EP2165911B1 - Gasfedersystem für ein Fahrzeug - Google Patents

Gasfedersystem für ein Fahrzeug Download PDF

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Publication number
EP2165911B1
EP2165911B1 EP09170943.6A EP09170943A EP2165911B1 EP 2165911 B1 EP2165911 B1 EP 2165911B1 EP 09170943 A EP09170943 A EP 09170943A EP 2165911 B1 EP2165911 B1 EP 2165911B1
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EP
European Patent Office
Prior art keywords
housing part
spring unit
emergency
gas spring
spring
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EP09170943.6A
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English (en)
French (fr)
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EP2165911A1 (de
Inventor
Eddi Searancke
Andreas Wolf
Kevin Halton
Wei Li
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Alstom Transportation Germany GmbH
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Bombardier Transportation GmbH
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Priority to EP12189763.1A priority Critical patent/EP2551168B1/de
Publication of EP2165911A1 publication Critical patent/EP2165911A1/de
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Publication of EP2165911B1 publication Critical patent/EP2165911B1/de
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    • 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 present invention relates to a gas spring device for a vehicle, in particular a rail vehicle, according to the preamble of claim 1 and comprising a gas spring unit and an emergency spring unit.
  • the gas spring unit comprises a first housing part, a second housing part and a bellows, the bellows moveably connecting the first housing part and the second housing part such that a substantially gas tight gas spring chamber is confined by the bellows, the first housing part and the second housing part.
  • the first housing part is adapted to be connected to a loading structure while the second housing part is adapted to be connected to a support structure adapted to support a load exerted by the loading structure.
  • the gas spring unit has an inflated state and a deflated state of the gas spring chamber.
  • the gas spring unit is adapted to resiliently support the load exerted by the loading structure on the support structure in the inflated state of the gas spring chamber.
  • the emergency spring unit is adapted to resiliently support the load exerted by the loading structure on the support structure in the deflated state of the gas spring chamber.
  • the emergency spring unit has a first end and a second end and a longitudinal axis extending between the first end and the second end. The emergency spring unit is connected to said first housing part or said second housing part in such a manner that one end of said emergency spring unit, in said inflated state, is a free end.
  • Gas spring systems typically are used in secondary suspension systems in passenger rail vehicles in order to increase riding comfort for the passengers.
  • the relative movement between the carbody and the bogie is provided by the flexibility of the bellows.
  • the bellows is supported on the running gear via an auxiliary spring device (e.g. a helical metal spring or a laminated metal-rubber-spring).
  • This auxiliary spring (among others) provides an emergency function in case of deflation of the air spring (i.e. a pressure drop below the value necessary to take the external load).
  • the axial stiffness of the secondary suspension system is defined by the stiffness of the auxiliary spring.
  • the auxiliary spring can not be made resilient enough to ensure derailment safety in this deflated condition.
  • the deflated system relying only on the auxiliary spring would be dynamically overloaded leading to running conditions with insufficient contact pressure between the individual wheels and the rail.
  • a generic gas spring device is known from US 2006/0195240 A1 , wherein the emergency laterally resiliently supports the contact end of the emergency spring unit which, in the deflated state of the air spring, is in frictional contact with a support counterpart to damp lateral relative motion.
  • This laterally resilient support of the contact end leads, however, to reduced lateral motion damping upon reversal of the direction of the lateral motion.
  • the present invention is based on the technical teaching that good emergency riding properties may be achieved while at the same time requiring few design space by placing the free end of the emergency spring device closer to the bellows than the other end of the emergency spring device.
  • the free end of the emergency spring device in the region of motion defined by the bellows such and that the free end (moving in synchronicity with the bellows) may move freely in this region of motion of the bellows which is to be provided for the motion of the bellows anyway.
  • this region of motion not only represents the region of motion for the bellows but also integrates the function of the region of motion for the free end of the emergency spring device. This leads to an overall reduced design space required by the gas spring device without any drawbacks in relation to riding properties and flexibility.
