DE102022210597A1 - Suspension, preferably vehicle suspension, particularly preferably rail vehicle suspension - Google Patents

Abstract

The present invention relates to a suspension (2), preferably a vehicle suspension (2), particularly preferably a rail vehicle suspension (2), with an air spring with an air spring bellows (23) which is arranged between a sliding plate (22) and a top plate (24), and with an additional spring (21) with an elastomer body (12b) which is arranged between an inner body (21a) and an outer body (21c), wherein the air spring and the additional spring (21) are designed to be arranged in series between two bodies to be dampened in terms of vibration, preferably between a chassis (10) and a body (11) of a vehicle (1), wherein the sliding plate (22) of the air spring and the outer body (21c) of the additional spring (21) are fixedly connected to one another. The suspension (2) is characterized in that the sliding plate (22) of the air spring and the inner body (21a) of the additional spring (21)• are designed to be electrically conductive, facing each other at least in sections, and• are each contacted in an electrically conductive manner by a line (26).

Description

The present invention relates to a suspension, preferably a vehicle suspension, particularly preferably a rail vehicle suspension, and to a vehicle with such a suspension.

Rail vehicle suspensions with an air spring are known, which are arranged between the body or car body and the chassis or subframe of a rail vehicle. Such rail vehicle suspensions have a rim and an upper plate opposite the rim, whereby the rim is provided with a sliding plate and the rim and upper plate are arranged in such a way that if the air spring fails, the sliding plate and the upper plate lie against each other or on top of each other and the body is thus supported on the subframe.

Such rail vehicle suspensions usually have an air spring as the main spring and a rubber spring or block spring as the emergency spring. The main spring and emergency spring are arranged between the car body and the subframe of the vehicle in such a way that if the main spring fails, the body is supported on the chassis by the emergency spring and the support is provided via opposing, interacting support and sliding surfaces or sliding plates/sliding elements on the body and chassis. These sliding plates then ensure reduced friction and problem-free support in emergency operation.

The EP 1 644 234 B1 a centering emergency spring support for an air spring, in which the bellows rims connected via the air spring have guide grooves that are intended to prevent a lateral offset of the car body in relation to the chassis when the car body rests on the emergency spring/additional spring. The surfaces of the guide grooves and their counterparts that are inclined towards each other are provided with sliding elements in order to reduce friction in the event of twisting or transverse displacement of the car body relative to the chassis.

Even with such chassis equipped with emergency running systems, it is desirable in practice to detect the beginning of air loss in a suspension system as early as possible. For this purpose, measuring devices or sensors are known in the state of the art, which are usually arranged within the air spring, i.e. within the air spring bellows between the rim and the top plate of such a suspension. Such measuring systems therefore require additional installation space and are also problematic in terms of their integration and wiring in the overall system.

In normal operating conditions, there is an air gap between the top plate of the air suspension and the underlying system part "rim", which in rail vehicle air springs usually has a sliding plate holder with a sliding plate. If there is a higher pressure loss or if the shock load is too strong or significant, there may also be direct contact between the top plate and the sliding plate, so that the air gap is no longer present. If there is such direct contact between the top plate and the rim or sliding plate, sensor components located inside the air spring can be damaged or destroyed.

Therefore, the EP 3 505 418 B1 a rail vehicle suspension as mentioned above, wherein the rim or sliding plate on the one hand and the upper plate on the other hand form interacting parts of a sensor or sensor system which generate an electrical signal depending on the distance between the rim or sliding plate and the upper plate. The interacting parts form an inductive sensor, in which the upper plate preferably has a coil and the rim or sliding plate has a ferritic material and the sensor generates a signal dependent on the inductance which changes with the distance between the rim or sliding plate and the upper plate.

• • eine Oberplatte,
• • einen Luftfederbalg,
• • eine Felge,
• • eine Gummifeder,
• • eine Gleitplattenaufnahme,
• • eine Gleitplatte und
• • ein Fußanschlussteil,

