EP2551168B1 - Système à ressort à gaz pour véhicule [ - Google Patents

Système à ressort à gaz pour véhicule [ Download PDF

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Publication number
EP2551168B1
EP2551168B1 EP12189763.1A EP12189763A EP2551168B1 EP 2551168 B1 EP2551168 B1 EP 2551168B1 EP 12189763 A EP12189763 A EP 12189763A EP 2551168 B1 EP2551168 B1 EP 2551168B1
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EP
European Patent Office
Prior art keywords
housing part
spring unit
emergency
gas spring
gas
Prior art date
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EP12189763.1A
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German (de)
English (en)
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EP2551168A2 (fr
EP2551168A3 (fr
Inventor
Eddie SEARANCKE
Andreas Wolf
Kevin Halton
Wei Li
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Alstom Transportation Germany GmbH
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Bombardier Transportation GmbH
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Publication of EP2551168A2 publication Critical patent/EP2551168A2/fr
Publication of EP2551168A3 publication Critical patent/EP2551168A3/fr
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Publication of EP2551168B1 publication Critical patent/EP2551168B1/fr
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
    • B61F5/00—Constructional details of bogies; Connections between bogies and vehicle underframes; Arrangements or devices for adjusting or allowing self-adjustment of wheel axles or bogies when rounding curves
    • B61F5/02—Arrangements permitting limited transverse relative movements between vehicle underframe or bolster and bogie; Connections between underframes and bogies
    • B61F5/14—Side bearings
    • B61F5/148—Side bearings between bolsterless bogies and underframes

