EP0592388B1 - Système de réglage de la pression de la suspension transversale entre le bogie et la caisse de véhicules ferroviaires - Google Patents

Système de réglage de la pression de la suspension transversale entre le bogie et la caisse de véhicules ferroviaires Download PDF

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Publication number
EP0592388B1
EP0592388B1 EP93890192A EP93890192A EP0592388B1 EP 0592388 B1 EP0592388 B1 EP 0592388B1 EP 93890192 A EP93890192 A EP 93890192A EP 93890192 A EP93890192 A EP 93890192A EP 0592388 B1 EP0592388 B1 EP 0592388B1
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EP
European Patent Office
Prior art keywords
valve
control
transverse
bogie
neutral position
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
EP93890192A
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German (de)
English (en)
Other versions
EP0592388A1 (fr
Inventor
Andreas Dr. Dipl.-Ing. Haigermoser
Hans Dipl.-Ing. Hödl
Gerhard Dipl.-Ing. Neurohr
Martin Teichmann
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.)
Siemens AG Oesterreich
Original Assignee
SGP Verkehrstechnik GmbH
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Filing date
Publication date
Application filed by SGP Verkehrstechnik GmbH filed Critical SGP Verkehrstechnik GmbH
Publication of EP0592388A1 publication Critical patent/EP0592388A1/fr
Application granted granted 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
    • B61F5/04—Bolster supports or mountings
    • B61F5/10—Bolster supports or mountings incorporating fluid springs
    • 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
    • B61F5/22—Guiding of the vehicle underframes with respect to the bogies
    • B61F5/24—Means for damping or minimising the canting, skewing, pitching, or plunging movements of the underframes
    • B61F5/245—Means for damping or minimising the canting, skewing, pitching, or plunging movements of the underframes by active damping, i.e. with means to vary the damping characteristics in accordance with track or vehicle induced reactions, especially in high speed mode

