EP0785122A1 - Agencement avec suspension primaire et secondaire pour améliorer le confort de conduite - Google Patents

Agencement avec suspension primaire et secondaire pour améliorer le confort de conduite Download PDF

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Publication number
EP0785122A1
EP0785122A1 EP96120139A EP96120139A EP0785122A1 EP 0785122 A1 EP0785122 A1 EP 0785122A1 EP 96120139 A EP96120139 A EP 96120139A EP 96120139 A EP96120139 A EP 96120139A EP 0785122 A1 EP0785122 A1 EP 0785122A1
Authority
EP
European Patent Office
Prior art keywords
vehicle body
mass
primary
level
wheel
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.)
Granted
Application number
EP96120139A
Other languages
German (de)
English (en)
Other versions
EP0785122B1 (fr
Inventor
Fritz Prof.-Dr.-Ing. Frederich
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.)
Alstom Transport Deutschland GmbH
Original Assignee
Linke Hofmann Busch GmbH
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by Linke Hofmann Busch GmbH filed Critical Linke Hofmann Busch GmbH
Publication of EP0785122A1 publication Critical patent/EP0785122A1/fr
Application granted granted Critical
Publication of EP0785122B1 publication Critical patent/EP0785122B1/fr
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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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
    • B61F5/26—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
    • 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
    • B61F5/14—Side bearings
    • B61F5/148—Side bearings between bolsterless bogies and underframes

