EP2483125B1 - Spring arrangement for controlling the ride in a vehicle - Google Patents

Spring arrangement for controlling the ride in a vehicle Download PDF

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Publication number
EP2483125B1
EP2483125B1 EP10762633.5A EP10762633A EP2483125B1 EP 2483125 B1 EP2483125 B1 EP 2483125B1 EP 10762633 A EP10762633 A EP 10762633A EP 2483125 B1 EP2483125 B1 EP 2483125B1
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EP
European Patent Office
Prior art keywords
spring
actuator
decoupling
vehicle
unit
Prior art date
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EP10762633.5A
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German (de)
French (fr)
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EP2483125A2 (en
Inventor
Cedric Zanutti
Michael Wusching
Andreas Wolf
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Alstom Transportation Germany GmbH
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Bombardier Transportation GmbH
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Priority to PL10762633T priority Critical patent/PL2483125T3/en
Publication of EP2483125A2 publication Critical patent/EP2483125A2/en
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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
    • 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

Definitions

  • the present invention relates to a spring arrangement for level-regulating support of a car body on a chassis of a vehicle, in particular a rail vehicle, with a spring device and an actuator according to the preamble of claim 1.
  • the spring device claims a first space, while the actuator claimed a second space.
  • the spring device and the actuator device are connected to one another in an effective direction in a kinematic serial arrangement, wherein the actuator device is designed to compensate at least partially for a change in length of the spring device in the direction of action by a displacement on an actuator component in the direction of action.
  • the present invention further relates to a vehicle having such a level-regulating spring arrangement.
  • an active spring system in which between the car body and a bogie frame kinematically parallel to a passive spring (for example, a conventional coil spring) of the secondary suspension, an actuator of a hydropneumatic actuator is connected.
  • This actuator can be used to actively adjust the level of the car body by applying a corresponding force (parallel to the passive force of the passive spring) between the car body and the bogie frame.
  • an active spring system in which between the car body and a bogie frame above and kinematically connected serially to a passive spring (for example, a conventional coil spring) of the secondary suspension, an actuator of an actuator.
  • a passive spring for example, a conventional coil spring
  • the coaxially arranged to the spring actuator can be used to actively adjust the level of the car body by a change in length of the spring (as resulting, for example, from a change in the load of the vehicle) by a corresponding own change in length (ie a shift on one of his Components).
  • JP 07-125634 A is a vehicle with active adjustment of the inclination of the car body about the vehicle longitudinal axis known, wherein a generic spring arrangement is used with parallel to the vehicle longitudinal axis decoupling axis.
  • the present invention is therefore based on the object to provide a spring arrangement or a vehicle of the type mentioned above, which does not have the abovementioned disadvantages or at least to a lesser extent and in particular in a simple and reliable way, the integration of a level control in a Vehicle without significant compromises in driving safety and travel comfort for the passengers allows.
  • the present invention solves this problem starting from a spring arrangement according to the preamble of claim 1 by the features stated in the characterizing part of claim 1.
  • the present invention is based on the technical teaching that allows the integration of a level control in a vehicle without significant compromises in driving safety and travel comfort for the passengers in a simple and reliable manner, if one arranges the mutually kinematically serially arranged spring means and actuator means in that the installation spaces claimed by them overlap in an overlapping area, at least in their effective direction. Due to this overlap, a particularly compact design can be achieved in the effective direction (usually the vehicle height direction in which the vehicle body is primarily supported by the spring arrangement) without (for a given installation space) a significant shortening of the spring (s) Spring arrangement, the rigidity of the spring assembly is influenced to a considerable extent.
  • the present invention therefore relates to a spring arrangement for level-regulating support of a car body on a chassis of a vehicle, in particular a rail vehicle, with a spring device and an actuator device, wherein the spring means claimed a first space, the actuator claimed a second space, the spring means and the Actuator in a direction of action in a kinematic serial arrangement are interconnected and the actuator is designed to compensate for a change in length of the spring means in the direction of action by a shift on an actuator in the direction of action at least partially.
  • the first space and the second space overlap each other in the direction of action in an overlapping area.
  • the overlapping of the installation spaces can be chosen to be different.
  • the overlap region has a first dimension in the effective direction, while the spring device has a second dimension in a nominal operating state in the effective direction, the first dimension then being at least 20% of the second dimension.
  • the first dimension is at least 40% of the second dimension, preferably at least 60% of the second dimension. This makes it possible to realize particularly compact designs.
  • the nominal operating state for the purposes of the present invention denotes the state of the vehicle with a nominal load or the state of the spring arrangement with a nominal load for which the spring arrangement is nominally designed.
  • the spring device comprises at least one spring unit and the actuator device comprises at least one actuator unit, wherein the at least one spring unit and the at least one actuator unit are arranged nested one inside the other to produce the overlap region.
  • the nested arrangement can be realized, for example, by inserting an actuator unit into an attractively designed section of a spring unit, so that this section of the spring unit surrounds the actuator unit in other words.
  • a part of the spring unit is inserted in a correspondingly shaped section of the actuator unit.
  • the spring device comprises at least two spring units, while the actuator device comprises at least one actuator unit.
  • the actuator unit is then for the production of the overlap region in a space between the at least two spring units is arranged.
  • This design is particularly advantageous because it can be used in a particularly simple manner in connection with a number of conventional vehicles, in which already several adjacent spring units (for example, two passive springs per chassis side for the secondary suspension) are used.
  • the actuator unit can be arranged in the space between two or more spring units. Because of the particularly simple, relatively small design, however, variants are preferably realized with only two spring units.
  • the actuator unit is connected to the spring device via at least one coupling device, wherein the coupling device comprises a bridge element.
  • the bridge element is connected at a first end to a first spring unit of the spring device, while it is connected at a second end to a second spring unit of the spring device.
  • the bridge element has a central region which spans a gap between the first spring unit and the second spring unit, wherein the actuator unit is connected to the bridge element in the middle region.
  • connection between the actuator unit and the spring device can basically be designed in any suitable manner.
  • a substantially rigid connection between the actuator unit and the spring device may be provided.
  • a decoupling of loads in these load directions running transversely to the effective direction is provided in the region of the actuator unit.
  • the decoupling can be done in any suitable manner.
  • the actuator unit is connected to the spring device via at least one coupling device, wherein the at least one coupling device comprises at least one articulation device, via which the actuator unit is pivotably connected to the spring device by at least one decoupling axis.
  • the at least one decoupling axis runs in this Case in a transverse, in particular perpendicular, extending to the direction of action plane, so that the decoupling of moments is ensured by this decoupling axis.
  • a decoupling of moments about an axis extending in the vehicle transverse direction axis is provided.
  • the decoupling can also be provided around a plurality of transversely or perpendicularly extending axis.
  • the joint device may be designed, for example, in the manner of a ball joint or in the manner of a gimbal joint.
  • the joint device can also be at least one elastic element, which provides the decoupling around the decoupling axis.
  • it may be one or more elastic bushings in which or in which the actuator unit is elastically mounted.
  • the spring units and the actuator unit can in principle be arranged in any suitable manner with respect to one another.
  • an arrangement is chosen in which the longitudinal axes of the spring units and the actuator unit are arranged substantially coplanar, since this is advantageous in terms of a balanced distribution of forces and moments within the spring assembly.
  • a decoupling then preferably takes place about an axis extending transversely to this plane.
  • the first spring unit defines a first spring axis
  • the second spring unit defines a second spring axis and the first spring axis and the second spring axis define a spring axis plane.
  • the at least one decoupling axis of the coupling device extends transversely, in particular perpendicularly, to the spring axis plane.
  • the decoupling device provides at least one torque decoupling at least one transverse to the direction of action torque axis.
  • the decoupling can be provided in the region of the connection of the actuator device to the spring device (that is to say in the coupling region between the spring device and the actuator device), as has already been described above using the example of special design variants.
  • the decoupling of undesired forces and moments can additionally or alternatively but also at another location (as in the coupling region between the spring device and the actuator device).
  • the spring device and the actuator device are interconnected in a coupling region, wherein the decoupling region is spaced from the coupling region in a force flow direction to provide decoupling (optionally also) elsewhere than the coupling region.
  • the decoupling region is located away from the coupling region. This can happen at any point in the area of the actuator device.
  • the decoupling region is arranged in an end region of the actuator device facing away from the coupling region in the force flow direction, since decoupling in such a connection region relative to adjacent components can be implemented comparatively easily.
  • the respective decoupling device can in principle be realized by any suitable units. So one or more simple rotary joints or swivel joints can be used. In a particularly compact space, a torque decoupling can be realized if the decoupling device for this purpose comprises at least one elastic element, in particular a rubber element.
  • the spring device can in principle also be realized by any suitable elements.
  • passive air springs can be used.
  • the spring device preferably comprises at least one mechanical spring unit, wherein the spring unit preferably comprises at least one rubber element and / or at least one metal spring.
  • the actuator device can also be realized in the basically any suitable manner using any suitable active principle (individually or in any desired combination).
  • electromechanical actuators eg conventional spindle drives etc.
  • the actuator device preferably comprises at least one actuator unit operating according to a fluidic operating principle, wherein the actuator device preferably comprises at least one hydraulic actuator unit and / or at least one hydropneumatic actuator unit.
  • the present invention further relates to a vehicle, in particular a rail vehicle, with a car body, a chassis and a spring arrangement according to the invention, wherein the spring arrangement for level-regulating support of the Car body is arranged on the chassis between the car body and a component of the chassis, in particular a chassis frame of the chassis. Additionally or alternatively, the spring arrangement according to the invention can be arranged between two components of the chassis. Thus, it is thus possible to provide the spring arrangement according to the invention in the region of the secondary suspension as well as in the region of the primary suspension of the vehicle.
  • a control device connected to the actuator device and a sensor device connected to the control device are preferably provided, wherein the sensor device is designed to detect a current value of a detection variable which is above a reference level of a level of the car body in the height direction Currently traveled track is representative.
  • the control device is then designed for level-controlling actuation of the actuator device as a function of the current value of the detection variable.
  • the sensor device can be any suitable device that operates according to any mode of action.
  • non-contact sensors may be provided.
  • FIGS. 1 to 3 a preferred embodiment of the vehicle according to the invention in the form of a rail vehicle 101 described.
  • the vehicle 101 comprises a car body 102 which is supported in the region of its two ends on a chassis in the form of a bogie 103.
  • a chassis in the form of a bogie 103.
  • the present invention may be used in conjunction with other configurations in which the body is supported on a chassis only.
  • a vehicle coordinate system x, y, z (given by the wheel tread plane of the bogie 103) is indicated, in which the x-coordinate is the longitudinal direction of the rail vehicle 101, the y-coordinate is the transverse direction of the rail vehicle 101 and the z-coordinate indicate the height direction of the rail vehicle 101.
  • the bogie 103 comprises two wheel units in the form of wheelsets 103.1, 103.2, on each of which a bogie frame 103.4 is supported via a primary suspension 103.3.
  • the car body 102 is in turn supported by a secondary suspension 103.5 on the bogie frame 103.4.
  • the primary suspension 103.3 and the secondary suspension 103.5 are in FIG. 1 simplified as coil springs shown. It is understood, however, that the primary suspension 103.3 or the secondary suspension 103.5 can be any suitable spring device, as will be explained in detail below in connection with the secondary suspension 103.5.
  • the Figures 2 and 3 show a perspective view and a side view of a preferred embodiment of the spring assembly 104 according to the invention, which forms a component of the secondary suspension 103.5.
  • the spring arrangement 104 forms one half of the secondary suspension 103.5, via which the vehicle body 102 is supported on the bogie frame 103.4 in a direction of action of the spring arrangement 104 running parallel to the vehicle height direction (z-direction).
  • the spring assembly 104 is arranged in a well-known manner in the region of one of the two longitudinal sides of the car body 102. On the other longitudinal side of the car body is in the vehicle transverse direction (y-direction) spaced another spring assembly 104, which forms the other half of the secondary suspension 103.5.
  • the spring assembly 104 comprises a spring means 105 with a first spring unit 105.1 and a second spring unit 105.2, which are spaced from each other in the vehicle longitudinal direction (x-direction) and fixed with its underside on the bogie frame 103.4.
  • the longitudinal axes 105.3 and 105.4 of the two spring units 105.1 and 105.2 run in the illustrated neutral position of the vehicle 101 (standing in a straight, flat track) in each case substantially parallel to the vehicle height direction.
  • the spring units 105.1, 105.2 are designed in the present example in a well-known manner as so-called rubber-metal springs. It is understood, however, that in other variants of the invention, any other spring units can be used. So a spring unit z. B. be composed of one or more coil springs. However, if appropriate, passive air springs can also be used. Furthermore, it is understood that of course, any combination of such springs can be used.
  • the two spring units 105.1 and 105.2 are connected at their cart side ends via a bridge member 106 which extends in the vehicle longitudinal direction.
  • the bridge element 106 carries centrally in the space between the two spring units 105.1 and 105.2 an actuator unit in the form of a hydraulic cylinder 107.1, which is part of an actuator 107 of the spring assembly 104.
  • the free end of the piston rod 107.2 of the hydraulic cylinder 107.1 is connected to a bracket 107.3, on which the car body 102 or a well-known cradle sits, which in turn supports the car body.
  • the spring device 105 and the actuator 107 are connected in a coupling region via a coupling device in the form of the bridge element 106 so that they act in a kinematic serial arrangement between the bogie frame 103.4 (as a component of the bogie 103) and the body 102.
  • the longitudinal axes 105.3 and 105.4 of the two spring units 105.1 and 105.2 and the longitudinal axis 107.4 of the hydraulic cylinder 107.1 are arranged substantially coplanar, so that there is no introduction of moments in the spring assembly 104 in the neutral position of the vehicle 101 shown.
  • the piston rod 107.3 of the hydraulic cylinder 107.1 can be moved along the longitudinal axis 107.4 of the hydraulic cylinder 107.1, whereby the car body 102 can be raised or lowered in the vehicle height direction (ie, the primary direction of action, the spring assembly 104) to its height level N (ie its distance in Vehicle-height direction) to adjust over the area defined by the upper edges of the rail SOK reference level to a desired value N.
  • This can be realized, for example independent of the load of the vehicle always a substantially stepless access to a platform level or even (at constant loading) to different platform levels.
  • This level-raising raising or lowering of the car body 102 is controlled by a control device 108 connected to the actuator device 107.
  • the control device 108 receives from several sensor devices 108.1 the current values of a detection variable representative of the current height level N of the car body at this point are. This can be any acquisition variables that allow a conclusion on the current height level N with sufficient accuracy.
  • the sensor devices are non-contact sensors 108.1 (for example ultrasound sensors), from the measurement signals of which the distance between the car body 102 and the bogie frame 103.4 can be determined.
  • other distance meter such as mechanical distance meter or the like can be used.
  • the control device 108 controls the supply of hydraulic oil to the hydraulic cylinders 107.1 as a function of the measuring signals of the sensors 108.1 in order to set a specific specifiable height level N soll in general or in certain operating states of the vehicle 101 (eg when stopping at a platform or the like) ,
  • the height level N can also be measured directly.
  • the kinematically serial arrangement of the hydraulic cylinder 107.1 to the spring units 105.1, 105.2 has the already mentioned above advantage that the suspension and damping properties of the spring units 105.1, 105.2 are independent of the state of the hydraulic cylinder 107.1.
  • a malfunction eg a blockage or failure
  • the hydraulic cylinder 107.1 does not lead to a change in these properties, so that the properties of the vehicle significantly influenced thereby remain unchanged (at least almost) in terms of driving safety and passenger comfort.
  • these properties of the spring arrangement 104 can be set by suitable selection of the parameters of the spring units 105.1, 105.2 in a simple manner and independently of the design of the actuator 106 ,
  • the spring means 105 and the actuator 106 are arranged so that the space occupied by them in the direction of action of the spring assembly 104 (z-direction) overlap in an overlap region having a first dimension H1 in the direction of action.
  • a particularly compact design is achieved despite the kinematic serial arrangement of the hydraulic cylinder 107.1 with respect to the spring units 105.1, 105.2 in the direction of action.
  • the spring device 105 has in the effective direction in the present example in an in FIG. 3 shown nominal operating state (standing in a straight flat track vehicle 101 with nominal load) on a second dimension H2.
  • the first dimension H1 in the present example is 78% of the second dimension H2, so that a high overlap and thus an extremely compact arrangement are realized.
  • the hydraulic cylinder 107.1 is attached in a decoupling region via a decoupling device in the form of a pivot joint 106.1 on the bridge element 106.
  • the swivel joint 106.1 defines a decoupling axis in the form of a pivot axis 106.2, which in the example shown (in the nominal operating state) runs perpendicular to the spring axis plane defined by the two spring axes 105.3, 105.4 and thus parallel to the vehicle transverse direction (y-direction).
  • the swivel joint 106.1 is realized in the present example by two lateral stub shafts on the housing of the hydraulic cylinder 107.1, which are pivotally seated in corresponding bearing shells in the bridge element. It is understood, however, that in other variants of the invention, any other design for a mechanical pivot joint can be realized.
  • a further decoupling about an axis parallel to the vehicle longitudinal direction is not provided in the present example, since the moments occurring about this axis are significantly less than the pitching moments and therefore can be easily absorbed by the hydraulic cylinder 107.1. It is understood, however, that in other variants of the invention, such further decoupling may be provided.
  • a gimbal connection of the hydraulic cylinder may be provided on the bridge element.
  • FIG. 4 Another non-inventive spring assembly 204, which in the vehicle 101 from FIG. 1 can be used instead of the spring assembly 104 is in FIG. 4 shown.
  • the spring assembly 204 corresponds in its basic design and operation of the spring assembly 104 from FIG. 2 and 3 , so that only the differences should be discussed here.
  • identical components are provided with the same reference numerals, while similar components are provided with reference numerals increased by 100. Unless otherwise stated below, with regard to the features, functions and advantages of these components, reference is made to the above statements in connection with the first exemplary embodiment.
  • the coupling device 206 The difference from the execution FIG. 2 and 3 consists in the design of the coupling device 206. Although this also realized as a bridge element 206 between the two springs 105.1 and 105.2.
  • the articulation device 206.1 is realized by means of a plurality of elastic elements in the form of rubber elements, namely an elastic bushing 206.3 and an elastic support 206.4, via which the hydraulic cylinder 107.1 in a cup-shaped receptacle 206.5 of the bridge element 206 in FIG a coupling region is elastically attached. This elastic attachment causes depending on the stiffness of the rubber elements a more or less strong decoupling of moments both about the vehicle transverse axis and about the vehicle longitudinal axis.
  • a further decoupling device can be provided, for example in the region of the connection of the hydraulic cylinder 107.1 to the vehicle body (ie in a region spaced from the coupling region in the force flow direction), as shown in FIG FIG. 4 is indicated by the dashed contour 209.
  • This further decoupling device 209 can likewise provide a decoupling about one or more decoupling axes. In particular, it may be designed in the manner of a ball joint or a universal joint. In this case, in certain variants of the invention then also a substantially rigid connection between the bridge element and the hydraulic cylinder can be selected.
  • FIG. 5 Another non-inventive spring assembly 304, which in the vehicle 101 from FIG. 1 can be used instead of the spring assembly 104 is in FIG. 5 shown.
  • the spring assembly 304 corresponds in its basic design and operation of the spring assembly 104 from FIG. 2 and 3 or the spring assembly 204 from FIG. 4 , so that only the differences should be discussed here.
  • identical components are provided with the identical reference numerals, while similar components are provided with reference numerals increased by the value of 100 and 200, respectively.
  • the spring means 305 comprises only a single spring unit in the form of a rubber-metal spring 305.1, in the interior of which nested the hydraulic cylinder 107.1 is arranged.
  • the hydraulic cylinder 107.1 is seated in a cup-shaped receptacle 306.5 of the coupling element 306, which is connected to the carriage box-side end of the spring 305.1.
  • the articulation device 306.1 is realized via a plurality of elastic elements in the form of rubber elements, namely an elastic bushing 306.3 and an elastic support 306.4, via which the hydraulic cylinder 107.1 is elastically secured in the receptacle 306.5 of the coupling element 306 ,
  • the present invention has been described above exclusively by means of examples in which the spring device (located at one end of the spring arrangement) sits on a component of the chassis, while the (at the other end of the Spring arrangement lying) actuator device is connected to the car body. It is understood, however, that in other variants of the invention, a reverse arrangement may be provided, in which the actuator device is seated on a component of the chassis, while the spring device is connected to the car body.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Vehicle Body Suspensions (AREA)
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Description

