EP0794099B1 - Support of railway vehicles by air spring systems - Google Patents
Support of railway vehicles by air spring systems Download PDFInfo
- Publication number
- EP0794099B1 EP0794099B1 EP96119667A EP96119667A EP0794099B1 EP 0794099 B1 EP0794099 B1 EP 0794099B1 EP 96119667 A EP96119667 A EP 96119667A EP 96119667 A EP96119667 A EP 96119667A EP 0794099 B1 EP0794099 B1 EP 0794099B1
- Authority
- EP
- European Patent Office
- Prior art keywords
- air spring
- rolling
- roller device
- spring
- roller
- 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
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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
-
- 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 a support for rail vehicles, by means of an air spring system, each consisting of an air spring as well an additional spring, preferably a rubber additional spring, one or more times between the body and the Drives are provided and the cross suspension and the rotation of the vehicle.
- Air suspension systems are mainly used for vertical vehicle suspension, but are predominantly for economic reasons at the same time for the transverse suspension of the vehicle and the turning movement of the drive used.
- the air spring system in the generally as a series and / or parallel connection of Air and rubber additional spring built.
- the additional dome spring reduces the Buckling and torsional rigidity of the spring system in particular then very significantly, if according to claim 2 under the gas spring a layer spring is arranged.
- Another disadvantage is in that the effect of the spherical spring in the entire range of motion of the spring system is present, that is, the reduced Lateral stiffness must pass towards the end of the transverse spring travel additional components are hardened again so that sudden, unpleasant attacks can be avoided.
- transverse spring constant an air bag is not a fixed size, but for example in addition to the inner bellows pressure and the speed of movement also depends on the transverse spring travel.
- transverse suspension for the frequently occurring small transverse deflections significantly harder than with the rarer large cross spring travel, which has a negative effect on vehicle running and Driving comfort leads.
- the invention specified in the patent claim is the problem is based on supporting rail vehicles using air suspension systems to create which has a low transverse spring characteristic of the vehicle with small transverse spring travel and which have no adverse effects on vertical suspension and causing the drive to spin.
- the object is achieved by between the air spring system and the running gear with a roller device is arranged transversely to the vehicle oriented rolling direction, the effective radius R approximately equal to or greater than the height of the air suspension system and its roll range are limited is.
- the rolling device by one on the lower support surface of the air spring system or elements arranged thereon with a roller plate central, rounded roller cutter and one attached to the drive flat counter bearing surface is formed.
- the rotary cutter on both sides of tangent flat surfaces is limited, their opening angle ⁇ defines and limits the roll area of the facility.
- the rolling device through Stops and strips against twisting, moving and lifting is secured.
- the advantages of the solution according to the invention are in particular in the fact that it is largely conventional and therefore proven and cost-effective Air spring systems in combination with the roller device enable a defined design of the transverse spring behavior.
- the radius R of the roller device and the Roll range can on the one hand the size of the transverse spring characteristic and on the other hand the area of influencing the special The requirements of each vehicle can be easily adapted.
- the solution is also advantageous because it is exclusive in the desired direction the positive effect occurs without the vertical spring and horizontal unscrewing characteristics to influence. The low height of the facility ensures also the problem-free use even with drives with limited space.
- the car body 1 is supported in a not shown, but generally common arrangement about symmetrical to the center of the drive arranged air spring systems 2 on the drive 3. It can be two or more air spring systems 2 per drive 3 trade.
- 1 that is Air spring system 2 from the air spring 4, here provided as a bellows, and the rubber additional spring 5, here designed as a conical spring.
- the half-bellows is necessary because in addition to the transverse movement also the turning movements during bends are taken up by the bellows Need to become.
- the cone spring was because of the comparative great vertical elasticity with existing buckling stiffness selected.
- Below the air spring system 2 is the Rolling device 6 arranged, the roller cutter 7 in the vehicle longitudinal direction is aligned.
- Roll device 6 from a attached to the rubber auxiliary spring 5 Roller plate 8 and a level on the drive 3 Counter bearing surface 9.
- the roller cutter 7, centered on the roller plate 8 formed, has a radius R, which is approximately the same or greater the height of the air spring system 2, whereby also for Generation of a progression of this radius with increasing cross stop can get bigger.
- the special design judges the elasticity of the transverse suspension of the Carriage body 1.
