EP1754911B1 - Dispositif amortisseur pour le train de roulement d'un véhicule - Google Patents

Dispositif amortisseur pour le train de roulement d'un véhicule Download PDF

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Publication number
EP1754911B1
EP1754911B1 EP06112736A EP06112736A EP1754911B1 EP 1754911 B1 EP1754911 B1 EP 1754911B1 EP 06112736 A EP06112736 A EP 06112736A EP 06112736 A EP06112736 A EP 06112736A EP 1754911 B1 EP1754911 B1 EP 1754911B1
Authority
EP
European Patent Office
Prior art keywords
damping
loop control
closed
damping method
frequency
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.)
Not-in-force
Application number
EP06112736A
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German (de)
English (en)
Other versions
EP1754911A2 (fr
EP1754911A3 (fr
Inventor
Werner Breuer
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.)
Siemens AG
Original Assignee
Siemens AG
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.)
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Publication date
Application filed by Siemens AG filed Critical Siemens AG
Priority to PL06112736T priority Critical patent/PL1754911T3/pl
Publication of EP1754911A2 publication Critical patent/EP1754911A2/fr
Publication of EP1754911A3 publication Critical patent/EP1754911A3/fr
Application granted granted Critical
Publication of EP1754911B1 publication Critical patent/EP1754911B1/fr
Not-in-force legal-status Critical Current
Anticipated expiration legal-status Critical

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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
    • B61F5/24—Means for damping or minimising the canting, skewing, pitching, or plunging movements of the underframes