wobei sich die Gummifeder von dem Fußanschlussteil zu der Felge erstreckt, wobei sich der Luftfederbalg von der Felge derart zu der Oberplatte erstreckt, dass sich ein luftdichter Arbeitsraum zwischen der Gummifeder und der Oberplatte bildet, wobei die Gleitplatte mittels der Gleitplattenaufnahme derart an der Felge befestigt ist, so dass die Gleitplatte zwischen der Gummifeder und der Oberplatte angeordnet ist, wobei die Oberplatte und die Gleitplatte in einem Arbeitszustand der Schienenfahrzeugfederung voneinander beabstandet sind, wobei die Oberplatte in einem Notfallzustand der Schienenfahrzeugfederung auf der Gleitplatte aufliegen, wobei die der Gleitplatte zugewandte Innenseite der Oberplatte einen ersten elektrisch leitfähigen Kontakt eines Kontaktsensors bildet, wobei die der Oberplatte zugewandte Gleitseite der Gleitplatte einen zweiten elektrisch leitfähigen Kontakt des Kontaktsensors bildet, wobei der erste und zweite elektrische Kontakt derart ausgebildet sind, dass ein lösbare elektrische Verbindung zwischen dem ersten und zweiten Kontakt hergestellt ist, wenn die Schienenfahrzeugfederung im Notzustand ist, und wobei die elektrische Verbindung zwischen dem ersten und zweiten elektrischen Kontakt unterbrochen ist, wenn die Schienenfahrzeugfederung im Arbeitszustand ist.The EN 10 2017 218 466 B4 describes a rail vehicle suspension which is designed to be arranged between a body of a rail vehicle and a chassis of the rail vehicle, the rail vehicle suspension comprising:

• • a top plate,
• • an air spring bellows,
• • a rim,
• • a rubber spring,
• • a sliding plate holder,
• • a sliding plate and
• • a foot connection part,

wherein the rubber spring extends from the foot connection part to the rim, wherein the air spring bellows extends from the rim to the top plate in such a way that an airtight working space is formed between the rubber spring and the top plate, wherein the sliding plate is fastened to the rim by means of the sliding plate holder in such a way that the sliding plate is arranged between the rubber spring and the top plate, wherein the top plate and the sliding plate are spaced apart from one another in a working state of the rail vehicle suspension, wherein the top plate rests on the sliding plate in an emergency state of the rail vehicle suspension, wherein the inside of the top facing the sliding plate plate forms a first electrically conductive contact of a contact sensor, wherein the sliding side of the sliding plate facing the upper plate forms a second electrically conductive contact of the contact sensor, wherein the first and second electrical contacts are designed such that a detachable electrical connection is established between the first and second contacts when the rail vehicle suspension is in the emergency state, and wherein the electrical connection between the first and second electrical contacts is interrupted when the rail vehicle suspension is in the working state.

The disadvantage of this is that a defect or an overload of the additional spring of such a suspension cannot currently be detected by sensors.

One object of the present invention is to provide a suspension, preferably a vehicle suspension, particularly preferably a rail vehicle suspension, of the type described at the beginning, so that a defect or an overload of the additional spring of such a suspension can be detected by sensors. This should be possible in the simplest, most space-saving, most cost-effective and/or most reliable way possible. At least an alternative to the known possibilities should be made available.

The object is achieved according to the invention by a suspension and by a vehicle having the features of the independent claims. Advantageous further developments are described in the subclaims.

Thus, the present invention relates to a suspension, preferably a vehicle suspension, particularly preferably a rail vehicle suspension, with an air spring with an air spring bellows, which is arranged between a sliding plate and a top plate, and with an additional spring with an elastomer body, which is arranged between an inner body and an outer body, wherein the air spring and the additional spring are designed to be arranged in series between two bodies to be dampened in terms of vibration, preferably between a chassis and a body of a vehicle, wherein the sliding plate of the air spring and the outer body of the additional spring are fixedly connected to one another.

The suspension is characterized in that the sliding plate of the air spring and the inner body of the additional spring are designed to be electrically conductive, at least in sections, facing each other, and are each contacted by an electrically conductive line. Thus, from the outside or from outside the suspension or the additional spring, it can be detected and recognized via the pair of electrical lines or their contact points whether or not there is an electrically conductive connection between the sliding plate of the air spring and the inner body of the additional spring.

This is not the case in normal operation or when the auxiliary spring is functioning properly, which can be detected as described above. However, if an electrical signal such as an electrical voltage or an electrical current is detected between the sliding plate of the air spring and the inner body of the auxiliary spring, this can indicate a defect or an overload of the auxiliary spring. This can be reported and/or reacted to, as described in more detail below.

The sliding plate also includes the combination of a sliding plate itself and a sliding plate holder, which holds the equalizing plate. Depending on the design, the sliding plate can only be electrically conductive itself and directly contacted as described above, or it can also be directly contacted via the electrically conductive sliding plate holder as described above. In any case, this can be done via a metallic sliding plate or metallic sliding plate holder or via a sliding plate or sliding plate holder made of plastic with an electrically conductive admixture.

According to one aspect of the invention, the sliding plate of the air spring and/or the inner body of the additional spring is/are made of metal. This can simplify implementation, since additional conductive elements can be dispensed with, which could increase the assembly effort and/or make the construction more complex.

According to a further aspect of the invention, the outer body of the additional spring is connected in an electrically conductive manner to the sliding plate of the air spring and the outer body of the additional spring is electrically conductively contacted by a line. This can simplify implementation, since the outer body of the additional spring can be electrically conductively contacted directly from the outside and thus more easily than the sliding plate of the air spring, which is arranged within the inner volume of the air spring bellows.