- Both sides of the roller cutter 7 are on the Roll plate 8 flat surfaces 10 arranged at an opening angle a, that define and limit the roll area of the support.
- Fig. 1 shows the entire support for the case of a stationary rail vehicle in a straight track, that is, a load on the support with only vertical Powers. All components take their symmetrical middle position on.
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- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Fluid-Damping Devices (AREA)
- Vehicle Body Suspensions (AREA)
Abstract
Description
Die Erfindung betrifft eine Abstützung für Schienenfahrzeuge, mittels Luftfedersystem, die jeweils aus einer Luftfeder sowie einer Zusatzfeder, vorzugsweise einer Gummizusatzfeder, bestehen, einzeln oder mehrfach zwischen dem Wagenkasten und den Laufwerken vorgesehen sind und die Querfederung und die Ausdrehung des Fahrzeuges übernehmen.The invention relates to a support for rail vehicles, by means of an air spring system, each consisting of an air spring as well an additional spring, preferably a rubber additional spring, one or more times between the body and the Drives are provided and the cross suspension and the rotation of the vehicle.
Es ist ganz allgemein bekannt, Wagenkästen von Schienenfahrzeugen über Luftfedersysteme auf den Laufwerken abzustützen. Diese Luftfedersysteme dienen hauptsächlich der vertikalen Fahrzeugfederung, werden aber aus ökonomischen Erwägungen überwiegend zugleich für die Querfederung des Fahrzeuges und die Ausdrehbewegung des Laufwerkes benutzt. Um die Fahrsicherheit/ Entgleisungssicherheit des Fahrzeuges auch bei einem eventuellen Ausfall der Luftfeder zu gewährleisten, ist das Luftfedersystem im allgemeinen als eine Reihen- und/ oder Parallelschaltung von Luft- und Gummizusatzfeder aufgebaut. Infolge der hohen und sehr komplexen Beanspruchung des Luftfedersystems ist es praktisch unmöglich, eine sowohl für die vertikale Federung als auch für die horizontale Federung und Ausdrehcharakteristik jeweils optimale Gestaltung und Auslegung zu gewährleisten. So kann zwar mit einer Halbbalgluftfeder und einer Gummischichtenfeder, als Zusatzfeder, eine ausreichende Querweichheit erreicht werden, jedoch ist dieses System beim Ausdrehen häufig nicht knicksteif und vertikal im Notfederbetrieb zu hart. Sicherlich ließen sich diese Mängel durch Vergrößerung des Systems beseitigen, jedoch steht in den Laufwerken der hierzu erforderliche Platz selten zur Verfügung. Zusatzfedern, welche knicksteif und vertikal ausreichend weich sind, wie beispielsweise Konusfedern, bieten in Querrichtung wiederum nur eine geringe Elastizität. Die Auslegung des Luftfedersystems hinsichtlich Platzbedarf, vertikaler und horizontaler Federkonstante, Drehsteifigkeit, Setzungsverhalten, Lebensdauer und anderes mehr stellt deshalb immer nur einen Kompromiß dar.It is very common to know the bodywork of rail vehicles to be supported on the drives via air spring systems. This Air suspension systems are mainly used for vertical vehicle suspension, but are predominantly for economic reasons at the same time for the transverse suspension of the vehicle and the turning movement of the drive used. About driving safety / derailment safety of the vehicle even in the event of a possible failure To ensure the air spring is the air spring system in the generally as a series and / or parallel connection of Air and rubber additional spring built. As a result of the high and very complex loading of the air spring system, it is practical impossible to use one for both vertical suspension also for the horizontal suspension and turning characteristics to ensure optimal design and layout. So can with a half-bellows air spring and a rubber layer spring, as an additional spring, sufficient cross-softness is achieved this system is common when turning not kink-resistant and too hard vertically in emergency spring mode. Definitely these shortcomings could be remedied by enlarging the system remove, but the drives contain the necessary information Space rarely available. Additional springs, which are stiff and vertically soft enough, such as Cone springs, in turn, offer only a small amount in the transverse direction Elasticity. The design of the air spring system with regard to Space requirement, vertical and horizontal spring constant, Torsional rigidity, settlement behavior, service life and others more is therefore always a compromise.
