EP2114744B1 - Regelung einer luftfeder - Google Patents

Regelung einer luftfeder Download PDF

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Publication number
EP2114744B1
EP2114744B1 EP08701204A EP08701204A EP2114744B1 EP 2114744 B1 EP2114744 B1 EP 2114744B1 EP 08701204 A EP08701204 A EP 08701204A EP 08701204 A EP08701204 A EP 08701204A EP 2114744 B1 EP2114744 B1 EP 2114744B1
Authority
EP
European Patent Office
Prior art keywords
compressed air
rail vehicle
pneumatic spring
control unit
air
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
EP08701204A
Other languages
German (de)
English (en)
French (fr)
Other versions
EP2114744A1 (de
Inventor
Manfred Wiesand
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
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Filing date
Publication date
Application filed by Siemens AG filed Critical Siemens AG
Publication of EP2114744A1 publication Critical patent/EP2114744A1/de
Application granted granted Critical
Publication of EP2114744B1 publication Critical patent/EP2114744B1/de
Active 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
    • B61F5/14—Side bearings
    • B61F5/144—Side bearings comprising fluid damping devices

Definitions

  • the invention relates to a device with an air spring for supporting a load on a bogie of a rail vehicle, a compressed air supply, which is pneumatically connected to the air spring via an air spring valve for venting or for filling the air spring with compressed air, and a control unit for adjusting the volume of air and / or the air pressure in the air spring, wherein the airing and venting of the air spring takes place via at least one compressed air line.
  • the invention further relates to a method for controlling the air pressure and the air volume of an air spring of a rail vehicle, wherein a control unit accesses an air spring valve which communicates with the air spring and a compressed air supply, wherein at least one compressed air line is provided for loading and venting the air spring.
  • From the DE 1 455 140 A is an air suspension for rail vehicles with a load-dependent control of the internal pressure of the air spring known.
  • the load-dependent adjustment of the air spring takes place with the doors open and thus with the train at a standstill.
  • After closing the doors of the rail vehicle by means of a pneumatic switching relay and a pneumatic switching valve to change the boundary of the compressed air line, so that the supply of compressed air and the venting of the air spring is slowed down.
  • the EP 0 354 438 discloses an air spring system for a bus. If the speed of the bus exceeds a threshold, the possibility of ventilation or ventilation of the Air springs of the bus prevented by electrically controllable switching valves.
  • Another compressed air spring system is in the DE 195 44 622 C1 disclosed. Again, when a threshold value is exceeded, the compressed air line, which connects a pressure reservoir with the air spring, narrows.
  • the suspension of a rail vehicle for passenger transport usually includes a mechanically configured primary spring and a secondary air spring.
  • the air spring allows in addition to the additional damping and a level control of the car body to compensate for different loads through which the suspension is pressed together different degrees.
  • the prior art device has the disadvantage that at high speeds of the rail vehicle centrifugal forces affect the level of the car body with respect to the bogie dynamic.
  • the level of the car body When driving through depressions, the level of the car body is lowered, for example dynamically, so that the air spring valve tracks air to counteract the lowering of the car body.
  • the floor or the level of the car body is raised dynamically, so that the air spring valve causes a release of the compressed air from the air spring. Due to the dynamic load therefore compressed air is unnecessarily fed into the air spring or discharged into the atmosphere.
  • a level control while driving is usually unnecessary.
  • the invention is based on the cited prior art, the task of avoiding unnecessary ventilation of the air spring.
  • the invention solves this problem by means for limiting the volume flow in at least one of the compressed air lines as a function of the speed of the rail vehicle, wherein at high speeds of the rail vehicle, the compressed air line is more limited than in slow driving.
  • means are provided for limiting the air flow in one or more of the compressed air lines, which serve for venting or for venting the air spring in their regulation.
  • This limitation depends on the speed of the rail vehicle.
  • the compressed air line associated with the limiting means and thus the volume flow of the compressed air is more limited within the scope of the invention than during slow travel.
  • the dynamic loads when driving through depressions or crests and thus the described unnecessary ventilation of the air spring are greater than at slow speeds. Due to the stronger limitation of the volume flow in the compressed air lines, the unnecessary ventilation can therefore be reduced. In other words, the regulation is slower.
  • Air suspension valve is not able to discharge a significant amount of compressed air, as in the case of an electronic control unit previously reported measurement sensors of the control unit that the level of the car body has reached its normal height after the dome, for example.
  • the venting and venting is therefore limited or even completely avoided within the scope of the invention.
  • the means for limiting the volume flow for the narrowing of their associated compressed air line are set up as soon as the rail vehicle exceeds a threshold speed.
  • This form of volumetric flow limitation is one of the simplest and least expensive embodiments of the invention.
  • the constriction of the compressed air line can be done with any valves that are known in the art as such, so that need not be discussed here at this point.
  • the constriction occurs according to this embodiment of the invention when the speed of the rail vehicle exceeds a threshold speed. Notwithstanding this, within the scope of the invention, more complicated methods for determining the state in which the rail vehicle has picked up a speed in which it comes to unintentional and unnecessary venting or venting of the air spring.
  • the evaluation unit has a logic implemented in it, which determines this state on the basis of the measured values and the predetermined desired values.
