EP3121089A1 - Systeme d'amortisseur pneumatique pour vehicule sur rails et vehicule sur rails comprenant un systeme d'amortisseur pneumatique - Google Patents

Systeme d'amortisseur pneumatique pour vehicule sur rails et vehicule sur rails comprenant un systeme d'amortisseur pneumatique Download PDF

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Publication number
EP3121089A1
EP3121089A1 EP16180566.8A EP16180566A EP3121089A1 EP 3121089 A1 EP3121089 A1 EP 3121089A1 EP 16180566 A EP16180566 A EP 16180566A EP 3121089 A1 EP3121089 A1 EP 3121089A1
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EP
European Patent Office
Prior art keywords
compressed air
air
tank
air tank
connection
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
EP16180566.8A
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German (de)
English (en)
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EP3121089B1 (fr
Inventor
Stefan Schlagner
Roland Bieberschick
Hartwig Koch
Harry Dunger
Matthias Donath
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Alstom Transportation Germany GmbH
Original Assignee
Bombardier Transportation GmbH
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Filing date
Publication date
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Publication of EP3121089A1 publication Critical patent/EP3121089A1/fr
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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
    • B61F5/00—Constructional details of bogies; Connections between bogies and vehicle underframes; Arrangements or devices for adjusting or allowing self-adjustment of wheel axles or bogies when rounding curves
    • B61F5/02—Arrangements permitting limited transverse relative movements between vehicle underframe or bolster and bogie; Connections between underframes and bogies
    • B61F5/04—Bolster supports or mountings
    • B61F5/10—Bolster supports or mountings incorporating fluid springs
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
    • B61F5/00—Constructional details of bogies; Connections between bogies and vehicle underframes; Arrangements or devices for adjusting or allowing self-adjustment of wheel axles or bogies when rounding curves
    • B61F5/02—Arrangements permitting limited transverse relative movements between vehicle underframe or bolster and bogie; Connections between underframes and bogies
    • B61F5/22—Guiding of the vehicle underframes with respect to the bogies