Die vorliegende Erfindung betrifft eine Federanordnung zur niveauregulierenden Abstützung eines Wagenkastens auf einem Fahrwerk eines Fahrzeugs, insbesondere eines Schienenfahrzeugs, mit einer Federeinrichtung und einer Aktuatoreinrichtung gemäß dem Oberbegriff des Anspruchs 1. Die Federeinrichtung beansprucht einen ersten Bauraum, während die Aktuatoreinrichtung einen zweiten Bauraum beansprucht. Die Federeinrichtung und die Aktuatoreinrichtung sind in einer Wirkrichtung in kinematisch serieller Anordnung miteinander verbunden, wobei die Aktuatoreinrichtung dazu ausgebildet ist, eine Längenänderung der Federeinrichtung in der Wirkrichtung durch eine Verschiebung an einer Aktuatorkomponente in der Wirkrichtung zumindest teilweise auszugleichen. Die vorliegende Erfindung betrifft weiterhin ein Fahrzeug mit einer solchen niveauregulierenden Federanordnung.The present invention relates to a spring arrangement for level-regulating support of a car body on a chassis of a vehicle, in particular a rail vehicle, with a spring device and an actuator according to the preamble of claim 1. The spring device claims a first space, while the actuator claimed a second space. The spring device and the actuator device are connected to one another in an effective direction in a kinematic serial arrangement, wherein the actuator device is designed to compensate at least partially for a change in length of the spring device in the direction of action by a displacement on an actuator component in the direction of action. The present invention further relates to a vehicle having such a level-regulating spring arrangement.

Bei Schienenfahrzeugen (aber auch bei anderen Fahrzeugen) ist der Wagenkasten in der Regel gegenüber den Radeinheiten (beispielsweise Einzelrädern, Radpaaren oder Radsätzen) über eine oder mehrere Federstufen federnd gelagert. Je nach Beladung des Schienenfahrzeugs kommt es über die Zeit zu einem unterschiedlich starken Einfedern der Federn dieser Federstufen. Bei einem rein passiven System bzw. ohne entsprechende Gegenmaßnahmen führt dies beispielsweise dazu, dass die Passagiere beim Halt an Bahnsteigen mit einem bestimmten baulich vorgegebenen Bahnsteigniveau oberhalb der (das Referenzniveau definierenden) Schienenoberkanten eine mehr oder weniger hohe Stufe beim Ein- bzw. Ausstieg überwinden müssen. Speziell für Fahrgäste mit körperlichen Einschränkungen kann sich der Ein- bzw. Ausstieg hierdurch gegebenenfalls erheblich erschweren. Neben der variierenden Beladung liegt eine weitere Ursache für eine solche unerwünschte Stufe beim Ein- bzw. Ausstieg im Übrigen in der sich über die Zeit ergebenden Abnutzung Räder der Radeinheiten.In rail vehicles (but also in other vehicles) of the car body is usually resiliently mounted relative to the wheel units (for example, individual wheels, wheel pairs or sets of wheels) via one or more spring stages. Depending on the load on the rail vehicle, the springs of these spring stages spring to different degrees over time. In a purely passive system or without corresponding countermeasures, this leads, for example, to passengers having to overcome a more or less high degree of entry or exit when stopping at platforms with a certain structurally predetermined platform level above the rail upper edge (defining the reference level) , Especially for passengers with physical disabilities, getting in or out can be a lot more difficult. In addition to the varying load is another cause of such an undesirable level when entering or leaving the rest in the resulting over time wear wheels of the wheel units.

