EP0785122B1 - 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
EP0785122B1
EP0785122B1 EP96120139A EP96120139A EP0785122B1 EP 0785122 B1 EP0785122 B1 EP 0785122B1 EP 96120139 A EP96120139 A EP 96120139A EP 96120139 A EP96120139 A EP 96120139A EP 0785122 B1 EP0785122 B1 EP 0785122B1
Authority
EP
European Patent Office
Prior art keywords
vehicle body
primary
wheel
suspension
ride height
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
EP96120139A
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German (de)
English (en)
Other versions
EP0785122A1 (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
Alstom LHB GmbH
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Filing date
Publication date
Application filed by Alstom LHB GmbH filed Critical Alstom LHB 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 Improving driving comfort for passengers and loads in vehicles, especially rail vehicles, and to protect against knocks when driving over them of sudden or short-wave altitude errors and bumps the roadway.
  • the proposed arrangement on the one hand withstands sudden loads high accelerations, such as when driving over stepped obstacles occur away from loads and passengers and on the other hand mitigates the such inevitable repercussions of the wheel the roadway.
  • a characteristic line is t medium to be valid, according to which after a transition from low Einfederungshub initially flat to the steep portion running characteristic takes place.
  • the earlier characteristic curve break should prevent the suspension from compressing too much. If the force is applied for a long time, the suspension should generate corresponding restoring forces from the beginning of the compression according to the compression stroke, with a steep spring characteristic (hard spring) being valid from the beginning.
  • EP 0100513 A2 also made from the known prior art, with a series circuit of soft and hard pen use in the subject, but as one of the burst duration t mid-dependent variable spring force is desirable described above.
  • the invention has for its object to provide an arrangement with which is good driving comfort, low stress on the road and the lowest possible reduction in vehicle construction between empty and to reach the loaded state.
  • the arrangement ensures that rapid vertical movements of the Wheel, as they occur when driving over bumps, against the soft primary suspension can take place. Because of the soft suspension the repercussions on the intermediate mass above are small. Since the spring forces of a soft suspension hardly increase during compression and the slight increase in force only during the short compression and rebound process persists, the intermediate mass is hardly in motion set. The intermediate mass works in conjunction with the soft one
  • Level regulation required. This ensures that the distance vehicle body Rail remains the same for all loading conditions.
  • the level regulation can be mechanical, electrical, hydraulic, pneumatic or as Combination of these principles.
  • the blocking mass circuit described is particularly effective when it is cascaded in a double arrangement, i.e. if both the primary and the secondary spring level of the barrier mass with each is equipped with a level control.
  • the advances which can be achieved with the invention consist in particular in that the blocking mass in the blocking mass circuit that from the rail into the wheel intercepts rapid jerky movements initiated and if at all as a slowed down and delayed movement to the secondary suspension passes on. Since the soft secondary suspension in the same way Vehicle body The vehicle body from the intermediate barrier mass separates, comes only a fraction of the disruption from the rail as a comfort-reducing acceleration in the main vehicle part. Another advantage is that the blocking mass circuit with soft primary suspension the blocking mass largely decouples from the wheel mass. Thereby the repercussions of the wheel on the rail when rolling over Bumps greatly reduced, resulting in lower dynamic wheel / rail forces leads. This results because of the lower stress on the Wheel / rail contact longer durability of wheels and rails and with Quite likely 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 suspension 4 and to the vehicle body 3 by a secondary suspension 5.
  • a primary suspension 4 When the wheel 1 rolls over a step-shaped obstacle in the road 6, the impact is absorbed by the soft primary suspension 4 and the blocking mass 2 is accelerated only slightly. The remaining movement of the barrier mass 2 is almost completely absorbed by the soft secondary suspension 5. Acceleration no longer arrives at vehicle body 3.
  • Parallel to the primary suspension 4, a primary spring regulation 7 ensures that when the load in the vehicle body 3 changes, the locking mass 2 is set to a constant height relative to the wheel 1.
  • Secondary spring regulation also applies when the load changes 8 of the secondary suspension 5 the vehicle body 3 to a constant Distance to the barrier 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.
  • 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, between the vehicle body 3 and 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 via a primary adjustment 9 controlled.
  • a change each of the two heights causes the primary spring regulation 7 over the Primary suspension 4 compensates for the change in height.
  • the secondary spring regulation 8 with a secondary adjustment 10.
  • both the height of the vehicle body 3 are relative to the barrier mass 2 and the height of the barrier mass 2 relative to the wheel 1 switched to the secondary spring regulation.
  • a change in each of the two Heights causes the secondary spring regulation 8 via the secondary suspension 5 compensates for the change in height.
  • 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 between the vehicle body 3 and Gear 1 switched. It ensures that there is no deflection of the secondary suspension 5 still the primary suspension 4 to the relative height of the vehicle body 3 impact against 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.