Definitions

  • the invention relates to an air spring arrangement for the suspension of a rail vehicle, in particular the invention relates to an air spring arrangement for a secondary suspension between the vehicle body and bogie of a rail vehicle.
  • a rail vehicle is usually sprung in various ways to increase safety and comfort.
  • primary suspension and secondary suspension are usually provided.
  • the suspension between the wheelsets and the bogie is taken over by the primary suspension.
  • the primary suspension is usually realized by leaf springs, but also by coil springs or rubber springs.
  • the secondary suspension is used for the suspension between bogie and car body. This also coil springs, but increasingly air springs are used.
  • a secondary suspension for a bogie may include, for example, two air springs.
  • the secondary suspension of the Jacob bogie may also include four air springs.
  • the secondary suspension usually has so-called additional volumes, which are connected via connecting lines with the actual air spring volume.
  • additional air volumes When connecting one additional air volume to one air spring, two additional air tanks and corresponding supply lines are used. These additional air volumes serve to increase the compressible air volume of the air springs and thus the increase in the compliance of the air spring.
  • the secondary suspension is designed as an air suspension, wherein the air springs are designed as Torusbälge, which are connected via lines with two separate additional volumes. Between the Torusbälgen and the additional volumes three-way valves are arranged.
  • the EP 1 610 995 B1 describes a chassis for a rail vehicle with a wheelset.
  • the rail vehicle has a chassis frame supported by a primary suspension on the wheel set and a secondary suspension for supporting a car body on the chassis frame.
  • the rail vehicle is equipped with a transverse suspension, wherein the transverse suspension is arranged above the secondary suspension and below the floor of the car body.
  • an air suspension arrangement for secondary air suspension is provided between the vehicle body and the bogie of a rail vehicle.
  • the air spring assembly comprises a first connection line to Connecting a first additional air volume with a first air spring and a second connecting line for connecting a second additional air volume with a second air spring.
  • the air spring arrangement also has a compressed air tank, which provides a first additional air volume and a second additional air volume separated from the first additional air volume.
  • the first connecting line is connectable to the first additional air volume and the second connecting line to the second additional air volume.
  • the air spring arrangement also has a first connection for connecting the first connection line to the first additional air volume and a second connection for connecting the second connection line to the second additional air volume. Both connections are arranged on the same side of the compressed air tank.
  • the compressed air tank on the car body or on the bogie of a rail vehicle can be fastened, in particular, the compressed air tank on the car body or bogie is replaceable fastened.
  • the first additional volume and the second additional volume are separated by a separating device, in particular a partition, in the compressed air tank, wherein both ports are arranged on the same side of the separating device.
  • "on the same side of the separation device” may mean that the connections are connected to the two connection lines on the side of the first additional air volume or on the side of the second additional air volume.
  • the connections can be arranged in the region of one of the two end faces of the compressed air tank and / or in the region of the jacket of the compressed air tank, for example in the longitudinal direction relative to the center of the compressed air tank in the direction of one of the two end faces.
  • the air spring assembly allows by combining both air springs with two separate compressed air volumes of a single compressed air tank, a reduction in the mass of the air spring assembly.
  • a compressed air tank is now provided.
  • the ratio of volume to surface is advantageous here, in particular in the case of a larger embodiment of the compressed air tank in comparison to previous compressed air tanks.
  • a reduced mass saves not only material costs, but also energy costs during operation of the rail vehicle.
  • Another advantage of the air spring assembly described herein is the reduced and more flexibly configurable space requirement.
  • a reduced space requirement allows a more favorable positioning of the container in the rail vehicle, in particular with respect to the position of the air springs. This is also favored by the connections of the connecting lines on the same side.
  • the thus enabled, more favorable positioning can in turn allow a shortening of the connecting lines to the springs.
  • Shorter connecting lines additionally contribute to reducing the mass of the air spring arrangement and have a positive effect on the spring properties of the secondary suspension, by increasing the compliance at higher frequencies.
  • the design of the connecting lines between the compressed air tank and air springs can in some embodiments allow a symmetrical structure, which in turn positively affects the manufacturing cost.
  • the (especially replaceable) attachment of the compressed air tank on the car body or on the bogie allows easy replacement of the compressed air tank, for example with a new compressed air tank during maintenance or with a compressed air tank, which has only an additional air volume, if only a common additional air volume for both air springs is desired.