Um diesem Problem entgegenzuwirken, werden bei bekannten Fahrzeugen mit aktiven Systemen unterschiedliche Ansätze verfolgt. Bei herkömmlichen Fahrzeugen mit einer Luftfedern umfassenden Sekundärfederung kann beispielsweise einfach über eine entsprechende Einstellung des Luftdrucks in den Luftfedern das Niveau des Wagenkastens entsprechend reguliert werden. Derartige Luftfedersysteme haben jedoch den Nachteil, dass sie wegen des begrenzten Arbeitsdruckes (typischerweise auf einen maximalen Druck von etwa 7 bar) in der Regel einen vergleichsweise großen Bauraum beanspruchen um die erforderlichen Stützkräfte aufbringen zu können.To counteract this problem, different approaches are followed in known vehicles with active systems. In the case of conventional vehicles with secondary suspension comprising air springs, for example, the level of the car body can be regulated correspondingly simply by means of a corresponding adjustment of the air pressure in the air springs. However, such air spring systems have the disadvantage that, because of the limited working pressure (typically to a maximum pressure of about 7 bar) usually take a comparatively large space to be able to muster the necessary support forces can.

Aus der DE 103 60 518 B4 ist weiterhin ein aktives Federsystem bekannt, bei dem zwischen dem Wagenkasten und einem Drehgestellrahmen kinematisch parallel zu einer passiven Feder (beispielsweise einer herkömmlichen Schraubenfeder) der Sekundärfederung ein Aktuator einer hydropneumatischen Aktuatoreinrichtung geschaltet ist. Dieser Aktuator kann verwendet werden, um das Niveau des Wagenkastens aktiv einzustellen, indem er (parallel zu der Stützkraft der passiven Feder) eine entsprechende Stellkraft zwischen dem Wagenkasten und dem Drehgestellrahmen ausübt.From the DE 103 60 518 B4 Furthermore, an active spring system is known, in which between the car body and a bogie frame kinematically parallel to a passive spring (for example, a conventional coil spring) of the secondary suspension, an actuator of a hydropneumatic actuator is connected. This actuator can be used to actively adjust the level of the car body by applying a corresponding force (parallel to the passive force of the passive spring) between the car body and the bogie frame.

Mit einem solchen aktiven System kann zwar die gewünschte Niveauregulierung beim Halt an Bahnsteigen erzielt werden. Es besteht jedoch das Problem, dass die Niveauregulierung über den Aktuator zum einen während der Fahrt in der Regel abgeschaltet sein muss, um die gewünschte Federwirkung zu erzielen (oder andernfalls eine sehr aufwändige, hoch dynamische Regelung für den Aktuator erforderlich wäre). Weiterhin kann eine Fehlfunktion des Aktuators, beispielsweise eine Blockade, zu einer erheblichen Versteifung der Sekundärfederung führen, die sowohl im Hinblick auf die Entgleisungssicherheit als auch den Fahrkomfort höchst unerwünscht ist.With such an active system, although the desired level control when stopping at platforms can be achieved. However, there is the problem that the level control via the actuator on the one hand during driving usually has to be switched off in order to achieve the desired spring action (or else a very complex, highly dynamic control would be required for the actuator). Furthermore, a malfunction of the actuator, such as a blockade, lead to a significant stiffening of the secondary suspension, which is highly undesirable both in terms of derailment safety and ride comfort.

Aus der DE 102 36 245 A1 ist schließlich ein aktives Federsystem bekannt, bei dem zwischen dem Wagenkasten und einem Drehgestellrahmen oberhalb und kinematisch seriell zu einer passiven Feder (beispielsweise einer herkömmlichen Schraubenfeder) der Sekundärfederung ein Aktuator einer Aktuatoreinrichtung geschaltet ist. Der koaxial zu der Feder angeordnete Aktuator kann verwendet werden, um das Niveau des Wagenkastens aktiv einzustellen, indem er eine Längenänderung der Feder (wie sie beispielsweise aus einer Änderung der Beladung des Fahrzeugs resultiert) durch eine entsprechende eigene Längenänderung (also eine Verschiebung an einer seiner Komponenten) ausgleicht.From the DE 102 36 245 A1 Finally, an active spring system is known in which between the car body and a bogie frame above and kinematically connected serially to a passive spring (for example, a conventional coil spring) of the secondary suspension, an actuator of an actuator. The coaxially arranged to the spring actuator can be used to actively adjust the level of the car body by a change in length of the spring (as resulting, for example, from a change in the load of the vehicle) by a corresponding own change in length (ie a shift on one of his Components).

Mit diesem aktiven System kann die gewünschte Niveauregulierung beim Halt an Bahnsteigen ebenso wie während der Fahrt erzielt werden. Es besteht jedoch das Problem, dass sich durch die kinematisch serielle Anordnung von Feder und Aktuator eine insbesondere in Höhenrichtung des Fahrzeugs groß bauende Gestaltung ergibt, die bei einem für die Sekundärfederung (in der Regel in vergleichsweise engen Grenzen) vorgegebenen Bauraum ohne einen Verlust im Hinblick auf die Fahrsicherheitseigenschaften und die Komforteigenschaften (mithin also mit einer ausreichend geringen Steifigkeit) nur mit erheblichem Aufwand in das Fahrzeug zu integrieren ist.With this active system, the desired level control can be achieved when stopping at platforms as well as while driving. However, there is the problem that results from the kinematic serial arrangement of the spring and actuator a particularly large in height direction of the vehicle design, the at a given for the secondary suspension (usually in relatively narrow limits) space without loss in terms on the driving safety properties and the comfort properties (thus, therefore, with a sufficiently low rigidity) is to be integrated into the vehicle only with considerable effort.

Aus der JP 07-125634 A ist ein Fahrzeug mit aktiver Einstellung der Neigung des Wagenkastens um die Fahrzeuglängsachse bekannt, wobei eine gattungsgemäße Federanordnung mit parallel zur Fahrzeuglängsachse verlaufender Entkopplungsachse verwendet wird.From the JP 07-125634 A is a vehicle with active adjustment of the inclination of the car body about the vehicle longitudinal axis known, wherein a generic spring arrangement is used with parallel to the vehicle longitudinal axis decoupling axis.

Der vorliegenden Erfindung liegt daher die Aufgabe zu Grunde, eine Federanordnung bzw. ein Fahrzeug der eingangs genannten Art zur Verfügung zu stellen, welches die oben genannten Nachteile nicht oder zumindest in geringerem Maße aufweist und insbesondere auf einfache und zuverlässige Weise die Integration einer Niveauregulierung in ein Fahrzeug ohne wesentliche Abstriche bei der Fahrsicherheit und beim Reisekomfort für die Passagiere ermöglicht.The present invention is therefore based on the object to provide a spring arrangement or a vehicle of the type mentioned above, which does not have the abovementioned disadvantages or at least to a lesser extent and in particular in a simple and reliable way, the integration of a level control in a Vehicle without significant compromises in driving safety and travel comfort for the passengers allows.

Die vorliegende Erfindung löst diese Aufgabe ausgehend von einer Federanordnung gemäß dem Oberbegriff des Anspruchs 1 durch die im kennzeichnenden Teil des Anspruchs 1 angegebenen Merkmale.The present invention solves this problem starting from a spring arrangement according to the preamble of claim 1 by the features stated in the characterizing part of claim 1.

Der vorliegenden Erfindung liegt die technische Lehre zu Grunde, dass man auf einfache und zuverlässige Weise die Integration einer Niveauregulierung in ein Fahrzeug ohne wesentliche Abstriche bei der Fahrsicherheit und beim Reisekomfort für die Passagiere ermöglicht, wenn man die zueinander kinematisch seriell angeordnete Federeinrichtung und Aktuatoreinrichtung so anordnet, dass sich die von ihnen beanspruchten Bauräume zumindest in ihrer Wirkrichtung in einem Überlappungsbereich überlappen. Durch diese Überlappung kann in der Wirkrichtung (in der Regel also der Fahrzeughöhenrichtung, in welcher der Wagenkasten primär durch die Federanordnung abzustützen ist) eine besonders kompakte Gestaltung erzielt werden, ohne dass (bei vorgegebenem Bauraum) durch eine nennenswerte Kürzung der Feder(n) der Federanordnung die Steifigkeit der Federanordnung in erheblichem Umfang beeinflusst wird.The present invention is based on the technical teaching that allows the integration of a level control in a vehicle without significant compromises in driving safety and travel comfort for the passengers in a simple and reliable manner, if one arranges the mutually kinematically serially arranged spring means and actuator means in that the installation spaces claimed by them overlap in an overlapping area, at least in their effective direction. Due to this overlap, a particularly compact design can be achieved in the effective direction (usually the vehicle height direction in which the vehicle body is primarily supported by the spring arrangement) without (for a given installation space) a significant shortening of the spring (s) Spring arrangement, the rigidity of the spring assembly is influenced to a considerable extent.

Je nach dem Grad der Überlappung ist es somit sogar möglich, eine bekannte Federanordnung mit einer erfindungsgemäßen Federanordnung auszurüsten bzw. nachzurüsten, wobei zumindest nahezu unveränderte Federn verwendet werden können und damit nahezu unveränderten Federeigenschaften vorliegen.Depending on the degree of overlap, it is thus even possible to equip or retrofit a known spring arrangement with a spring arrangement according to the invention, it being possible to use at least virtually unchanged springs and thus to have virtually unchanged spring properties.

Gemäß einem ersten Aspekt betrifft die vorliegende Erfindung daher eine Federanordnung zur niveauregulierenden Abstützung eines Wagenkastens auf einem Fahrwerk eines Fahrzeugs, insbesondere eines Schienenfahrzeugs, mit einer Federeinrichtung und einer Aktuatoreinrichtung, wobei die Federeinrichtung einen ersten Bauraum beansprucht, die Aktuatoreinrichtung einen zweiten Bauraum beansprucht, die Federeinrichtung und die Aktuatoreinrichtung in einer Wirkrichtung in kinematisch serieller Anordnung miteinander verbunden sind und die Aktuatoreinrichtung dazu ausgebildet ist, eine Längenänderung der Federeinrichtung in der Wirkrichtung durch eine Verschiebung an einer Aktuatorkomponente in der Wirkrichtung zumindest teilweise auszugleichen. Der erste Bauraum und der zweite Bauraum überlappen einander in der Wirkrichtung in einem Überlappungsbereich.According to a first aspect, the present invention therefore relates to a spring arrangement for level-regulating support of a car body on a chassis of a vehicle, in particular a rail vehicle, with a spring device and an actuator device, wherein the spring means claimed a first space, the actuator claimed a second space, the spring means and the Actuator in a direction of action in a kinematic serial arrangement are interconnected and the actuator is designed to compensate for a change in length of the spring means in the direction of action by a shift on an actuator in the direction of action at least partially. The first space and the second space overlap each other in the direction of action in an overlapping area.

Je nach dem in dem jeweiligen Fahrzeug für die Federanordnung verfügbaren Bauraum kann die Überlappung der Bauräume unterschiedlich groß gewählt werden. Bei bevorzugten Varianten der Erfindung weist der Überlappungsbereich in der Wirkrichtung eine erste Abmessung auf, während die Federeinrichtung in einem Nennbetriebszustand in der Wirkrichtung eine zweite Abmessung aufweist, wobei die erste Abmessung dann wenigstens 20% der zweiten Abmessung beträgt. Hiermit lässt sich bereits eine gute Platzersparnis für die Federanordnung in der Wirkrichtung erzielen, sodass sich die Integration ins Fahrzeug vereinfacht. Eine noch weiter gehende Vereinfachung der Integration der Federanordnung ins Fahrzeug ergibt sich, wenn die erste Abmessung wenigstens 40% der zweiten Abmessung, vorzugsweise wenigstens 60% der zweiten Abmessung, beträgt. Hiermit lassen sich besonders kompakte Gestaltungen realisieren.Depending on the space available in the respective vehicle for the spring arrangement, the overlapping of the installation spaces can be chosen to be different. In preferred variants of the invention, the overlap region has a first dimension in the effective direction, while the spring device has a second dimension in a nominal operating state in the effective direction, the first dimension then being at least 20% of the second dimension. This can already achieve a good space savings for the spring assembly in the direction of action, so that the integration into the vehicle simplifies. A further simplification of the integration of the spring arrangement into the vehicle results when the first dimension is at least 40% of the second dimension, preferably at least 60% of the second dimension. This makes it possible to realize particularly compact designs.