Definitions

  • the invention relates to an arrangement with primary and secondary suspension to improve driving comfort for passengers and loads in vehicles, especially rail vehicles, and to protect against impacts when driving over abrupt or short-wave altitude errors and bumps in the road.
  • the proposed arrangement on the one hand keeps impulsive loads with high accelerations, such as occur when driving over stepped obstacles, away from loads and passengers and on the other hand mitigates the inevitable repercussions of the wheel on the roadway caused by such obstacles. Both goals are achieved if the mass of the wheel and the components connected to the wheel are as small as possible and if the wheel can deflect upwards as easily as possible when driving over an obstacle, i.e. with the lowest possible or as constant as possible spring force of a soft suspension on the road is pressed.
  • the upward transmission of the impact force coming from the spring is reduced if the soft spring supports its reaction force at the other, upper end of the spring against the largest possible inert mass.
  • the inertia has the effect that forces acting for a short time are absorbed without appreciable acceleration of the mass and thus almost without their movement.
  • Intermediate masses of this type which are supported in a soft or low-frequency manner, act as barrier masses in the case of a double connection of spring-mass elements, or in conjunction with the spring as barrier mass circuit.
  • the invention has for its object to provide an arrangement with which to achieve good driving comfort, low stress on the road and the lowest possible reduction in vehicle construction between empty and loaded condition.
  • the object is achieved by the features of claim 1.
  • the arrangement ensures that rapid vertical movements of the wheel, such as occur when driving over uneven road surfaces, can take place against the soft primary suspension. Because of the soft suspension, the repercussions on the intermediate mass above are minimal. Since the spring forces of a soft suspension hardly increase during compression and the slight increase in force only lasts during the short compression and rebound process, the intermediate mass is hardly set in motion.
  • the intermediate mass works in conjunction with the soft one Primary suspension as a barrier mass or barrier mass circuit for fast, high-frequency movements. In order to avoid undesired lowering of the vehicle body compared to the rail between empty and loaded vehicle, a level control is necessary. This ensures that the distance between the vehicle body and the rail remains the same for all loading conditions.
  • the level control can be carried out mechanically, electrically, hydraulically, pneumatically or as a combination of these principles.
  • the blocking mass circuit described is particularly effective when it is used in cascade in a double arrangement in succession, ie when both the primary and the secondary spring stage of the blocking mass are each equipped with a level control.
  • the advances which can be achieved with the invention consist in particular in the fact that the blocking mass in the blocking mass circuit intercepts the rapid impulsive movements introduced by the rail into the wheel and, if at all, passes them on to the secondary suspension as a greatly slowed and delayed movement. Since the soft secondary suspension separates the vehicle body from the intervening blocking mass in the same way as the vehicle body, only a fraction of the disturbance emanating from the rail arrives in the main part of the vehicle as a comfort-reducing acceleration. Another advantage is that the blocking mass circuit with soft primary suspension largely decouples the blocking mass from the wheel mass. This greatly reduces the effects of the wheel on the rail when rolling over bumps, which leads to lower dynamic wheel / rail forces. Because of the lower stress on the wheel / rail contact, this results in longer durability of the wheels and rails and, with a high degree of probability, also a lower air and structure-borne noise level.
  • FIG. 1 shows an arrangement with a blocking mass 2 between wheel 1 and vehicle body 3 as a blocking mass circuit in the diagram.
  • the locking mass 2 is cushioned to the wheel 1 by a primary spring 4 and to the vehicle body 3 by a secondary spring 5.
  • a primary spring regulation 7 ensures that when the load changes in the vehicle body 3 the blocking mass 2 is set to a constant height relative to wheel 1.
  • a secondary spring regulation 8 of the secondary suspension 5 sets the vehicle body 3 to a constant distance from the blocking mass 2.
  • the vehicle body 2 shows the same arrangement of the wheel 1, the locking mass 2, the vehicle body 3, the primary spring 4 and the secondary spring 5.
  • the primary spring regulation 7 is in turn arranged between the wheel 1 and the locking mass 2.
  • the secondary spring regulation 8 is connected between the vehicle body 3 and wheel 1. This ensures that failures or incorrect settings of the primary suspension 4 or the primary spring regulation 7 do not affect the height of the vehicle body 3 relative to the wheel 1.
  • FIG. 3 shows a blocking mass circuit with an effect similar to that in FIG. 2.
  • Wheel 1, primary suspension 4, locking mass 2, secondary suspension 5 and vehicle body 3 are connected in series.
  • the secondary spring regulation 8 is connected between the vehicle body 3 and the blocking mass 2, the primary regulation 7, however, is connected between the vehicle body 3 and the wheel 1. This ensures that failures or incorrect settings of the secondary suspension 5 or the secondary spring regulation 8 do not affect the height of the vehicle body 3 relative to the wheel 1.
  • a blocking mass circuit is shown schematically, which keeps the height of the vehicle body 3 relative to the wheel 1 constant in the event of failures or incorrect settings of the primary spring regulation 7 or the secondary suspension 5 including the secondary spring regulation 8.
  • the primary spring regulation 7 is controlled via the primary adjustment 9.
  • the relative height of the locking mass 2 with respect to the wheel 1 and, on the other hand, the relative height of the vehicle body 3 with respect to the locking mass 2 are tapped.
  • a change in each of the two heights causes the primary spring regulation 7 to compensate for the change in height via the primary suspension 4.
  • both the height of the vehicle body 3 relative to the locking mass 2 and the height of the locking mass 2 relative to the wheel 1 are switched to the secondary spring control.
  • a change in each of the two heights causes the secondary spring regulation 8 to compensate for the change in height via the secondary suspension 5.
  • FIG. 5 and 6 show blocking mass circuits in which only the primary adjustment 9 (FIG. 5) or the secondary adjustment 10 (FIG. 6) are used. These arrangements can be advantageous in certain cases.
  • Fig. 7 shows an arrangement in which only the secondary suspension 5 is adjustable in height.
  • the secondary spring control 8 is connected between the vehicle body 3 and wheel 1. It ensures that neither the deflections of the secondary suspension 5 nor the primary suspension 4 affect the relative height of the vehicle body 3 with respect to the wheel 1.
  • Fig. 8 shows a similar arrangement. Only the primary suspension 4 can be adjusted in height. In this case, the primary spring adjustment 7 picks up the relative height between the vehicle body 3 and wheel 1 and ensures that deflections are compensated for when the load changes.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Vehicle Body Suspensions (AREA)
  • Vibration Dampers (AREA)
EP96120139A 1996-01-16 1996-12-16 Agencement avec suspension primaire et secondaire pour améliorer le confort de conduite Expired - Lifetime EP0785122B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE19601337A DE19601337A1 (de) 1996-01-16 1996-01-16 Anordnung zur Verbesserung des Fahrkomforts
DE19601337 1996-01-16

Publications (2)

Publication Number Publication Date
EP0785122A1 true EP0785122A1 (fr) 1997-07-23
EP0785122B1 EP0785122B1 (fr) 2001-07-04

Family

ID=7782869

Family Applications (1)

Application Number Title Priority Date Filing Date
EP96120139A Expired - Lifetime EP0785122B1 (fr) 1996-01-16 1996-12-16 Agencement avec suspension primaire et secondaire pour améliorer le confort de conduite

Country Status (4)

Country Link
EP (1) EP0785122B1 (fr)
AT (1) ATE202748T1 (fr)
DE (2) DE19601337A1 (fr)
ES (1) ES2159677T3 (fr)