  • the invention relates to a gas spring device for a vehicle, in particular a rail vehicle, according to claim 1.
  • the free end of the emergency spring unit is preferably located in the region of the bellows such that both may share the same space for motion during operation of the vehicle.
  • the emergency spring may either be connected to the first housing part or the second housing part.
  • the emergency spring is connected to the first housing part since this allows a very simple design using conventional bellows of the so-called half-hourglass design.
  • the first end of the emergency spring unit is connected to the first housing part, the second end of the emergency spring unit, in the inflated state, being the free end, the second end of the emergency spring unit, in the deflated state, contacting the second housing part.
  • the emergency spring unit may be located outside of the gas spring chamber. However, due to the functional integration of the design space taken, it is preferred that the emergency spring unit is arranged within the gas spring chamber.
  • the emergency spring unit may be of any suitable type.
  • the emergency spring unit comprises a coil spring and/or a laminated rubber-and-metal spring.
  • the emergency spring unit may comprise tensile spring elements.
  • the use of compressive spring elements is preferred. That is, preferably, the emergency spring unit comprises a compressive spring element.
  • the two housing parts may be of any desired suitable design.
  • the first housing part or the second housing part forms a receptacle, the emergency spring unit being at least partially received within the receptacle in order to achieve a very compact design.
  • the receptacle may be of any shape adapted to the shape of the emergency spring unit. In designs that are very simple to implement the receptacle is of substantially cylindrical shape or of substantially conical shape.
  • the first housing part or the second housing part is substantially shaped in the manner of a hat since, by this means, a very space-saving designs achieved.
  • the first housing part or the second housing part comprises a guide device, the guide device guiding the emergency spring unit along the longitudinal axis upon compression or extension of the emergency spring unit.
  • a guide device has the advantage that a very compact design may be achieved, in particular, if the guide device is centrally arranged or integrated within the emergency spring unit.
  • the emergency spring unit defines an inner circumference and the guide device is located internally to this inner circumference of the emergency spring unit.
  • the guide device cooperates with (e.g. slidably engages) the inner circumference of the emergency spring unit.
  • the emergency spring device in the inflated state, may be completely unloaded such that the loading of the emergency spring device only occurs upon deflation of the gas spring device and contact of the free end with the adjacent housing part.
  • a preloading device in order to reduce the drop of the supported structure in case of deflation of the gas spring preferably a preloading device is provided, the preloading device, in the inflated state, exerting a preload on the emergency spring unit along the longitudinal axis.
  • the preloading device is part of a guide device as mentioned above (guiding the emergency spring unit along the longitudinal axis upon compression or extension) allowing a very compact and space saving design.
  • the emergency spring unit at the free end, has a first sliding element and the housing part located adjacent to the free end has a second sliding element, the first sliding element and the second sliding element being arranged such that, in the deflated state, the first sliding element contacts the second sliding element.
  • the first sliding element and the second sliding element are adapted to allow, in the deflated state, sliding relative movement in a direction transverse to the longitudinal axis.
  • an auxiliary spring unit is provided, the auxiliary spring unit being connected to the second housing part and being adapted to support the second housing part on the support structure. This allows integration of the gas spring device according to the invention in conventional vehicle designs.
  • the bellows may be designed in any desired suitable way.
  • the bellows is designed in the manner of a half-hourglass bellows sensed this allows for very easy and space-saving implementation of the present invention.
  • the emergency spring unit has a stop device, the stop device limiting relative motion of the second end of the emergency spring unit with respect to the first housing part in a direction transverse to the longitudinal axis and/or in a direction along the longitudinal axis.
  • the present invention furthermore relates to a vehicle, in particular rail vehicle, comprising a car body, a running gear and a gas spring device according to the invention, the car body forming the loading structure and being supported by the gas spring device on the running gear forming the support structure.