  • the use of the compressed air tank with two separate volumes also preserves the possibility to realize by the use of orifices in the necessary for a two-point control of the air suspension connecting lines of the air springs, an attenuation that dampens the roll of the car body. This is done without affecting the vertical suspension characteristics (damping and stiffness).
  • the first connection line and the second connection line are in fluid communication with each other.
  • further control parameters for the compressed air flow to the air springs can be influenced, such as Example a compensation or exchange between the first and the second connection line.
  • the above-described "fluidic connection" can be realized for example by a compensation line.
  • the compensation line may have a reduced diameter and thus at the same time act as a throttle between the first and the second air spring.
  • a diaphragm or a control valve can be provided.
  • first connection line and the second connection line are in fluid communication via an orifice or control valve for limiting a fluidic flow between the first and second supplemental air volumes.
  • the orifice or control valve allows quick and reliable control of the flow between the two connection lines.
  • a damping function for damping the roll of the car body by means of the air springs can be realized. The damping of the rolling through the connection between the first and the second connecting line can be integrated inexpensively and easily into the air spring arrangement.
  • At least one of the two connecting lines may have a container section extending inside the compressed air tank. This simplifies the arrangement of both connecting lines on one side of the container, or on one side of the separating device, which leads to a simpler positioning and mounting of the compressed air tank and the two connecting lines. Such a container is much easier and better position than two separate containers or a container whose connections are arranged on two different sides.
  • the manner of connecting two additional air volumes on the same side of the compressed air tank or separator, such as via a dished bottom, is also transferable to the connection of more than two volumes (e.g., using Jacobs bogies with four air springs).
  • the compressed air tank on two dished ends wherein the first connection for the first connection line and the second connection for the second supply arrangement are connected to the same dished bottom with the compressed air tank.
  • the first additional air volume and the second additional air volume of the compressed air tank may be separated by a partition wall.
  • the position of the partition within the compressed air tank can be adjustable, for example displaceable.
  • the sizes of the first and the second additional volume can be varied by a displacement of the intermediate wall, for example, to compensate for the volume reduced by the tubes used.
  • the air volumes provided for the first and the second air springs can be identical across the position of the partition wall inside the container.
  • the partition is not centered within the compressed air tank, but shifted in the direction of one of the two additional air volume.
  • the compressed air tank has a longitudinal direction and a transverse direction, wherein the partition wall extends substantially in the transverse direction in the compressed air tank.
  • a substantially cylindrical compressed air tank may be provided having a longitudinal direction and a transverse direction, the transverse direction extending in the radial direction of the substantially cylindrical compressed air tank.
  • the shape of the partition can therefore correspond in one embodiment substantially to the cross section of the compressed air tank.
  • the arrangement of the partition in the transverse direction of the compressed air tank can ensure a high stability of the two volumes and good flow conditions.
  • a container portion of the first connection line and a container portion of the second connection line each extend within the compressed air tank.
  • the running inside the compressed air tank Container portion of the first connection line and extending within the compressed air tank container portion of the second connection line may have approximately the same length.
  • the two container sections of the first connecting line and the second connecting line may have a difference in length of not more than 15% to 20% relative to the longer of the two container sections extending within the compressed air tank.
  • the container sections can be formed, for example, by tubes (straight or curved).
  • the comparable length of the two connecting lines ensures a symmetrical air pressure properties in the springs. Due to the very similar or the same fluid mechanical conditions, the two springs can be targeted and operated.
  • the length difference for straight and substantially parallel tubes may be approximately 1.5 * diameter of the tube.
  • the length difference of the container portions of the first connection line and the second connection line may be approximately between about 45 cm and about 65 cm.
  • the length can be made identical and at the same time the flow behavior can be improved.
  • the advantage of a straight design of the container sections, or of the container section of the first connecting line, is the simple construction.
  • disadvantages can result from the (even if only small) length difference of the different tube lengths and the resulting different air column lengths.
  • Different air column lengths entail a different damping behavior of the two control circuits of the two air springs. Therefore, a straight piping calculation should give an idea of the exact differences.
  • the length of the curved tube corresponds to the length of the straight tube.
  • the advantage of the curved design is the same tube length of the container sections, the resulting same air column lengths and thus a nearly equal damping behavior of both air springs.
