gas or a liquid; it can be provided for the two interiors 13 and 14 different suspension medium.
  • a pressure medium line 15 leads via a shut-off valve 16 into a cylinder chamber 18 separated from a piston 17 by the interior 14 of the cylinder body 10.
  • the shut-off valve 16 belongs to a control device (not shown) which normally keeps the shut-off valve 16 closed , and only opens with a time delay from the start of a shock load on the vehicle wheel until after the initial suspension state is reached again; to open the shut-off valve 16, the control device can be triggered by the increase in load on the wheel bearing 2 occurring at the start of the impact, the reduction in distance between the wheel bearing 2 and the vehicle frame 6 or by the pressure increase in the suspension medium, in particular in the interior 13.
  • the pressure medium located in the cylinder space 18 can be displaced from this cylinder space 18 without any appreciable increase in pressure.
  • a soft pressure accumulator can be connected to the cylinder space 18 via a further shut-off valve.
  • a shock load occurs on the vehicle wheel assigned to the suspension, as can be caused, for example, by driving over a rail joint, then the wheel bearing 2 is pressed upward and reaches the raised position shown in FIG. 5, in which the two pistons 11 and 12 are pressed into the cylinder bodies 9 and 10 by a stroke distance corresponding to the stroke distance of the wheel bearing 2.
  • the deflection stroke is denoted by s in FIG. In this deflection process, the pressure in the interior 13 rises when the shut-off valve 16 is initially closed, so that the pressure medium suspension 7 exerts a spring force which increases with the deflection stroke.
  • the suspension state shown in FIG. 5 is thus achieved.
  • the control device opens the shut-off valve 16, at the same time care being taken to ensure that a pressure increase takes place in the cylinder chamber 18, for example by shutting off the aforementioned pressure accumulator by closing the second shut-off valve, which has also already been mentioned can.
  • pressure medium then flows through the pressure medium line 15 and the shut-off valve 16 into the cylinder space 18 and presses the piston 17 toward the piston 12 while increasing the volume thereof, so that the volume of the inner space 14 is reduced and in this Interior pressure medium 14 thus experiences an increase in pressure.
  • the suspension thus becomes harder overall, receives a higher spring constant, and the compression process is ended immediately without exceeding a permissible compression stroke.
  • the suspension spring After the increased force acting on the vehicle wheel due to the long-lasting impact has subsided, the suspension springs out again and all parts return to the rest position shown in FIG. 4.
  • the control device then closes the shut-off valve 16 again and connects the piston chamber 18 to the pressure accumulator, if necessary.
  • the spring characteristic of the pressure medium suspension 8, but not the pressure medium suspension 7, is increased as a function of the deflection time and / or the deflection stroke when certain limit values are exceeded, as a result of which different suspension characteristics according to FIG. 1 can be achieved.
  • FIG. 7 shows a suspension which essentially corresponds to the suspension according to FIG. 4 and whose parts corresponding to FIG. 4 are provided with reference numbers corresponding to FIG. 4.
  • the pressure transmitter 19 is arranged on the part of the interior 13 in front of the shut-off valve 16 in the pressure medium line 15, so that the shut-off valve 16 monitors the connection of the interior 14 with the pressure transmitter 19.
  • the pressure transmitter 19 is structurally separate from the pressure medium suspensions 7 and 8, but it could also be combined with this to form structural units.
  • the second shut-off valve 21 is shown in FIG. 7, which monitors the connection or disconnection of the pressure accumulator 22 to and from the interior 14 of the pressure medium suspension 8.
  • a helical suspension 23 arranged parallel to these is also shown, which is a third spring element for the suspension. 7 corresponds to that of FIG. 4.
  • the function of the suspension according to FIG. 7 corresponds to that as was described for FIGS. 4-6, with only the portion of the spring force being exerted by the suspension Add coil spring 23; the helical suspension 23 can have a linear or progressive characteristic curve depending on the deflection stroke. Further functional explanations for the suspension according to FIG. 7 are therefore unnecessary.
  • the pressure transmitter 19 has a simple piston 17, so that pressure levels are generally the same on both sides of the piston 17 and the pressure transmitter 19 thus has a pressure transmission ratio between its two sides of 1: 1.
  • FIG. 8 shows a modified version of the pressure intensifier under the reference symbol 19 ', which has a gear ratio which differs from the gear ratio 1: 1.
  • the piston of the pressure transmitter 19 ' is designed as a differential piston with two piston surfaces 24 and 25, the differential surface between the two piston surfaces 24 and 25 being subjected to atmospheric pressure.
  • the smaller piston surface 25 can be acted upon by the shut-off valve 16 according to FIG. 7 by the pressure medium pressure in the interior 14 and the larger piston surface 24 by the pressure in the interior 13.
  • the pressure medium suspension 8 After opening the shut-off valve 16 is thus in the pressure medium suspension 8
  • the pressure medium suspension 8 In accordance with the area ratio of the piston surfaces 24 and 25, the pressure is set higher than in the pressure medium suspension 7, the pressure medium suspension 8 thus exerts a substantially increased spring force after opening the shut-off valve 16, and the suspension as a whole receives a much harder characteristic than when the shut-off valve 16 is closed.
  • the ratio the piston surfaces 24 and 25 can be selected according to the respective requirements, it is also possible to choose it in reverse to the embodiment according to FIG. 8.
  • a pressure transmitter 19 or 19 ′ corresponding to the embodiment according to FIGS. 7 or 8 can of course be arranged in the connecting line 31 from the pressure medium reservoir 28 or the pressure medium suspension 26 to the switching valve 29 or from the switching valve 29 to the pressure medium suspension 27 will.
  • the pressure medium accumulators 22, 28 and / or 30 can be designed as simple containers, but, as indicated in FIG. 9, they can also have a piston or a corresponding membrane acted upon by the pressure medium and on the other hand by a spring force.
  • the gaseous or hydraulic basic filling of the pressure medium suspensions 26 and 27 can, as already mentioned above, take place by means of delayed, conventional control valves - height control valves or air suspension valves.
  • the control device for switching the shut-off valves 16, 21 and / or 29 can expediently have an electrical resonant circuit which, according to its frequency at the start of a wheel shock load, controls the valves mentioned by means of electrical pulses and triggers their switching.
  • the delay time for the switching of the shut-off or switching valves 16, 21 and / or 29 is expediently chosen in accordance with the passage time of rail joints in the order of magnitude of, for example, 0.25 sec in bogie vehicles, if necessary a travel speed-dependent control of the delay time can be provided.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Vehicle Body Suspensions (AREA)