Es sei an dieser Stelle angemerkt, dass der Nennbetriebszustand im Sinne der vorliegenden Erfindung den Zustand des Fahrzeugs mit einer Nennbeladung bzw. den Zustand der Federanordnung mit einer Nennbelastung bezeichnet, für welche die Federanordnung nominell ausgelegt ist.It should be noted at this point that the nominal operating state for the purposes of the present invention denotes the state of the vehicle with a nominal load or the state of the spring arrangement with a nominal load for which the spring arrangement is nominally designed.

Die Überlappung der Bauräume lässt sich auf mehreren Wegen realisieren. So ist bei bestimmten Varianten vorgesehen, dass die Federeinrichtung wenigstens eine Federeinheit umfasst und die Aktuatoreinrichtung wenigstens eine Aktuatoreinheit umfasst, wobei die wenigstens eine Federeinheit und die wenigstens eine Aktuatoreinheit zur Herstellung des Überlappungsbereichs ineinander verschachtelt angeordnet sind. Die verschachtelte Anordnung kann beispielsweise dadurch realisiert werden, dass eine Aktuatoreinheit in einen ansprechend gestalteten Abschnitt einer Federeinheit eingesetzt ist, sodass dieser Abschnitt der Federeinheit die Aktuatoreinheit mit anderen Worten umgibt. Ebenfalls ist natürlich umgekehrt möglich, dass ein Teil der Federeinheit in einem entsprechend gestalteten Abschnitt der Aktuatoreinheit eingesetzt ist. Ebenso kann für eine solche verschachtelte Anordnung natürlich vorgesehen sein, dass mehrere Federeinheiten eine oder mehrere Aktuatoreinheiten abschnittsweise umgeben (oder umgekehrt).The overlapping of the installation spaces can be realized in several ways. Thus, in certain variants, it is provided that the spring device comprises at least one spring unit and the actuator device comprises at least one actuator unit, wherein the at least one spring unit and the at least one actuator unit are arranged nested one inside the other to produce the overlap region. The nested arrangement can be realized, for example, by inserting an actuator unit into an attractively designed section of a spring unit, so that this section of the spring unit surrounds the actuator unit in other words. Of course, of course, it is also possible that a part of the spring unit is inserted in a correspondingly shaped section of the actuator unit. Likewise, it may of course be provided for such a nested arrangement that several spring units surround one or more actuator units in sections (or vice versa).

Erfindungsgemäß umfasst die Federeinrichtung wenigstens zwei Federeinheiten, während die Aktuatoreinrichtung wenigstens eine Aktuatoreinheit umfasst. Die Aktuatoreinheit ist dann zur Herstellung des Überlappungsbereichs in einem Zwischenraum zwischen den wenigstens zwei Federeinheiten angeordnet ist. Diese Gestaltung ist von besonderem Vorteil, da sie sich in besonders einfacher Weise im Zusammenhang mit einer Reihe herkömmlicher Fahrzeuge einsetzen lässt, bei denen bereits mehrere benachbarte Federeinheiten (beispielsweise zwei passive Federn je Fahrwerksseite für die Sekundärfederung) verwendet werden. Hier ist es möglich, die vorliegende Erfindung mit (gegenüber der bisherigen Gestaltung) nahezu unveränderten Federeinheiten zu realisieren und lediglich in dem Zwischenraum zwischen den beiden Federeinheiten die Aktuatoreinheit anzuordnen.According to the invention, the spring device comprises at least two spring units, while the actuator device comprises at least one actuator unit. The actuator unit is then for the production of the overlap region in a space between the at least two spring units is arranged. This design is particularly advantageous because it can be used in a particularly simple manner in connection with a number of conventional vehicles, in which already several adjacent spring units (for example, two passive springs per chassis side for the secondary suspension) are used. Here, it is possible to realize the present invention with (compared to the previous design) almost unchanged spring units and only to arrange the actuator unit in the space between the two spring units.

Die Aktuatoreinheit kann dabei im Zwischenraum zwischen zwei oder mehr Federeinheiten angeordnet sein. Wegen der besonders einfachen, vergleichsweise klein bauenden Gestaltung werden jedoch bevorzugt Varianten mit lediglich zwei Federeinheiten realisiert. Erfindungsgemäß ist die Aktuatoreinheit über wenigstens eine Kopplungseinrichtung mit der Federeinrichtung verbunden, wobei die die Kopplungseinrichtung ein Brückenelement umfasst. Das Brückenelement ist an einem ersten Ende mit einer ersten Federeinheit der Federeinrichtung verbunden, während es an einem zweiten Ende mit einer zweiten Federeinheit der Federeinrichtung verbunden ist. Das Brückenelement weist einen Mittenbereich auf, der einen Zwischenraum zwischen der ersten Federeinheit und der zweiten Federeinheit überspannt, wobei die Aktuatoreinheit in dem Mittenbereich mit dem Brückenelement verbunden ist. Hiermit kann eine besonders einfache Gestaltung realisiert werden.The actuator unit can be arranged in the space between two or more spring units. Because of the particularly simple, relatively small design, however, variants are preferably realized with only two spring units. According to the invention, the actuator unit is connected to the spring device via at least one coupling device, wherein the coupling device comprises a bridge element. The bridge element is connected at a first end to a first spring unit of the spring device, while it is connected at a second end to a second spring unit of the spring device. The bridge element has a central region which spans a gap between the first spring unit and the second spring unit, wherein the actuator unit is connected to the bridge element in the middle region. Hereby, a particularly simple design can be realized.

Die Verbindung zwischen der Aktuatoreinheit und der Federeinrichtung kann grundsätzlich auf beliebige geeignete Weise gestaltet sein. Insbesondere kann eine im Wesentlichen starre Verbindung zwischen der Aktuatoreinheit und der Federeinrichtung vorgesehen sein. Um übermäßige Belastungen der Aktuatoreinheit, insbesondere der beweglichen Teile der Aktuatoreinheit quer zu der Wirkrichtung, zu vermeiden ist im Bereich der Aktuatoreinheit erfindungsgemäß eine Entkopplung von Lasten in diesen quer zur Wirkrichtung verlaufenen Lastrichtungen vorgesehen.The connection between the actuator unit and the spring device can basically be designed in any suitable manner. In particular, a substantially rigid connection between the actuator unit and the spring device may be provided. In order to avoid excessive loading of the actuator unit, in particular of the moving parts of the actuator unit transversely to the direction of action, a decoupling of loads in these load directions running transversely to the effective direction is provided in the region of the actuator unit.

Die Entkopplung kann auf beliebige geeignete Weise erfolgen. Bei der erfindungsgemäßen Federanordnung ist vorgesehen, dass die Aktuatoreinheit über wenigstens eine Kopplungseinrichtung mit der Federeinrichtung verbunden ist, wobei die wenigstens eine Kopplungseinrichtung wenigstens eine Gelenkeinrichtung umfasst, über welche die Aktuatoreinheit um wenigstens eine Entkopplungsachse schwenkbar mit der Federeinrichtung verbunden ist. Die wenigstens eine Entkopplungsachse verläuft in diesem Fall in einer quer, insbesondere senkrecht, zur Wirkrichtung verlaufenden Ebene, sodass die Entkopplung von Momenten um diese Entkopplungsachse gewährleistet ist.The decoupling can be done in any suitable manner. In the case of the spring arrangement according to the invention, it is provided that the actuator unit is connected to the spring device via at least one coupling device, wherein the at least one coupling device comprises at least one articulation device, via which the actuator unit is pivotably connected to the spring device by at least one decoupling axis. The at least one decoupling axis runs in this Case in a transverse, in particular perpendicular, extending to the direction of action plane, so that the decoupling of moments is ensured by this decoupling axis.

Insbesondere bei Schienenfahrzeugen mit vergleichsweise großen Abständen zwischen den Fahrwerken können bei der Fahrt über Kuppen oder durch Senken erhebliche Nickmomente (um eine parallel zur Fahrzeugquerachse verlaufende Nickachse) auf die Sekundärfederung wirken, wobei für diese Fällen erfindungsgemäß eine Entkopplung von Momenten um eine in Fahrzeugquerrichtung verlaufende Achse vorgesehen ist. Es versteht sich jedoch, dass die Entkopplung auch um mehrere, quer bzw. senkrecht zueinander verlaufende Achse vorgesehen sein kann. Für diesen Fall kann die Gelenkeinrichtung beispielsweise nach Art eines Kugelgelenks oder nach Art eines kardanischen Gelenks gestaltet sein. Es kann sich bei der Gelenkeinrichtung aber auch um wenigstens ein elastisches Element handeln, welches die Entkopplung um die Entkopplungsachse zur Verfügung stellt. Beispielsweise kann es sich um eine oder mehrere elastische Buchsen handeln, in der bzw. denen die Aktuatoreinheit elastisch gelagert ist.In particular, in rail vehicles with comparatively large distances between the chassis when driving over crests or by lowering significant pitching moments (about a parallel to the vehicle transverse axis pitch axis) act on the secondary suspension, for these cases according to the invention a decoupling of moments about an axis extending in the vehicle transverse direction axis is provided. It is understood, however, that the decoupling can also be provided around a plurality of transversely or perpendicularly extending axis. For this case, the joint device may be designed, for example, in the manner of a ball joint or in the manner of a gimbal joint. However, the joint device can also be at least one elastic element, which provides the decoupling around the decoupling axis. For example, it may be one or more elastic bushings in which or in which the actuator unit is elastically mounted.

Die Federeinheiten und die Aktuatoreinheit können grundsätzlich beliebige geeignete Weise zueinander angeordnet sein. Vorzugsweise wird eine Anordnung gewählt, bei welcher die Längsachsen der Federeinheiten und der Aktuatoreinheit im Wesentlichen koplanar angeordnet sind, da dies ihm Hinblick auf eine ausgeglichene Verteilung der Kräfte und Momente innerhalb der Federanordnung von Vorteil ist. In diesem Fall erfolgt eine Entkopplung dann bevorzugt um eine quer zu dieser Ebene verlaufende Achse. Bei der erfindungsgemäßen Federanordnung definiert die erste Federeinheit eine erste Federachse, während die zweite Federeinheit eine zweite Federachse definiert sowie die erste Federachse und die zweite Federachse eine Federachsenebene definieren. Die wenigstens eine Entkopplungsachse der Kopplungseinrichtung verläuft erfindungsgemäß quer, insbesondere senkrecht, zu der Federachsenebene.The spring units and the actuator unit can in principle be arranged in any suitable manner with respect to one another. Preferably, an arrangement is chosen in which the longitudinal axes of the spring units and the actuator unit are arranged substantially coplanar, since this is advantageous in terms of a balanced distribution of forces and moments within the spring assembly. In this case, a decoupling then preferably takes place about an axis extending transversely to this plane. In the spring arrangement according to the invention, the first spring unit defines a first spring axis, while the second spring unit defines a second spring axis and the first spring axis and the second spring axis define a spring axis plane. According to the invention, the at least one decoupling axis of the coupling device extends transversely, in particular perpendicularly, to the spring axis plane.