  • the container portion of the first connection line and the container portion of the second connection line are secured together within the compressed air tank.
  • the connection of the container sections together increases the stability of the air spring assembly and avoids independent vibrations of the individual Container sections.
  • the connection of the container sections can be provided in the container, eg via a welded clamp on the other tube.
  • the compressed air tank has a circular cylindrical shape with an outer diameter D, wherein at least one of the two front ends, but in particular both front ends of the compressed air tank is formed by a dished bottom.
  • a first connection for connecting the first connecting line to the additional air volume and a second connection for connecting the second connecting line to the additional air volume are arranged on the dished bottom in a region with a radius of 0.4 ⁇ D about a longitudinal axis of the compressed air tank.
  • the outer diameter D may in one example assume values between about 20 cm to about 50 cm.
  • the first and second ports may have the same or a different distance to the longitudinal axis of the compressed air tank.
  • the position of the connections on the dished bottom can be freely selected in the range with a radius of at least 0.4 * D. As a result, a placement of the container is even more variable.
  • the compressed air tank may have more than two additional air volumes in another example.
  • each case connect a connecting line each additional air volume of the compressed air tank, each with an air spring of a secondary suspension between the car body and turn position of a rail vehicle.
  • three or four air springs for example, four air springs for a Jakobswindgestell
  • the compressed air tank of an air spring arrangement has a fastening element in order to be able to attach the compressed air tank to a rail vehicle, in particular to a car body or a bogie of a rail vehicle.
  • the fastener may be a strap, a loop, a notch, a strap, or the like.
  • a rail vehicle with a secondary suspension between the bogie and the car body of Rail vehicle provided, the secondary suspension per bogie having a first air spring and a second air spring.
  • the rail vehicle also has a receptacle for an air spring arrangement according to embodiments described herein.
  • the rail vehicle may have a receptacle for the compressed air tank of the air spring arrangement.
  • the receptacle may allow attachment of the compressed air reservoir of the air spring assembly to the car body or to the bogie of the rail vehicle.
  • the rail vehicle may take up the accommodation in the form of a formation (eg a corresponding installation space or a trained gap), a fastening device (eg in the form of fastening or tightening straps, fastening or clamping clips, screw connections and the like), and / or a complementary structure provide.
  • a rail vehicle is provided with an air spring assembly.
  • a method of providing air springs for secondary suspension between the vehicle body and the bogie of a rail vehicle comprises providing a first compressed air connection between a first additional air volume of a compressed air tank and a first air spring of a secondary suspension and providing a second compressed air connection between a second additional air volume of the same compressed air tank separated from the first additional air volume and a second air spring of the secondary suspension.
  • the method further comprises connecting the first compressed air connection to the first additional air volume on one side of the compressed air tank, or the separation device separating the first and second additional volumes, and connecting the second compressed air connection to the second additional air volume on the same side of the compressed air tank separator.
  • the method further comprises providing a fluidic connection between the first compressed air connection and the second compressed air connection regulated by means of a diaphragm or an adjustable valve for regulating the compressed air flow between the first and the second compressed air connection.
  • the described air spring arrangement according to embodiments of the invention can be used in all rail vehicles with a secondary suspension, but also in other vehicles.
  • FIG. 1a shows a schematic drawing of an arrangement for supplying two air springs 131, 132 of a secondary suspension of a rail vehicle.
  • the secondary suspension is arranged between the car body and the bogie of a rail vehicle.
  • the air volume of the air springs 131, 132 is increased by a compressed air tank 110 with two compressed air volumes 111 and 112.
  • the first air spring 131 is connected by a first connecting line 121 to the compressed air tank 110 and the second air spring 132 by a second connecting line 122 to the same compressed air tank 110.
  • the compressed air tank 110 typically has two compressed air volumes 111, 112, which are each connected to one of the two air springs 131, 132.
  • the compressed air tank meets the safety requirements for pressures of 0 bar to about 10 bar and a test pressure of 15 bar.
  • the compressed air tank can be equipped accordingly, for example by a suitable wall thickness, the choice of a suitable material, a suitable attachment of the individual parts of the container and the like.
  • FIG. 1b shows in dashed lines the interior view of the compressed air tank 110.
  • the compressed air tank 110 is divided transversely into two compressed air volumes 111 and 112, which are both about the same size.
  • the two compressed air volumes 111 and 112 are separated by a separating device or partition 170.
  • both compressed air volumes are subjected to the same pressure.
  • the first connection line 121 which is connected to the first air spring 131, is connected to the first additional air volume 111 of the compressed air tank 110