According to a further aspect of the invention, the outer body of the additional spring is made of metal. This can also simplify implementation here, since additional conductive elements can be dispensed with, which could increase the assembly effort and/or make the construction more complex.

The present invention also relates to a vehicle, preferably a rail vehicle, with at least one suspension as described above. This allows the suspension according to the invention to be implemented and used in a vehicle.

According to one aspect of the invention, the vehicle, preferably a control unit of the vehicle, is designed to detect an electrical signal, preferably an electrical voltage, between the lines of the suspension and, in response to the detected electrical signal, to issue an indication and/or to trigger a reaction of the vehicle. This can represent concrete possibilities for using the information detected by sensors.

According to a further aspect of the invention, a signal is given to a driver of the vehicle acoustically, visually and/or haptically. The driver of the vehicle can thus be informed of the defect or overload of the additional spring in order to react to this and in particular to stop the vehicle.

According to a further aspect of the invention, the triggering of a reaction is an emergency stop of the vehicle. This can lead to a correspondingly quick and direct automatic stopping of the vehicle as soon as a defect or an overload of the additional spring is detected as described above.

In other words, the present invention relates to a system which, in the case of a spring, preferably a rail vehicle air suspension, particularly preferably an additional spring of a rail vehicle air suspension, generates a warning signal or a warning message in the event of a defect or an overload of the spring. This warning system can be integrated in the air spring or in the additional spring, which can be designed as a conical spring.

If the entire air suspension system is overloaded or the auxiliary spring is defective due to the adhesive layer between the inner cone and the rubber layer coming off during operation, an emergency situation occurs in which the sliding plate holder can come into direct contact with the cone of the auxiliary spring underneath. This situation cannot be recognized by the driver during normal driving and represents a significant risk.

If there is a sudden loss of grip or the inner cone breaks away from the rubber layer, according to the invention an electrical contact is made when the sliding plate or the sliding plate holder comes into contact with the inner cone and this is transmitted to the driver either by cable or radio. The contact can be made directly by the electrically conductive components or by additional electrically conductive elements that are integrated into these components. The short-circuit signal can be fed out conventionally via cable harnesses or can be picked up directly from the usually metallic inner cone and the metallic sliding plate holder.

If the inner cone or the sliding plate holder does not have electrically conductive properties, current-conducting contacts can be integrated there.

The advantage of the solution according to the invention is that the previously described dangerous situation can be reliably detected. This can also be made possible for the comparatively high deflections that can occur with such rail vehicle air suspensions. This can also be made possible as proposed, although the defect described cannot be visually recognized from the outside and therefore the use of sensors from outside the air spring or additional spring is not even possible. Furthermore, no sensor protrudes into the air spring or its internal volume in a disruptive manner, which could impair the function of the rail vehicle air suspension. Furthermore, according to the invention, it is possible to react immediately when the two elements come into contact.

• 1 eine seitliche schematische Darstellung eines erfindungsgemäßen Fahrzeugs am Beispiel eines Schienenfahrzeugs; und
• 2 eine schematische Schnittdarstellung einer erfindungsgemäßen Federung am Beispiel einer Schienenfahrzeugfederung.

An embodiment and further advantages of the invention are explained below in connection with the following figures. Therein shows:

• 1 a side schematic representation of a vehicle according to the invention using the example of a rail vehicle; and
• 2 a schematic sectional view of a suspension according to the invention using the example of a rail vehicle suspension.

The description of the above figures is given in Cartesian coordinates with a longitudinal direction X, a transverse direction perpendicular to the longitudinal direction X (not shown) and a vertical direction Z perpendicular to both the longitudinal direction X and the transverse direction. The longitudinal direction X can also be referred to as depth X, the transverse direction as width and the vertical direction Z as height Z. The longitudinal direction X and the transverse direction together form the horizontal, which can also be referred to as the horizontal plane. The longitudinal direction X, the transverse direction and the vertical direction Z can also be referred to as spatial directions X, Z or as Cartesian spatial directions X, Z.

A suspension 2 according to the invention is considered as a vehicle suspension 2 using the example of a rail vehicle suspension 2. The rail vehicle suspension 2 is arranged in the vertical direction Z between a chassis 10, also called a subframe 10, and a body 11 of a vehicle 1. The vehicle 1 is considered using the example of a rail vehicle 1 or a short-distance railcar 1, see 1 .

The rail vehicle suspension 2 has, viewed in the vertical direction Z starting from below, a chassis attachment 20 which is connected to the chassis 10 of the rail vehicle 1. An additional spring 21 is arranged on the chassis attachment 20, which has a metallic inner body 21a in the form of a metallic inner cone 21a, an elastomer body 21b vulcanized to this and a metallic outer body 21c in the form of a metallic rim 21c vulcanized to this.