  • the measuring sensors comprise door sensors, wherein the door sensors are set up at an opening of the doors of the rail vehicle for generating a release signal.
  • the measuring sensors and / or the release signal need not be provided separately. Rather, it is in Scope of the invention expedient to resort to existing measuring sensors or enable signals.
  • the release signal causes, for example, that a compressed air line is shut off for venting by a suitable control valve, so that a flow through the compressed air line is completely prevented. On a level control while driving is completely omitted according to this advantageous embodiment of the device according to the invention.
  • control unit is a mechanical control unit.
  • the air spring valve is mechanically connected, for example via a lever mechanism parallel to the air spring with a car body of a rail vehicle.
  • the car body is supported by a primary spring and the air spring on bogies.
  • the said springs are stronger compressed in the event of an additional load on the car body, so that there is a lowering of the car body.
  • This lowering movement is introduced via the said lever mechanism in the air spring valve, so that this is suitably controlled and provides for aeration of the air spring with an increase in the car body in the wake.
  • the iast dormitore drop in the car body can be compensated.
  • control unit is an electronic control unit which has measuring sensors for detecting an air pressure and / or air volume of the air spring.
  • the control unit also has appropriate logic, for example in the form of software, which is implemented on a programmable arithmetic unit.
  • the measuring sensors provide the software with actual values which are compared with corresponding setpoints.
  • a suitable controller for example, electronically responsive air spring valve.
  • the air spring valve is connected via a discharge pipe to the outside atmosphere, wherein the means for limiting the volume flow limit the volume flow of the discharge pipe.
  • the limitation of the volume flow in the discharge pipe supports the limitation of the compressed air line for venting the air spring. Deviating from this, the limitation of the volume flow of the discharge pipe alone is sufficient in the context of the invention to prevent unnecessary venting of the air spring.
  • the invention solves this problem starting from the method mentioned above in that the volume flow is limited in at least one of the compressed air lines as a function of the speed of the rail vehicle, wherein the volume flow in the associated compressed air line is dynamically adapted to the speed of the rail vehicle.
  • the air flow in the associated compressed air line is dynamically adapted to the speed of the rail vehicle.
  • a valve is provided which allows a continuous constriction of the compressed air line or a graduated constriction, so that certain constriction stages can be selectively controlled.
  • the inventive method allows gradual adaptation of the air spring control to the high-speed case, in which it can come to the largest unnecessarily discharged volumes of compressed air. At low speeds, the ride comfort is maintained.
  • the figure shows schematically an embodiment of the device 1 according to the invention, comprising an air spring 2, which consists of two parts and which is attached to a bogie not visible in the figure.
  • an air spring 2 which consists of two parts and which is attached to a bogie not visible in the figure.
  • a primary spring system which consists for example of coil springs, for springs and steaming of the car body on the bogie.
  • the air spring 2 communicates by means of a compressed air line 3 with a compressed air supply 4, which is indicated only schematically in the figure.
  • the payload or load of the car body is detected by means of a measuring sensor 5, with which the pressure in the air spring 2 can be determined. About the pressure can be closed on the payload of the car body back.
  • an air spring valve 6 is provided, wherein the air spring 2 is vented via the drain pipe 8 as an additional compressed air line.
  • the air spring valve 6 is connected to a control unit, not shown in the figure, with which also the measuring sensor 5 is in communication.
  • control unit is for example a level control allows, so that, for example, at an increased payload of the car body, a drop in the level of the car body due to the depression of the primary spring can be compensated.
  • control unit supplies the pressure value provided by the measuring sensor 5 to a logic stored in the control unit, which causes an increase of the pressure by means of the air spring valve 6 on the basis of set values and the pressure value.
  • control unit is purely mechanical, wherein the air spring valves are mechanically connected via a lever and a linkage parallel to the air spring with the car body.
  • the air suspension valve is activated, which then ventilates the air spring or vented.
  • control unit is connected to shut-off valves 7, which are arranged both in the compressed air line 3 and in the drain pipe 8. If the control unit actuates the shut-off valves 7 with a shut-off signal, the shut-off valves 7 close the compressed-air lines 3 and 8, so that the pneumatic connection of the air spring 2 to the compressed-air supply 4 or to the outside atmosphere is interrupted.
  • the evaluation unit is connected to a door sensor, not shown figuratively, which transmits the state of the doors of the rail vehicle, ie "doors open” or “doors closed” by appropriate signals to the control unit. The control unit also controls the shut-off valves 7 to open on the basis of logic stored therein, when the door sensors indicate that the doors of the rail vehicle are open.
  • the compressed air control is the air spring 2 allows and a level control provided by the control unit.
  • the control unit controls the shut-off valves 7 to shut off the compressed air lines 3 and 8, so that an unnecessary level control and thus unnecessary ventilation of the air spring 2 is prevented.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Vehicle Body Suspensions (AREA)
EP08701204A 2007-01-03 2008-01-02 Regelung einer luftfeder Active EP2114744B1 (de)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102007001342A DE102007001342A1 (de) 2007-01-03 2007-01-03 Regelung einer Luftfeder
PCT/EP2008/050017 WO2008081019A1 (de) 2007-01-03 2008-01-02 Regelung einer luftfeder