  • a vehicle in particular rail vehicle, comprising a car body, a running gear and a gas spring device according to the invention, the car body forming the loading structure and being supported by the gas spring device on the running gear forming the support structure.
  • Figure 1 is a schematic representation of the rail vehicle 101 which comprises a car body 102 for transporting passengers supported on a support structure in the form of a running gear 103 (e.g. a bogie).
  • the car body 102 is supported on the running gear 103 via a secondary spring device 104.
  • the secondary spring device comprises a preferred embodiment of a gas spring device 105 according to the invention.
  • the gas spring device 105 is operated with air such that it forms an air spring device.
  • any other gas may be used for operating the gas spring device.
  • the gas spring device 105 comprises a gas spring unit 106, and emergency spring unit 107 and an auxiliary spring unit 108.
  • the auxiliary spring unit 108 is formed by a laminated metal-rubber spring supported on a part of the running gear 103.
  • the gas spring unit 106 in turn is supported on the auxiliary spring unit 108 and supports the car body 102.
  • the gas spring unit 106 comprises a first housing part 106.1 connected to the car body 102, a second housing part 106.2 connected to the auxiliary spring unit 108 and a bellows 106.3.
  • the first housing part 106.1, the second housing part 106.2 and the bellows 106.3 are connected to each other such that they form a substantially gas tight gas spring chamber 106.4.
  • the bellows 106.3 is of a conventional half-hourglass type.
  • the gas spring unit 106 further comprises one or more gas inlet and outlet devices (not shown in further detail) connected to a pressure control device 106.5 controlling the air pressure within the gas spring chamber 106.4.
  • the gas spring unit 106 has an inflated state wherein the pressure within the gas spring chamber 106.4 is adjusted such that the gas spring unit 106 provides a support force sufficient to resiliently support the load introduced into it via the car body 102 (forming a loading structure for the gas spring unit 106).
  • the gas spring unit 106 furthermore has a deflated state wherein the pressure prevailing within the gas spring chamber 106.4 is not sufficient to resiliently support the load introduced into it via the car body 102.
  • the emergency spring unit 107 (only shown in a very schematic way in Figure 2 ) comprises a compressive spring element in the form of a helical metal spring 107.1 and a first sliding element in the form of a sliding plate 107.2.
  • the emergency spring unit 107 has a first end 107.3 fixedly connected to the first housing part 106.1 and a second end 107.4 carrying the sliding plate 107.2 and located closer to the bellows 106.3 than the first end 107.3.
  • a longitudinal axis 107.5 of the emergency spring unit 107 extends between the first and 107.3 and the second in 107.4.
  • the sliding plate 107.2 of the emergency spring unit 107 contacts a second sliding element 106.8 located on top of the second housing part 106.2.
  • the emergency spring unit 107 takes over the function of supporting the load of the car body 102 from the gas spring unit 106.
  • relative motion between the car body 102 and the running gear 103 is provided by deflection the compressive spring element 107.1, both, in a direction transverse to the longitudinal axis 107.5 (lateral relative motion) and along the longitudinal axis 107.5 (axial relative motion).
  • a lateral hard stop element 107.6 is provided to co-operate with the first housing part 106.1.
  • Further lateral relative motion may be provided via a sliding motion between the first sliding element 107.2 and the second sliding element 106.8.
  • the second end 107.4 is a free end located in the region of the bellows 106.3. More precisely, in this inflated state, the free end 107.4 of the emergency spring unit 107 is located in the region of motion 106.6 defined by the bellows 106.3.
  • the free end 107.4 (moving in synchronicity with the bellows 106.3) may move freely in this region of motion of the bellows 106.3 which is to be provided for the motion of the bellows 106.3 during deflection of the gas spring device 105 anyway.
  • this region of motion 106.6 not only represents the region of motion for the bellows 106.3 but also integrates the function of the region of motion for the free end 107.4 of the emergency spring device 107.
  • the first housing part 106.1 to which the first end 107.3 of the emergency spring unit 107 is fixedly connected may be formed in a very simple space-saving manner as it is shown in Figure 2 .
  • the first housing part 106.1 is formed in the manner of a hat forming a substantially cylindrical receptacle 106.7 receiving most of the compressive spring element 107.1.
  • the inner diameter of the receptacle 106.7 is adapted to the outer diameter of the compressive spring element 107.1. More precisely, the inner diameter of the receptacle 106.7 may be only slightly larger than the outer diameter of the compressive spring element 107.1.
