EP3365218B1 - Dispositif de correction d'assiette - Google Patents

Dispositif de correction d'assiette Download PDF

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Publication number
EP3365218B1
EP3365218B1 EP16784793.8A EP16784793A EP3365218B1 EP 3365218 B1 EP3365218 B1 EP 3365218B1 EP 16784793 A EP16784793 A EP 16784793A EP 3365218 B1 EP3365218 B1 EP 3365218B1
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EP
European Patent Office
Prior art keywords
rail vehicle
spring
piston element
reciprocating piston
control mechanism
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.)
Active
Application number
EP16784793.8A
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German (de)
English (en)
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EP3365218A1 (fr
Inventor
Daniel KREMMEL
Christian Deutsch
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.)
Liebherr Transportation Systems GmbH and Co KG
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Liebherr Transportation Systems GmbH and Co KG
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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
    • B61F5/22—Guiding of the vehicle underframes with respect to the 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
    • 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
    • B61F5/06—Bolster supports or mountings incorporating metal springs

Definitions

  • the invention relates to a rail vehicle with level control, which has suspension units which are arranged between the car body and the bogie of the rail vehicle.
  • Rail vehicles usually have a primary suspension and a secondary suspension.
  • the primary suspension acts between the wheel axles of the rail vehicle and the bogie and primarily serves to absorb hard shocks to which the rail vehicle is exposed during travel due to uneven rail guidance and the like.
  • the secondary suspension is arranged between the car body and a track-bound bogie of the rail vehicle. This secondary suspension is used in particular for additional vibration isolation of the car body, in order to enable a comfortable journey in particular in passenger traffic.
  • the car body level is the height level of the car body relative to the bogie or the upper edge of the rail.
  • pneumatic or hydropneumatic suspension units were used for the secondary suspension instead of the conventional steel suspension.
  • Solutions for level control for adjusting the height of the car body are known, for example, in the form of a pneumatic secondary suspension, which is additionally printed, for example in train stations, to adjust the height to the edge of the platform and are thereby raised.
  • Something similar is also known in the form of hydropneumatic springs, such as those in, for example DE 100 56 929 A1 , the DE 102 38 059 A1 or the DE 103 60 516 A1 are described.
  • level control is the so-called "pull-down principle" from the DE 102 005018945 A1 or DE 103 605 18 A1 known. Here is the whole Vehicle lowered to the level of the platform edge compared to the unloaded state.
  • the requirement of modern rail vehicles is that the platform edge height should be adhered to as precisely as possible when the rail vehicle is stopped.
  • the boarding height should be kept at the level of the platform edge regardless of the loading condition.
  • the object of the invention is now to provide a level control which enables such a height adjustment of the rail vehicle independently of the load condition, with the lowest possible energy requirement here.
  • a rail vehicle has been created with level control, which consists of suspension units that are positioned between the car body and the bogie of the Rail vehicle are arranged and each consist of at least one spring and a pneumatic or hydraulic piston element.
  • the reciprocating piston element is retracted to such an extent during driving that it does not bridge the distance between the car body and the bogie. This results in a complete decoupling of the reciprocating piston element during travel from the bogie to the car body.
  • the pneumatic and hydraulic reciprocating piston element only serves to support the spring, i.e. the secondary spring, when the car body has to be raised to a higher level, for example the platform level. If, for example, the rail vehicle is loaded with people and luggage and the level of the rail vehicle is lower than the reference level, the car body is raised to the original vehicle height of the empty rail vehicle or slightly above it by the pneumatic or hydraulic piston element.
  • level control Another advantage of the level control according to the invention is that the transverse force transmission between the car body and the bogie is minimized by the reciprocating piston element serving as a "leveling element". As a result, the reciprocating piston element itself can be made very compact.
  • the reciprocating piston element bridges the secondary springs when adjusting the height to the platform edge. This advantageously results in a desired stiff behavior when passengers get on and off or when loading and unloading.
  • the undesired swaying of the rail vehicle which occurs in conventional systems when passengers change at the station, can be reliably prevented or at least greatly reduced by the solution according to the invention.
  • the failure of the level control according to the invention does not lead to failure of the suspension units. Adjustment to the height of the platform edge is no longer possible. However, this is not relevant to safety for the overall system of the suspension units. Even the comfort of the suspension of the rail vehicle is not impaired.
  • the lifting piston element of the suspension unit can be enclosed by the spring here.
  • the reciprocating piston element can be made compact.
  • the integration within the spring is structurally simplified.