Definitions

  • the invention relates to a damping method for a bogie of a rail vehicle with a damping element for damping the Radsatzhubterrorism at least one wheel of the chassis.
  • the DE 39 187 35 A1 describes a damping method for a motor vehicle.
  • the structure of the vehicle via a spring and a damping element connected in parallel thereto is attached to the wheel axle of the wheel.
  • the wheel is also assigned a spring constant.
  • the speed of the vehicle body and a compression speed ie the speed between the wheel axle and vehicle body, determined and each fed to a filter with variable transfer function.
  • the outputs of the filters are summed together and serve as the setpoint for damping control.
  • the transfer function of the filters is chosen so that both a high driving safety and a comfortable suspension setting is possible.
  • the DE 196 41 698 C2 also relates to a damping device for a motor vehicle, wherein the damping takes place as a function of exceeding a threshold value of a stroke.
  • the invention is accordingly an object of the invention to provide a damping method that dampens the vertical forces of a vehicle in the best possible way.
  • the invention provides that the damping element is equipped with attenuation reducing means which reduce the damping effect of the damping element within a predetermined vibration frequency range below the Hubeigenfrequenz Radsatzhubiolo the wheelsets of the chassis or completely off.
  • the invention begins by the inventor proposed to reduce the primary spring stage or generally the damping element for damping the Radsatzhubiolo the chassis frequency selective in the damping effect or off.
  • the result is then a vertical force distribution achieved in which the vertical force below the wheelset Hubeigenfrequenz corresponds to the case without primary spring stage and in which corresponds to the vertical force at the relevant Radsatz-Hubeigenfrequenz the case with primary spring stage.
  • the occurring vertical force for frequencies below the Radsatz-Hubeigenfrequenz is significantly reduced by the attenuation reducing agent according to the invention.
  • the damping method according to the invention is used for damping a bogie of a rail vehicle and is specially adapted for it.
  • the damping reduction means are designed in such a case that they reduce the damping effect of the damping element at least for the natural frequency of Nickeigenterrorism the bogie and / or for the natural frequency of the transverse movement of the bogie and / or for the frequency range between the natural frequencies of the pitching movement and the transverse movement or completely switch off.
  • the damping reduction means reduce the damping effect of the damping element in a frequency band which includes the natural frequency of Nickeigenterrorism the bogie and the natural frequency of the transverse movement of the bogie, or turn off the damping effect completely.
  • the frequency band of the lowest and the highest natural frequency of the bogie is limited;
  • the frequency band covers a frequency range between 1 Hz and 25 Hz or at least a frequency range between 3 Hz and 20 Hz.
  • the damping element is formed by a primary damper, in particular a primary spring stage.
  • the damping reducing means are designed such that they the damping effect of the damping element in reduce a frequency range at least between 2 and 10 Hz or completely switch off.
  • the damping method may for example be designed specifically for a chassis of a double-springed rail vehicle.
  • the damping element comprises two damper chambers, which are each filled with a gas or a liquid and are in a flow connection by means of a throttle.
  • the damping reduction means preferably comprise the following components: a pressure sensor for at least one of the two damper chambers, a control device processing the pressure values of the pressure sensor and an actuator connected to the control device, which converts control signals of the control device by influencing the pressure in at least one of the two damper chambers.
  • the damping reducing means preferably comprise a correction filter connected to the pressure sensor and to the control device, into which the measured values of the pressure sensor are fed and from which they are filtered to form desired values, wherein the control device controls the actuator in such a way and the actuator influences the pressure in such a way, that the measured values of the pressure sensor are brought to the setpoint values.
  • the pressure sensor, the control device and the actuator can form, for example, a closed control loop.
  • the correction filter preferably forms the setpoint values by attenuating the measured values of the pressure sensor in the predetermined oscillation frequency range more than outside the predetermined oscillation frequency range. For example, that is Correction filter in the predetermined oscillation frequency range for the measured values of the pressure sensor impermeable and permeable outside the predetermined oscillation frequency range for the measured values of the pressure sensor.
  • the actuator is preferably formed by a pump and / or a proportional valve.
  • the liquid can have an electrically influenceable viscosity and the actuator can influence the frequency behavior of the damping element by changing the viscosity of the liquid.