Publications (2)

Publication Number Publication Date
EP2114744A1 EP2114744A1 (de) 2009-11-11
EP2114744B1 true EP2114744B1 (de) 2012-08-01

Family

ID=39204831

Family Applications (1)

Application Number Title Priority Date Filing Date
EP08701204A Active EP2114744B1 (de) 2007-01-03 2008-01-02 Regelung einer luftfeder

Country Status (6)

Country Link
US (1) US8196524B2 (zh)
EP (1) EP2114744B1 (zh)
CN (1) CN101578215B (zh)
DE (1) DE102007001342A1 (zh)
RU (1) RU2462380C2 (zh)
WO (1) WO2008081019A1 (zh)

Families Citing this family (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2010138867A1 (en) 2009-05-29 2010-12-02 Bombardier Recreational Products Inc. Vehicle suspension and pneumatic systems
CN102005849B (zh) * 2010-11-01 2013-04-17 河北安旭专用汽车有限公司 车载发电机空气悬挂系统
DE102011052703B4 (de) * 2011-08-15 2020-07-09 Dr. Ing. H.C. F. Porsche Aktiengesellschaft Steuergerät einer Niveauregelung und Niveauregulierungsanlage
CN104676243B (zh) * 2015-03-24 2017-04-19 隆昌山川精密焊管有限责任公司 气弹簧分级充气方法及其工装
EP3165270B1 (en) * 2015-11-03 2018-07-18 Carbon Air Limited Temperature-governed pressure adjustment in pneumatic structures

Family Cites Families (18)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE1455140A1 (de) 1964-02-25 1969-04-30 Knorr Bremse Gmbh Luftfederung fuer Fahrzeuge,insbesondere Schienenfahrzeuge
US4091738A (en) * 1976-02-18 1978-05-30 Rockwell International Corporation Stabilized fluid railway car suspension
SU1505802A1 (ru) * 1988-02-01 1989-09-07 Минский автомобильный завод Гидропневматическа подвеска транспортного средства
SU1551566A1 (ru) * 1988-06-03 1990-03-23 МВТУ им.Н.Э.Баумана Система поперечной устойчивости транспортного средства с гидропневматической подвеской
IT1223749B (it) 1988-08-02 1990-09-29 Iveco Fiat Sospensione pneumatica a livello costante per autoveicoli
JPH02106419A (ja) * 1988-10-14 1990-04-18 Fuji Heavy Ind Ltd 自動車の車高調整装置
DE4013673A1 (de) * 1990-04-27 1991-10-31 Man Nutzfahrzeuge Ag Omnibus, insbesondere niederflurbus
RU2001785C1 (ru) * 1991-05-21 1993-10-30 Акционерное общество "Метровагонмаш" Система автоматического регулировани положени кузова транспортного средства на пневматических рессорах
DE4234523A1 (de) * 1992-10-13 1994-04-14 Knorr Bremse Ag Niveau- und Neigungssteuerung eines Wagenkastens
DE19544622C1 (de) 1995-11-30 1996-09-05 Grau Gmbh Steueranlage für ein luftgefedertes Fahrzeug mit Niveauregelung
CN2446002Y (zh) * 2000-09-19 2001-09-05 胡起凤 一种铁路车辆主动控振转向架
US6550394B1 (en) * 2002-03-11 2003-04-22 Buckeye Steel Castings Company Retractable auxiliary bumper for hydraulic or pneumatic railway suspensions
US6883810B2 (en) * 2002-11-04 2005-04-26 Volvo Trucks North America, Inc. Air spring stiffness controller
DE10330432B4 (de) 2003-07-04 2007-06-21 Continental Aktiengesellschaft Verfahren zur Höhenregelung für ein Fahrzeug
KR20050010187A (ko) * 2003-07-18 2005-01-27 현대자동차주식회사 자동차의 닐링 장치
CN100336690C (zh) * 2003-12-31 2007-09-12 北京控股磁悬浮技术发展有限公司 一种新型的磁悬浮列车空气悬架高度控制装置
KR101001267B1 (ko) * 2004-11-22 2010-12-14 주식회사 만도 에어 서스펜션 및 전자제어 서스펜션 장치
JP2006327391A (ja) * 2005-05-26 2006-12-07 Central Japan Railway Co 鉄道車両の車体傾斜制御システム

Also Published As

Publication number Publication date
WO2008081019A1 (de) 2008-07-10
RU2009129539A (ru) 2011-02-10
EP2114744A1 (de) 2009-11-11
US8196524B2 (en) 2012-06-12
CN101578215A (zh) 2009-11-11
RU2462380C2 (ru) 2012-09-27
CN101578215B (zh) 2011-07-06
DE102007001342A1 (de) 2008-07-17
US20100102520A1 (en) 2010-04-29

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