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP2990294A1 (fr) * 2014-08-25 2016-03-02 Schweizerische Bundesbahnen SBB Dispositif et procédé de commande de suspension pour véhicules ferroviaires
EP3620344A1 (fr) * 2018-09-10 2020-03-11 ALSTOM Transport Technologies Véhicule ferroviaire comprenant un organe de réglage d'un système de suspension secondaire
EP3620343A1 (fr) * 2018-09-10 2020-03-11 ALSTOM Transport Technologies Véhicule ferroviaire comprenant un organe de réglage d'un système de suspension secondaire

Families Citing this family (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE19915635B4 (de) * 1999-04-07 2009-04-02 Volkswagen Ag Schwingungssystem für die Dämpfung und/oder Tilgung der Schwingungen einer Kraftfahrzeugachse
DE10236246B4 (de) * 2002-08-07 2007-06-14 Knorr-Bremse Systeme für Schienenfahrzeuge GmbH Niveauregulierbare Luftfederungsvorrichtung für Fahrzeuge
DE10247664B4 (de) * 2002-10-11 2005-10-27 Audi Ag Anordnung zur Einstellung eines Fahrzeughöhenniveaus eines luftgefederten Fahrzeuges

Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE2313887A1 (de) * 1972-03-20 1973-10-04 Ganz Mavag Mozdony Vagon Elastische verbindung zwischen wagenkasten und drehgestell, insbesondere mehrzweckdrehgestell ohne wiegebalken und reibteile fuer schienenfahrzeuge
FR2218229A1 (fr) * 1973-02-20 1974-09-13 Dunlop Ltd
EP0100513A2 (fr) * 1982-07-30 1984-02-15 Knorr-Bremse Ag Suspension à ressorts pour véhicules ferroviaires à roues indépendantes

Family Cites Families (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB1600390A (en) * 1977-10-25 1981-10-14 British Railways Board Active suspensions for vehicles
DE3012782A1 (de) * 1980-04-02 1981-10-08 Waggonfabrik Uerdingen AG, Werk Düsseldorf, 4000 Düsseldorf Schienenfahrzeug mit sekundaerfederung
DE3522010C3 (de) * 1985-06-20 1999-09-09 Wabco Gmbh Wegsensor
DE3701424A1 (de) * 1987-01-20 1988-07-28 Gutehoffnungshuette Man Luftfederdrehgestell, insbesondere fuer schnellauffaehige schienenfahrzeuge
DE4138238A1 (de) * 1991-11-21 1993-05-27 Bayerische Motoren Werke Ag Feder-daempfersystem fuer eine radaufhaengung eines fahrzeuges

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE2313887A1 (de) * 1972-03-20 1973-10-04 Ganz Mavag Mozdony Vagon Elastische verbindung zwischen wagenkasten und drehgestell, insbesondere mehrzweckdrehgestell ohne wiegebalken und reibteile fuer schienenfahrzeuge
FR2218229A1 (fr) * 1973-02-20 1974-09-13 Dunlop Ltd
EP0100513A2 (fr) * 1982-07-30 1984-02-15 Knorr-Bremse Ag Suspension à ressorts pour véhicules ferroviaires à roues indépendantes

Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP2990294A1 (fr) * 2014-08-25 2016-03-02 Schweizerische Bundesbahnen SBB Dispositif et procédé de commande de suspension pour véhicules ferroviaires
EP3620344A1 (fr) * 2018-09-10 2020-03-11 ALSTOM Transport Technologies Véhicule ferroviaire comprenant un organe de réglage d'un système de suspension secondaire
EP3620343A1 (fr) * 2018-09-10 2020-03-11 ALSTOM Transport Technologies Véhicule ferroviaire comprenant un organe de réglage d'un système de suspension secondaire
FR3085621A1 (fr) * 2018-09-10 2020-03-13 Alstom Transport Technologies Vehicule ferroviaire comprenant un organe de reglage d'un systeme de suspension secondaire
FR3099724A1 (fr) * 2018-09-10 2021-02-12 Alstom Transport Technologies Véhicule ferroviaire comprenant un organe de réglage d’un système de suspension secondaire

Also Published As

Publication number Publication date
ATE202748T1 (de) 2001-07-15
ES2159677T3 (es) 2001-10-16
DE59607215D1 (de) 2001-08-09
DE19601337A1 (de) 1997-07-17
EP0785122B1 (fr) 2001-07-04

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