  • a pressure sensor and an actuator are provided for each of the two damper chambers; this makes it possible to operate the two damper chambers in opposite directions or in opposite directions, whereby the speed of the correction control can be increased.
  • the damping element has two damper chambers which are each filled with a gas or a liquid and are fluidly separated by a liquid-impermeable and / or gas-impermeable, mechanically displaceable partition member, that a measuring sensor (or Converter), which generates a measuring signal which detects the mechanical displacement movement of the separating element, that a regulating device is in communication with the measuring sensor which processes the measuring signal of the measuring sensor and generates control signals, and in that an adjusting element connected to the regulating device is present for each damping chamber is, wherein the actuators implement the control signals of the control device by influencing the pressure values of the two damper chambers in opposite directions.
  • a measuring sensor or Converter
  • the control device preferably has a Fourier transformation device, a correction filter connected to the Fourier transformation device and one with the correction filter and the measuring sensor connected to evaluation.
  • the Fourier transformation device is designed such that it converts the time-related measurement signal of the measurement sensor into a frequency-related output signal; the evaluation device generates a frequency-related control signal with the frequency-related measurement signal of the measurement sensor and with the filtered output signal of the correction filter, converts the frequency-related control signal back into a time-related control signal and generates with it the control signals for the two actuators.
  • the actuators may be formed by pumps and / or proportional valves.
  • the damping reduction means are structurally designed such that the resulting damping method fits without changes to the vehicle in the available space for conventional damping methods.
  • the invention also relates to a rail vehicle equipped with a chassis and with a damping method, with which the above-described damping method is feasible.
  • a rail vehicle equipped with a chassis and with a damping method, with which the above-described damping method is feasible.
  • four damping methods are present, which preferably operate independently from each other.
  • a damping method 100 with a damping element 110 for damping the lifting movement in the FIG. 2 not shown wheel set of a bogie of a rail vehicle.
  • the damping element 110 is equipped with a housing 120 which is firmly connected to the vehicle.
  • a piston rod 130 of the damping element 110 is connected to the bogie of the rail vehicle and thus causes a damping of the bogie and thus the wheelsets of the bogie with respect to the rail vehicle.
  • damper chamber 140 of the damping element 110 is a damper fluid with the pressure P1.
  • the damper chamber 140 is of a in the FIG. 2 right, second damper chamber 150 separated by a liquid-permeable separator 160.
  • the liquid-permeable separating member 160 allows a flow connection between the two damper chambers 140 and 150.
  • the separating member 160 is rigidly connected to the piston rod 130 of the damping element 110 and can be displaced by this.
  • the liquid-permeable partition member 160 causes a throttle function and thus allows movement of the piston rod 130 and the partition member 160 along the longitudinal direction of the housing 120.
  • the throttle effect is in the FIG. 2 schematically represented by a block with the reference numeral 200.
  • a pressure sensor 210 is included, which measures the actual pressure P1 within the damper chamber 140.
  • the corresponding measuring signal is in the FIG. 2 by the reference numerals P ( ⁇ ) denotes;
  • P ist is a frequency-dependent measured variable.
  • the measured value P is ( ⁇ ) reaches an input E220a of a control device 220 in which the measured value P ist ( ⁇ ) is processed.
  • a correction filter 230 which has a band-stop filter function, is connected to the pressure sensor 210; that is, the correction filter 230 is transmissive for frequencies ⁇ ⁇ 1, opaque for the frequency range ⁇ 1 ⁇ ⁇ 3, and transmissive for frequencies ⁇ > ⁇ 3.
  • setpoint values P soll ( ⁇ ) thus arise, which arrive at a further input E220b of the control device 220.
  • the measured values P ist ( ⁇ ) present on the input side as well as the setpoint values P soll ( ⁇ ) are processed, and a control or regulating signal ST for generates an actuator 250, which is the input side connected to the output A220 of the control device 220.
  • the pressure increase or decrease in pressure in the two damper chambers 140 and 150 takes place such that for frequencies ⁇ 1 ⁇ ⁇ 3, the damping element 110 has virtually no damping effect.
  • the control device 220 regulates the control signal ST in such a way that the deviation between the measured value P ist ( ⁇ ) and the setpoint value P soll ( ⁇ ) becomes as small as possible or as zero as possible.