Definitions

  • the present invention relates to a gas spring device for a vehicle, in particular a rail vehicle, comprising a gas spring unit and an emergency spring unit.
  • the gas spring unit comprises a first housing part, a second housing part and a bellows, the bellows moveably connecting the first housing part and the second housing part such that a substantially gas tight gas spring chamber is confined by the bellows, the first housing part and the second housing part.
  • the first housing part is adapted to be connected to a loading structure while the second housing part is adapted to be connected to a support structure adapted to support a load exerted by the loading structure.
  • the gas spring unit has an inflated state and a deflated state of the gas spring chamber.
  • the gas spring unit is adapted to resiliently support the load exerted by the loading structure on the support structure in the inflated state of the gas spring chamber.
  • the emergency spring unit is adapted to resiliently support the load exerted by the loading structure on the support structure in the deflated state of the gas spring chamber.
  • the emergency spring unit has a first end and a second end and a longitudinal axis extending between the first end and the second end.
  • the emergency spring unit is connected to said first housing part or said second housing part in such a manner that one end of said emergency spring unit, in said inflated state, is a free end.
  • a gas spring device of the aforesaid kind is known from document US 2006/0195240 A1 .
  • Gas spring systems typically are used in secondary suspension systems in passenger rail vehicles in order to increase riding comfort for the passengers.
  • the relative movement between the carbody and the bogie is provided by the flexibility of the bellows.
  • the bellows is supported on the running gear via an auxiliary spring device (e.g. a helical metal spring or a laminated metal-rubber-spring).
  • This auxiliary spring (among others) provides an emergency function in case of deflation of the air spring (i.e. a pressure drop below the value necessary to take the external load).
  • the axial stiffness of the secondary suspension system is defined by the stiffness of the auxiliary spring.
  • the auxiliary spring can not be made resilient enough to ensure derailment safety in this deflated condition.
  • the deflated system relying only on the auxiliary spring would be dynamically overloaded leading to running conditions with insufficient contact pressure between the individual wheels and the rail.
  • the present invention is based on the technical teaching that good emergency riding properties may be achieved while at the same time requiring few design space by placing the free end of the emergency spring device closer to the bellows than the other end of the emergency spring device.
  • the free end of the emergency spring device in the region of motion defined by the bellows such and that the free end (moving in synchronicity with the bellows) may move freely in this region of motion of the bellows which is to be provided for the motion of the bellows anyway.
  • this region of motion not only represents the region of motion for the bellows but also integrates the function of the region of motion for the free end of the emergency spring device. This leads to an overall reduced design space required by the gas spring device without any drawbacks in relation to riding properties and flexibility.
  • the invention relates to a gas spring device for a vehicle, in particular a rail vehicle, comprising a gas spring unit and an emergency spring unit.
  • the gas spring unit comprises a first housing part, a second housing part and a bellows, the bellows moveably connecting the first housing part and the second housing part such that a substantially gas tight gas spring chamber is confined by the bellows, the first housing part and the second housing part.
  • the first housing part is adapted to be connected to a loading structure while the second housing part is adapted to be connected to a support structure adapted to support a load exerted by the loading structure.
  • the gas spring unit has an inflated state and a deflated state of the gas spring chamber, the gas spring unit being adapted to resiliently support the load exerted by the loading structure on the support structure in the inflated state of the gas spring chamber.
  • the emergency spring unit is adapted to resiliently support the load exerted by the loading structure on the support structure in the deflated state of the gas spring chamber.
  • the emergency spring unit has a first end and a second end and a longitudinal axis extending between the first end and the second end.
  • the emergency spring unit is connected to the first housing part or the second housing part in such a manner that one end of the emergency spring unit, in the inflated state, is a free end.
  • the free end of the emergency spring unit is located closer to the bellows than the other end of the emergency spring unit.
  • the free end of the emergency spring unit is preferably located in the region of the bellows such that both may share the same space for motion during operation of the vehicle.
  • the emergency spring may either be connected to the first housing part or the second housing part.
  • the emergency spring is connected to the first housing part since this allows a very simple design using conventional bellows of the so-called half-hourglass design.
  • the first end of the emergency spring unit is connected to the first housing part, the second end of the emergency spring unit, in the inflated state, being the free end, the second end of the emergency spring unit, in the deflated state, contacting the second housing part.
  • the emergency spring unit may be located outside of the gas spring chamber. However, due to the functional integration of the design space taken, it is preferred that the emergency spring unit is arranged within the gas spring chamber.
  • the emergency spring unit may be of any suitable type.
  • the emergency spring unit comprises a coil spring and/or a laminated rubber-and-metal spring.
  • the emergency spring unit may comprise tensile spring elements.
  • the emergency spring unit comprises a compressive spring element.
  • the two housing parts may be of any desired suitable design.
  • the first housing part or the second housing part forms a receptacle, the emergency spring unit being at least partially received within the receptacle in order to achieve a very compact design.
  • the receptacle may be of any shape adapted to the shape of the emergency spring unit.