  • the clearance may be chosen to correspond to the maximum lateral deflection to be provided by the compressive spring element 107.1.
  • a guide device e.g. in the form of a telescopic guide element pair (one connected to the sliding plate 107.2 and one connected to the first housing part 106.1) located internally to the emergency spring element 107.1, may be provided as it is indicated by the dashed contour 106.9 in Figure 2 .
  • the guide device 106.9 prevents relative motion between the car body 102 and the running gear 103 in a direction transverse to the longitudinal axis 107.5 (i.e. hard stop element 107.6 may then be omitted) and allows relative motion between the car body 102 and the running gear 103 along the longitudinal axis 107.5 (axial relative motion).
  • the clearance between the inner diameter of the receptacle 106.7 and the outer diameter of the compressive spring element 107.1 may be minimized to a very small gap (necessary to take any lateral expansion of the spring element 107.1 during operation) allowing a very compact design. Lateral relative motion is then provided via a sliding motion between the first sliding element 107.2 and the second sliding element 106.8 exclusively.
  • the outer diameter of the sliding plate 107.2 is chosen to sufficiently exceed the inner diameter of the receptacle 106.7 such that the sliding plate 107.2 also forms an axial hard stop to prevent excessive axial loading of the compressive spring element 107.1.
  • the gas spring device 205 may replace the gas spring device 105 in the vehicle 101 of Figure 1 .
  • the gas spring device 205 in its basic design and functionality, largely corresponds to the gas spring device 105 such that it will be mainly referred to the differences only.
  • identical or like components are given the same reference numerals increased by 100. Unless deviating explanations are given in the following it is here explicitly referred to the explanations given above with respect to the features and functions of these components.
  • the spring element 207.1 is formed by a conical laminated metal-rubber spring sitting in a conical receptacle 206.7 of the first housing part 206.1.
  • This design has the advantage that the axial stiffness (along the longitudinal axis 207.5) of the emergency spring device 207 may be adjusted in a simple way in a very broad range by suitably selecting the design (e.g. the composition) of the laminated metal-rubber spring 207.1.
  • such a laminated metal-rubber spring 207.1 allows a very compact design.
  • a preloading device 209 compressively preloads the emergency spring element 207.1 along its longitudinal axis 207.5.
  • the preloading device 209 comprises a stop element 209.1 connected to the free end of a guide device in the form of a guide element 206.9 of the first housing part 206.1.
  • An inner circumference of the spring element 207.1 slideably engages the guide element 206.9 such that, in the inflated state of the gas spring unit 206, the emergency spring element 207.1 (under an axial preload) rests against the stop element 209.1.
  • a friction influencing means such as a lubricating device and/or a friction influencing coating on one or both sliding partners
  • a friction influencing means may be provided at the location of the guide device in order to influence the friction effect on the axial stiffness.
  • This tuning typically includes lowering the friction and, thus, the axial stiffness as well as the axial damping properties.
  • raising the friction and, thus, the axial stiffness as well as the axial damping properties may also be provided in some cases.
  • This design with the laterally restricting guide device 206.9 integrating the preloading device 209 has the advantage that no lateral hard stop (similar to hard stop 107.6) is required allowing a very compact design.
  • the sliding plate 207.2 of the emergency spring unit 207 contacts the second sliding element 206.8 such that the emergency spring element 207.1 is further deflected and slides along the guide element 206.9 along the longitudinal axis 207.5 thereby taking the load of the car body 102.
  • the gas spring device 305 may replace the gas spring device 105 in the vehicle 101 of Figure 1 .
  • the gas spring device 305 in its basic design and functionality, largely corresponds to the gas spring device 205 such that it will be mainly referred to the differences only.
  • identical or like components are given the same reference numerals increased by 100. Unless deviating explanations are given in the following it is here explicitly referred to the explanations given above with respect to the features and functions of these components.
  • the receptacle 306.7 is formed in the second housing part 306.2 (instead of the first housing part).
  • the emergency spring unit 307 is fixedly connected to the second housing part 306.2.
  • basically an upside down arrangement of the emergency spring unit 307 is chosen.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Fluid-Damping Devices (AREA)