Unabhängig von der Anzahl und/oder Anordnung der Federeinheiten der Federeinrichtung ist bei bevorzugten Varianten der erfindungsgemäßen Federanordnung im Bereich der Aktuatoreinrichtung wenigstens ein Entkopplungsbereich mit einer Entkopplungseinrichtung vorgesehen, wobei die Entkopplungseinrichtung wenigstens eine Momentenentkopplung um wenigstens eine quer zu der Wirkrichtung verlaufende Momentenachse zur Verfügung stellt. Die Entkopplung kann im Bereich der Anbindung der Aktuatoreinrichtung an der Federeinrichtung (also im Kopplungsbereich zwischen der Federeinrichtung und der Aktuatoreinrichtung) vorgesehen sein, wie dies bereits oben am Beispiel spezieller Gestaltungsvarianten beschrieben wurde.Regardless of the number and / or arrangement of the spring units of the spring device is provided in preferred variants of the spring assembly according to the invention in the actuator at least one decoupling region with a decoupling, wherein the decoupling device provides at least one torque decoupling at least one transverse to the direction of action torque axis. The decoupling can be provided in the region of the connection of the actuator device to the spring device (that is to say in the coupling region between the spring device and the actuator device), as has already been described above using the example of special design variants.

Die Entkopplung unerwünschter Kräfte und Momente kann zusätzlich oder alternativ aber auch an anderer Stelle (als im Kopplungsbereich zwischen der Federeinrichtung und der Aktuatoreinrichtung) erfolgen. Bei bestimmten Varianten der erfindungsgemäßen Federanordnung sind die Federeinrichtung und die Aktuatoreinrichtung in einem Kopplungsbereich miteinander verbunden, wobei der Entkopplungsbereich in einer Kraftflussrichtung von dem Kopplungsbereich beabstandet angeordnet ist, um die Entkopplung (gegebenenfalls auch) an anderer Stelle als dem Kopplungsbereich zur Verfügung zu stellen. Vorzugsweise ist der Entkopplungsbereich entfernt von dem Kopplungsbereich angeordnet. Dies kann an beliebiger Stelle im Bereich der Aktuatoreinrichtung geschehen. Vorzugsweise ist der Entkopplungsbereich in einem dem Kopplungsbereich in der Kraftflussrichtung abgewandten Endbereich der Aktuatoreinrichtung angeordnet, da sich eine Entkopplung in einem solchen Anschlussbereich zu benachbarten Komponenten vergleichsweise einfach realisieren lässt.The decoupling of undesired forces and moments can additionally or alternatively but also at another location (as in the coupling region between the spring device and the actuator device). In certain variants of the spring arrangement according to the invention, the spring device and the actuator device are interconnected in a coupling region, wherein the decoupling region is spaced from the coupling region in a force flow direction to provide decoupling (optionally also) elsewhere than the coupling region. Preferably, the decoupling region is located away from the coupling region. This can happen at any point in the area of the actuator device. Preferably, the decoupling region is arranged in an end region of the actuator device facing away from the coupling region in the force flow direction, since decoupling in such a connection region relative to adjacent components can be implemented comparatively easily.

Die jeweilige Entkopplungseinrichtung kann grundsätzlich durch beliebige geeignete Einheiten realisiert sein. So können ein oder mehrere einfache Dreh- bzw. Schwenkgelenke zum Einsatz kommen. Auf besonders kompaktem Raum lässt sich eine Momentenentkopplung realisieren, wenn die Entkopplungseinrichtung hierzu wenigstens ein elastisches Element, insbesondere ein Gummielement, umfasst.The respective decoupling device can in principle be realized by any suitable units. So one or more simple rotary joints or swivel joints can be used. In a particularly compact space, a torque decoupling can be realized if the decoupling device for this purpose comprises at least one elastic element, in particular a rubber element.

Die Federeinrichtung kann grundsätzlich ebenfalls durch beliebige geeignete Elemente realisiert sein. So können beispielsweise passive Luftfedern verwendet werden. Wegen der besonders einfachen und robusten Gestaltung umfasst die Federeinrichtung vorzugsweise wenigstens eine mechanische Federeinheit umfasst, wobei die Federeinheit bevorzugt wenigstens ein Gummielement und/oder wenigstens eine Metallfeder umfasst.The spring device can in principle also be realized by any suitable elements. For example, passive air springs can be used. Because of the particularly simple and robust design, the spring device preferably comprises at least one mechanical spring unit, wherein the spring unit preferably comprises at least one rubber element and / or at least one metal spring.

Auch die Aktuatoreinrichtung kann die grundsätzliche beliebige geeignete Weise unter Verwendung beliebiger geeigneter Wirkprinzipien (einzeln oder in beliebiger Kombination) realisiert sein. So können beispielsweise elektromechanische Aktuatoren (z. B. herkömmliche Spindelantriebe etc.) zum Einsatz kommen. Wegen der besonders robusten und im Bereich des Aktuators kompakten Gestaltung umfasst die Aktuatoreinrichtung bevorzugt wenigstens eine nach einem fluidischen Wirkprinzip arbeitende Aktuatoreinheit umfasst, wobei die Aktuatoreinrichtung vorzugsweise wenigstens eine hydraulische Aktuatoreinheit und/oder wenigstens eine hydropneumatische Aktuatoreinheit umfasst.The actuator device can also be realized in the basically any suitable manner using any suitable active principle (individually or in any desired combination). For example, electromechanical actuators (eg conventional spindle drives etc.) can be used. Because of the particularly robust design, which is compact in the region of the actuator, the actuator device preferably comprises at least one actuator unit operating according to a fluidic operating principle, wherein the actuator device preferably comprises at least one hydraulic actuator unit and / or at least one hydropneumatic actuator unit.

Die vorliegende Erfindung betrifft weiterhin ein Fahrzeug, insbesondere ein Schienenfahrzeug, mit einem Wagenkasten, einem Fahrwerk und einer erfindungsgemäßen Federanordnung, wobei die Federanordnung zur niveauregulierenden Abstützung des Wagenkastens auf dem Fahrwerk zwischen dem Wagenkasten und einer Komponente des Fahrwerks, insbesondere einem Fahrwerksrahmen des Fahrwerks, angeordnet ist. Zusätzlich oder alternativ kann die erfindungsgemäße Federanordnung zwischen zwei Komponenten des Fahrwerks angeordnet sein. Mithin ist es also sowohl möglich, die erfindungsgemäße Federanordnung im Bereich der Sekundärfederung als auch im Bereich der Primärfederung des Fahrzeugs vorzusehen.The present invention further relates to a vehicle, in particular a rail vehicle, with a car body, a chassis and a spring arrangement according to the invention, wherein the spring arrangement for level-regulating support of the Car body is arranged on the chassis between the car body and a component of the chassis, in particular a chassis frame of the chassis. Additionally or alternatively, the spring arrangement according to the invention can be arranged between two components of the chassis. Thus, it is thus possible to provide the spring arrangement according to the invention in the region of the secondary suspension as well as in the region of the primary suspension of the vehicle.

Um eine automatische Niveauregulierung zu realisieren, ist bevorzugt eine mit der Aktuatoreinrichtung verbundene Steuereinrichtung sowie eine mit der Steuereinrichtung verbundene Sensoreinrichtung vorgesehen, wobei die Sensoreinrichtung zur Erfassung eines aktuellen Wertes einer Erfassungsgröße ausgebildet ist, die für ein Niveau des Wagenkastens in der Höhenrichtung über einem Referenzniveau eines aktuell befahrenen Fahrwegs repräsentativ ist. Die Steuereinrichtung ist dann zur niveauregulierenden Ansteuerung der Aktuatoreinrichtung in Abhängigkeit von dem aktuellen Wert der Erfassungsgröße ausgebildet.In order to realize an automatic level control, a control device connected to the actuator device and a sensor device connected to the control device are preferably provided, wherein the sensor device is designed to detect a current value of a detection variable which is above a reference level of a level of the car body in the height direction Currently traveled track is representative. The control device is then designed for level-controlling actuation of the actuator device as a function of the current value of the detection variable.

Bei der Sensoreinrichtung kann es sich um eine beliebige geeignete Einrichtung handeln, die nach einem beliebigen Wirkprinzip arbeitet. Insbesondere können berührungslos arbeitende Sensoren vorgesehen sein.The sensor device can be any suitable device that operates according to any mode of action. In particular, non-contact sensors may be provided.

Weitere bevorzugte Ausgestaltungen der Erfindung ergeben sich aus den Unteransprüchen bzw. der nachstehenden Beschreibung bevorzugter Ausführungsbeispiele, welche auf die beigefügten Zeichnungen Bezug nimmt. Es zeigen:

Figur 1
eine schematische Seitenansicht einer bevorzugten Ausführungsform des erfindungsgemäßen Fahrzeugs mit einer bevorzugten Ausführungsform der erfindungsgemäßen Federanordnung;
Figur 2
eine schematische perspektivische Ansicht der Federanordnung aus Figur 1;
Figur 3
eine schematische Seitenansicht der Federanordnung aus Figur 2;
Figur 4
eine schematische Schnittansicht einer weiteren Federanordnung;
Figur 5
eine schematische Schnittansicht einer weiteren Federanordnung.
Further preferred embodiments of the invention will become apparent from the dependent claims and the following description of preferred embodiments, which refers to the accompanying drawings. Show it:
FIG. 1
a schematic side view of a preferred embodiment of the vehicle according to the invention with a preferred embodiment of the spring arrangement according to the invention;
FIG. 2
a schematic perspective view of the spring assembly FIG. 1 ;
FIG. 3
a schematic side view of the spring assembly FIG. 2 ;
FIG. 4
a schematic sectional view of another spring arrangement;
FIG. 5
a schematic sectional view of another spring arrangement.

Im Folgenden wird unter Bezugnahme auf die Figuren 1 bis 3 ein bevorzugtes Ausführungsbeispiel des erfindungsgemäßen Fahrzeugs in Form eines Schienenfahrzeugs 101 beschrieben.The following is with reference to the FIGS. 1 to 3 a preferred embodiment of the vehicle according to the invention in the form of a rail vehicle 101 described.

Das Fahrzeug 101 umfasst einen Wagenkasten 102, der im Bereich seiner beiden Enden jeweils auf einem Fahrwerk in Form eines Drehgestells 103 abgestützt ist. Es versteht sich jedoch, dass die vorliegende Erfindung auch in Verbindung mit anderen Konfigurationen eingesetzt werden kann, bei denen der Wagenkasten lediglich auf einem Fahrwerk abgestützt ist.The vehicle 101 comprises a car body 102 which is supported in the region of its two ends on a chassis in the form of a bogie 103. However, it should be understood that the present invention may be used in conjunction with other configurations in which the body is supported on a chassis only.

Zum einfacheren Verständnis der nachfolgenden Erläuterungen ist in den Figuren ein (durch die Radaufstandsebene des Drehgestells 103 vorgegebenes) Fahrzeug-Koordinatensystem x,y,z angegeben, in dem die x-Koordinate die Längsrichtung des Schienenfahrzeugs 101, die y-Koordinate die Querrichtung des Schienenfahrzeugs 101 und die z-Koordinate die Höhenrichtung des Schienenfahrzeugs 101 bezeichnen.For ease of understanding of the following explanations, in the figures, a vehicle coordinate system x, y, z (given by the wheel tread plane of the bogie 103) is indicated, in which the x-coordinate is the longitudinal direction of the rail vehicle 101, the y-coordinate is the transverse direction of the rail vehicle 101 and the z-coordinate indicate the height direction of the rail vehicle 101.

Das Drehgestell 103, umfasst zwei Radeinheiten in Form von Radsätzen 103.1, 103.2, auf denen sich jeweils über eine Primärfederung 103.3 ein Drehgestellrahmen 103.4 abstützt. Der Wagenkasten 102 ist wiederum über eine Sekundärfederung 103.5 auf dem Drehgestellrahmen 103.4 abgestützt. Die Primärfederung 103.3 und die Sekundärfederung 103.5 sind in Figur 1 vereinfachend als Schraubenfedern dargestellt. Es versteht sich jedoch, dass es sich bei der Primärfederung 103.3 bzw. der Sekundärfederung 103.5 um eine beliebige geeignete Federeinrichtung handeln kann, wie nachfolgend im Zusammenhang mit der Sekundärfederung 103.5 noch ausführlich dargelegt wird.The bogie 103 comprises two wheel units in the form of wheelsets 103.1, 103.2, on each of which a bogie frame 103.4 is supported via a primary suspension 103.3. The car body 102 is in turn supported by a secondary suspension 103.5 on the bogie frame 103.4. The primary suspension 103.3 and the secondary suspension 103.5 are in FIG. 1 simplified as coil springs shown. It is understood, however, that the primary suspension 103.3 or the secondary suspension 103.5 can be any suitable spring device, as will be explained in detail below in connection with the secondary suspension 103.5.