  • the second connection line 122 which is connected to the second air spring 132, is connected to the second additional air volume 112 of the compressed air tank 110 ,
  • the air spring assembly 100 has a port 141 to the compressed air tank 110 to establish the connection between the compressed air tank 110 and the connecting line 121.
  • the second connection line 122 is by means of Port 142 connected to the compressed air tank (110).
  • FIGS. 1a and 1b show that both connecting lines to one side of the compressed air tank 110, or on one side of the partition wall 170, are connected. This is particularly favorable with regard to the installation space, since the connection lines can be made relatively short.
  • the connecting lines 121 and 122 are also in fluid communication with each other, ie in a connection that allows the Austasuch of fluids between the two connecting lines.
  • the connecting lines 121, 122 are connected to each other and to the compressed air tank by a kind of double tee.
  • the connection between the connection lines may be a shutter (as in FIG FIG. 1b shown) or contain a control valve.
  • FIG. 2 shows a further embodiment of an air spring assembly 100.
  • the air spring assembly 100 has a compressed air tank 110, and two connecting lines 121 and 122 on.
  • the pressure vessel 110 has a partition wall 170 which separates two additional air volumes 111, 112.
  • the connections 141 and 142 of the connecting lines 121 and 122 are arranged on a side wall of the compressed air tank 110.
  • the terminals are in other embodiments described herein (for example, those described later FIG. 3b ) on a dished bottom of the compressed air tank 110.
  • the connections of the connecting lines are still provided on one side of the partition.
  • a container portion 161 of the first connection line 121 through the second additional volume 112 of the compressed air tank through to the first additional volume 111.
  • the longitudinal members 190 of the rail vehicle are shown, between which the compressed air tank 110 may be arranged.
  • the connecting lines 121, 122 have bends or curves.
  • the cables can be laid in the jacket region of the rail vehicle.
  • the design with the lateral supply of the connecting lines to the compressed air tank, the bending of the connecting lines and the associated arrangement of the lines in the jacket area creates a space 196 in front of the compressed air tank 110 for other trades, such as electrical equipment and junction boxes.
  • FIG. 3a shows a side view of a compressed air tank 110 for an air spring assembly 100, as shown for example in the FIGS. 1a and 1b was shown.
  • the compressed air tank 110 is formed as a substantially cylindrical body.
  • the compressed air tank is composed of a first dished bottom 113, a middle part 116 and a second dished bottom 114.
  • the dished bottoms 113 and 114 close the cylindrical body and may, for example, be welded to the central part 116. In another example, the dished bottoms 113, 114 may be secured to the center portion by rivets or similar attachment means.
  • the central part 116 of the compressed air tank 110 may be configured as a cylinder.
  • the dished bottoms 113 and 114 may have a first portion continuing the cylindrical shape of the center portion 116 and an outwardly bowed or arched second portion.
  • the resulting by the composition of the central portion 116 and the dished ends 113 and 114 compressed air tank having a substantially cylindrical shape has a longitudinal axis 115 which extends in the longitudinal direction of the compressed air tank on.
  • the longitudinal axis 115 may be an axis of symmetry.
  • the compressed air tank may have a transverse direction 117 which extends in the radial direction of the substantially cylindrical compressed air tank.
  • the compressed air tank 110 may also have connections for filling the compressed air tank with compressed air, or connections for connection to the air supply or level control.
  • the compressed air tank may have openings for draining water.
  • FIG. 3b shows a sectional view of the compressed air tank 110 from FIG. 3a along the line EE.
  • the partition wall 170 is a first Additional air volume 111 and a second additional air volume 112 in the compressed air tank 110 separates.
  • the partition extends substantially in the transverse direction 117 of the compressed air tank.
  • the shape of the partition substantially corresponds to the shape of the cross section of the compressed air tank 110 in the transverse direction.
  • a first terminal 141 for the first connecting line 121 and a second terminal 142 for the second connecting line 122 are attached.
  • both connecting lines can be connected to the same side of the compressed air tank, or on the same side of the partition.
  • FIG. 3b also shows a container portion 161 of the first connection line 121.
  • the container portion 161 extends within the compressed air tank 110 and passes through the second, front volume 112 therethrough.
  • the second connecting line 122 has no container portion, but is simply connected through the port 141 to the second (front) additional air volume 112 of the compressed air tank.
  • Figure 3c showed a sectional view of the compressed air tank FIG. 3a along the line DD, ie that Figure 3c a view from the second additional air volume 112 in the direction of the dished bottom 114 shows.
  • the sectional view further shows the connection 142 of the second volume 112 of the compressed air tank 110, to which the second connection line 122 can be connected.
  • Figure 3c the substantially circular contour of the pressure vessel 110.
  • the pressure vessel 110 has a diameter D.
  • the diameter D of the compressed air tank may be up to about 50 cm.
  • the total compressed air reservoir may have a volume of about 80 liters to 100 liters, but also a volume of up to about 200 and more liters.