  • the receptacle In designs that are very simple to implement the receptacle is of substantially cylindrical shape or of substantially conical shape.
  • the first housing part or the second housing part is substantially shaped in the manner of a hat since, by this means, a very space-saving designs achieved.
  • the first housing part or the second housing part comprises a guide device, the guide device guiding the emergency spring unit along the longitudinal axis upon compression or extension of the emergency spring unit.
  • a guide device has the advantage that a very compact design may be achieved, in particular, if the guide device is centrally arranged or integrated within the emergency spring unit.
  • the emergency spring unit defines an inner circumference and the guide device is located internally to this inner circumference of the emergency spring unit and/or cooperating with (e.g. slidably engaging) the inner circumference of the emergency spring unit.
  • the emergency spring device in the inflated state, may be completely unloaded such that the loading of the emergency spring device only occurs upon deflation of the gas spring device and contact of the free end with the adjacent housing part.
  • a preloading device in order to reduce the drop of the supported structure in case of deflation of the gas spring preferably a preloading device is provided, the preloading device, in the inflated state, exerting a preload on the emergency spring unit along the longitudinal axis.
  • the preloading device is part of a guide device as mentioned above (guiding the emergency spring unit along the longitudinal axis upon compression or extension) allowing a very compact and space saving design.
  • the emergency spring unit at the free end, has a first sliding element and the housing part located adjacent to the free end has a second sliding element, the first sliding element and the second sliding element being arranged such that, in the deflated state, the first sliding element contacts the second sliding element.
  • the first sliding element and the second sliding element are adapted to allow, in the deflated state, sliding relative movement in a direction transverse to the longitudinal axis.
  • an auxiliary spring unit is provided, the auxiliary spring unit being connected to the second housing part and being adapted to support the second housing part on the support structure. This allows integration of the gas spring device according to the invention in conventional vehicle designs.
  • the bellows may be designed in any desired suitable way.
  • the bellows is designed in the manner of a half-hourglass bellows sensed this allows for very easy and space-saving implementation of the present invention.
  • the emergency spring unit has a stop device, the stop device limiting relative motion of the second end of the emergency spring unit with respect to the first housing part in a direction transverse to the longitudinal axis and/or in a direction along the longitudinal axis.
  • the present invention furthermore relates to a vehicle, in particular rail vehicle, comprising a car body, a running gear and a gas spring device according to the invention, the car body forming the loading structure and being supported by the gas spring device on the running gear forming the support structure.
  • a vehicle in particular rail vehicle, comprising a car body, a running gear and a gas spring device according to the invention, the car body forming the loading structure and being supported by the gas spring device on the running gear forming the support structure.
  • Figure 1 is a schematic representation of the rail vehicle 101 which comprises a car body 102 for transporting passengers supported on a support structure in the form of a running gear 103 (e.g. a bogie).
  • the car body 102 is supported on the running gear 103 via a secondary spring device 104.
  • the secondary spring device comprises a preferred embodiment of a gas spring device 105 according to the invention.
  • the gas spring device 105 is operated with air such that it forms an air spring device.
  • any other gas may be used for operating the gas spring device.
  • the gas spring device 105 comprises a gas spring unit 106, and emergency spring unit 107 and an auxiliary spring unit 108.
  • the auxiliary spring unit 108 is formed by a laminated metal-rubber spring supported on a part of the running gear 103.
  • the gas spring unit 106 in turn is supported on the auxiliary spring unit 108 and supports the car body 102.
  • the gas spring unit 106 comprises a first housing part 106.1 connected to the car body 102, a second housing part 106.2 connected to the auxiliary spring unit 108 and a bellows 106.3.
  • the first housing part 106.1, the second housing part 106.2 and the bellows 106.3 are connected to each other such that they form a substantially gas tight gas spring chamber 106.4.
  • the bellows 106.3 is of a conventional half-hourglass type.
  • the gas spring unit 106 further comprises one or more gas inlet and outlet devices (not shown in further detail) connected to a pressure control device 106.5 controlling the air pressure within the gas spring chamber 106.4.
  • the gas spring unit 106 has an inflated state wherein the pressure within the gas spring chamber 106.4 is adjusted such that the gas spring unit 106 provides a support force sufficient to resiliently support the load introduced into it via the car body 102 (forming a loading structure for the gas spring unit 106).
  • the gas spring unit 106 furthermore has a deflated state wherein the pressure prevailing within the gas spring chamber 106.4 is not sufficient to resiliently support the load introduced into it via the car body 102.
  • the emergency spring unit 107 (only shown in a very schematic way in Figure 2 ) comprises a compressive spring element in the form of a helical metal spring 107.1 and a first sliding element in the form of a sliding plate 107.2.
  • the emergency spring unit 107 has a first end 107.3 fixedly connected to the first housing part 106.1 and a second end 107.4 carrying the sliding plate 107.2 and located closer to the bellows 106.3 than the first end 107.3.
  • a longitudinal axis 107.5 of the emergency spring unit 107 extends between the first and 107.3 and the second in 107.4.
  • the sliding plate 107.2 of the emergency spring unit 107 contacts a second sliding element 106.8 located on top of the second housing part 106.2.
  • the emergency spring unit 107 takes over the function of supporting the load of the car body 102 from the gas spring unit 106.