Die Figuren 2 und 3 zeigen eine perspektivische Ansicht bzw. eine Seitenansicht einer bevorzugten Ausführungsform der erfindungsgemäßen Federanordnung 104, die eine Komponente der Sekundärfederung 103.5 bildet. Die Federanordnung 104 bildet eine Hälfte der Sekundärfederung 103.5, über welche der Wagenkasten 102 auf dem Drehgestellrahmen 103.4 in einer parallel zur Fahrzeughöhenrichtung (z-Richtung) verlaufenden Wirkrichtung der Federanordnung 104 abgestützt ist. Die Federanordnung 104 ist dabei in hinlänglich bekannter Weise im Bereich einer der beiden Längsseiten des Wagenkastens 102 angeordnet. Auf der anderen Längsseite des Wagenkastens findet sich in Fahrzeugquerrichtung (y-Richtung) beabstandet eine weitere Federanordnung 104, welche die andere Hälfte der Sekundärfederung 103.5 bildet.The Figures 2 and 3 show a perspective view and a side view of a preferred embodiment of the spring assembly 104 according to the invention, which forms a component of the secondary suspension 103.5. The spring arrangement 104 forms one half of the secondary suspension 103.5, via which the vehicle body 102 is supported on the bogie frame 103.4 in a direction of action of the spring arrangement 104 running parallel to the vehicle height direction (z-direction). The spring assembly 104 is arranged in a well-known manner in the region of one of the two longitudinal sides of the car body 102. On the other longitudinal side of the car body is in the vehicle transverse direction (y-direction) spaced another spring assembly 104, which forms the other half of the secondary suspension 103.5.

Wie den Figuren 2 und 3 zu entnehmen ist, umfasst die Federanordnung 104 eine Federeinrichtung 105 mit einer ersten Federeinheit 105.1 und einer zweiten Federeinheit 105.2, die zueinander in Fahrzeuglängsrichtung (x-Richtung) beabstandet angeordnet und mit ihrer Unterseite auf dem Drehgestellrahmen 103.4 befestigt sind. Die Längsachsen 105.3 und 105.4 der beiden Federeinheiten 105.1 bzw. 105.2 verlaufen in der gezeigten Neutralstellung des Fahrzeugs 101 (im geraden, ebenen Gleis stehend) jeweils im Wesentlichen parallel zur Fahrzeughöhenrichtung.Like that Figures 2 and 3 can be seen, the spring assembly 104 comprises a spring means 105 with a first spring unit 105.1 and a second spring unit 105.2, which are spaced from each other in the vehicle longitudinal direction (x-direction) and fixed with its underside on the bogie frame 103.4. The longitudinal axes 105.3 and 105.4 of the two spring units 105.1 and 105.2 run in the illustrated neutral position of the vehicle 101 (standing in a straight, flat track) in each case substantially parallel to the vehicle height direction.

Die Federeinheiten 105.1, 105.2 sind im vorliegenden Beispiel in hinlänglich bekannter Weise als so genannte Gummi-Metall-Federn gestaltet. Es versteht sich jedoch, dass bei anderen Varianten der Erfindung auch beliebige andere Federeinheiten verwendet werden können. So kann eine Federeinheit z. B. aus einer oder mehreren Schraubenfedern aufgebaut sein. Ebenso können aber gegebenenfalls auch passive Luftfedern verwendet werden. Weiterhin versteht sich, dass natürlich auch beliebige Kombinationen derartiger Federn Verwendung finden können.The spring units 105.1, 105.2 are designed in the present example in a well-known manner as so-called rubber-metal springs. It is understood, however, that in other variants of the invention, any other spring units can be used. So a spring unit z. B. be composed of one or more coil springs. However, if appropriate, passive air springs can also be used. Furthermore, it is understood that of course, any combination of such springs can be used.

Die beiden Federeinheiten 105.1 und 105.2 sind an ihren wagenkastenseitigen Enden über ein Brückenelement 106 verbunden, welches sich in Fahrzeuglängsrichtung erstreckt. Das Brückenelement 106 trägt mittig im Zwischenraum zwischen den beiden Federeinheiten 105.1 und 105.2 eine Aktuatoreinheit in Form eines Hydraulikzylinders 107.1, der Bestandteil einer Aktuatoreinrichtung 107 der Federanordnung 104 ist. Das freie Ende der Kolbenstange 107.2 des Hydraulikzylinders 107.1 ist mit einer Konsole 107.3 verbunden, auf welcher der Wagenkasten 102 oder eine hinlänglich bekannte Wiege sitzt, welche ihrerseits den Wagenkasten abstützt.The two spring units 105.1 and 105.2 are connected at their cart side ends via a bridge member 106 which extends in the vehicle longitudinal direction. The bridge element 106 carries centrally in the space between the two spring units 105.1 and 105.2 an actuator unit in the form of a hydraulic cylinder 107.1, which is part of an actuator 107 of the spring assembly 104. The free end of the piston rod 107.2 of the hydraulic cylinder 107.1 is connected to a bracket 107.3, on which the car body 102 or a well-known cradle sits, which in turn supports the car body.

Folglich sind bei der erfindungsgemäßen Gestaltung die Federeinrichtung 105 und die Aktuatoreinrichtung 107 in einem Kopplungsbereich über eine Kopplungseinrichtung in Form des Brückenelements 106 verbunden, sodass sie in kinematisch serieller Anordnung zwischen dem Drehgestellrahmen 103.4 (als einer Komponente des Drehgestells 103) und dem Wagenkasten 102 wirken.Consequently, in the design according to the invention, the spring device 105 and the actuator 107 are connected in a coupling region via a coupling device in the form of the bridge element 106 so that they act in a kinematic serial arrangement between the bogie frame 103.4 (as a component of the bogie 103) and the body 102.

Die Längsachsen 105.3 und 105.4 der beiden Federeinheiten 105.1 bzw. 105.2 und die Längsachse 107.4 des Hydraulikzylinders 107.1 sind im Wesentlichen koplanar angeordnet, sodass es in der gezeigten Neutralstellung des Fahrzeugs 101 zu keiner Einleitung von Momenten in die Federanordnung 104 kommt.The longitudinal axes 105.3 and 105.4 of the two spring units 105.1 and 105.2 and the longitudinal axis 107.4 of the hydraulic cylinder 107.1 are arranged substantially coplanar, so that there is no introduction of moments in the spring assembly 104 in the neutral position of the vehicle 101 shown.

Die Kolbenstange 107.3 des Hydraulikzylinders 107.1 kann entlang der Längsachse 107.4 des Hydraulikzylinders 107.1 verfahren werden, wodurch der Wagenkasten 102 in der Fahrzeughöhenrichtung (also der primären Wirkrichtung die Federanordnung 104) angehoben bzw. abgesenkt werden kann, um sein Höhenniveau N (d. h. seinen Abstand in Fahrzeughöhenrichtung) über dem durch die Schienenoberkanten SOK definierten Referenzniveau auf einen Sollwert Nsoll einzustellen. Hiermit kann beispielsweise unabhängig von der Beladung des Fahrzeugs stets einen im Wesentlichen stufenfreier Zugang zu einem Bahnsteigniveau oder aber auch (bei konstanter Beladung) zu unterschiedlichen Bahnsteigniveaus realisiert werden.The piston rod 107.3 of the hydraulic cylinder 107.1 can be moved along the longitudinal axis 107.4 of the hydraulic cylinder 107.1, whereby the car body 102 can be raised or lowered in the vehicle height direction (ie, the primary direction of action, the spring assembly 104) to its height level N (ie its distance in Vehicle-height direction) to adjust over the area defined by the upper edges of the rail SOK reference level to a desired value N. This can be realized, for example independent of the load of the vehicle always a substantially stepless access to a platform level or even (at constant loading) to different platform levels.

Dieses niveauregulierende Anheben bzw. Absenken des Wagenkastens 102 erfolgt gesteuert durch eine mit der Aktuatoreinrichtung 107 verbundene Steuereinrichtung 108. Die Steuereinrichtung 108 erhält zu diesem Zweck von mehreren Sensoreinrichtungen 108.1 die aktuellen Werte einer Erfassungsgröße, die für das aktuelle Höhenniveau N des Wagenkastens an dieser Stelle repräsentativ sind. Hierbei kann es sich um beliebige Erfassungsgrößen handeln, die mit ausreichender Genauigkeit einen Rückschluss auf das aktuelle Höhenniveau N erlauben.This level-raising raising or lowering of the car body 102 is controlled by a control device 108 connected to the actuator device 107. For this purpose, the control device 108 receives from several sensor devices 108.1 the current values of a detection variable representative of the current height level N of the car body at this point are. This can be any acquisition variables that allow a conclusion on the current height level N with sufficient accuracy.

Bei den Sensoreinrichtungen handelt es sich im vorliegenden Beispiel um berührungslos arbeitende Sensoren 108.1 (beispielsweise Ultraschallsensoren), aus deren Messsignalen der Abstand zwischen dem Wagenkasten 102 und dem Drehgestellrahmen 103.4 ermittelt werden kann. Es versteht sich jedoch, dass bei anderen Varianten der Erfindung auch andere Abstandsmesser, beispielsweise mechanische Abstandsmesser oder dergleichen eingesetzt werden können.In the present example, the sensor devices are non-contact sensors 108.1 (for example ultrasound sensors), from the measurement signals of which the distance between the car body 102 and the bogie frame 103.4 can be determined. However, it is understood that in other variants of the invention, other distance meter, such as mechanical distance meter or the like can be used.

Die Steuereinrichtung 108 steuert die Zufuhr von Hydrauliköl zu den Hydraulikzylindern 107.1 in Abhängigkeit von den Messsignalen der Sensoren 108.1, um ein bestimmtes vorgebbares Höhenniveau Nsoll generell oder bei bestimmten Betriebszuständen des Fahrzeugs 101 (z. B. beim Halt an einem Bahnsteig oder dergleichen) einzustellen.The control device 108 controls the supply of hydraulic oil to the hydraulic cylinders 107.1 as a function of the measuring signals of the sensors 108.1 in order to set a specific specifiable height level N soll in general or in certain operating states of the vehicle 101 (eg when stopping at a platform or the like) ,

Es versteht sich, dass bei der Regulierung des Höhenniveaus N auch noch andere Größen berücksichtigt werden können. So kann beispielsweise die (anhand der Betriebsdauer abgeschätzte oder gemessene) Abnutzung der Räder der Radsätze 103.1, 103.2 ebenso berücksichtigt werden wie der aktuelle Zustand der Primärfederung. Ebenso kann bei anderen Varianten der Erfindung natürlich das Höhenniveaus N auch direkt gemessen werden.It is understood that in the regulation of the height level N also other sizes can be taken into account. Thus, for example, the wear of the wheels of the wheelsets 103.1, 103.2 (estimated or measured on the basis of the service life) can be taken into account as well as the current state of the primary suspension. Likewise, in other variants of the invention, of course, the height level N can also be measured directly.

Die kinematisch serielle Anordnung des Hydraulikzylinders 107.1 zu den Federeinheiten 105.1, 105.2 hat dabei den eingangs bereits erwähnten Vorteil, dass die Federungs- und Dämpfungseigenschaften der Federeinheiten 105.1, 105.2 unabhängig von dem Zustand des Hydraulikzylinders 107.1 sind. Insbesondere führt eine Fehlfunktion (z. B. eine Blockade oder ein Ausfall) des Hydraulikzylinders 107.1 nicht zu einer Änderung dieser Eigenschaften, sodass die hierdurch maßgeblich beeinflussten Eigenschaften des Fahrzeugs im Hinblick auf die Fahrsicherheit und den Passagierkomfort (zumindest nahezu) unverändert bleiben.The kinematically serial arrangement of the hydraulic cylinder 107.1 to the spring units 105.1, 105.2 has the already mentioned above advantage that the suspension and damping properties of the spring units 105.1, 105.2 are independent of the state of the hydraulic cylinder 107.1. In particular, a malfunction (eg a blockage or failure) of the hydraulic cylinder 107.1 does not lead to a change in these properties, so that the properties of the vehicle significantly influenced thereby remain unchanged (at least almost) in terms of driving safety and passenger comfort.

