EP3121090B1 - 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
EP3121090B1
EP3121090B1 EP16180567.6A EP16180567A EP3121090B1 EP 3121090 B1 EP3121090 B1 EP 3121090B1 EP 16180567 A EP16180567 A EP 16180567A EP 3121090 B1 EP3121090 B1 EP 3121090B1
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EP
European Patent Office
Prior art keywords
compressed air
connecting line
pneumatic spring
spring assembly
air container
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EP16180567.6A
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German (de)
English (en)
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EP3121090A1 (fr
Inventor
Stefan Schlagner
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Alstom Holdings SA
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Bombardier Transportation GmbH
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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
    • B61F5/04—Bolster supports or mountings
    • B61F5/10—Bolster supports or mountings incorporating fluid springs

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 increase the flexibility 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.
  • the EP 0 100 513 A2 describes a primary suspension for vehicle wheels, especially for individually sprung wheels, wherein two primary pressure medium suspension are connected via a pressure medium line via a controllable shut-off valve, and one of the pressure medium lines via a line and a switching valve is connected to a pressure fluid reservoir.
  • the JP H 06 17867 A describes an air suspension with two air springs, which are connected via lines to a tank, which is divided by a movable partition into two independent areas.
  • an air suspension arrangement for secondary air suspension is provided between the vehicle body and the bogie of a rail vehicle.
  • the air spring arrangement comprises a first connecting line for connecting a first air spring with a compressed air volume and a second connecting line for connecting a second air spring with a compressed air volume.
  • the air spring assembly also includes a compressed air reservoir that provides a single compressed air volume, with both the first connection line and the second connection line communicating with the one compressed air volume.
  • the single compressed air volume forms a common additional air volume for the two air springs.
  • the compressed air tank is typically fastened to the car body or to the bogie of a rail vehicle. In particular, the compressed air tank on the car body or on the bogie of a rail vehicle is replaceable fastened.
  • the air spring arrangement according to embodiments of the invention allows by combining both air springs with a common compressed air volume of a compressed air tank, a reduction in the mass of the supply arrangement for the air springs.
  • a compressed air tank with only one additional air volume 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.
  • the one compressed air tank which provides the additional air volume for both springs takes up less space than two separate containers.
  • a reduced space requirement allows a more favorable positioning of the container in the railway vehicle, in particular with regard to the position of the air springs. The more favorable positioning can in turn allow a shortening of the connecting lines. Shorter interconnections additionally help reduce the mass of the umbilical.
  • the design of the connecting lines between the compressed air tank and air springs can in some embodiments have a symmetrical structure result, which in turn positively affects the manufacturing cost.
  • the (in particular 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 having a plurality of compressed air volumes.
  • the first connection line and the second connection line are in fluid communication with each other.
  • the first connection line and the second connection line may be in fluid communication via an orifice or control valve for controlling the flow of air between the first connection line and the second connection line.
  • an orifice or control valve for controlling the flow of air between the first connection line and the second connection line.
  • a control valve can be controlled easily, reliably and quickly.
  • the conduits thus configured can continue to be used, even if, for example, a compressed air tank is used which provides an additional damping function.
  • 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.
  • the compressed air tank may, in one example, have a first connection for connecting the first connection line to the compressed air volume and a second connection for connecting the second connection line to the compressed air volume. Both connections can be on the same side of the compressed air tank be arranged. Thus, both connection lines can be provided on one side of the container, resulting in a simpler positioning and assembly of the compressed air tank and the two connecting lines. Also, shorter connections can be realized with the connections on one side of the compressed air tank. Such a container is much easier and better position than two separate containers.
  • 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 may be connected to the same dished bottom with the compressed air tank.
  • the design can save manufacturing costs by means of dished bottom, since one of the dished ends can be easily adjusted before assembling the compressed air tank.