So ist ein Abstützsystem für Schienenfahrzeuge (WO 95/18734) bekannt, bei dem zur Verbesserung der Quersteifigkeit und der kardanischen Beanspruchung bei Neigetechnik vorgeschlagen wird, am oberen Ende der Gasfeder (Luftfeder) eine Kalottenfeder zusätzlich anzuordnen. Dieser Lösung haftet der Nachteil an, daß die Kalottenfeder nicht nur ihre Wirkung in der beabsichtigten Richtung entfaltet, sondern unerwünschte Auswirkungen beziehungsweise Bedingungen beispielsweise auch in vertikaler Belastungsrichtung oder bei der Drehung des Laufwerkes auftreten.So is a support system for rail vehicles (WO 95/18734) known to improve transverse rigidity and gimbal stress in tilting technology is proposed, At the upper end of the gas spring (air spring) an additional calotte spring to arrange. This solution has the disadvantage that the dome spring not only has its intended effect Direction unfolded but undesirable effects respectively Conditions, for example, also in the vertical direction of loading or occur when the drive rotates.
In jedem Fall verringert die zusätzliche Kalottenfeder die
Knick- und die Drehsteifigkeit des Federsystems insbesondere
dann ganz erheblich, wenn gemäß Anspruch 2 unter der Gasfeder
eine Schichtfeder angeordnet ist. Ein weiterer Nachteil besteht
darin, daß die Wirkung der Kalottenfeder im gesamten Bewegungsbereich
des Federsystems vorhanden ist, das heißt, die verringerte
Quersteifigkeit muß gegen Ende des Querfederweges durch
zusätzliche Bauteile wieder verhärtet werden, damit plötzliche,
unangenehme Anschläge vermieden werden.In any case, the additional dome spring reduces the
Buckling and torsional rigidity of the spring system in particular
then very significantly, if according to
Weiterhin ist auch allgemein bekannt, daß die Querfederkonstante eines Luftfederbalges keine feste Größe ist, sondern beispielsweise neben dem Balginnendruck und der Bewegungsgeschwindigkeit auch vom Querfederweg abhängig ist. Nachteiligerweise ist die Querfederung bei den häufig vorkommenden kleinen Querausschlägen deutlich härter als bei den selteneren großen Querfederwegen, was zu einer negativen Wirkung auf Fahrzeuglauf und Fahrkomfort führt.Furthermore, it is also generally known that the transverse spring constant an air bag is not a fixed size, but for example in addition to the inner bellows pressure and the speed of movement also depends on the transverse spring travel. Unfortunately is the transverse suspension for the frequently occurring small transverse deflections significantly harder than with the rarer large cross spring travel, which has a negative effect on vehicle running and Driving comfort leads.
Der im Patentanspruch angegebenen Erfindung liegt das Problem zugrunde, eine Abstützung von Schienenfahrzeugen mittels Luftfedersysteme zu schaffen, welche eine geringe Querfedercharakteristik des Fahrzeuges bei kleinen Querfederwegen gewährleistet und die keine nachteiligen Wirkungen auf die vertikale Federung und die Drehung des Laufwerkes hervorruft.The invention specified in the patent claim is the problem is based on supporting rail vehicles using air suspension systems to create which has a low transverse spring characteristic of the vehicle with small transverse spring travel and which have no adverse effects on vertical suspension and causing the drive to spin.
Erfindungsgemäß wird die Aufgabe dadurch gelöst, indem zwischen dem Luftfedersystem und dem Laufwerk eine Rolleinrichtung mit quer zum Fahrzeug orientierter Rollrichtung angeordnet ist, deren wirksamer Radius R annähernd gleich oder größer der Höhe des Luftfedersystems und deren Rollbereich definiert begrenzt ist. Des weiteren ist erfindungsgemäß, daß die Rolleinrichtung durch eine an der unteren Abstützfläche des Luftfedersystems oder daran befindlicher Elemente angeordneten Rollplatte mit mittiger, gerundeter Rollschneide und eine am Laufwerk angebrachten ebenen Gegenlagerfläche gebildet ist. Weiterhin ist erfindungsgemäß, daß die Rollschneide nach beiden Seiten von tangierenden ebenen Flächen begrenzt ist, deren Öffnungswinkel α den Rollbereich der Einrichtung definiert und begrenzt. Es ist weiterhin erfindungsgemäß, daß die Rolleinrichtung durch Anschläge und Leisten gegen ein Verdrehen, Verschieben und Abheben gesichert ist.According to the invention the object is achieved by between the air spring system and the running gear with a roller device is arranged transversely to the vehicle oriented rolling direction, the effective radius R approximately equal to or greater than the height of the air suspension system and its roll range are limited is. It is further the invention that the rolling device by one on the lower support surface of the air spring system or elements arranged thereon with a roller plate central, rounded roller cutter and one attached to the drive flat counter bearing surface is formed. Still is According to the invention that the rotary cutter on both sides of tangent flat surfaces is limited, their opening angle α defines and limits the roll area of the facility. It is also according to the invention that the rolling device through Stops and strips against twisting, moving and lifting is secured.