Weiterhin können diese Eigenschaften der Federanordnung 104 (insbesondere deren Steifigkeit in den drei Raumrichtungen, vor allen Dingen die Steifigkeiten in Fahrzeughöhenrichtung und in Fahrzeugquerrichtung) durch geeignete Wahl der Parameter der Federeinheiten 105.1, 105.2 in einfacher Weise und unabhängig von der Gestaltung der Aktuatoreinrichtung 106 eingestellt werden.Furthermore, these properties of the spring arrangement 104 (in particular their rigidity in the three spatial directions, especially the stiffnesses in the vehicle height direction and in the vehicle transverse direction) can be set by suitable selection of the parameters of the spring units 105.1, 105.2 in a simple manner and independently of the design of the actuator 106 ,

Wie den Figuren 2 und 3 zu entnehmen ist, sind die Federeinrichtung 105 und die Aktuatoreinrichtung 106 so angeordnet, dass sich die von ihnen beanspruchten Bauräume in der Wirkrichtung der Federanordnung 104 (z-Richtung) in einem Überlappungsbereich überlappen, der in der Wirkrichtung eine erste Abmessung H1 aufweist. Durch diese Überlappung der Bauräume (mithin also durch die verschachtelte Anordnung der Federeinrichtung 105 und der Aktuatoreinrichtung 106) wird trotz der kinematisch seriellen Anordnung des Hydraulikzylinders 107.1 zu den Federeinheiten 105.1, 105.2 in der Wirkrichtung eine besonders kompakte Gestaltung erzielt.Like that Figures 2 and 3 it can be seen, the spring means 105 and the actuator 106 are arranged so that the space occupied by them in the direction of action of the spring assembly 104 (z-direction) overlap in an overlap region having a first dimension H1 in the direction of action. As a result of this overlapping of the installation spaces (thus also due to the nested arrangement of the spring device 105 and the actuator device 106), a particularly compact design is achieved despite the kinematic serial arrangement of the hydraulic cylinder 107.1 with respect to the spring units 105.1, 105.2 in the direction of action.

Die Federeinrichtung 105 weist in der Wirkrichtung im vorliegenden Beispiel in einem in Figur 3 dargestellten Nennbetriebszustand (im geraden ebenen Gleis stehendes Fahrzeug 101 mit Nennbeladung) eine zweite Abmessung H2 auf. Die erste Abmessung H1 beträgt im vorliegenden Beispiel 78% der zweiten Abmessung H2, sodass eine hohe Überlappung und damit eine äußerst kompakte Anordnung realisiert sind.The spring device 105 has in the effective direction in the present example in an in FIG. 3 shown nominal operating state (standing in a straight flat track vehicle 101 with nominal load) on a second dimension H2. The first dimension H1 in the present example is 78% of the second dimension H2, so that a high overlap and thus an extremely compact arrangement are realized.

Wie den Figuren 2 und 3 zu entnehmen ist, ist der Hydraulikzylinder 107.1 in einem Entkopplungsbereich über eine Entkopplungseinrichtung in Form eines Schwenkgelenks 106.1 an dem Brückenelement 106 befestigt. Das Schwenkgelenk 106.1 definiert eine Entkopplungsachse in Form einer Schwenkachse 106.2, die im gezeigten Beispiel (im Nennbetriebszustand) senkrecht zur der durch die beiden Federachsen 105.3, 105.4 definierten Federachsenebene und damit parallel zur Fahrzeugquerrichtung (y-Richtung) verläuft.Like that Figures 2 and 3 can be seen, the hydraulic cylinder 107.1 is attached in a decoupling region via a decoupling device in the form of a pivot joint 106.1 on the bridge element 106. The swivel joint 106.1 defines a decoupling axis in the form of a pivot axis 106.2, which in the example shown (in the nominal operating state) runs perpendicular to the spring axis plane defined by the two spring axes 105.3, 105.4 and thus parallel to the vehicle transverse direction (y-direction).

Hierdurch wird eine Entkopplung von Momenten um eine in Fahrzeugquerrichtung verlaufende Achse realisiert, die wegen des vergleichsweise großen Abstands zwischen den Drehgestellen 103 können bei der Fahrt über Kuppen oder durch Senken von Vorteil ist, weil hierbei ohne diese Entkopplung anderenfalls erhebliche Nickmomente (um eine parallel zur Fahrzeugquerachse verlaufende Nickachse) auf die Federanordnung 104 wirken würden, die in Problemen hinsichtlich einer übermäßigen Belastung der Kolbenstange 107.2 und ihrer Führung resultieren könnten.In this way, a decoupling of moments is realized by an axis extending in the vehicle transverse direction, which is advantageous when driving over hills or by sinks because of the comparatively large distance between the bogies, because without this decoupling otherwise significant pitching moments (by a parallel to Vehicle transverse axis extending pitch axis) would act on the spring assembly 104, the could result in problems with excessive loading of the piston rod 107.2 and its guide.

Das Schwenkgelenk 106.1 ist im vorliegenden Beispiel durch zwei seitliche Wellenstummel an dem Gehäuse des Hydraulikzylinders 107.1 realisiert, die schwenkbar in entsprechenden Lagerschalen in dem Brückenelement sitzen. Es versteht sich jedoch, dass bei anderen Varianten der Erfindung auch jede beliebige andere Gestaltung für ein mechanisches Schwenkgelenk realisiert sein kann.The swivel joint 106.1 is realized in the present example by two lateral stub shafts on the housing of the hydraulic cylinder 107.1, which are pivotally seated in corresponding bearing shells in the bridge element. It is understood, however, that in other variants of the invention, any other design for a mechanical pivot joint can be realized.

Eine weitere Entkopplung um eine zur Fahrzeuglängsrichtung parallele Achse ist im vorliegenden Beispiel nicht vorgesehen, da die um diese Achse auftretenden Momente deutlich geringer sind als die Nickmomente und daher ohne weiteres von dem Hydraulikzylinder 107.1 aufgenommen werden können. Es versteht sich jedoch, dass bei anderen Varianten der Erfindung eine derartige weitere Entkopplung vorgesehen sein kann. Beispielsweise kann eine kardanische Anbindung des Hydraulikzylinders an dem Brückenelement vorgesehen sein.A further decoupling about an axis parallel to the vehicle longitudinal direction is not provided in the present example, since the moments occurring about this axis are significantly less than the pitching moments and therefore can be easily absorbed by the hydraulic cylinder 107.1. It is understood, however, that in other variants of the invention, such further decoupling may be provided. For example, a gimbal connection of the hydraulic cylinder may be provided on the bridge element.

Eine weitere nicht erfindungsgemäße Federanordnung 204, die bei dem Fahrzeug 101 aus Figur 1 anstelle der Federanordnung 104 eingesetzt werden kann, ist in Figur 4 dargestellt. Die Federanordnung 204 entspricht dabei in ihrer grundsätzlichen Gestaltung und Funktionsweise der Federanordnung 104 aus Figur 2 und 3, sodass hier lediglich auf die Unterschiede eingegangen werden soll. Insbesondere sind identische Komponenten mit den identischen Bezugszeichen versehen, während gleichartige Komponenten mit um den Wert 100 erhöhten Bezugszeichen versehen sind. Sofern nachfolgend nichts Anderweitiges ausgeführt wird, wird hinsichtlich der Merkmale, Funktionen und Vorteile dieser Komponenten auf die obigen Ausführungen im Zusammenhang mit dem ersten Ausführungsbeispiel verwiesen.Another non-inventive spring assembly 204, which in the vehicle 101 from FIG. 1 can be used instead of the spring assembly 104 is in FIG. 4 shown. The spring assembly 204 corresponds in its basic design and operation of the spring assembly 104 from FIG. 2 and 3 , so that only the differences should be discussed here. In particular, identical components are provided with the same reference numerals, while similar components are provided with reference numerals increased by 100. Unless otherwise stated below, with regard to the features, functions and advantages of these components, reference is made to the above statements in connection with the first exemplary embodiment.

Der Unterschied zur Ausführung aus Figur 2 und 3 besteht in der Gestaltung der Kopplungseinrichtung 206. Diese zwar ebenfalls als Brückenelement 206 zwischen den beiden Federn 105.1 und 105.2 realisiert. Im Gegensatz zu der Federanordnung 104 ist bei der Federanordnung 204 die Gelenkeinrichtung 206.1 über mehrere elastische Elemente in Form von Gummielementen, nämlich einer elastischen Buchse 206.3 und einer elastischen Auflage 206.4, realisiert, über welche der Hydraulikzylinder 107.1 in einer schalenförmigen Aufnahme 206.5 des Brückenelements 206 in einem Kopplungsbereich elastisch befestigt ist. Diese elastische Befestigung bewirkt je nach der Steifigkeit der Gummielemente eine mehr oder weniger starke Entkopplung von Momenten sowohl um die Fahrzeugquerachse als auch um die Fahrzeuglängsachse.The difference from the execution FIG. 2 and 3 consists in the design of the coupling device 206. Although this also realized as a bridge element 206 between the two springs 105.1 and 105.2. In contrast to the spring arrangement 104, in the spring arrangement 204, the articulation device 206.1 is realized by means of a plurality of elastic elements in the form of rubber elements, namely an elastic bushing 206.3 and an elastic support 206.4, via which the hydraulic cylinder 107.1 in a cup-shaped receptacle 206.5 of the bridge element 206 in FIG a coupling region is elastically attached. This elastic attachment causes depending on the stiffness of the rubber elements a more or less strong decoupling of moments both about the vehicle transverse axis and about the vehicle longitudinal axis.

Für den Fall, dass diese Entkopplung nicht ausreicht, kann beispielsweise im Bereich des Anschlusses des Hydraulikzylinders 107.1 an den Wagenkasten (also in einem in Kraftflussrichtung von dem Kopplungsbereich beabstandeten Bereich) eine weitere Entkopplungseinrichtung vorgesehen sein, wie dies in Figur 4 durch die gestrichelte Kontur 209 angedeutet ist. Diese weitere Entkopplungseinrichtung 209 kann ebenfalls eine Entkopplung um eine oder mehrere Entkopplungsachsen zur Verfügung stellen. Insbesondere kann sie nach Art eines Kugelgelenks oder eines Kardangelenks ausgebildet sein. In diesem Falle kann bei bestimmten Varianten der Erfindung dann auch eine im Wesentlichen starre Verbindung zwischen dem Brückenelement und dem Hydraulikzylinder gewählt werden.In the event that this decoupling is not sufficient, a further decoupling device can be provided, for example in the region of the connection of the hydraulic cylinder 107.1 to the vehicle body (ie in a region spaced from the coupling region in the force flow direction), as shown in FIG FIG. 4 is indicated by the dashed contour 209. This further decoupling device 209 can likewise provide a decoupling about one or more decoupling axes. In particular, it may be designed in the manner of a ball joint or a universal joint. In this case, in certain variants of the invention then also a substantially rigid connection between the bridge element and the hydraulic cylinder can be selected.