Definitions

  • the invention relates to an arrangement for regulating the pressure level in a transverse suspension between bogie and car body for rail vehicles according to the preamble of claim 1.
  • the transverse suspension of rail vehicles was generally only given by the transverse stiffness of the secondary suspension and a progressive end stop.
  • the transverse stiffness of the secondary suspension offers a very soft spring characteristic. That is why the wheel-rail forces are very small.
  • cornering however, the car body is deflected by the centrifugal force so that it is finally pressed against the end stop.
  • the spring characteristic rises steeply in this case, which means that higher accelerations (shocks) can be transmitted to the car body. This also increases the wheel-rail forces and the associated mechanical loads on the vehicles and the rails themselves.
  • the bogie frame is connected to the car body via at least two horizontally acting pneumatic spring elements, preferably air suspension bellows, which are connected to a compressed air source or the outside air via closable control valves , wherein the control valves by means of at least one lever connected to the bogie frame when the springs associated spring elements can be actuated and release the connection between the compressed air source and the spring element.
  • pneumatic spring elements preferably air suspension bellows
  • the control valves by means of at least one lever connected to the bogie frame when the springs associated spring elements can be actuated and release the connection between the compressed air source and the spring element.
  • a further suspension is thus set in parallel.
  • the air suspension provided has the desired flat characteristic so that small deflections are softly cushioned. However, if the deflections exceed a certain limit, the air pressure is readjusted. This also increases the level of force in the transverse suspension. Since the transverse movements due to compensating disturbances are much smaller than the maximum transverse movements between the bogie and the body due to the centrifugal forces when cornering, these small movements remain uncontrolled due to rail disturbances and are intercepted by the transverse spring with a flat spring characteristic.
  • the invention has for its object to provide a simple and reliable arrangement for regulating the pressure level in the spring elements of the cross suspension described above. In doing so, a soft coordination when compensating transverse forces should lead to an increase in comfort, especially with S-curves, while at the same time reducing air consumption.
  • both control valves are in a position that connects the spring elements with the outside air, so that the spring characteristics in this area are due to the high mass of the car body and the small spring constant Secondary suspension is given.
  • the control valve associated with the spring element is first blocked and then a small valve cross section is released for connection to the compressed air source, so that a slow pressure increase in this spring element he follows.
  • the maximum valve cross section is finally released so that the spring element can quickly build up a pressure which counteracts the static or quasi-static force and presses the body back towards the center. This increases the force level of the transverse suspension, but the slope of the characteristic remains essentially unchanged.
  • the car body is pushed slightly in the opposite direction of the force acting until the control valve of the spring element under pressure is brought into its open position, which connects the air bellows to the outside air. Then both control valves are again in the venting position and the state before the static or quasi-static force acts is restored. Due to the different released valve cross sections, the pressure is built up slowly and in addition to gaining control time, the slow interception of the transverse force achieves a softer characteristic and increases comfort.
  • the feature of claim 3 allows a precise adjustment of the breather of the spring element.
  • the two spring elements acting in opposite directions are connected to one another, while they are separated from one another outside this area.
  • the air volume contained in the spring elements is only blown back and forth between the two elements, thus reducing the air consumption.
  • the particularly advantageous effect of the connecting line and the valve provided therein comes into play after the end of a curve or after the end of the action of a static or quasi-static force.
  • the feature according to claim 4 results in a precise synchronization of the separation of the two oppositely acting spring elements with the start of ventilation of the loaded spring element to compensate for the transverse force that occurs.
  • the feature of claim 5 results in a symmetrical arrangement for deflections on both sides of the bogie or the body, so that the same on both sides Conditions for lifting lateral forces are provided.
  • a preferred direction of force occur under special conditions, for example with closed routes with a preferred direction of centrifugal force, it is also possible to take the arrangement into account by moving the area limits, in particular shifting these limits with respect to the zero position between the body and the bogie.
  • control arrangement With the control arrangement described in the preceding paragraphs, the required increase in the force level of the respective spring element can be carried out in a simple manner. Malfunction-prone electronic elements can be avoided with this simple mechanical-pneumatic arrangement, whereby a robust and reliable construction is obtained.