Die Vorteile der erfindungsgemäßen Lösung liegen insbesondere darin, daß weitgehend herkömmliche und damit bewährte sowie kostengünstige Luftfedersysteme in Kombination mit der Rolleinrichtung eine definierte Gestaltung des Querfederverhaltens ermöglichen. Durch Wahl des Radius R der Rolleinrichtung und des Rollbereiches kann einerseits die Größe der Querfedercharakteristik und andererseits der Bereich der Beeinflussung den speziellen Anforderungen jedes Fahrzeuges einfach angepaßt werden. Die Lösung ist auch deshalb so vorteilhaft, weil ausschließlich in der gewünschten Richtung die positive Wirkung auftritt, ohne dabei die vertikale Feder- und horizontale Ausdrehcharakteristik zu beeinflussen. Die geringe Bauhöhe der Einrichtung gewährleistet zudem den problemlosen Einsatz auch bei Laufwerken mit beschränkten Platzverhältnissen.The advantages of the solution according to the invention are in particular in the fact that it is largely conventional and therefore proven and cost-effective Air spring systems in combination with the roller device enable a defined design of the transverse spring behavior. By choosing the radius R of the roller device and the Roll range can on the one hand the size of the transverse spring characteristic and on the other hand the area of influencing the special The requirements of each vehicle can be easily adapted. The solution is also advantageous because it is exclusive in the desired direction the positive effect occurs without the vertical spring and horizontal unscrewing characteristics to influence. The low height of the facility ensures also the problem-free use even with drives with limited space.
Die Erfindung soll nachfolgend an einem Ausführungsbeispiel näher erläutert werden. Hierbei zeigen die Zeichnungen in
- Fig. 1:
- : einen Querschnitt durch ein Luftfedersystem mit einer Rolleinrichtung in Mittelstellung
- Fig. 2:
- einen Querschnitt durch ein Luftfedersystem mit der Rolleinrichtung in Ausschlagsstellung
- Fig. 3:
- eine Draufsicht auf die Rolleinsichtung im Schnitt A-A nach Fig. 1
- Fig. 1:
- : a cross section through an air spring system with a roller device in the central position
- Fig. 2:
- a cross section through an air spring system with the roller device in the deflected position
- Fig. 3:
- a plan view of the roller sighting in section AA of FIG. 1st
Der Wagenkasten 1 stützt sich in nicht näher dargestellter,
aber allgemein üblicher Anordnung über symmetrisch zur Laufwerkmitte
angeordnete Luftfedersysteme 2 auf dem Laufwerk 3 ab.
Dabei kann es sich sowohl um zwei als auch um mehrere Luftfedersysteme
2 pro Laufwerk 3 handel. Gemäß Fig. 1 besteht das
Luftfedersystem 2 aus der Luftfeder 4, hier als Halbbalg vorgesehen,
und der Gummizusatzfeder 5, hier als Konusfeder ausgeführt.