Eine weitere nicht erfindungsgemäße Federanordnung 304, die bei dem Fahrzeug 101 aus Figur 1 anstelle der Federanordnung 104 eingesetzt werden kann, ist in Figur 5 dargestellt. Die Federanordnung 304 entspricht dabei in ihrer grundsätzlichen Gestaltung und Funktionsweise der Federanordnung 104 aus Figur 2 und 3 bzw. der Federanordnung 204 aus Figur 4, sodass hier lediglich auf die Unterschiede eingegangen werden soll. Insbesondere sind identische Komponenten mit den identischen Bezugszeichen versehen, während gleichartige Komponenten mit um den Wert 100 bzw. 200 erhöhten Bezugszeichen versehen sind. Sofern nachfolgend nichts Anderweitiges ausgeführt wird, wird hinsichtlich der Merkmale, Funktionen und Vorteile dieser Komponenten auf die obigen Ausführungen im Zusammenhang mit dem ersten und zweiten Ausführungsbeispiel verwiesen.Another non-inventive spring assembly 304, which in the vehicle 101 from FIG. 1 can be used instead of the spring assembly 104 is in FIG. 5 shown. The spring assembly 304 corresponds in its basic design and operation of the spring assembly 104 from FIG. 2 and 3 or the spring assembly 204 from FIG. 4 , so that only the differences should be discussed here. In particular, identical components are provided with the identical reference numerals, while similar components are provided with reference numerals increased by the value of 100 and 200, respectively. Unless otherwise stated below, with regard to the features, functions and advantages of these components, reference is made to the above statements in connection with the first and second exemplary embodiments.

Der Unterschied zur Ausführung aus Figur 4 besteht in der Gestaltung der Federeinrichtung 305 sowie der Kopplungseinrichtung 306. So umfasst die Federeinrichtung 305 lediglich eine einzige Federeinheit in Form einer Gummi-Metall-Feder 305.1, in deren Innenraum verschachtelt der Hydraulikzylinder 107.1 angeordnet ist. Der Hydraulikzylinder 107.1 sitzt in einer schalenförmigen Aufnahme 306.5 des Koppelelements 306, welches mit dem wagenkastenseitigen Ende der Feder 305.1 verbunden ist.The difference from the execution FIG. 4 consists in the design of the spring means 305 and the coupling means 306. Thus, the spring means 305 comprises only a single spring unit in the form of a rubber-metal spring 305.1, in the interior of which nested the hydraulic cylinder 107.1 is arranged. The hydraulic cylinder 107.1 is seated in a cup-shaped receptacle 306.5 of the coupling element 306, which is connected to the carriage box-side end of the spring 305.1.

Wie bei der Federanordnung 204 ist bei der Federanordnung 304 die Gelenkeinrichtung 306.1 über mehrere elastische Elemente in Form von Gummielementen, nämlich einer elastischen Buchse 306.3 und einer elastischen Auflage 306.4, realisiert, über welche der Hydraulikzylinder 107.1 in der Aufnahme 306.5 des Koppelelements 306 elastisch befestigt ist.As with the spring arrangement 204, in the case of the spring arrangement 304, the articulation device 306.1 is realized via a plurality of elastic elements in the form of rubber elements, namely an elastic bushing 306.3 and an elastic support 306.4, via which the hydraulic cylinder 107.1 is elastically secured in the receptacle 306.5 of the coupling element 306 ,

Die vorliegende Erfindung wurde vorstehend ausschließlich anhand von Beispielen beschrieben, bei denen die (am einen Ende der Federanordnung liegende) Federeinrichtung auf einer Komponente des Fahrwerks sitzt, während die (am anderen Ende der Federanordnung liegende) Aktuatoreinrichtung mit dem Wagenkasten verbunden ist. Es versteht sich jedoch, dass bei anderen Varianten der Erfindung auch eine umgekehrte Anordnung vorgesehen sein kann, bei welcher die Aktuatoreinrichtung auf einer Komponente des Fahrwerks sitzt, während die Federeinrichtung mit dem Wagenkasten verbunden ist.The present invention has been described above exclusively by means of examples in which the spring device (located at one end of the spring arrangement) sits on a component of the chassis, while the (at the other end of the Spring arrangement lying) actuator device is connected to the car body. It is understood, however, that in other variants of the invention, a reverse arrangement may be provided, in which the actuator device is seated on a component of the chassis, while the spring device is connected to the car body.

Die vorliegende Erfindung wurde vorstehend ausschließlich anhand von Beispielen für Schienenfahrzeuge beschrieben. Es versteht sich weiterhin, dass die Erfindung auch in Verbindung mit beliebigen anderen Fahrzeugen zum Einsatz kommen kann.The present invention has been described above solely by means of examples of rail vehicles. It goes without saying that the invention can also be used in conjunction with any other vehicles.

Claims (13)

  1. Spring assembly for level controlled support of a wagon body on a running gear of a vehicle, in particular of a railway vehicle, comprising
    - a spring device (105; 205; 305) and
    - an actuator device (107) with at least one actuator unit (107.1), wherein
    - the spring device (105; 205; 305) takes up a first installation space,
    - the actuator device (107) takes up a second installation space,
    - the spring device (105; 205; 305) and the actuator device (107) are connected to each other in a direction of action in a kinematically serial arrangement, and
    - the actuator device (107) is designed for at least partially compensating for a change in length of the spring device (105; 205; 305) in the direction of action by a displacement at an actuator component (107 2) in the direction of action,
    - the first installation space and the second installation space overlap each other in the direction of action in an overlapping region,
    - the actuator unit (107.1) is connected to the spring device (107) via at least one coupling device (106; 206) comprising a bridge element (106; 206),
    - the bridge element (106; 206), at a first end, is connected to a first spring unit (105.1; 205.1) of the spring device (105; 205) and, at a second end, is connected to a second spring unit (105.2; 205.2) of the spring device (105; 205),
    - the bridge element (106; 206) comprises a middle region which bridges an interspace between the first spring unit (105.1; 205.1) and the second spring unit (105.2: 205.2), wherein the actuator unit (107.1) is connected to the bridge element (106; 206) in the middle region
    - the at least one coupling device (106; 206; 306) comprises at least one joint device (106.1; 206.1; 306.1) via which the actuator unit (107.1) is connected to the spring device (105; 205; 305) so as to be pivotable about at least one decoupling axis (106.2) arranged in a plane running transversely to the direction of action, and
    - the first spring unit (105.1; 205.1) defines a first spring axis (105.3), the second spring unit (105.2; 205.2) defines a second spring axis (105.4), wherein the first spring axis (105.3) and the second spring axis (105.4) define a spring axis plane,
    characterised in that
    - the at least one decoupling axis (106.2) of the coupling device (106; 206) runs transversely to the spring axis plane.
  2. Spring assembly according to claim 1, characterised in that
    - the overlapping region has a first dimension in the direction of action and
    - the spring device (105; 205; 305), in a nominal operating state, has a second dimension in the direction of action, wherein
    - the first dimension is at least 20% of the second dimension, preferably at least 40% of the second dimension, more preferably at least 60% of the second dimension.
  3. Spring assembly according to claim 1 or 2, characterised in that
    - the spring device (105; 205; 305) comprises at least one spring unit (105.1, 105.2; 205.1, 205.2; 305.1) and
    - the actuator device (107) comprises at least one actuator unit (107.1), wherein
    - the at least one spring unit (105.1, 105.2; 205.1, 205.2; 305.1) and the at least one actuator unit (107.1) are arranged so as to be nested in each other to produce the overlapping region.
  4. Spring assembly according to any one of the preceding claims, characterised in that
    - the at least one decoupling axis (106.2) is arranged in a plane running perpendicularly to the direction of action.
  5. Spring assembly according to claim 4, characterised in that
    - the at least one decoupling axis (106.2) of the coupling device (106; 206) runs perpendicularly to the spring axis plane.
  6. Spring assembly according to any one of the preceding claims, characterised in that
    - at least one decoupling region with a decoupling device (106.1; 206.1, 209; 306.1) is provided in the region of the actuator device (107.1), wherein
    - the decoupling device (106.1; 206.1, 209; 306.1) provides at least one moment decoupling about at least one moment axis running transversely to the direction of action.
  7. Spring assembly according to claim 6, characterised in that
    - for moment decoupling the decoupling device (206.1; 306.1) comprises at least one resilient element (206.3, 206.4; 306.3, 306.4), in particular a rubber element,
    and/or
    - the spring device (205) and the actuator device (107) are connected to each other in a coupling region and the at least one decoupling region is arranged in a force flow direction so as to be spaced apart, preferably to be remote, from the coupling region, more preferably to be in an end region of the actuator device (107) facing away from the coupling region in the force flow direction.
  8. Spring assembly according to any one of the preceding claims, characterised in that
    - the spring device (105; 205; 305) comprises at least one mechanical spring unit (105.1, 105.2; 205.1, 205.2; 305.1), wherein
    - the spring unit (105.1, 105.2; 205.1, 205.2; 305.1), in particular, comprises at least one rubber element and/or at least one metal spring.
  9. Spring assembly according to any one of the preceding claims, characterised in that
    - the actuator device (107) comprises at least one actuator unit (107.1) working in accordance with a fluidic operating principle, wherein
    - the actuator device (107), in particular, comprises at least one hydraulic actuator unit (107.1) and/or at least one hydropneumatic actuator unit.
  10. Vehicle, in particular railway vehicle, comprising
    - a wagon body (102),
    - a running gear (103) and
    - a spring assembly (104; 204; 304) according to any one of the preceding claims, wherein,
    - for a level controlled support of the wagon body (102) on the running gear (103), the spring assembly (104; 204; 304) is arranged between the wagon body and a component of the running gear (103), in particular a running gear frame (103.4) of the running gear (103), and/or is arranged between two components of the running gear (103).
  11. Vehicle according to claim 10, characterised in that
    - the wagon body (102) defines a vehicle longitudinal direction, a vehicle transverse direction and a vehicle height direction and,
    - in at least one decoupling region, the spring assembly (104; 204; 304) comprises a decoupling device (106.1; 206.1; 306.1) which provides a moment decoupling about at least one moment axis running in the transverse direction of the vehicle.
  12. Vehicle according to claim 10 or 11, characterised in that
    - a controller (108) connected to the actuator device (107), and a sensor device (108.1) connected to the controller (108), is provided, wherein
    - the sensor device (108.1) is designed for detecting a current value of a detection variable which is representative of a level of the wagon body (102) in the height direction above a reference value of a track that is currently being travelled, and
    - the controller (108) is designed for level-controlling actuation of the actuator device (107) as a function of the current value of the detection variable.
  13. Vehicle according to any one of claims 10 to 12, characterised in that the spring assembly (104; 204; 304) is a component of a secondary spring device (103.5) of the vehicle (101).
EP10762633.5A 2009-09-30 2010-09-22 Spring arrangement for controlling the ride in a vehicle Active EP2483125B1 (en)

Priority Applications (1)

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PL10762633T PL2483125T3 (en) 2009-09-30 2010-09-22 Spring arrangement for controlling the ride in a vehicle

Applications Claiming Priority (2)

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DE102009043488A DE102009043488A1 (en) 2009-09-30 2009-09-30 Spring arrangement for level control in a vehicle
PCT/EP2010/063993 WO2011039092A2 (en) 2009-09-30 2010-09-22 Spring arrangement for controlling the ride in a vehicle

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EP2483125A2 EP2483125A2 (en) 2012-08-08
EP2483125B1 true EP2483125B1 (en) 2016-11-23

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CN (1) CN102639381B (en)
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CA (1) CA2775957C (en)
DE (2) DE102009043488A1 (en)
FR (1) FR2950569B3 (en)
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WO (1) WO2011039092A2 (en)

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US8899159B2 (en) 2014-12-02
CA2775957C (en) 2018-02-13
WO2011039092A3 (en) 2011-10-13
FR2950569B3 (en) 2011-09-23
PL2483125T3 (en) 2017-07-31
CN102639381A (en) 2012-08-15
LT2483125T (en) 2017-02-10
AU2010303108B2 (en) 2015-05-21
WO2011039092A9 (en) 2011-08-18
FR2950569A3 (en) 2011-04-01
EP2483125A2 (en) 2012-08-08
DE202009015029U1 (en) 2010-04-29
PT2483125T (en) 2017-02-13
WO2011039092A2 (en) 2011-04-07
DE102009043488A1 (en) 2011-05-05
AT11132U1 (en) 2010-05-15
CN102639381B (en) 2015-04-15
AU2010303108A1 (en) 2012-05-10
US20120240818A1 (en) 2012-09-27
CA2775957A1 (en) 2011-04-07

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