  • the reciprocating piston element of the suspension unit can, however, also be arranged outside the spring, parallel to the latter.
  • the spring can advantageously be designed as a steel spring, air bellows, elastomer element and / or hydropneumatic spring.
  • the working medium for acting on the reciprocating piston element can be supplied on the side of the car body or on the side of the bogie.
  • the feed on the side of the car body is particularly advantageous, since there is a lower vibration level here, so that the feed lines for the working medium are exposed to lower vibrations.
  • Liquids such as hydraulic oil or emulsions, or even gases, such as compressed air, can advantageously be used as the working medium for the reciprocating piston element.
  • Elastomers are particularly advantageously arranged as emergency damping elements between the bogie and the reciprocating piston element. This makes it possible, for example if a spring element breaks or if there is an overload, that the entire force that would have to be diverted via the cylinder housing of the reciprocating piston element is absorbed by the elastomer, so that emergency damping takes place here.
  • a position measuring system can interact directly or indirectly with the reciprocating piston element.
  • Figure 1 shows a sectional view of a suspension unit 10, which is arranged between a car body 12 of a rail vehicle, which is no longer shown here, and a bogie 14, which is also only shown schematically here.
  • the suspension unit consists of a spring 16 and a reciprocating piston element 18.
  • the reciprocating piston element 18 in turn consists of a cylinder 20 and a piston 22 displaceably mounted in this Side of the piston 22 is conveyed into the cylinder 20.
  • Hydraulic working media such as hydraulic oil or emulsions or pneumatic working media such as compressed air are used as the working medium in the context of the present invention. Any other common working medium for moving the reciprocating piston element can also be used.
  • the pressure line 24 is in the Figure 1 illustrated embodiment arranged on the side of the bogie.
  • an elastomer layer 26 is applied, which, as will be described later, can act as a damping element.
  • FIG 1 the level control according to the invention with the suspension unit 10 is shown in regular driving mode.
  • the reciprocating piston element 18 is retracted so far that it does not bridge the distance between the car body 12 and the bogie 14. This is clear here from the fact that the underside 28 of the piston 22 is not supported on the bogie 14.
  • the height level of the rail vehicle is therefore only determined by the height of the spring 16, which is designed here as a steel spring.
  • the reciprocating piston element 18 is now shown by extending the piston 22 in an operating mode in which the reciprocating piston element lifts the car body 12 relative to the bogie 14.
  • the car body of the rail vehicle is raised to the maximum in that the working medium was pressed into the corresponding chamber of the cylinder 20 via the pressure line 24 and the piston 22 was thus extended to the maximum stop.
  • the rail vehicle is raised to a desired maximum height, for example a platform platform.
  • the suspension unit is shown in a state in which the spring 16 no longer works properly. This can take place, for example, as a result of an overload, ie excessive loading of the rail vehicle.
  • the elastomer is used as emergency damping by forming an intermediate damping layer between the cylinder 20 and the bogie 14. This situation can also occur if the spring 16 is broken and can therefore no longer perform the spring function.
  • FIG Figure 4 shows an alternative embodiment of the suspension unit 10.
  • the reciprocating piston element 18 is arranged outside the spring 16 and parallel to it between the car body 12 and the bogie 14. Otherwise, this variant corresponds to that according to FIG Figure 1 .
  • FIG. 5 shows the embodiment according to Figure 4 in the maximally extended state of the reciprocating piston element 18, in which the piston 22 is extended to its end position.
  • FIG. 6 and 7th a further embodiment of the invention is shown, which essentially corresponds to the arrangement in FIG Figures 5 and 6 is equivalent to.
  • the spring element 16 is not designed in the form of a steel spring but as an elastomer layer spring.
  • the suspension unit is shown in a highly compressed state, which is due to the fact that the rail vehicle is relatively heavily loaded.
  • the reciprocating piston element 18 is activated and fully extended.
  • Figure 8 Another embodiment is shown in Figure 8 shown.
  • a displacement sensor 28 is also integrated in the reciprocating piston element 18.
  • the piston 22 is designed to be hollow in the center for this purpose, so that the rod-shaped displacement sensor 28 can dip into the piston 22.
  • the displacement sensor can be designed as an inductive measuring transducer here.
  • any other position measuring system can also be used within the scope of the invention.
  • Figure 9 is the embodiment according to Figure 8 in the event of overload or breakage of the spring element 16 and the simultaneous onset of emergency damping by the elastomer 26. This state is indicated by the displacement sensor 28 here.
  • Figure 10 shows a variant in which the suspension unit is attached to the bogie and in which the pressure line 24 is also fed to the cylinder of the reciprocating piston element on the bogie 14.
  • This embodiment variant also has a displacement sensor 28.
  • Figure 11 shows the Figure 11 an embodiment variant corresponding to that according to Figure 1 , in which, however, the working medium is introduced into both chambers of the cylinder 20 via respective pressure lines 24 and 25 in order to be able to ensure a controlled retraction of the piston 22. Otherwise this embodiment corresponds to that according to FIG Figures 1 to 3 .