  • the pressure sensor 210, the control device 220 and the actuator 250 thus form a closed control loop or closed loop, which causes the pressure values P1 and P2 in the two damper chambers 140 and 150 to be readjusted for frequencies ⁇ 1 ⁇ ⁇ 3 such that the piston rod 130 for these frequencies ⁇ 1 ⁇ ⁇ 3 quasi loss-free within the housing 120 of the damping element 110 is displaceable. For these frequencies, the damping element 110 thus forms no or virtually no damping effect.
  • the pressure sensor 210, the controller 220 and the actuator 250 illustratively form damping reducing means 260, the damping effect of the damping element 110 reduce or completely switch off within a vibration frequency range ⁇ 1 ⁇ ⁇ 3 below the Hubeigenfrequenz ⁇ 3 the Radsatzhubzi ,
  • the two arranged within the actuator 250 proportional valves on a sufficient bandwidth; this means that within the frequency band between ⁇ 1 and ⁇ 3 they can build up the corresponding pressure values ⁇ P1 ( ⁇ ) and ⁇ P2 ( ⁇ ) for the two pressure chambers 140 and 150.
  • FIG. 3 a second embodiment of a damping device 100 according to the invention is shown.
  • the movement or the travel S of the piston rod 130 within the housing 120 of the damping element 110 by means of a displacement sensor 300 is measured time-dependent.
  • the corresponding measured values S (t) reach the control device 220, in which the time-related measuring signal S (t) is further processed.
  • the control device 220 generates a control signal ST for the actuator 250, which acts on the damping element 110, as a function of the time-related measured values S (t).
  • the actuator 250 according to FIG. 3 works like the actuator 250 according to the FIG. 2 and, on the output side, generates pressure values ⁇ P1 and ⁇ P2 that influence the pressure P1 in the first damper chamber 140 and the pressure P2 in the second damper chamber 150.
  • the isolator 160 which is attached to the piston rod 130, liquid impermeable, so that no flow connection between the two damper chambers 140 and 150 is made.
  • the control device 220 according to FIG. 3 as well as their function is in the FIG. 4 shown in detail. It can be seen that the control device 220 on the input side has a Fourier transformation device 400, in which the time-related measurement signal S (t) is converted into a frequency-related output signal S ( ⁇ ). On the output side, with the Fourier transformation device 400, there is an input E410a of an evaluation device 410, whose further input E410b is connected to a correction filter 430. The correction filter 430 is also supplied with the frequency-related output signal S ( ⁇ ) of the Fourier transform device 400 on the input side.
  • the evaluation device 410 forms a controller which generates the control signal ST in such a way that the deviation between the filtered, frequency-related output signal S '( ⁇ ) and the unfiltered, frequency-related output signal S ( ⁇ ) becomes as small as possible.
  • the control signal ST thus ensures that the pressure P1 in the damper chamber 140 and the pressure P2 in the second damper chamber 150 is influenced by means of the actuator 250 such that a piston rod deflection at a frequency ⁇ 1 ⁇ ⁇ 3 virtually no restoring force within the Damping element 110 learns. For the frequency range ⁇ 1 ⁇ ⁇ 3, the damping element 110 is thus virtually ineffective.
  • the control device 220 can furthermore be designed in such a way that the control signal ST generates a predetermined damping behavior for these frequencies as well.
  • Such a frequency-dependent control signal "ST ( ⁇ )" for the frequency ranges ⁇ ⁇ 1 and ⁇ > ⁇ 3 can be generated, for example, by virtue of the fact that the correction filter 430 has a corresponding filter characteristic for these frequency ranges.
  • the desired damping behavior of the damping device 100 for the other frequency ranges ⁇ ⁇ 1 and ⁇ > ⁇ 3 - or instead also for the entire frequency spectrum - can be stored in a control table permanently fixed in the evaluation device 410.
  • a control table can be generated, for example, such that the desired damping behavior of the damping device 110 is frequency-dependent and then tabular is held or stored, for example in electronic memory modules.
  • the correction filter 430 could even be dispensed with, because its function would be taken over by the evaluation device 410.
  • the damping device 100 according to the FIG. 3 is a quasi-freely programmable damping device, in which the frequency response from the outside by means of the correction filter and / or a damping table can be specified virtually arbitrary.
  • the free programming of the damping device 100 is made possible or simplified by the fact that the separating member 160 between the two damping chambers 140 and 150 is liquid impermeable and insofar as the damping element 110 imposes no own frequency response.
  • the frequency behavior of the damping element 110 can thus be determined exclusively by the actuator 250 or by the specific embodiment of the control device 220.
  • the damping effect of the damping element 110 reduce or completely within a vibration frequency range ⁇ 1 ⁇ ⁇ 3 below the Hubenigenfrequenz ⁇ 3 the Radsatzhubzi switch off.
  • bandpass filters have been proposed by way of example to set the desired damping behavior;
  • low-pass filters, high-pass filters and band-stop filters or combinations thereof can be used to set a predetermined damping behavior.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Vehicle Body Suspensions (AREA)
  • Fluid-Damping Devices (AREA)
  • Body Structure For Vehicles (AREA)