  • the control arrangement according to the invention is suitable for both powered bogies and running bogies.
  • Fig.1 denotes the lower part of the body frame.
  • the car body is usually on two, often several bogies, and the bogie frame is designated by 2.
  • a stop pin 3 is provided in the middle of the bogie, which is firmly connected to the bogie.
  • the bogie frame 2 is connected to the car body 1 via two horizontally acting pneumatic elements 4.
  • said pneumatic elements 4 are air bellows. These bellows 4 give the desired flat spring characteristic for the transverse movements due to rail faults, so that these faults are softly cushioned.
  • a progressive end stop (not shown), preferably a rubber buffer, is advantageously provided on both sides of the suspension. This dampens excessively large lateral movements of the car body 1 with respect to the bogie 2, as could occur, for example, in the event of a defect in the air suspension or in the case of excessive lateral accelerations. In such a case, the end stop comes into contact with the centrally located stop pin 3 of the bogie 2 and thus the progressive spring characteristic of the stop begins to take effect.
  • the end stop is advantageously arranged inside the pneumatic elements 4, which saves space and is protected against external influences.
  • the supply of compressed air from the compressed air source 7 into the respectively loaded air bellows 4 begins via the control valve 6.
  • the control valves 6 are actuated by means of one lever each 5, whose deflection in one direction releases the connection to the compressed air source 7 and whose deflection in the opposite direction releases a connection of the air bellows 4 to the outside air.
  • the levers 5 of both control valves 6 are with a preferably attached to the stop pin 3 crossbar 8. In a certain area in between, the control valve 6 closes both connecting lines.
  • an additional volume is in pneumatic connection with the air suspension bellows 4. If this additional volume is of sufficient size, the increase in stiffness can be kept insignificant even when the level of the spring characteristic is increased by increasing the air pressure in one of the air bellows.
  • FIG. 2 A circuit diagram of an exemplary practical valve arrangement for the arrangement according to the invention is shown in FIG. 2. From the compressed air source, not shown here, air under high pressure passes via a through tap 10 and an overflow valve 11 to the two control valves 6. These either connect the air bellows 4 to the outside air via an overflow valve 14 each, or supply compressed air to the latter.
  • control valves 6 and the valve 9 are mechanically actuated to connect the two air bellows to one another.
  • the characteristic curves of the three valves 6, 9 are shown in FIG. 3, the valve cross section being plotted over the transverse path.
  • the valve 9 connecting the spring elements 4 is characterized by the characteristic shown in broken lines, while the solid or the dotted characteristic are assigned to the two control valves 6.
  • the branch originating from the abscissa and pointing away from the origin corresponds to the characteristic curve of a connection with the compressed air source, that is to say a venting of the respective spring element 4 with air under high pressure, while the branch directed towards the origin corresponds to a venting of the respective one Spring element corresponds.
  • FIGS. 3 and 4 the latter showing the characteristic curve for a transverse suspension with the control arrangement according to the invention.
  • both control valves are in a position in which the two air spring elements 4 are connected to one another via the valve 9 and, moreover, both elements 4 are vented via the control valves 6 with a very small cross section.
  • the spring characteristic is thus characterized by the curve shape A, which reflects the transverse stiffness of a conventional secondary suspension, for example a flexicoil spring or a purely unregulated air suspension. If a progressive end stop, for example a rubber buffer, is provided, the progressive characteristic curve represented by curve B results with larger transverse deflections without the control behavior according to the invention.
  • the spring characteristic curve starting from the highest possible level of force, after exceeding the spring range of the air suspension, outside the limit S2 for the transverse travel, the progressive curve shape B '.
  • the deflection quickly decreases due to the pressure of the strongly ventilated spring element 4 and the transverse travel finally falls below the limit S 1, so that the pressurized spring element 4 is no longer supplied with compressed air while the valve 9 in turn releases the connecting line between the two spring elements 4 acting in opposition to one another.
  • the spring element 4 under pressure is thereby vented to the environment on the one hand with a small cross-section, but the largest proportion of the compressed air is conducted via the connecting line into the spring element 4 acting in the opposite direction.
  • the arrangement according to the invention is particularly advantageous if an oppositely directed force acts immediately after the end of the action of a static or quasi-static force in one direction. In conventional arrangements, this would lead to an overshoot of the deflection by superimposing the static or quasi-static force and the force exerted by the spring element under pressure. As a result, the progressive end stop could be reached quickly and a hard transverse spring characteristic with transmission of shocks into the car body could be achieved.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Vehicle Body Suspensions (AREA)
  • Vehicle Cleaning, Maintenance, Repair, Refitting, And Outriggers (AREA)