Claims (15)

  1. Gasfedervorrichtung für ein Fahrzeug, insbesondere ein Schienenfahrzeug, mit
    - einer Gasfedereinheit (106; 206; 306) und
    - einer Notfedereinheit (107; 207; 307); wobei
    - die Gasfedereinheit einen ersten Gehäuseteil (106.1; 206.1; 306.1), einen zweiten Gehäuseteil (106.2; 206.2; 306.2) und einen Balg (106.3; 206.3; 306.3) umfasst;
    - der Balg (106.3; 206.3; 306.3) den ersten Gehäuseteil (106.1; 206.1; 306.1) und den zweiten Gehäuseteil (106.2; 206.2; 306.2) beweglich verbindet, sodass eine im Wesentlichen gasdichte Gasfederkammer (106.4; 206.4; 306.4) von dem ersten Gehäuseteil (106.1; 206.1; 306.1), dem zweiten Gehäuseteil (106.2; 206.2; 306.2) und dem Faltenbalg (106.3; 206.3; 306.3) begrenzt ist;
    - der erste Gehäuseteil (106.1; 206.1; 306.1) dazu ausgebildet ist, mit einer belastenden Struktur (102) verbunden zu werden;
    - der zweite Gehäuseteil (106.2; 206.2; 306.2) dazu ausgebildet ist, mit einer Tragstruktur (103) verbunden zu werden, die dazu ausgebildet ist, eine durch die belastenden Struktur (102) ausgeübte Last abzustützen;
    - die Gasfedereinheit (106; 206; 306) einen befüllten Zustand und einen entleerten Zustand der Gasfederkammer (106.4; 206.4; 306.4) aufweist;
    - die Gasfedereinheit (106; 206; 306) dazu ausgebildet ist, in dem befüllten Zustand der Gasfederkammer (106.4; 206.4; 306.4) die durch die Ladestruktur (102) auf die Trägerstruktur (103) ausgeübte Last federnd abzustützen;
    - die Notfedereinheit (107; 207; 307) dazu ausgebildet ist, in dem entleerten Zustand des Gasfederkammer (106.4; 206.4; 306.4) die durch die Ladestruktur (102) auf die Trägerstruktur (103) ausgeübte Last federnd abzustützen;
    - die Notfedereinheit (107; 207; 307) einen inneren Umfang definiert und ein erstes Ende (107.3; 207.3; 307.3) und ein zweites Ende (107.4; 207.4; 307.4) und eine Längsachse (107.5; 207.5; 307.5) aufweist, die sich zwischen dem ersten Ende und dem zweite Ende erstreckt;
    - die Notfedereinheit (107; 207; 307) mit dem ersten Gehäuseteil (106.1; 206.1; 306.1) oder dem zweiten Gehäuseteil (106.2; 206.2; 306.2) derart verbunden ist, dass ein Ende (107.4; 207.4; 307.4) der Notfedereinheit (107; 207; 307) in dem befüllten Zustand ein freies Ende ist;
    - das freie Ende (107.4; 207.4; 307.4) der Notfedereinheit (107; 207; 307) sich näher an dem Balg (106.3; 206.3; 306.3) befindet als das andere Ende (107.3; 207.3; 307.3) der Notfedereinheit (107; 207; 307);
    dadurch gekennzeichnet, dass
    - der erste Gehäuseteil (106.1; 206.1) oder der zweite Gehäuseteil (306.2) eine Führungseinrichtung (106.9; 206.9; 306.9) umfasst;