  • the first connection line and the second connection line can be in fluid communication with each other via a control or throttle valve. Both connecting lines may further have a direct connection to the compressed air volume, i. There is a separate fluidic connection between the common compressed air volume and the first connecting line on the one hand and between the common compressed air volume and the second connecting line on the other hand, each of which does not include the control or throttle valve.
  • the compressed air tank has its own connection for each connecting line.
  • the fluidic connection between the two connecting lines via the control or throttle valve thus represents a bypass for the compressed air, which thus directly, partially or completely depending on the position of the control or throttle valve, between the two air springs can flow via the two connecting lines ,
  • the control or throttle valve is not mandatory, but only optional.
  • the compressed air tank can also have only one connection for both connecting lines.
  • the compressed air tank has a circular cylindrical shape with an outer diameter D, wherein at least one of the two front ends of the compressed air tank is formed by a dished bottom.
  • a first connection for connecting the first connecting line to the compressed air volume and a second connection for connecting the second connecting line to the compressed 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 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 x D. As a result, a placement of the container is even more variable.
  • a two-point control of the air springs is realized with the air spring arrangement.
  • the two-point control provides reliable and adequate control of the air springs of the secondary suspension of the rail vehicle, while at the same time the simple and less complex control saves costs and maintenance.
  • the air spring arrangement can have one or more further connecting lines, wherein the further connecting line (s) is / are connected to the compressed air volume of the compressed air tank.
  • the further connecting line (s) is / are connected to the compressed air volume of the compressed air tank.
  • three or four air springs are connected to the one compressed air volume. This simplifies the design of more complex secondary springs and reduces both the overall mass of the secondary suspension system and the required installation space.
  • 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.
  • symmetrical spring pressures in the first air spring and in the second air spring are possible, wherein the symmetrical connection of the additional air volume for both air springs is realized by the air spring assembly described herein without complex control and in a simple manner.
  • the compressed air tank has a receptacle in the interior of the compressed air tank, which can receive a partition wall within the compressed air tank for separating two volumes.
  • the air spring assembly can be quickly and easily converted to provide more than one volume of air. For example, a separation of two volumes for two connecting lines can influence additional control parameters for the air suspension. In a simultaneous fluid connection between the connecting lines and a damping of the roll of the car body can be realized.
  • the receptacle for a partition can have guides, recordings, seals and the like.
  • the first connecting line and the second connecting line have a common access to the compressed air volume.
  • This embodiment is advantageous on the one hand with respect to the installation situation, since only one connection for both connecting lines has to be taken into account during assembly. On the other hand, this is advantageous in terms of flexibility, since only one connection for both connecting lines allows easy and uncomplicated replacement of either the compressed air tank or the connecting lines.
  • a rail vehicle with a secondary suspension between the bogie and the car body of the rail vehicle wherein the secondary suspension per bogie has 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 recording allow attachment of the compressed air tank of the air spring assembly on the car body or on 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 tension bands, fastening or tension clamps, screw connections and the like), and / or a complementary structure provide.
  • a rail vehicle is provided with an air spring assembly.
  • a method for connecting an additional air volume to air springs of a secondary suspension between the vehicle body and bogie of a rail vehicle comprises providing a first compressed air connection between a compressed air volume of a compressed air tank and a first air spring of a secondary suspension, and providing a second compressed air connection between the same compressed air volume of the same compressed air tank and a second air spring of the secondary suspension. Furthermore, the method comprises connecting the first compressed air connection and the second compressed air connection with the compressed air tank. According to one embodiment, providing the first connection line and the second connection line comprises connecting the first connection line and the second connection line to the compressed air tank on the same side of the compressed air tank.
  • 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. 1 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 springs 131, 132 are connected to an additional air volume 111 in a compressed air tank 110.
  • 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 has a single compressed air volume 111, with which the two air springs are connected.
  • the compressed air tank meets the safety requirements for pressures from 0 bar (MPa) to about 10 bar (1.0 MPa). and is 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.