  • connection 141, 142 are arranged in the vicinity of the longitudinal axis 115 of the compressed air tank 110.
  • the connections 141 and 142 may be arranged on the dished bottom in a region with a radius of 0.4 ⁇ D about the longitudinal axis 115 of the compressed air tank 110.
  • the size of the area can be a balance between sufficient stability of the compressed air tank and low installation space for the connections, or the connecting lines, carried out to determine the optimum range.
  • FIG. 3d and 3e show the region 104 in which the two ports 141,142 can be arranged and which has a radius of about 0.4 * the diameter 103 of the compressed air tank.
  • a circle with the dimensions 0.4xD describes a surface perpendicular to the longitudinal axis of the tank (dashed in 3d figure ) on the dished bottom - within which the connecting pieces of the supply lines can be placed arbitrarily.
  • the circumscribing circle is the tangential limit measure (see DIN EN 286-2 / 3).
  • FIG. 3e shows a side view of the dished bottom 114 with the two connection nozzles 141, 142 in a region 104.
  • the axes of the connection piece can be made at 45 ° to the normal with respect to the dished bottom so as to be able to provide an obliquely set connection.
  • the terminals are spaced from each other.
  • the distance between the ports 141 and 142 to the longitudinal axis 115 of the compressed air tank may be the same or different.
  • FIG. 3f shows a detailed view F of the dished bottom 114 and the terminal 141 of the compressed air tank 110 from FIG. 3b ,
  • the terminal 141 is formed as a part of the dished bottom 114.
  • the port 141 may also be formed as part of the first connection line, or may be a separate component that is mounted to the compressed air tank.
  • the port 141 may be inserted into a designated bore in the dished bottom 114 and / or welded thereto.
  • FIG. 3f also shows the tank portion 161 of the first connection pipe 121.
  • the tank portion 161 is welded to the inside of the dished bottom 114 and the terminal 141. To stabilize a weld on the outside of the compressed air tank between the dished bottom 114 and the terminal 141 is attached.
  • FIG. 3g shows a detail view G of the partition wall 170 and the container portion 161 of the first connection line 121 from FIG. 3b ,
  • the partition 170 separates the first volume 111 and the second volume 112, through which the container portion 161 is guided, to provide a connection from the first connection line 121 to the first additional air volume 111 of the compressed air tank 110.
  • FIG. 3g shows that the container portion 161 of the first connection pipe 121 is welded to the partition wall from two sides. Reliable and sufficient structural strength is helpful, for example, to substantially avoid vibrations in the container section.
  • FIG. 4a shows a sectional view of another embodiment of a compressed air tank 110 for an air spring assembly 100.
  • the compressed air tank 110 has a central portion 116 and two dished ends 113 and 114 on.
  • a partition wall 170 separates the first supplemental air volume 111 from the second supplemental air volume 112 within the compressed air tank 110.
  • Details F and G may be as described with reference to FIGS Figures 3f and 3g be designed described.
  • the forward, second volume 112 may be connected via an additional connection (such as a vessel portion 162) which may be adapted in length to the requirements (eg, substantially the same length as the connection or container portion 161 to the first, rear volume).
  • the compressed air tank 110 of the FIG. 4a therefore, a first tank portion 161 of the first connection pipe 121 and a second tank portion 162 of the second connection pipe 122. Both container sections 161 and 162 extend within the compressed air tank 110.
  • the first tank section 161 of the first connection line 121 extends through the partition wall 170 (as exemplified in FIG FIG. 3g shown) and thus supplies the first connecting line 121 (and thus also the first air spring 131) with compressed air.
  • the second container portion 162 ends (short) in front of the partition wall 170 and thus establishes a connection between the second air spring 132 and the second additional air volume 112.
  • the container portion 162 of the second connection line 122 may be up to about 400 mm in length
  • the container portion 161 of the first connection line 121 may be up to about 340 mm in length.
  • a length difference of about 50 mm to 60 mm may occur.
  • the volume difference between the two (in the case of straight lines of different lengths) container sections between the first additional volume 111 and the second additional volume 112 can be adjusted by the position of the partition (even the same size).
  • the exact position of the partition wall for dividing the two volumes due to the reduction in volume of the second additional air volume 112 penetrating tubes (or container portions of the connecting lines) can be adjusted so that the first volume 111 is equal to the second volume 112.
  • the position of the dividing wall 112 in the direction of the longitudinal axis may preferably be selected such that the volume reduced by the container sections 161, 162 of the supply lines used becomes equal.
  • the required volumes of the first compressed air volume 111 and of the second compressed air volume 112 and of the additional volume integrated into the second compressed air volume 112 for compensating the used container portions 161, 162 of the supply lines 121, 122 serve to determine the exact position of the dividing wall, so that the compressed air volume 111 is preferred is equal to the volume 112.
  • the compressed air tank 110 may comprise two part bodies, each adjacent to the partition wall 170 and welded together with this. Both partial volumes and the dividing wall are welded together with one or more welding processes (x root pass and y cover layers) and from the outside FIG. 4a shows, the container portions 161, 162 are provided with substantially equal lengths.