Landscapes

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

Claims (9)

  1. Véhicule sur rails avec une correction d'assiette avec des unités de suspension (10), qui sont disposées entre la caisse de wagon (12) et le bogie (14) du véhicule sur rails et sont constituées respectivement d'au moins un ressort (16) et d'au moins un élément formant piston alternatif (18) pneumatique ou hydraulique, dans lequel un milieu de travail est utilisé pour l'élément formant piston alternatif (18),
    caractérisé en ce
    que l'élément formant piston alternatif (18) est rentré en mode de déplacement si loin qu'il ne surmonte pas la distance entre la caisse de wagon (12) et le bogie (14).
  2. Véhicule sur rails avec une correction d'assiette selon la revendication 1, caractérisé en ce que l'élément formant piston alternatif (18) de l'unité de suspension (10) est entouré par le ressort (16).
  3. Véhicule sur rails avec une correction d'assiette selon la revendication 1, caractérisé en ce que l'élément formant piston alternatif (18) de l'unité de suspension (10) est disposé à l'extérieur du ressort (16) de manière parallèle par rapport à celui-ci.
  4. Véhicule sur rails avec une correction d'assiette selon l'une quelconque des revendications 1 - 3, caractérisé en ce que le ressort (16) est réalisé en tant que ressort en acier, soufflet, élément en élastomère et/ou ressort hydropneumatique.
  5. Véhicule sur rails avec une correction d'assiette selon l'une quelconque des revendications précédentes, caractérisé en ce que l'amenée du milieu de travail est effectuée du côté de la caisse de wagon (12).
  6. Véhicule sur rails avec une correction d'assiette selon l'une quelconque des revendications précédentes, caractérisé en ce que l'amenée du milieu de travail est effectuée du côté du bogie (14).
  7. Véhicule sur rails avec une correction d'assiette selon l'une quelconque des revendications précédentes, caractérisé en ce que le milieu de travail pour l'élément formant piston alternatif (18) est liquide ou gazeux.
  8. Véhicule sur rails avec une correction d'assiette selon l'une quelconque des revendications précédentes, caractérisé en ce qu'un élastomère (26) est disposé en tant qu'élément d'amortissement d'urgence entre le bogie (14) et l'élément formant piston alternatif (18).
  9. Véhicule sur rails avec une correction d'assiette selon la revendication 8, caractérisé en ce qu'un système de mesure de distance parcourue coopère directement ou indirectement avec l'élément formant piston alternatif (18).
EP16784793.8A 2015-10-21 2016-10-20 Dispositif de correction d'assiette Active EP3365218B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102015013605.4A DE102015013605B4 (de) 2015-10-21 2015-10-21 Niveauregulierung
PCT/EP2016/001739 WO2017067662A1 (fr) 2015-10-21 2016-10-20 Dispositif de correction d'assiette

Publications (2)

Publication Number Publication Date
EP3365218A1 EP3365218A1 (fr) 2018-08-29
EP3365218B1 true EP3365218B1 (fr) 2021-09-22

Family

ID=57184399

Family Applications (1)

Application Number Title Priority Date Filing Date
EP16784793.8A Active EP3365218B1 (fr) 2015-10-21 2016-10-20 Dispositif de correction d'assiette

Country Status (7)

Country Link
US (1) US10882541B2 (fr)
EP (1) EP3365218B1 (fr)
CN (1) CN108349511B (fr)
CA (1) CA3000282C (fr)
DE (1) DE102015013605B4 (fr)
ES (1) ES2901188T3 (fr)
WO (1) WO2017067662A1 (fr)

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WO2019091637A1 (fr) * 2017-11-09 2019-05-16 Knorr-Bremse Systeme für Schienenfahrzeuge GmbH Système de réglage de niveau pour régler le niveau d'un véhicule, notamment d'un véhicule ferroviaire
FR3080077B1 (fr) 2018-04-17 2020-09-18 Alstom Transp Tech Vehicule ferroviaire et procede de circulation associe
CN109204361B (zh) * 2018-08-29 2020-04-14 中车青岛四方机车车辆股份有限公司 列车高度调节装置及列车高度调节方法
FR3085932B1 (fr) * 2018-09-14 2021-07-23 Speedinnov Suspension pneumatique pour vehicule ferroviaire
CN115649217B (zh) * 2022-12-21 2023-03-10 济南工程职业技术学院 轨道车辆、转向架及其一系弹簧悬挂装置

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AU1869097A (en) 1995-12-12 1997-07-03 Phoenix Aktiengesellschaft Spring device
JPH10181596A (ja) * 1998-02-16 1998-07-07 Hitachi Ltd 鉄道車両用軸ばね装置
DE10056929A1 (de) 2000-11-17 2002-05-29 Knorr Bremse Systeme Hydropneumatische Federungeinheit sowie hydropneumatisches Federungssystem
DE20105329U1 (de) 2001-03-26 2001-06-07 ZF Lemförder Metallwaren AG, 49448 Lemförde Vorrichtung zur Federung und Niveauregulierung für Kraftfahrzeuge
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Also Published As

Publication number Publication date
CN108349511B (zh) 2021-04-02
WO2017067662A1 (fr) 2017-04-27
US20180312175A1 (en) 2018-11-01
DE102015013605B4 (de) 2018-08-23
CA3000282C (fr) 2023-12-19
EP3365218A1 (fr) 2018-08-29
ES2901188T3 (es) 2022-03-21
CN108349511A (zh) 2018-07-31
CA3000282A1 (fr) 2017-04-27
DE102015013605A1 (de) 2017-04-27
US10882541B2 (en) 2021-01-05

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