  • a single compressed air volume of the compressed air tank refers to a volume (for example, an additional air volume) for connection to an air spring.
  • Subdivisions in the container which serve, for example, the filling, the pressure equalization, the stabilization of the container or the like, are not to be understood in the context of this application as "compressed air volume”.
  • 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 connected by means of connection 142 to the compressed air tank.
  • FIG. 1 shows that both connecting lines are connected to one side of the compressed air tank 110. This is particularly favorable in terms of installation space, since the connecting 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 exchange of fluids between the two connecting lines.
  • the connecting pipes 121, 122 are connected to each other and to the compressed air tank by a type of double tee, the double tee containing a shutter.
  • the connection between the connection lines, but also the connection lines themselves, can contain orifice or a control valve for regulating the air flow in the connection lines.
  • FIG. 2 shows a further embodiment of the inventive air spring assembly 100.
  • two air springs 131, 132 are connected to two connecting lines 121, 122.
  • the connecting lines 121, 122 are in turn connected to a compressed air tank 110 in order to be able to supply compressed air to the air springs 131, 132.
  • the two connecting lines 121, 122 have a common connection 140 to the compressed air tank.
  • This can be realized for example by a simple T-piece between the connecting lines 121, 122 become.
  • the common port 140 increases flexibility, since the space required for the compressed air tank does not depend on whether two ports find space. Also, this simplifies the assembly and maintenance work, since a connection, or replacement of either the connecting lines or the compressed air tank can be done by a single connection step.
  • FIG. 3a shows a side view of a compressed air tank 110 for an air spring assembly 100, as shown for example in the Figures 1 and 2 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 with a substantially cylindrical shape has a longitudinal axis 115 which extends in the longitudinal direction of the compressed air tank.
  • the longitudinal axis 115 may be an axis of symmetry.
  • the compressed air tank has 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, for example during maintenance.
  • the air spring arrangement of air springs and additional air volume can, for example, be fed from outside via one or more supply lines. This supply is controlled by at least one level control valve (usually two per vehicle - hence 2-point control).
  • the compressed air tank can identify seals, which largely prevent escape of compressed air.
  • the compressed air tank may also have openings for draining water.
  • FIG. 3b showed a front view of the compressed air tank FIG. 3a ,
  • the dished bottom 114 is provided with the two terminals 141, 142 for the connecting lines 121, 122, as shown in FIG FIG. 1 is shown.
  • the pressure vessel 110 has a diameter D.
  • the diameter D of the compressed air tank may be up to about 50 cm.
  • the compressed air reservoir may have a total volume of, for example, a volume of about 80 to 100 liters, but also a volume of up to about 200 liters and more
  • the two connections 141, 142 are arranged in the vicinity of the longitudinal axis 115 of the compressed air tank 110.
  • the ports 141 and 142 may be disposed on the dished bottom in an area having a radius of approximately 0.4 x D about the longitudinal axis 115 of the compressed air tank 110.
  • the terminals 141 and 142 are disposed in a 0.4 x D radius region about the longitudinal axis.
  • a balance between sufficient stability of the compressed air tank and a small installation space for the connections, or the connection lines, can be made in order to determine the optimum range.
  • 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.
  • Figure 3c shows a detailed view of the dished bottom 114 and the terminal 141 of the compressed air tank 110.
  • 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.
  • Figure 3c also shows a tank portion 161 of the first connection pipe 121.
  • the tank portion 161 is a portion of the first connection pipe 121 that extends inside the compressed air tank 110. For example, this can improve flow characteristics in the connection lines.
  • the container 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. 4a shows a side view of an air spring assembly 100 according to embodiments of the invention.
  • FIG. 4b shows a view from the top and from the side of the in the FIG. 4a 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 3c 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.
  • the connecting lines 121 and 122 are fluidly connected to one another via a connection 150.
  • the connection 150 may include, for example, 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. 4a and 4b not shown).
  • the connecting lines themselves can be equipped with orifices or control valves.