    - die Führungseinrichtung (106.9; 206.9; 306.9) die Notfedereinheit (107; 207; 307) entlang der Längsachse (107.5; 207.5; 307.5) beim Kompression oder Verlängerung der Notfedereinheit (107; 207; 307) führt;
    - die Führungseinrichtung (106.9; 206.9; 306.9) innerhalb des inneren Umfangs der Notfedereinheit (207; 307 107) angeordnet ist.
  2. Gasfedervorrichtung nach Anspruch 1, dadurch gekennzeichnet, dass das freie Ende (107.4; 207.4; 307.4) der Notfedereinheit (107; 207; 307) im Bereich des Balgs (106.3; 206.3; 306.3) angeordnet ist.
  3. Gasfedervorrichtung nach Anspruch 1 oder 2, dadurch gekennzeichnet, dass
    - das erste Ende (107.3; 207.3) der Notfedereinheit mit dem ersten Gehäuseteil (106.1; 206.1) verbunden ist;
    - das zweite Ende (107.4; 207.4) der Notfedereinheit (107; 207) im befüllten Zustand das freie Ende ist;
    - das zweite Ende (107.4; 207.4) der Notfedereinheit (107; 207) in dem entleerten Zustand den zweiten Gehäuseteil (106.2; 206.2) kontaktiert.
  4. Gasfedervorrichtung nach einem der vorhergehenden Ansprüche, dadurch gekennzeichnet, dass die Notfedereinheit (107; 207; 307) innerhalb der Gasfederkammer (106.4; 206.4; 306.4) angeordnet ist.
  5. Gasfedervorrichtung nach einem der vorhergehenden Ansprüche, dadurch gekennzeichnet, dass Notfedereinheit (107; 207; 307) eine Schraubenfeder (107.1) und/oder eine Metall-Gummi-Schichtfeder (207.1; 307.1), insbesondere eine konische Feder, umfasst.
  6. Gasfedervorrichtung nach einem der vorhergehenden Ansprüche, dadurch gekennzeichnet, dass die Notfedereinheit (107; 207; 307) ein Druckfederelement (107.1; 207.1; 307.1) umfasst.
  7. Gasfedervorrichtung nach einem der vorhergehenden Ansprüche, dadurch gekennzeichnet,
    - der erste Gehäuseteil (106.1; 206.1) oder der zweite Gehäuseteil (306.2) eine Aufnahme (106,7; 206,7; 306,7) umfasst;
    - die Notfedereinheit (107; 207; 307) zumindest teilweise in der Aufnahme (106,7; 206,7; 306,7) aufgenommen ist;
    - die Aufnahme (106.7; 206.7; 306.7) insbesondere im Wesentlichen zylindrische Form oder im Wesentlichen konische Form aufweist.
  8. Gasfedervorrichtung nach Anspruch 7, dadurch gekennzeichnet, dass der erste Gehäuseteil (106.1; 206.1) oder der zweite Gehäuseteil (306.2) im Wesentlichen nach Art eines Hutes ausgebildet ist.
  9. Gasfedervorrichtung nach einem der vorhergehenden Ansprüche, dadurch gekennzeichnet, dass
    - die Führungseinrichtung (106.9; 206.9; 306.9) mit dem inneren Umfang der Notfedereinheit (207; 307) zusammenwirkt.
  10. Gasfedervorrichtung nach einem der vorhergehenden Ansprüche, dadurch gekennzeichnet, dass
    - eine Vorspanneinrichtung (209; 309) vorgesehen ist;
    - die Vorspanneinrichtung (209; 309) in dem befüllten Zustand auf die Notfedereinheit (207; 307) entlang der Längsachse (207.5; 307.5) eine Vorspannung ausübt;