  • relative motion between the car body 102 and the running gear 103 is provided by deflection the compressive spring element 107.1, both, in a direction transverse to the longitudinal axis 107.5 (lateral relative motion) and along the longitudinal axis 107.5 (axial relative motion).
  • a lateral hard stop element 107.6 is provided to co-operate with the first housing part 106.1.
  • Further lateral relative motion may be provided via a sliding motion between the first sliding element 107.2 and the second sliding element 106.8.
  • the second end 107.4 is a free end located in the region of the bellows 106.3. More precisely, in this inflated state, the free end 107.4 of the emergency spring unit 107 is located in the region of motion 106.6 defined by the bellows 106.3.
  • the free end 107.4 (moving in synchronicity with the bellows 106.3) may move freely in this region of motion of the bellows 106.3 which is to be provided for the motion of the bellows 106.3 during deflection of the gas spring device 104 anyway.
  • this region of motion 106.6 not only represents the region of motion for the bellows 106.3 but also integrates the function of the region of motion for the free end 107.4 of the emergency spring device 107.
  • the first housing part 106.1 to which the first end 107.3 of the emergency spring unit 107 is fixedly connected may be formed in a very simple space-saving manner as it is shown in Figure 2 .
  • the first housing part 106.1 is formed in the manner of a hat forming a substantially cylindrical receptacle 106.7 receiving most of the compressive spring element 107.1.
  • the inner diameter of the receptacle 106.7 is adapted to the outer diameter of the compressive spring element 107.1. More precisely, the inner diameter of the receptacle 106.7 may be only slightly larger than the outer diameter of the compressive spring element 107.1.
  • the clearance may be chosen to correspond to the maximum lateral deflection to be provided by the compressive spring element 107.1.
  • a guide device e.g. in the form of a telescopic guide element pair (one connected to the sliding plate 107.2 and one connected to the first housing part 106.1) located internally to the emergency spring element 107.1, may be provided as it is indicated by the dashed contour 106.9 in Figure 2 .
  • the guide device 106.9 prevents relative motion between the car body 102 and the running gear 103 in a direction transverse to the longitudinal axis 107.5 (i.e. hard stop element 107.6 may then be omitted) and allows relative motion between the car body 102 and the running gear 103 along the longitudinal axis 107.5 (axial relative motion).
  • the clearance between the inner diameter of the receptacle 106.7 and the outer diameter of the compressive spring element 107.1 may be minimized to a very small gap (necessary to take any lateral expansion of the spring element 107.1 during operation) allowing a very compact design. Lateral relative motion is then provided via a sliding motion between the first sliding element 107.2 and the second sliding element 106.8 exclusively.
  • the outer diameter of the sliding plate 107.2 is chosen to sufficiently exceed the inner diameter of the receptacle 106.7 such that the sliding plate 107.2 also forms an axial hard stop to prevent excessive axial loading of the compressive spring element 107.1.
  • the gas spring device 204 may replace the gas spring device 104 in the vehicle 101 of Figure 1 .
  • the gas spring device 204 in its basic design and functionality, largely corresponds to the gas spring device 104 such that it will be mainly referred to the differences only.
  • identical or like components are given the same reference numerals increased by 100. Unless deviating explanations are given in the following it is here explicitly referred to the explanations given above with respect to the features and functions of these components.
  • the spring element 207.1 is formed by a conical laminated metal-rubber spring sitting in a conical receptacle 206.7 of the first housing part 206.1.
  • This design has the advantage that the axial stiffness (along the longitudinal axis 207.5) of the emergency spring device 207 may be adjusted in a simple way in a very broad range by suitably selecting the design (e.g. the composition) of the laminated metal-rubber spring 207.1.
  • such a laminated metal-rubber spring 207.1 allows a very compact design.
  • a preloading device 209 compressively preloads the emergency spring element 207.1 along its longitudinal axis 207.5.
  • the preloading device 209 comprises a stop element 209.1 connected to the free end of a guide device in the form of a guide element 206.9 of the first housing part 206.1.
  • An inner circumference of the spring element 207.1 slideably engages the guide element 206.9 such that, in the inflated state of the gas spring unit 206, the emergency spring element 207.1 (under an axial preload) rests against the stop element 209.1.
  • a friction influencing means such as a lubricating device and/or a friction influencing coating on one or both sliding partners
  • a friction influencing means may be provided at the location of the guide device in order to influence the friction effect on the axial stiffness.
  • This tuning typically includes lowering the friction and, thus, the axial stiffness as well as the axial damping properties.
  • raising the friction and, thus, the axial stiffness as well as the axial damping properties may also be provided in some cases.
  • This design with the laterally restricting guide device 206.9 integrating the preloading device 209 has the advantage that no lateral hard stop (similar to hard stop 107.6) is required allowing a very compact design.
  • the sliding plate 207.2 of the emergency spring unit 207 contacts the second sliding element 206.8 such that the emergency spring element 207.1 is further deflected and slides along the guide element 206.9 along the longitudinal axis 207.5 thereby taking the load of the car body 102.
  • the gas spring device 304 may replace the gas spring device 104 in the vehicle 101 of Figure 1 .
  • the gas spring device 304 in its basic design and functionality, largely corresponds to the gas spring device 204 such that it will be mainly referred to the differences only.
  • identical or like components are given the same reference numerals increased by 100. Unless deviating explanations are given in the following it is here explicitly referred to the explanations given above with respect to the features and functions of these components.
  • the receptacle 306.7 is formed in the second housing part 306.2 (instead of the first housing part).
  • the emergency spring unit 307 is fixedly connected to the second housing part 306.2.
  • basically an upside down arrangement of the emergency spring unit 307 is chosen.