Claims (12)

1. Suspension pour des roues indépendantes de véhicules sur rails (1), dont chacune est montée à suspension sur ressorts, caractérisée par le fait qu'à chaque roue indépendante (1) sont associés aux moins deux éléments de ressorts (3, 5) montés en série entre eux, et dont le premier élément de ressort (3) est disposé entre un palier (2) de la roue indépendante (1) et une masse séismique (4) mobile verticalement, alors que le second élément de ressort (5) est disposé entre la masse séismique (4) et le châssis du véhicule, éventuellement le caisson du véhicule (6), la réalisation étant telle que le second élément de ressort (5) est dégagé de charges par à coups de courte durée de la roue indépendante (1).
2. Suspension pour des roues indépendantes (1, 1') de véhicules sur rails, dont chacune est montée à suspension par ressorts, caractérisée par le fait que chacun des paliers des roues (2, 2') d'au moins deux roues indépendantes (1, 1') prend appui, par l'intermédiaire d'un premier élément de ressort (3, 3'), sur une masse séismique (4') associée en commun aux deux roues indépendantes (1 et 1'), qu'un second élément de ressort qui est commun aux deux roues indépendantes (1 et 1') et qui agit en série avec le premier élément de ressort (3, 3'), est monté entre la masse séismique (4) et un châssis de véhicule, éventuellement le caisson de véhicule, et que la masse séismique (4') est guidée de manière à ne pas pouvoir tourner par rapport à des axes horizontaux qui s'étendent au moins perpendiculairement aux lignes de liaison de ces roues de véhicule (1, 1'), alors qu'elle est guidée en déplacements verticaux, éventuellement par rapport au caisson du véhicule (6), la réalisation étant telle que le second élément de ressort est dégagé de charges par à coups de courte durée des roues indépendantes (1, 1').
3. Suspension pour des roues indépendantes (1, 1') de véhicules sur rails, dont chacune est montée à suspension par ressorts, caractérisée par le fait qu'à chaque roue indépendante sont associés au moins deux éléments à ressorts montés en parallèle, qui sont disposés entre un roulement de roue (2) et le châssis ou le caisson du véhicule et qui sont réalisés sous la forme de suspensions à milieu sous pression préarmé (7, 8 ; 26, 27), qu'à au moins à une suspension à milieu sous pression, à l'exclusion de toutes les suspensions à milieu sous pression (8, 27), est associé un dispositif de commande (soupape d'arrêt 16, soupape de commutation 29 qui n'autorise, lors d'un processus de débattement du ressort, un accroissement de la tension du ressort de ladite suspension à milieu sous pression (8 ; 27), retardé dans le temps par rapport audit processus de débattement du ressort, la réalisation étant telle que ladite suspension à milieu sous pression (8 ; 27) commute, avec un retard temporel par rapport à une charge par à coups de la roue du véhicule (1 ), d'une faible constante de rappel du ressort à une constante de rappel plus élevée.
4. Suspension selon la revendication 3, caractérisée par le fait que la constante de rappel ou la tension du ressort de ladite suspension à milieu sous pression (8 ; 27) est susceptible, par l'intermédiaire du dispositif de commande (soupape d'arrêt 16, soupape de commutation 29) qui commute en fonction de la durée du débattement ou de la course, d'augmenter à l'aide du milieu sous pression, amené indirectement ou directement, des autres suspensions à milieu sous pression (7 ; 26).
5. Suspension selon la revendication 4, caractérisée par le fait que ladite suspension à milieu sous pression (7 ou 8) comporte un piston de compensation (piston 17) à débattement léger à l'état de repos et chargé sur un côté par son milieu sous pression, lequel piston de compensation est chargé sur son autre côté, lors de la réponse du dispositif de commande (soupape d'arrêt 16), par le milieu sous pression de l'autre suspension à milieu sous pression (8 ou 7).
6. Suspension selon la revendication 5, caractérisée par le fait qu'au moins entre l'une des suspensions à milieu sous pression et la chambre de charge, qui lui est associé, du piston de compensation, est monté un dispositif multiplicateur de pression.
7. Suspension selon la revendication 5, caractérisé par le fait que le piston de compensation est réalisé sous la forme d'un piston différentiel (surface de piston 24, 25) (figure 8).
8. Suspension selon la revendication 8 caractérisée par le fait qu'à ladite suspension à milieu sous pression (8) est susceptible d'être relié, par l'intermédiaire d'une soupape de commande (soupape d'arrêt 21), un accumulateur de pression (22) (figure 7).
9. Suspension selon la revendication 3, caractérisée par le fait que ladite suspension à milieu sous pression (27) et susceptible d'être reliée, à l'aide du dispositif de commande (soupape de commutation 29) alternativement à deux accumulateurs de pression (30, 28) dont l'un (30) lui confère une constante de rappel faible et dont l'autre (28) lui confère une constante de rappel élevée (figure 9).
10. Suspension selon la revendication 3, 4 et 9 caractérisée par le fait que le second accumulateur de pression (28) est remplit en milieu sous pression provenant de l'autre suspension à milieu sous pression (26).
11. Suspension selon la revendication 3, caractérisée par le fait que le dispositif de commande est contrôlé par des impulsions électriques qui sont éventuellement produites dans un circuit électrique oscillant.
12. Suspension selon la revendication 3 ou 11, caractérisée par le fait que la durée du retard pour l'accroissement de la tension du ressort, correspond, au moins approximativement, à la durée du passage entre des à coups du rails.
EP83107321A 1982-07-30 1983-07-26 Suspension à ressorts pour véhicules ferroviaires à roues indépendantes Expired - Lifetime EP0100513B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE19823228603 DE3228603A1 (de) 1982-07-30 1982-07-30 Federung fuer fahrzeugraeder
DE3228603 1982-07-30