Claims (5)

  1. Dispositif de régulation du niveau de pression dans une suspension transversale entre le bogie et la caisse de véhicules ferroviaires, dans lesquels le cadre (2) du bogie est relié à la caisse (1) par au moins deux éléments transversaux formant ressort (4), se faisant face l'un l'autre, pneumatiques et agissant en sens opposé, de préférence des soufflets pneumatiques, éléments transversaux formant ressort (4) qui sont reliés, au moins en cas de forte compression, par des soupapes de régulation (6), à une source d'air comprimé (7), en cas de légère compression, sont isolés et en cas d'état non sollicité et de débattement, sont en liaison avec l'atmosphère, les soupapes de régulation (6) faisant partie d'éléments formant ressort, agissant en sens opposé, étant couplées en sens contraire et étant actionnables au moyen chacune d'un levier (5), en cas de déviation de la caisse (1) par rapport au cadre (2) du bogie, et la position de fermeture neutre de chaque soupape (6) étant atteinte dans le cas d'une légère compression de l'élément transversal formant ressort (4) correspondant, caractérisé en ce que les soupapes de régulation (6) présentent des deux côtés de la position neutre, deux autres crans de commande, le deuxième cran libérant une section transversale relativement restreinte et étant prévu dans une plage étroite autour de la position neutre, le troisième cran libérant une grande section transversale de soupape et étant prévu à l'extérieur de la plage étroite du deuxième cran.
  2. Dispositif selon la revendication 1, caractérisé en ce que la position neutre d'une soupape de régulation (6) appartenant à un élément transversal à ressort (4) coïncide sensiblement avec la transition entre le deuxième et le troisième cran de commande de la soupape de régulation (6) correspondant à l'élément transversal formant ressort (4) agissant en sens opposé.
  3. Dispositif selon la revendication 1 ou 2, caractérisé en ce que les deux éléments formant ressort (4) agissant en sens opposé sont en liaison entre eux par une conduite dans laquelle est prévue au moins une soupape (9) avec deux crans de commande, dont le premier cran de commande libère une section transversale exactement définie de la conduite, dans une plage étroite autour de la position neutre et dont le deuxième cran de commande ferme la conduite, des deux côtés, à l'extérieur de ladite plage, la position neutre de la soupape (9) étant atteinte en cas de position centrale de la caisse (1) par rapport au cadre (2) du bogie.
  4. Dispositif selon la revendication 3, caractérisé en ce que la transition du premier au deuxième cran de commande de la soupape (9) coïncide sensiblement dans chaque cas avec la position neutre des soupapes de régulation (6).
  5. Dispositif selon l'une des revendications 1 à 4, caractérisé en ce que dans le cas d'une position centrale en déviation de la caisse (1) par rapport au cadre (2) du bogie, les soupapes de régulation (6) sont amenées aussi loin de la position neutre et la ou chaque soupape (9) dans la conduite (18), prend la position neutre.
EP93890192A 1992-10-08 1993-10-05 Système de réglage de la pression de la suspension transversale entre le bogie et la caisse de véhicules ferroviaires Expired - Lifetime EP0592388B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
AT0198592A AT402387B (de) 1992-10-08 1992-10-08 Anordnung zur regelung des druckniveaus der querfederung zwischen drehgestell und wagenkasten für ein schienenfahrzeug
AT1985/92 1992-10-08

Publications (2)

Publication Number Publication Date
EP0592388A1 EP0592388A1 (fr) 1994-04-13
EP0592388B1 true EP0592388B1 (fr) 1996-05-22

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EP93890192A Expired - Lifetime EP0592388B1 (fr) 1992-10-08 1993-10-05 Système de réglage de la pression de la suspension transversale entre le bogie et la caisse de véhicules ferroviaires

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EP (1) EP0592388B1 (fr)
AT (2) AT402387B (fr)
DE (1) DE59302677D1 (fr)

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
AT503256B1 (de) * 2006-03-13 2011-10-15 Siemens Ag Oesterreich Elektronische luftfedersteuerung zur reduktion des luftverbrauches und zur schnellen ausregelung des sollniveaus

Family Cites Families (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DD25570A (fr) *
GB489073A (en) * 1936-08-24 1938-07-19 Ettore Bugatti Improvements relating to frames for railway vehicle trucks
US3868911A (en) * 1973-06-22 1975-03-04 Houdaille Industries Inc Railway car suspension motion control system
US3831968A (en) * 1973-07-30 1974-08-27 Westinghouse Air Brake Co Pressure control valve device with a two-position cam actuator for controlling pressure in a vehicle air spring
AU558363B2 (en) * 1982-08-23 1987-01-29 Ani Corporation Limited, The Pneumatic suspension control
IT1159021B (it) * 1983-06-01 1987-02-25 Fiat Ferroviaria Savigliano Sospensione trasversale a caratteristica variabile per veicoli ferroviari
JPS61275053A (ja) * 1985-05-31 1986-12-05 財団法人鉄道総合技術研究所 車両の振動制御装置

Also Published As

Publication number Publication date
ATA198592A (de) 1996-09-15
AT402387B (de) 1997-04-25
EP0592388A1 (fr) 1994-04-13
DE59302677D1 (de) 1996-06-27
ATE138333T1 (de) 1996-06-15

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