    - die Vorspanneinrichtung (209; 309) insbesondere Teil einer Führungseinrichtung (206.9; 306.9) ist, welche die Notfedereinheit (207; 307) entlang der Längsachse (207.5; 307.5) bei einer Kompression oder Ausdehnung der Notfedereinheit (207; 307) führt.
  11. Gasfedervorrichtung nach einem der vorhergehenden Ansprüche, dadurch gekennzeichnet, dass
    - die Notfedereinheit (107; 207; 307) an dem freien Ende ein erstes Gleitelement (107.2; 207.2; 307.2) aufweist und
    - der Gehäuseteil, der dem freien Ende gegenüberliegt, eines zweiten Gleitelement (106.8; 206.8; 306.8) aufweist;
    - das erste Gleitelement (107.2; 207.2; 307.2) und das zweite Gleitelement (106.8; 206.8; 306.8) so angeordnet sind, dass das erste Gleitelement (107.2; 207.2; 307.2) das zweite Gleitelement (106.8; 206.8; 306.8) in dem entleerten Zustand kontaktiert;
    - das erste Gleitelement (107.2; 207.2; 307.2) und das zweite Gleitelement (106.8; 206.8; 306.8) insbesondere dazu ausgebildet sind, in dem entleerten Zustand eine gleitende Relativbewegung in einer Richtung quer zu der Längsachse (107.5; 207.5; 307.5) zuzulassen.
  12. Gasfedervorrichtung nach einem der vorhergehenden Ansprüche, dadurch gekennzeichnet, dass
    - eine Hilfsfedereinheit (108; 208; 308) vorgesehen ist;
    - die Hilfsfedereinheit (108; 208; 308) mit dem zweiten Gehäuseteil (106.2; 206.2; 306.2) verbunden ist und dazu ausgebildet ist, das zweite Gehäuseteil (106.2; 206.2; 306.2) auf der Tragstruktur (103) abzustützen.
  13. Gasfedervorrichtung nach einem der vorhergehenden Ansprüche, dadurch gekennzeichnet, dass der Balg (106.3; 206.3; 306.3) nach Art eines halben Sanduhr-Balgs ausgebildet ist.
  14. Gasfedervorrichtung nach einem der vorhergehenden Ansprüche, dadurch gekennzeichnet, dass
    - die Notfedereinheit (107; 207; 307) ein Anschlageinrichtung (107.2, 107.6; 202.6; 304.6) aufweist; wobei
    - die Anschlageinrichtung (107.2, 107.6; 202.6; 304.6) eine Relativbewegung zwischen dem zweiten Ende (107.4; 207.4; 307.4) der Notfedereinheit und dem ersten Gehäuseteil (106.1; 206.1; 306.1) in einer Richtung quer zu der Längsachse (107.5; 207.5; 307.5) und/oder entlang der Längsachse (107.5; 207.5; 307.5) begrenzt.
  15. Fahrzeug, insbesondere Schienenfahrzeug, mit
    - einen Wagenkasten (102),
    - ein Fahrwerk (103) und
    - eine Gasfedervorrichtung (104; 204; 304) nach einem der vorhergehenden Ansprüche; wobei
    - der Wagenkasten (102) die belastende Struktur bildet und durch die Gasfedervorrichtung (104; 204; 304) auf dem Fahrwerk (103) abgestützt ist, das die Tragstruktur bildet.
EP09170943.6A 2008-09-22 2009-09-22 Gasfedersystem für ein Fahrzeug Active EP2165911B1 (de)