  • a variance of about 15% to 20% of the length of the first container portion 161 may occur in order to ensure stable provision of the two container portions 161, 162 on both sides of and beyond the partition wall 170.
  • the two container sections 161, 162 can be fastened within the compressed air tank 110, eg via a welded clamp, on the respective other container section.
  • a fastener 165 an attachment of the container portions 161, 162 is shown by a fastener 165.
  • FIG. 4b shows an embodiment similar to that in FIG. 4a shown variant.
  • the second container portion 162 that is, the container portion of the second connecting line within the volume 112, designed curved. Due to the curvature of the container portion 162 exactly equal lengths of the first and the second container portion can be realized, which has a favorable effect on the symmetry of the behavior of the air spring assembly. How to get in FIG. 4b can see, the Air in the curved container portion 162 is not on the partition wall 170.
  • the curvature of the container portion can be optimized fluid mechanics, the flow behavior is not influenced by the curvature itself to a significant extent. For example, the curvature can be steady.
  • each of the connecting lines outside the compressed air tank can have different lengths, eg when the compressed air tank is installed asymmetrically with respect to the compressed air springs. Since using the herin described double chamber container in particular the space between the side rails in question (for example, with symmetrical wiring), this space but also for electricity and the antenna system must be used, a timely vote on a common use of space is recommended.
  • FIG. 5a shows a side view of an air spring assembly 100 according to embodiments of the invention.
  • FIG. 5b shows a view from the top and from the side of the in the FIG. 5a shown air spring assembly 100.
  • the air spring assembly 100 has a compressed air tank 110, which may be, for example, a compressed air tank, as in the FIGS. 3a to 3g or 3 shown and described.
  • a first connection line 121 is connected to the dished bottom 114 of the compressed air tank 110 via a first connection 141.
  • the second connection line 122 is connected to the same dished bottom 114 of the compressed air tank 110 via a second connection 142, which is separate from the first connection 141.
  • the dished bottom 113 closes the compressed air tank 110 at the opposite side of the connections 141, 142 for the connecting lines.
  • connection 150 may include, for example, shutters or a control valve that regulates the flow of air in the connection 150.
  • the control valve can be controlled from the outside and to a control mechanism for the air springs (in the FIGS. 5a and 5b Not shown) be connected.
  • the connection 150 between the connecting lines can recognize, connecting pieces for the connecting lines 121, 122 have. While the connection lines 121, 122 are merely formed by tubes in the example shown, the connection 150 provides connection pieces into which the tubes can be inserted and fastened. In this case, the connection 150 between the connecting lines 121, 122 also contribute to the stabilization of the air spring arrangement 100.
  • a fastening element 180 is mounted in the form of a bracket.
  • the bracket 180 may be used to secure the air tank 110 to the car body or bogie of the rail vehicle.
  • the rail vehicle may have a receptacle in the form of an extension or a spike that can engage the bracket 180 to hold the air tank.
  • An additional fixation can be done for example by means of fixing straps and / or screws.
  • the fastener 180 allows the compressed air tank or the entire air spring assembly easily replaced, for example, for maintenance purposes. But even a replacement of the compressed air tank with another model of the compressed air tank is so uncomplicated possible.
  • the air tank with an air volume according to embodiments described herein can be replaced by a compressed air tank with only one additional air volume for the two air springs.
  • the compressed air tank can be easily disassembled to modify it to another model, and after modification, re-mounted to the car body or bogie. Modification can be made, for example, by removing the bulkhead to make a single additional volume of air from the two separate volumes of compressed air.
  • the compressed air tank may also have more than two compressed air volumes.
  • further partitions may be provided within the compressed air tank, which may extend in the transverse direction or in the longitudinal direction of the compressed air tank.
  • the air spring assembly according to embodiments described herein can be realized.
  • the air spring assembly according to the invention is very flexible in design and can be adapted to the needs and wishes of a customer.
  • a connection between the two separate volumes may be configured as described above by a connection between the tube ends at the container exit.
  • the front volume connection tube may be lengthened to balance the mass of air moving in the tube for both ports. A clamp inserted into the container can support the connecting pipe and prevent the connecting pipe from vibrating.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Vehicle Body Suspensions (AREA)
  • Vibration Prevention Devices (AREA)
  • Fluid-Damping Devices (AREA)
EP16180566.8A 2015-07-23 2016-07-21 Systeme d'amortisseur pneumatique pour vehicule sur rails et vehicule sur rails comprenant un systeme d'amortisseur pneumatique Active EP3121089B1 (fr)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
DE102015112012.7A DE102015112012B3 (de) 2015-07-23 2015-07-23 Luftfederanordnung für Schienenfahrzeug und Schienenfahrzeug mit Luftfederanordnung