Claims (19)

  1. Procédé d'amortissement pour un boggie d'un véhicule ferroviaire, dans lequel un élément ( 110 ) d'amortissement amortit le mouvement de soulèvement d'au moins un essieu du boggie,
    caractérisé
    en ce que l'élément ( 110 ) d'amortissement est muni de moyens ( 260 ) de réduction de l'amortissement, qui, dans une plage ( ω1 < ω < ω3 ) de fréquence d'amortissement prescrite en dessous de la fréquence ( f3 ) propre du mouvement de soulèvement de l'essieu du boggie et en même temps dans une bande de fréquence entre la fréquence propre la plus basse et la fréquence propre la plus haute du boggie, réduisent ou arrêtent complètement l'effet d'amortissement de l'élément d'amortissement.
  2. Procédé d'amortissement suivant la revendication 1, caractérisé en ce que l'élément d'amortissement est formé par un amortisseur primaire, notamment par un étage de ressort primaire.
  3. Procédé d'amortissement suivant l'une des revendications précédentes, caractérisé en ce que les moyens de réduction de l'amortissement réduisent ou arrêtent complètement l'effet de l'amortissement de l'élément d'amortissement dans une plage de fréquence au moins comprise entre 2 et 10 Hz.
  4. Procédé d'amortissement suivant l'une des revendications précédentes, caractérisé en ce que les moyens de réduction de l'amortissement réduisent ou arrêtent complètement l'effet de l'amortissement de l'élément d'amortissement dans une bande de fréquence comprise entre 1 Hz et 25 Hz, de préférence dans une bande de fréquence comprise entre 3 Hz et 20 Hz.
  5. Procédé d'amortissement suivant l'une des revendications précédentes, caractérisé en ce que le procédé d'amortissement est conçu pour un boggie d'un véhicule ferroviaire à suspension double.
  6. Procédé d'amortissement suivant l'une des revendications précédentes, caractérisé en ce que l'élément d'amortissement comporte deux chambres ( 140, 150 ) d'amortisseur, qui sont emplies respectivement d'un gaz ou d'un liquide et qui sont en communication au moyen d'un étranglement ( 160, 200 ).
  7. Procédé d'amortissement suivant la revendication 6, caractérisé en ce que les moyens de réduction de l'amortissement comprennent les éléments suivantes :
    - un capteur ( 210 ) de pression pour au moins l'une des deux chambres ( 140 ) d'amortisseur,
    - un dispositif ( 220 ) de régulation traitant les valeurs ( Pist(ω) ) de pression du capteur de pression et
    - un organe ( 250 ) de réglage, qui est relié au dispositif de régulation et qui transforme les signaux ( ST ) de régulation du dispositif de régulation en influant sur la pression ( P1, P2 ) dans au moins l'une des deux chambres d'amortisseur.
  8. Procédé d'amortissement suivant l'une des revendications précédentes 6 ou 7, caractérisé en ce que les moyens de réduction de l'amortissement comportent un filtre ( 230 ) de correction, qui est relié au capteur de pression et au dispositif de régulation, dans lequel les valeurs de mesure du capteur de pression sont injectées et duquel celles-ci sont filtrées avec formation de valeurs ( Psoll (ω) ) de consigne, le dispositif de régulation réglant l'organe de réglage et l'organe de réglage influant sur la pression, de manière à ce que les valeurs de mesure du capteur de pression tendent vers les valeurs de consigne.
  9. Procédé d'amortissement suivant la revendication 8, caractérisé en ce que le capteur de pression, le dispositif de régulation et l'organe de réglage forment une boucle de régulation fermée.
  10. procédé d'amortissement suivant l'une des revendications précédentes 8 à 9, caractérisé en ce que le filtre de correction forme les valeurs de consigne en amortissant les valeurs de mesure du capteur de pression dans le domaine de fréquence d'oscillation prescrit davantage qu'à l'extérieur de la plage de fréquence d'oscillation prescrite.
  11. Procédé d'amortissement suivant la revendication 10, caractérisé en ce que le filtre de correction ne laisse pas passer des valeurs de mesure du capteur de pression dans la plage de fréquence d'oscillation prescrite et laisse passer les valeurs de mesure du capteur de pression à l'extérieur de la plage de fréquence d'oscillation prescrite.
  12. Procédé d'amortissement suivant l'une des revendications précédentes 7 à 11, caractérisé en ce que l'organe de réglage comporte une pompe et/ou une vanne proportionnelle.
  13. Procédé d'amortissement suivant l'une des revendications précédentes 10 à 12, caractérisé en ce que le liquide a une viscosité, qui peut être influencée électriquement, et l'organe de réglage influe sur le comportement en fréquence de l'élément amortisseur en modifiant la viscosité du liquide.
  14. Procédé d'amortissement suivant l'une des revendications précédentes 10 à 13, caractérisé en ce qu'il est prévu respectivement un capteur de pression et un organe de réglage pour chacune des deux chambres d'amortisseur.
  15. Procédé d'amortissement suivant la revendication 14, caractérisé en ce que le dispositif de régulation commande en sens contraire les deux organes de réglage.
  16. Procédé d'amortissement suivant l'une des revendications précédentes 1 à 9, caractérisé en ce que
    - l'élément ( 110 ) amortisseur a deux chambres ( 140, 150 ) d'amortisseur, qui sont emplies respectivement d'un gaz ou d'un liquide et qui sont séparées l'une de l'autre du point de vue du courant par un élément ( 160 ) de séparation, qui peut coulisser mécaniquement et qui est imperméable au liquide et/ou imperméable au gaz,
    - il y a un transducteur ( 300 ) qui produit un signal de mesure détectant le mouvement de coulissement mécanique de l'élément de séparation,
    - un dispositif ( 220 ) de régulation est en liaison avec le transducteur et traite le signal de mesure du transducteur et produit un signal ( ST ) de réglage, et
    - il y a un organe ( 250 ) de réglage, qui est relié au dispositif de régulation et qui transforme le signal de réglage du dispositif de régulation en influant en sens contraire sur les valeurs de pression des deux chambres d'amortisseur.
  17. Procédé d'amortissement suivant la revendication 16, caractérisé en ce que le dispositif de régulation comporte un dispositif ( 400 ) à transformée de Fourier, un filtre ( 430 ) de correction relié au dispositif à transformée de Fourier et un dispositif ( 410 ) d'exploitation relié au filtre de correction et au transducteur,
    - dans lequel le dispositif à transformée de Fourier est tel qu'il transforme le signal ( S(t) ) de mesure rapporté au temps du transducteur en un signal ( S(ω) ) de sortie rapporté à la fréquence, et
    - dans lequel le dispositif d'exploitation est tel qu'il produit le signal ( ST ) de réglage de l'élément de réglage par le signal de sortie rapporté à la fréquence du dispositif à transformée de Fourier et par un signal ( S'(ω) ) de sortie filtré du filtre de correction.
  18. Procédé d'amortissement suivant la revendication 17, caractérisé en ce que le dispositif d'exploitation produit, par le signal de sortie rapporté à la fréquence du dispositif à transformée de Fourier et par le signal ( S'(ω) ) de sortie filtré du filtre de correction, d'abord un signal de commande rapporté à la fréquence, qui retransforme le signal de commande rapporté à la fréquence en un signal de commande rapporté au temps et utilise celui-ci comme signal ( ST ) de réglage pour l'organe de réglage.
  19. Procédé d'amortissement suivant la revendication 17 ou 18, caractérisé en ce que l'organe ( 250 ) de réglage a des pompes et/ou des vannes proportionnelles.
EP06112736A 2005-04-21 2006-04-19 Dispositif amortisseur pour le train de roulement d'un véhicule Not-in-force EP1754911B1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
PL06112736T PL1754911T3 (pl) 2005-04-21 2006-04-19 Urządzenie tłumiące dla podwozia pojazdu