Priority Applications (1)

Application Number Priority Date Filing Date Title
EP12189763.1A EP2551168B1 (de) 2008-09-22 2009-09-22 Gasfedersystem für ein fahrzeug

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
GB0817305A GB2463690A (en) 2008-09-22 2008-09-22 Gas spring system for a rail vehicle

Related Child Applications (2)

Application Number Title Priority Date Filing Date
EP12189763.1A Division-Into EP2551168B1 (de) 2008-09-22 2009-09-22 Gasfedersystem für ein fahrzeug
EP12189763.1A Division EP2551168B1 (de) 2008-09-22 2009-09-22 Gasfedersystem für ein fahrzeug

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EP2165911A1 EP2165911A1 (de) 2010-03-24
EP2165911B1 true EP2165911B1 (de) 2016-12-14

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EP12189763.1A Active EP2551168B1 (de) 2008-09-22 2009-09-22 Gasfedersystem für ein fahrzeug
EP09170943.6A Active EP2165911B1 (de) 2008-09-22 2009-09-22 Gasfedersystem für ein Fahrzeug

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EP (2) EP2551168B1 (de)
ES (2) ES2616556T3 (de)
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DE102011055399A1 (de) * 2011-11-16 2013-05-16 Contitech Luftfedersysteme Gmbh Federsystem für ein Schienenfahrzeug
JP5884612B2 (ja) * 2012-04-10 2016-03-15 住友電気工業株式会社 空気ばね
CN104520161B (zh) * 2012-07-09 2017-08-15 火石工业产品有限责任公司 用于轨道弹簧组件的端部构件和包括该组件的悬架系统
DE102012108017A1 (de) * 2012-08-30 2014-03-06 Contitech Luftfedersysteme Gmbh Verfahren zur Herstellung eines Luftfederdeckels
CN105042325B (zh) * 2015-07-09 2017-05-17 安徽鲲鹏装备模具制造有限公司 一种环形生产线上不间断供气装置

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US3343830A (en) * 1966-01-18 1967-09-26 Budd Co Spring apparatus for railway cars
DE2305878A1 (de) * 1973-02-07 1974-08-22 Wegmann & Co Luftfederung fuer schienenfahrzeuge
DE2306645A1 (de) * 1973-02-10 1974-08-15 Phoenix Gummiwerke Ag Elastische lagerung fuer schienenfahrzeuge
US3904181A (en) * 1974-02-28 1975-09-09 S I G Schwiezerische Ind Ges Fluid type accumulator spring with emergency back-up spring
DE7831364U1 (de) * 1978-10-21 1979-02-01 Maschinenfabrik Augsburg-Nuernberg Ag, 8500 Nuernberg Federung fuer schienenfahrzeuge mit drehgestellen
IT1135697B (it) * 1981-03-23 1986-08-27 Gomma Antivibranti Applic Sospensione secondaria per carrelli senza traversa oscillante di veicoli ferroviari
DE3346307C2 (de) * 1983-12-22 1986-07-03 MAN Gutehoffnungshütte GmbH, 4200 Oberhausen Vorrichtung zur Begrenzung von Wankbewegungen eines Schienenfahrzeugs mit wiegenlosen Luftfederdrehgestellen
GB8408167D0 (en) * 1984-03-29 1984-05-10 Dunlop Ltd Vehicle suspension
IT1222392B (it) * 1987-07-30 1990-09-05 Pirelli Accessori Ind Dispositivo di sicurezza per sospensioni pneumatiche
DE19642678A1 (de) * 1996-10-16 1998-04-23 Abb Patent Gmbh Schienenfahrzeug
FR2882014B1 (fr) * 2005-02-17 2007-05-11 Hutchinson Sa Element de suspension secondaire pour vehicule ferroviaire

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Also Published As

Publication number Publication date
EP2551168A3 (de) 2013-05-22
ES2622965T3 (es) 2017-07-10
ES2616556T3 (es) 2017-06-13
GB0817305D0 (en) 2008-10-29
EP2165911A1 (de) 2010-03-24
EP2551168B1 (de) 2017-02-01
GB2463690A (en) 2010-03-24
EP2551168A2 (de) 2013-01-30

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