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

Claims (14)

  1. Dispositif de ressort à gaz pour un véhicule, notamment un véhicule ferroviaire, comprenant
    - une unité de ressort à gaz (106; 206; 306) et
    - une unité de ressort d'urgence (107; 207; 307);
    - ladite unité de ressort à gaz comprenant une première partie de boîtier (106.1; 206.1; 306.1), une seconde partie de boîtier (106.2; 206.2; 306.2) et un soufflet (106.3; 206.3; 306.3);
    - ledit soufflet (106.3; 206.3; 306.3) reliant de manière mobile ladite première partie de boîtier (106.1; 206.1; 306.1) et ladite seconde partie de boîtier (106.2; 206.2; 306.2) de telle sorte qu'une chambre de ressort à gaz (106.4; 206.4; 306.4) sensiblement étanche aux gaz est limitée par ledit soufflet (106.3; 206.3; 306.3), ladite première partie de boîtier (106.1; 206.1; 306.1) et ladite seconde partie de boîtier (106.2; 206.2; 306.2);
    - ladite première partie de boîtier (106.1; 206.1; 306.1) étant adapté pour être relié à une structure de chargement (102);
    - ladite seconde partie de boîtier (106.2; 206.2; 306.2) étant adapté pour être relié à une structure de support (103) apte à supporter une charge exercée par ladite structure de chargement (102);
    - ladite unité de ressort à gaz (106; 206; 306) ayant un état gonflé et un état dégonflé de ladite chambre de ressort à gaz (106.4; 206.4; 306.4);
    - ladite unité de ressort à gaz (106; 206; 306) étant adaptée pour supporter de manière élastique ladite charge exercée par ladite structure de chargement (102) sur ladite structure de support (103) dans ledit état gonflé de ladite chambre de ressort à gaz (106.4; 206.4; 306.4) ;
    - ladite unité de ressort d'urgence (107; 207; 307) étant adaptée pour supporter de manière élastique ladite charge exercée par ladite structure de chargement (102) sur ladite structure de support (103) dans ledit état dégonflé de ladite chambre de ressort à gaz (106.4; 206.4; 306.4);
    - ladite unité de ressort d'urgence (107; 207; 307) ayant une première extrémité (107.3; 207.3; 307.3) et une deuxième extrémité (107.4; 207.4; 307.4) et un axe longitudinal (107.5; 207.5; 307.5) s'étendant entre ladite première extrémité et ladite seconde extrémité;
    - ladite unité de ressort d'urgence (107; 207; 307) étant reliée à ladite première partie de boîtier (106.1; 206.1; 306.1) ou ladite seconde partie de boîtier (106.2; 206.2; 306.2) de telle manière qu'une extrémité (107.4; 207.4; 307.4) de ladite unité de ressort d'urgence (107; 207; 307), dans ledit état gonflé, est une extrémité libre;
    - ladite extrémité libre (107.4; 207.4; 307.4) de ladite unité de ressort d'urgence (107; 207; 307) est situé plus près dudit soufflet (106.3; 206.3; 306.3) que l'autre extrémité (107.3; 207.3; 307.3) de ladite unité de ressort d'urgence (107; 207; 307);
    - ladite première partie de boîtier (106.1; 206.1) ou ladite seconde partie de boîtier (306.2) forme un réceptacle (106.7; 206.7; 306.7), ladite unité de ressort d'urgence (107; 207; 307) étant au moins partiellement reçu dans ledit réceptacle (106.7; 206.7; 306.7);
    caractérisé en ce que
    - ladite première partie de boîtier (106.1; 206.1) ou ladite seconde partie de boîtier (306.2) est sensiblement en forme à la manière d'un chapeau,
    - ledit soufflet (106.3; 206.3; 306.3) étant connecté avec une circonférence externe de ladite partie de boîtier (106.1; 206.1; 306.2) sensiblement en forme à la manière d'un chapeau à un endroit éloigné dudit réceptacle (106.7; 206.7; 306.7).
  2. Le dispositif de ressort à gaz selon la revendication 1, caractérisé en ce que ladite extrémité libre (107.4; 207.4; 307.4) de ladite unité de ressort d'urgence (107; 207; 307) est situé dans la région dudit soufflet (106.3; 206.3; 306.3).
  3. Le dispositif à ressort à gaz selon la revendication 1 ou 2, caractérisé en ce que
    - ladite première extrémité (107.3; 207.3) de ladite unité de ressort d'urgence est connecté à ladite première partie de boîtier (106.1; 206.1);
    - ladite seconde extrémité (107.4; 207.4) de ladite unité de ressort d'urgence (107; 207), dans ledit état gonflé, étant ladite extrémité libre;
    - ladite seconde extrémité (107.4; 207.4) de ladite unité de ressort d'urgence (107; 207), dans ledit état dégonflé, contacte ladite seconde partie de boîtier (106.2; 206.2).
  4. Le dispositif de ressort à gaz selon l'une quelconque des revendications précédentes, caractérisé en ce que ladite unité de ressort d'urgence (107; 207; 307) est disposé dans ladite chambre de ressort à gaz (106.4; 206.4; 306.4).
  5. Le dispositif de ressort à gaz selon l'une quelconque des revendications précédentes, caractérisé en ce que ladite unité de ressort d'urgence (107; 207; 307) comprend un ressort hélicoïdal (107.1) et/ou un ressort métal-caoutchouc laminé (207.1; 307.1), notamment, un ressort conique.
  6. Le dispositif de ressort à gaz selon l'une quelconque des revendications précédentes, caractérisé en ce que ladite unité de ressort d'urgence (107; 207; 307) comprend un élément de ressort de compression (107.1; 207.1; 307.1).