Publications (3)

Publication Number Publication Date
EP0100513A2 EP0100513A2 (fr) 1984-02-15
EP0100513A3 EP0100513A3 (en) 1987-02-04
EP0100513B1 true EP0100513B1 (fr) 1990-01-03

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Family Applications (1)

Application Number Title Priority Date Filing Date
EP83107321A Expired - Lifetime EP0100513B1 (fr) 1982-07-30 1983-07-26 Suspension à ressorts pour véhicules ferroviaires à roues indépendantes

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EP (1) EP0100513B1 (fr)
DE (2) DE3228603A1 (fr)

Families Citing this family (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3537325A1 (de) * 1985-10-19 1987-04-23 Messerschmitt Boelkow Blohm Aktives federungselement, insbesondere fuer schienengebundene hochgeschwindigkeitsfahrzeuge
DE19601337A1 (de) * 1996-01-16 1997-07-17 Linke Hofmann Busch Anordnung zur Verbesserung des Fahrkomforts
DE19608617A1 (de) * 1996-03-06 1997-09-11 Linke Hofmann Busch Verfahren zur Verbesserung des Fahrkomforts
DE102015112015B3 (de) * 2015-07-23 2016-09-29 Bombardier Transportation Gmbh Luftfederanordnung für schienenfahrzeug und schienenfahrzeug mit luftfederanordnung
CN111267893B (zh) * 2020-03-13 2021-10-26 中车株洲电力机车有限公司 一种轨道车辆构架

Family Cites Families (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
BE429135A (fr) * 1937-07-13
GB852889A (en) * 1957-01-04 1960-11-02 Boge Gmbh Pneumatic spring structures
GB1457292A (en) * 1973-02-20 1976-12-01 Dunlop Ltd Railway vehicle suspension
DE2406987C3 (de) * 1974-02-14 1980-04-24 Franz Dr.-Ing. 7530 Pforzheim Tuczek Stabilisierte Federung, insbesondere für Kraftfahrzeuge
DE2926326A1 (de) * 1979-06-29 1981-01-22 Volkswagenwerk Ag Hydropneumatische federung fuer kraftfahrzeuge mit einer niveauregeleinrichtung

Also Published As

Publication number Publication date
DE3381044D1 (de) 1990-02-08
EP0100513A2 (fr) 1984-02-15
DE3228603A1 (de) 1984-02-02
EP0100513A3 (en) 1987-02-04

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