Publications (2)

Publication Number Publication Date
EP3121089A1 true EP3121089A1 (fr) 2017-01-25
EP3121089B1 EP3121089B1 (fr) 2019-03-13

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EP16180566.8A Active EP3121089B1 (fr) 2015-07-23 2016-07-21 Systeme d'amortisseur pneumatique pour vehicule sur rails et vehicule sur rails comprenant un systeme d'amortisseur pneumatique

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Country Link
EP (1) EP3121089B1 (fr)
DE (1) DE102015112012B3 (fr)

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP3653464A1 (fr) * 2018-11-16 2020-05-20 Bombardier Transportation GmbH Dispositif de ressort pneumatique pour une suspension secondaire d'un véhicule ferroviaire surbaissé, caisse de véhicule et véhicule ferroviaire pourvu de dispositif de ressort pneumatique
WO2023227653A1 (fr) * 2022-05-25 2023-11-30 Siemens Mobility Austria Gmbh Véhicule ferroviaire à suspension pneumatique

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE2831045A1 (de) * 1978-07-14 1980-01-24 Knorr Bremse Gmbh Doppelluftbehaelter, insbesondere kombinierter betriebs- und notbremsluftbehaelter fuer schienenfahrzeugbremsen
EP0568043B1 (fr) 1992-04-30 1996-04-10 AEG Schienenfahrzeuge GmbH Véhicule ferroviaire avec bogies
AT407138B (de) * 1994-09-21 2000-12-27 Siemens Sgp Verkehrstech Gmbh Laufwerk mit druckbehälter
EP1610995B1 (fr) 2003-04-09 2007-06-13 Bombardier Transportation GmbH Train de roulement pour vehicule sur rails a meilleure suspension transversale
WO2015040648A2 (fr) * 2013-09-23 2015-03-26 Ottorino La Rocca S.R.L. Cylindre pour fluides comprimés

Family Cites Families (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE1036072B (de) * 1955-09-12 1958-08-07 Daimler Benz Ag Pneumatische Ausgleichsfederung fuer Fahrzeuge
DE1214098B (de) * 1961-07-19 1966-04-07 Italiana Magneti Marelli Soc P Ausgleichvorrichtung fuer die hoehengleiche Achsenlage zwischen Motorwagen und Anhaenger von Kraftfahrzeugen mit pneumatischer Aufhaengung

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE2831045A1 (de) * 1978-07-14 1980-01-24 Knorr Bremse Gmbh Doppelluftbehaelter, insbesondere kombinierter betriebs- und notbremsluftbehaelter fuer schienenfahrzeugbremsen
EP0568043B1 (fr) 1992-04-30 1996-04-10 AEG Schienenfahrzeuge GmbH Véhicule ferroviaire avec bogies
AT407138B (de) * 1994-09-21 2000-12-27 Siemens Sgp Verkehrstech Gmbh Laufwerk mit druckbehälter
EP1610995B1 (fr) 2003-04-09 2007-06-13 Bombardier Transportation GmbH Train de roulement pour vehicule sur rails a meilleure suspension transversale
WO2015040648A2 (fr) * 2013-09-23 2015-03-26 Ottorino La Rocca S.R.L. Cylindre pour fluides comprimés

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP3653464A1 (fr) * 2018-11-16 2020-05-20 Bombardier Transportation GmbH Dispositif de ressort pneumatique pour une suspension secondaire d'un véhicule ferroviaire surbaissé, caisse de véhicule et véhicule ferroviaire pourvu de dispositif de ressort pneumatique
WO2023227653A1 (fr) * 2022-05-25 2023-11-30 Siemens Mobility Austria Gmbh Véhicule ferroviaire à suspension pneumatique

Also Published As

Publication number Publication date
EP3121089B1 (fr) 2019-03-13
DE102015112012B3 (de) 2016-12-01

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