  • the connection 150 between the connecting lines as can be seen in the FIGS. 4a and 4b 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 150th between the connecting lines 121, 122 also contribute to the stabilization of the air spring assembly 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 compressed air tank having an air volume according to embodiments described herein may be replaced by a compressed air tank having two or more separate compressed air volumes.
  • the air tank can be easily disassembled for upgrading or modification to another model and re-mounted to the car body or bogie after upgrade.
  • An upgrade not belonging to the invention can for example be done by inserting a partition that makes two compressed air volumes in the compressed air tank from the one compressed air volume in the compressed air tank.
  • the compressed air tank may already have a receptacle for a partition wall, for example by means of corresponding guides, receptacles and / or fastening means.

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

Claims (15)

  1. Ensemble ressort pneumatique (100) pour une suspension pneumatique secondaire entre la caisse et le bogie d'un véhicule ferroviaire, comprenant :
    une première conduite de liaison (121) destinée à relier un premier ressort pneumatique (131) à un volume d'air comprimé et une deuxième conduite de liaison (122) destinée à relier un deuxième ressort pneumatique (132) à un volume d'air comprimé ;
    caractérisé en ce que l'ensemble ressort pneumatique (100) présente en outre :
    un réservoir d'air comprimé (110), qui fournit un volume d'air comprimé (111) commun ou individuel, dans lequel aussi bien la première conduite de liaison (121) que la deuxième conduite de liaison (121) sont reliées à l'un des volumes d'air comprimé (111), dans lequel
    le réservoir d'air comprimé (110) est apte à être fixé à la caisse ou au bogie d'un véhicule ferroviaire, en particulier peut être fixé de manière interchangeable.
  2. Ensemble ressort pneumatique selon la revendication 1, dans lequel la première conduite de liaison (121) et la deuxième conduite de liaison (122) sont dans une liaison fluidique séparée.
  3. Ensemble ressort pneumatique selon la revendication 2, dans lequel la première conduite de liaison (121) et la deuxième conduite de liaison (122) sont dans la liaison fluidique séparée par l'intermédiaire d'un obturateur ou d'une soupape de régulation (150) pour la régulation du flux d'air entre la première conduite de liaison et la deuxième conduite de liaison.
  4. Ensemble ressort pneumatique selon l'une quelconque des revendications précédentes, dans lequel le réservoir d'air comprimé (110) présente un premier raccord (141) pour le raccordement de la première conduite de liaison (121) au réservoir d'air comprimé (110) et un deuxième raccord (142) pour le raccordement de la deuxième conduite de liaison (122) au volume d'air comprimé (111), dans lequel les deux raccords (141 ; 142) sont agencés sur le même côté du réservoir d'air comprimé (110).
  5. Ensemble ressort pneumatique selon la revendication 4, dans lequel le réservoir d'air comprimé (110) présente deux fonds bombés (113, 114) et dans lequel le premier raccord (141) et le deuxième raccord (142) sont reliés au réservoir d'air comprimé (110) par le même fond bombé (114).
  6. Ensemble ressort pneumatique selon l'une quelconque des revendications précédentes, dans lequel le réservoir d'air comprimé présente une forme cylindrique circulaire pourvue d'un diamètre extérieur D et au moins l'une des deux extrémités avant du réservoir d'air comprimé est formée par un fond bombé, dans lequel un premier raccord (141) pour le raccordement de la première conduite de liaison (121) et un deuxième raccord (142) pour le raccordement de la deuxième conduite de liaison (122) au fond bombé sont agencés dans une zone ayant un rayon de 0,4 x D autour d'un axe longitudinal (115) du réservoir d'air comprimé (110), dans lequel les premier et deuxième raccords (141 ; 142) peuvent présenter un écart identique ou différent par rapport à l'axe longitudinal.