A metallic sliding plate 22 is fixedly connected to the outer body 21c of the additional spring 21 in the vertical direction Z and has a receptacle 22a with a sliding element 22b received there. Furthermore, an edge (not designated) of an air spring bellows 23 is fixedly arranged radially on the outer body 21c of the additional spring 21. A metallic upper plate 24 is fixedly arranged on the other end of the air spring bellows 23 or on its other edge (not designated). The air spring bellows 23, the additional spring 21 and the upper plate 24 enclose an inner volume 23a of the air spring bellows 23 in an airtight manner, which is accessible from the outside by means of an air connection 25 in order to increase and reduce the amount of air within the air spring bellows 23.

The metallic inner cone 21a of the additional spring 21 and the metallic rim 21c of the additional spring 21 are each electrically connected to a line 26, whereby the two lines 26 can each be contacted from the outside via a line connection 27. The metallic inner cone 21a of the additional spring 21 and the metallic rim 21c of the additional spring 21 are electrically insulated from one another by the elastomer body 21b of the additional spring 21, so that normally no electrical voltage is present at the line connections 27 of the lines 26.

However, if a defect or overload of the additional spring 21 occurs and the metal sliding plate 22 comes into electrical contact with the metal inner cone 21a of the additional spring 21, an electrical circuit is closed via the metal rim 21c of the additional spring 21, the metal sliding plate 22 and the metal inner cone 21a of the additional spring 21, which can be detected from the outside via the line connections 27 of the lines 26. This information can, for example, be displayed to a driver of the rail vehicle 1 and/or used for an automatic emergency stop of the rail vehicle 1.

List of reference symbols (part of the description)

X

Lengthwise; Depth

Z

vertical direction; height

1

Vehicle; rail vehicle; short-distance railcar

10

Chassis; subframe

11

Body

2

Suspension; vehicle suspension; rail vehicle suspension

20

Chassis mounting

21

Additional spring

21a

Inner body or inner cone of the additional spring 21

21b

Elastomer body of the additional spring 21

21c

Outer body or rim of the additional spring 21

22

Sliding plate

22a

Mounting the sliding plate 22

22b

Sliding element of the sliding plate 22

23

Air spring bellows

23a

Internal volume of the air spring bellows 23

24

Top plate

25

Air connection

26

cables

27

Line connections

QUOTES INCLUDED IN THE DESCRIPTION

This list of documents listed by the applicant was generated automatically and is included solely for the better information of the reader. The list is not part of the German patent or utility model application. The DPMA accepts no liability for any errors or omissions.

Cited patent literature

• EP 1644234 B1 [0004]
• EP 3505418 B1 [0007]
• DE 102017218466 B4 [0008]

Claims (8)

Suspension (2), preferably vehicle suspension (2), particularly preferably rail vehicle suspension (2), with an air spring with an air spring bellows (23), which is arranged between a sliding plate (22) and a top plate (24), and with an additional spring (21) with an elastomer body (12b), which is arranged between an inner body (21a) and an outer body (21c), wherein the air spring and the additional spring (21) are designed to be arranged in series between two bodies to be dampened in terms of vibration, preferably between a chassis (10) and a body (11) of a vehicle (1), wherein the sliding plate (22) of the air spring and the outer body (21c) of the additional spring (21) are fixedly connected to one another, characterized in that the sliding plate (22) of the air spring and the inner body (21a) of the additional spring (21) • are designed to be electrically conductive, facing one another at least in sections, and • are each electrically conductively contacted by a line (26) become. Suspension (2) after Claim 1 , wherein the sliding plate (22) of the air spring and/or the inner body (21a) of the additional spring (21) is/are made of metal. Suspension (2) after Claim 1 or 2 , wherein the outer body (21c) of the additional spring (21) is electrically conductively connected to the sliding plate (22) of the air spring and wherein the outer body (21c) of the additional spring (21) is electrically conductively contacted by a line (26). Suspension (2) after Claim 3 , wherein the outer body (21c) of the additional spring (21) is made of metal. Vehicle (1), preferably rail vehicle (1), with at least one suspension (2) according to one of the preceding claims. Vehicle (1) to Claim 5 , wherein the vehicle (1), preferably a control unit of the vehicle (1), is designed to • detect an electrical signal, preferably an electrical voltage, between the lines (26) of the suspension (2) and • in response to the detected electrical signal, to issue an indication and/or to trigger a reaction of the vehicle (1). Vehicle (1) to Claim 6 , wherein the output of an indication is acoustically, optically and/or haptically to a driver of the vehicle (1). Vehicle (1) to Claim 6 or 7 , wherein the triggering of a reaction is an emergency stop of the vehicle (1).

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