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
DE102005018635A DE102005018635A1 (de) 2005-04-21 2005-04-21 Dämpfungseinrichtung für ein Fahrgestell eines Fahrzeugs

Publications (3)

Publication Number Publication Date
EP1754911A2 EP1754911A2 (fr) 2007-02-21
EP1754911A3 EP1754911A3 (fr) 2008-02-13
EP1754911B1 true EP1754911B1 (fr) 2011-10-26

Family

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Family Applications (1)

Application Number Title Priority Date Filing Date
EP06112736A Not-in-force EP1754911B1 (fr) 2005-04-21 2006-04-19 Dispositif amortisseur pour le train de roulement d'un véhicule

Country Status (6)

Country Link
EP (1) EP1754911B1 (fr)
AT (1) ATE530799T1 (fr)
DE (1) DE102005018635A1 (fr)
ES (1) ES2373324T3 (fr)
PL (1) PL1754911T3 (fr)
PT (1) PT1754911E (fr)

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102009043704A1 (de) * 2009-09-30 2011-03-31 Claas Saulgau Gmbh Häckselaggregat für selbstfahrende Erntemaschinen

Family Cites Families (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2946511B2 (ja) * 1988-07-29 1999-09-06 トヨタ自動車株式会社 ショックアブソーバの減衰力制御装置
DE3918735A1 (de) 1989-06-08 1990-12-13 Bosch Gmbh Robert Verfahren und vorrichtung zur daempfung von bewegungsablaeufen
DE4029034C2 (de) * 1990-09-13 1999-02-25 Wabco Gmbh Einrichtung zur Beeinflussung des Federungsverhaltens einer gefederten Masse
JP2538791Y2 (ja) * 1990-11-30 1997-06-18 株式会社ユニシアジェックス 減衰力制御装置
US5430646A (en) * 1991-02-22 1995-07-04 Atsugi Unisia Corporation System and method for controlling damping force coefficient of shock absorber applicable to automotive supension
DE19502670C2 (de) * 1995-01-20 1999-03-18 Mannesmann Ag Fahrwerk für Schienenfahrzeuge
DE19539100A1 (de) 1995-10-20 1996-10-10 Daimler Benz Ag Vorrichtung zur Steuerung von Schwingungsdämpfern
DE10120918B4 (de) * 2001-04-27 2011-05-05 Continental Aktiengesellschaft Elektrisch verstellbare, semiaktive Dämpferregelung
DE202004013292U1 (de) * 2004-08-24 2004-11-04 Bombardier Transportation Gmbh Drehgestell für Schienenfahrzeuge

Also Published As

Publication number Publication date
ES2373324T3 (es) 2012-02-02
EP1754911A2 (fr) 2007-02-21
PT1754911E (pt) 2011-12-13
EP1754911A3 (fr) 2008-02-13
PL1754911T3 (pl) 2012-03-30
DE102005018635A1 (de) 2006-11-02
ATE530799T1 (de) 2011-11-15

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