  7. Le dispositif à ressort à gaz selon l'une quelconque des revendications précédentes, caractérisé en ce que
    - ledit réceptacle (106.7; 206.7; 306.7) est de forme sensiblement cylindrique ou de forme sensiblement conique.
  8. Le dispositif à ressort à gaz selon l'une quelconque des revendications précédentes, caractérisé en ce.
    - ladite première partie de boîtier (106.1 ; 206.1) ou ladite seconde partie de boîtier (306.2) comprend un dispositif de guidage (106.9; 206.9; 306.9);
    - ledit dispositif de guidage (106.9; 206.9; 306.9) guidant ladite unité de ressort d'urgence (107; 207; 307) le long dudit axe longitudinal (107.5; 207.5; 307.5) lors de la compression ou l'extension de ladite unité de ressort d'urgence (107; 207; 307);
    - ladite unité de ressort d'urgence (107; 207; 307), en particulier, définissant une circonférence intérieure et ledit dispositif de guidage (106.9; 206.9; 306.9) étant placé à l'intérieur de ladite circonférence intérieure de ladite unité de ressort d'urgence (107; 207; 307) et/ou coopérant avec ladite circonférence intérieure de ladite unité de ressort d'urgence (207; 307).
  9. Le dispositif à ressort à gaz selon l'une quelconque des revendications précédentes, caractérisé en ce que
    - un dispositif de précontrainte (209; 309) est fourni;
    - ledit dispositif de précontrainte (209; 309), dans ledit état gonflé, exerçant une précontrainte sur ladite unité de ressort d'urgence (207, 307) le long dudit axe longitudinal (207.5; 307.5);
    - ledit dispositif de précontrainte (209; 309), en particulier, faisant partie d'un dispositif de guidage (206.9; 306.9) guidant ladite unité de ressort d'urgence (207, 307) le long dudit axe longitudinal (207.5; 307.5) lors de la compression ou l'extension de ladite unité de ressort d'urgence (207; 307).
  10. Le dispositif à ressort à gaz selon l'une quelconque des revendications précédentes, caractérisé en ce que
    - ladite unité de ressort d'urgence (107; 207; 307), au niveau de ladite extrémité libre, comporte un premier élément coulissant (107.2; 207.2; 307.2) et
    - ladite partie de boîtier située à côté de ladite extrémité libre comporte un second élément coulissant (106.8; 206.8; 306.8);
    - ledit premier élément coulissant (107.2; 207.2; 307.2) et ledit deuxième élément coulissant (106.8; 206.8; 306.8) étant disposés de telle sorte que, dans ledit état dégonflé, ledit premier élément coulissant (107.2; 207.2; 307.2) contacte ledit deuxième élément coulissant (106.8; 206.8; 306.8);
    - ledit premier élément coulissant (107.2; 207.2; 307.2) et ledit deuxième élément coulissant (106.8; 206.8; 306.8), en particulier, étant adaptée pour permettre, dans ledit état dégonflé, un mouvement de coulissement relatif dans une direction transversale audit axe longitudinal (107.5; 207.5; 307.5).
  11. Le dispositif à ressort à gaz selon l'une quelconque des revendications précédentes, caractérisé et que
    - une unité de ressort auxiliaire (108; 208; 308) est fourni;
    - ladite unité de ressort auxiliaire (108; 208; 308) étant reliée à ladite seconde partie de boîtier (106.2; 206.2; 306.2) et étant adapté pour supporter ladite deuxième partie de boîtier (106.2; 206.2; 306.2) sur ladite structure de support (103).
  12. Le dispositif à ressort à gaz selon l'une quelconque des revendications précédentes, caractérisé en ce que ledit soufflet (106.3; 206.3; 306.3) est conçu à la manière d'un soufflet demi-sablier.
  13. Le dispositif à ressort à gaz selon l'une quelconque des revendications précédentes, caractérisé en ce que
    - ladite unité de ressort d'urgence (107; 207; 307) comporte un dispositif d'arrêt (107.2, 107.6; 202.6; 304.6);
    - ledit dispositif d'arrêt (107.2, 107.6; 202.6; 304.6) limitant le mouvement relatif de ladite seconde extrémité (107.4; 207.4; 307.4) de ladite unité de ressort d'urgence par rapport à ladite première partie de boîtier (106.1; 206.1; 306.1) dans une direction transversale par rapport audit axe longitudinal (107.5; 207.5; 307.5) et/ou dans une direction le long dudit axe longitudinal (107.5; 207.5; 307.5).
  14. Véhicule, en particulier véhicule ferroviaire, comprenant
    - une caisse de voiture (102),
    - un train de roulement (103), et
    - un dispositif de ressort à gaz (104; 204; 304) selon l'une quelconque des revendications précédentes;
    - ladite caisse de véhicule (102) formant ladite structure de chargement et étant supporté par ledit dispositif de ressort à gaz (104; 204; 304) sur ledit train der roulement (103) formant ladite structure de support.
EP12189763.1A 2008-09-22 2009-09-22 Système à ressort à gaz pour véhicule [ Active EP2551168B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
GB0817305A GB2463690A (en) 2008-09-22 2008-09-22 Gas spring system for a rail vehicle
EP09170943.6A EP2165911B1 (fr) 2008-09-22 2009-09-22 Système à ressort à gaz pour véhicule