Der Halbbalg ist notwendig, weil neben der Querbewegung
auch die Ausdrehbewegungen bei Bogenfahrten vom Balg aufgenommen
werden müssen. Die Konusfeder wurde wegen der vergleichsweise
großen vertikalen Elastizität bei vorhandener Knicksteifigkeit
ausgewählt. Unterhalb des Luftfedersystems 2 ist die
Rolleinrichtung 6 angeordnet, deren Rollschneide 7 in Fahrzeuglängsrichtung
ausgerichtet ist. Im einzelnen besteht die
Rolleinrichtung 6 aus einer an der Gummizusatzfeder 5 befestigten
Rollplatte 8 und einer am Laufwerk 3 befindlichen ebenen
Gegenlagerfläche 9. Die Rollschneide 7, mittig an der Rollplatte
8 ausgebildet, besitzt einen Radius R, der annähernd gleich
oder größer der Höhe des Luftfedersystems 2 ist, wobei auch zur
Erzeugung einer Progression dieser Radius mit zunehmendem Queranschlag
größer werden kann. Die spezielle Auslegung richtet
sich nach der zu erreichenden Elastizität der Querfederung des
Wagenkastens 1. Beiderseitig der Rollschneide 7 sind an der
Rollplatte 8 ebene Flächen 10 unter einem Öffnungswinkel a angeordnet,
die den Rollbereich der Abstützung definieren und begrenzen.
Die Fig. 1 zeigt die gesamte Abstützung für den Fall
eines stehenden Schienenfahrzeuges im geraden Gleis, das heißt,
einer Belastung der Abstützung mit ausschließlich vertikalen
Kräften. Dabei nehmen alle Bauteile ihre symmetrische Mittellage
ein.The
Wirken während der Fahrt Seitenkräfte auf das Schienenfahrzeug
ein, kommt es zwischen dem Wagenkasten 1 und dem Laufwerk 3 zu
einer Seitenverschiebung Sy, die durch eine Verformung beziehungsweise
Bewegung der Luftfeder 4, der Gummizusatzfeder 5 und
der Rolleinrichtung 6 hervorgerufen wird. Entsprechend der Ausbildung
des Öffnungswinkels α wird beim Erreichen bestimmter
Seitenkräfte die Bewegungsmöglichkeit der Rolleinrichtung 6
durch die ebenen Flächen 10 begrenzt. Die Seitenverschiebung Sy
des Wagenkastens 1 sollte in diesem Fall ca. 25 % des maximalen
Weges betragen. Die weitere Querbewegung erfolgt jetzt nur noch
durch das Luftfedersystem 2, eventuell in Verbindung mit weiteren
elastischen Queranschlägen. Diese Situation ist in der Fig.
2 dargestellt. Durch eine derartige erfindungsgemäße Ausbildung
der Abstützung kann bei kleinen Querbewegungen eine weiche
Querfedercharakteristik mit einer sich daran anschließenden,
definierten Progression erzielt werden. Im Betriebseinsatz ist
zu gewährleisten, daß die Rolleinrichtung 6 in der beabsichtigten
Anordnung erhalten bleibt, wofür gemäß Fig. 3 die formschlüssige
Ausbildung der Rollplatte 8 in Verbindung mit entsprechenden
Anschlägen 11 gegen Verdrehen und Verschieben gewählt
wurde. Eine zusätzliche Leiste 12 gewährleistet darüberhinaus
auch die Sicherung gegen ein Abheben der Rollplatte 8. There are lateral forces on the rail vehicle during the journey
a, it happens between the
- 11
- WagenkastenCar body
- 22nd
- LuftfedersystemAir spring system
- 33rd
- Laufwerkdrive
- 44th
- LuftfederAir spring
- 55
- GummizusatzfederAdditional rubber spring
- 66
- RolleinrichtungRolling device
- 77
- RollschneideRotary cutter
- 88th
- RollplatteRolling plate
- 99
- GegenlagerflächeCounter bearing surface
- 1010th
- ebene Flächenflat surfaces
- 1111
- Anschlägeattacks
- 1212th
- LeistenAfford
- αα
- ÖffnungswinkelOpening angle
- SySy
- SeitenverschiebungSide shift
- RR
- wirksamer Radiuseffective radius
Claims (4)
- Support of railway vehicles using air spring systems consisting of an air spring (4) and an additional spring respectively, the latter one being preferably of the rubber spring type (5), which can be installed both individually or in a multiple mode between the car body (1) and the running gears and which are characterised by the fact that a roller device (6) is arranged between the air spring system (2) and the running gear (3), the rolling direction of said roller device being oriented transversally towards the vehicle, the effective radius ( R ) of said roller device being as big as or bigger than the height of the air spring system (2), its rolling range being limited by definition.