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

Claims (9)

  1. Dispositif à suspensions sur ressorts primaire et secondaire (4, 5) pour augmenter le confort de marche pour les passagers et les chargements dans des véhicules, en particulier des véhicules ferroviaires, et pour protéger contre les secousses provoquées quand le véhicule passe sur des défauts de hauteur et des aspérités rapprochés ou brusques de la voie (6), étant précisé qu'une masse inerte est intercalée comme masse isolante (2) entre la roue (1) qui roule sur la voie (6) et une carrosserie (3), et que la carrosserie (3) est suspendue sur ressorts par rapport à la masse isolante (2) grâce à la suspension secondaire (5) et la masse isolante (2) est suspendue sur ressorts par rapport à la roue (1) grâce à la suspension primaire (4), caractérisé en ce que la suspension primaire (4) et la suspension secondaire (5) sont toutes les deux souples, c'est-à-dire qu'elles présentent une courbe caractéristique de ressort plate, et en ce qu'il est prévu un dispositif régulateur de niveau pour éviter des différences de niveau trop grandes, entre la carrosserie (3) et la voie (6) ou le centre de la roue (1), quand le véhicule est vide et quand il est chargé.
  2. Dispositif selon la revendication 1, caractérisé en ce que le niveau de la carrosserie (3) est maintenu constant par une régulation de ressorts secondaire (8) qui prélève l'écartement entre la carrosserie (3) et le centre de la roue (1).
  3. Dispositif selon la revendication 1 ou 2, caractérisé en ce que le niveau de la masse isolante (2) est maintenu constant par une régulation de ressorts primaire (7) qui prélève l'écartement entre la masse isolante (2) et le centre de la roue (1).
  4. Dispositif selon la revendication 1, caractérisé en ce que le niveau de la carrosserie (3) est maintenu constant par une régulation de ressorts primaire (7) qui prélève l'écartement entre la carrosserie (3) et le centre de la roue (1).
  5. Dispositif selon la revendication 1 ou 4, caractérisé en ce que le niveau de la carrosserie (3) par rapport à la masse isolante (2) est maintenu constant par une régulation de ressorts secondaire (8).
  6. Dispositif selon la revendication 1, caractérisé en ce que le niveau de la carrosserie (3) est maintenu constant par une régulation de ressorts primaire (7) qui détecte aussi bien l'écartement entre le centre de la roue (1) et la masse isolante (2) que l'écartement entre la masse isolante (2) et la carrosserie (3), et qui garantit ainsi un niveau constant de la carrosserie (3) indépendamment du fonctionnement de la suspension secondaire (5).
  7. Dispositif selon la revendication 1, caractérisé en ce que le niveau de la carrosserie (3) est maintenu constant par une régulation de ressorts secondaire (8) qui détecte aussi bien l'écartement entre la carrosserie (3) et la masse isolante (2) que l'écartement entre la masse isolante (2) et le centre de la roue (1), et qui garantit ainsi un niveau constant de la carrosserie (3) indépendamment du fonctionnement de la suspension primaire (4).
  8. Dispositif selon l'une des revendications 1 à 7, caractérisé en ce que le niveau de la carrosserie (3) peut être maintenu aussi bien par la régulation de ressorts secondaire (8) de la suspension secondaire (5) que par la régulation de ressorts primaire de la suspension primaire (4) indépendamment du fonctionnement ou d'une défaillance de l'une des deux suspensions, car avec les deux régulations de niveau (7, 8), grâce à un montage différentiel pour les écartements entre la carrosserie (3) et la masse isolante (2) et le centre de la roue (1), les erreurs présentes dans l'autre étage de suspension sont détectées et automatiquement compensées.
  9. Dispositif selon l'une des revendications 1 à 8, caractérisé en ce qu'on utilise deux régulations de niveau (régulation primaire 7, régulation secondaire 8) fonctionnant indépendamment l'une de l'autre, qui maintiennent chacune un étage de ressorts (suspension primaire 4 ou suspension secondaire 5) à une hauteur constante quelle que soit la charge.
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 EP0785122A1 (fr) 1997-07-23
EP0785122B1 true EP0785122B1 (fr) 2001-07-04

Family

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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)

Families Citing this family (6)

* 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
EP2990294B1 (fr) * 2014-08-25 2017-10-18 Schweizerische Bundesbahnen SBB Dispositif et procédé de commande de suspension pour véhicules ferroviaires
FR3085621B1 (fr) * 2018-09-10 2021-05-14 Alstom Transp Tech Vehicule ferroviaire comprenant un organe de reglage d'un systeme de suspension secondaire
FR3099724B1 (fr) * 2018-09-10 2021-08-27 Alstom Transp Tech Véhicule ferroviaire comprenant un organe de réglage d’un système de suspension secondaire

Family Cites Families (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
HU164237B (fr) * 1972-03-20 1974-01-28
GB1457292A (en) * 1973-02-20 1976-12-01 Dunlop Ltd Railway vehicle suspension
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
DE3228603A1 (de) * 1982-07-30 1984-02-02 Knorr-Bremse GmbH, 8000 München Federung fuer fahrzeugraeder
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

Also Published As

Publication number Publication date
ES2159677T3 (es) 2001-10-16
ATE202748T1 (de) 2001-07-15
EP0785122A1 (fr) 1997-07-23
DE19601337A1 (de) 1997-07-17
DE59607215D1 (de) 2001-08-09

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