Related Parent Applications (3)

Application Number Title Priority Date Filing Date
EP09170943.6 Division 2009-09-22
EP09170943.6A Division EP2165911B1 (fr) 2008-09-22 2009-09-22 Système à ressort à gaz pour véhicule
EP09170943.6A Division-Into EP2165911B1 (fr) 2008-09-22 2009-09-22 Système à ressort à gaz pour véhicule

Publications (3)

Publication Number Publication Date
EP2551168A2 EP2551168A2 (fr) 2013-01-30
EP2551168A3 EP2551168A3 (fr) 2013-05-22
EP2551168B1 true EP2551168B1 (fr) 2017-02-01

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EP12189763.1A Active EP2551168B1 (fr) 2008-09-22 2009-09-22 Système à ressort à gaz pour véhicule [

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EP (2) EP2165911B1 (fr)
ES (2) ES2622965T3 (fr)
GB (1) GB2463690A (fr)

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* Cited by examiner, † Cited by third party
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DE202011110308U1 (de) * 2011-11-16 2013-09-10 Contitech Luftfedersysteme Gmbh Federsystem für ein Schienenfahrzeug
JP5884612B2 (ja) * 2012-04-10 2016-03-15 住友電気工業株式会社 空気ばね
DE112013003450B4 (de) 2012-07-09 2019-12-19 Firestone Industrial Products Company, Llc Endelemente für Eisenbahnfederbaugruppen und Aufhängungssysteme damit
DE102012108017A1 (de) * 2012-08-30 2014-03-06 Contitech Luftfedersysteme Gmbh Verfahren zur Herstellung eines Luftfederdeckels
CN105042325B (zh) * 2015-07-09 2017-05-17 安徽鲲鹏装备模具制造有限公司 一种环形生产线上不间断供气装置

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

Also Published As

Publication number Publication date
ES2616556T3 (es) 2017-06-13
GB2463690A (en) 2010-03-24
GB0817305D0 (en) 2008-10-29
EP2551168A2 (fr) 2013-01-30
ES2622965T3 (es) 2017-07-10
EP2165911B1 (fr) 2016-12-14
EP2551168A3 (fr) 2013-05-22
EP2165911A1 (fr) 2010-03-24

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