- Support according to claim 1, characterised by the fact that the roller device (6) is formed by a rolling plate (8) arranged at the lower support surface of the air spring system (2), which may be completed by additional elements, the rolling plate having a centric, rounded out rolling edge (7) and by a plane surface of a counter bearing (9) which may be installed at the running gear (3).
- Support according to claims 1 and 2, characterised by the fact that the rolling edge (7) is limited towards both sides by tangential plane surfaces (10), whose opening angle (α) defines and limits the rolling range of the device.
- Support according to claim 1, characterised by the fact that the roller device (6) is secured by limit stops (11) and limit bars (12) against any distortions, as well as against any shifting and lifting.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| DE19608179 | 1996-03-04 | ||
| DE19608179A DE19608179A1 (en) | 1996-03-04 | 1996-03-04 | Support of rail vehicles using air suspension systems |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| EP0794099A1 EP0794099A1 (en) | 1997-09-10 |
| EP0794099B1 true EP0794099B1 (en) | 2000-03-29 |
Family
ID=7787099
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| EP96119667A Expired - Lifetime EP0794099B1 (en) | 1996-03-04 | 1996-12-07 | Support of railway vehicles by air spring systems |
Country Status (3)
| Country | Link |
|---|---|
| EP (1) | EP0794099B1 (en) |
| AT (1) | ATE191188T1 (en) |
| DE (2) | DE19608179A1 (en) |
Families Citing this family (8)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE19816920C1 (en) * | 1998-04-16 | 1999-10-14 | Knorr Bremse Systeme | Suspended mounting for railway carriage bodywork |
| JP5145298B2 (en) * | 2009-07-16 | 2013-02-13 | 東洋ゴム工業株式会社 | Vehicular air spring and its mounting method |
| DE102013224601B4 (en) | 2013-11-29 | 2015-08-27 | Siemens Aktiengesellschaft | Secondary spring with integrated transverse stop |
| EP3006299A1 (en) * | 2014-10-10 | 2016-04-13 | ALSTOM Transport Technologies | A bogie with a secondary suspension having a load balance device |
| CN104527694B (en) * | 2014-12-31 | 2017-12-08 | 株洲时代新材料科技股份有限公司 | Air spring for rail traffic |
| EP3450280B1 (en) * | 2017-09-05 | 2020-05-27 | Bombardier Transportation GmbH | Rail vehicle with an emergency spring device |
| DE102019218017A1 (en) * | 2019-11-22 | 2021-05-27 | Contitech Luftfedersysteme Gmbh | Secondary suspension of a rail vehicle |
| AT524102B1 (en) * | 2020-07-23 | 2022-07-15 | Univ Graz Tech | air spring arrangement |
Family Cites Families (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE1083299B (en) * | 1952-06-27 | 1960-06-15 | Otto Clausen Dipl Ing | Spring-loaded pendulum support to support the car body of rail vehicles |
| FR1476519A (en) * | 1965-02-18 | 1967-04-14 | Automobiles Simca Sa Des | Device for connecting a hydropneumatic or pneumatic cylinder with a motor vehicle suspension |
| IT1159021B (en) * | 1983-06-01 | 1987-02-25 | Fiat Ferroviaria Savigliano | TRANSVERSAL SUSPENSION WITH VARIABLE CHARACTERISTICS FOR RAILWAY VEHICLES |
| RU2089435C1 (en) | 1994-01-11 | 1997-09-10 | Владимир Валентинович Днепровский | Device for change of ship's hydrodynamic resistance |
| CH688888A5 (en) * | 1994-01-11 | 1998-05-15 | Sig Schweiz Industrieges | Abstuetzfederanordnung for rail vehicles. |
-
1996
- 1996-03-04 DE DE19608179A patent/DE19608179A1/en not_active Withdrawn
- 1996-12-07 AT AT96119667T patent/ATE191188T1/en active
- 1996-12-07 DE DE59604839T patent/DE59604839D1/en not_active Expired - Lifetime
- 1996-12-07 EP EP96119667A patent/EP0794099B1/en not_active Expired - Lifetime
Also Published As
| Publication number | Publication date |
|---|---|
| DE19608179A1 (en) | 1997-09-11 |
| ATE191188T1 (en) | 2000-04-15 |
| DE59604839D1 (en) | 2000-05-04 |
| EP0794099A1 (en) | 1997-09-10 |
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