  7. Ensemble ressort pneumatique selon l'une quelconque des revendications précédentes, dans lequel une régulation en tout ou rien des ressorts pneumatiques (131, 132) est réalisée au moyen de l'ensemble ressort pneumatique (100).
  8. Ensemble ressort pneumatique selon l'une quelconque des revendications précédentes, comprenant en outre une ou plusieurs autre(s) conduite(s) de liaison, dans lequel l'autre (les autres) conduite(s) de liaison sont reliées au volume d'air comprimé (111) du réservoir d'air comprimé (110).
  9. Ensemble ressort pneumatique selon l'une quelconque des revendications précédentes, dans lequel le réservoir d'air comprimé (110) présente un élément de fixation (180) pour la fixation du réservoir d'air comprimé à un véhicule ferroviaire, en particulier à une caisse ou à un bogie d'un véhicule ferroviaire.
  10. Ensemble ressort pneumatique selon l'une quelconque des revendications précédentes, dans lequel le réservoir d'air comprimé (110) présente un logement à l'intérieur du réservoir d'air comprimé, qui peut accueillir une paroi de séparation dans le réservoir d'air comprimé pour séparer deux volumes.
  11. Ensemble ressort pneumatique selon l'une quelconque des revendications précédentes, dans lequel la première conduite de liaison (121) et la deuxième conduite de liaison (122) présentent un raccord (140) commun au volume d'air comprimé (111) commun du réservoir d'air comprimé (110).
  12. Véhicule ferroviaire comprenant un système de suspension secondaire entre le bogie et la caisse du véhicule ferroviaire, lequel système présente pour chaque bogie un premier ressort pneumatique (131) et un deuxième ressort pneumatique (132), dans lequel le véhicule ferroviaire présente un logement pour un ensemble ressort pneumatique (100) ainsi qu'un ensemble ressort pneumatique (100) selon l'une quelconque des revendications précédentes.
  13. Véhicule ferroviaire selon la revendication 12, dans lequel le logement permet une fixation du réservoir d'air comprimé (110) de l'ensemble ressort pneumatique (100) à la caisse ou au bogie du véhicule ferroviaire.
  14. Procédé pour alimenter les ressorts pneumatiques (131 ; 132) d'un système de suspension secondaire entre la caisse et le bogie d'un véhicule ferroviaire, comprenant :
    la fourniture d'une première liaison d'air comprimé (121) entre un volume d'air comprimé (111) d'un réservoir d'air comprimé (110) et un premier ressort pneumatique (131) d'un système de suspension secondaire ;
    la fourniture d'une deuxième liaison d'air comprimé (122) entre le même volume d'air comprimé (111) du même réservoir d'air comprimé (110) et un deuxième ressort pneumatique (131) du système de suspension secondaire ; et
    la liaison de la première liaison d'air comprimé (121) et de la deuxième liaison d'air comprimé (122) au réservoir d'air comprimé (110) fournissant ainsi un volume d'air comprimé commun ou unique.
  15. Procédé selon la revendication 14, dans lequel la fourniture de la première conduite de liaison (121) et de la deuxième conduite de liaison (122) comprend la connexion de la première conduite de liaison (121) et de la deuxième conduite de liaison (122) au réservoir d'air comprimé (110) sur le même côté du réservoir d'air comprimé (110).
EP16180567.6A 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 EP3121090B1 (fr)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
DE102015112015.1A DE102015112015B3 (de) 2015-07-23 2015-07-23 Luftfederanordnung für schienenfahrzeug und schienenfahrzeug mit luftfederanordnung

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DE102018128858A1 (de) * 2018-11-16 2020-05-20 Bombardier Transportation Gmbh Luftfederanordnung für eine Sekundärfederung eines Niederflurschienenfahrzeugs, Wagenkasten und Schienenfahrzeug mit Luftfederanordnung

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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
DE2830359A1 (de) 1978-07-11 1980-01-24 Knorr Bremse Gmbh Luftfederung mit niveauregelung fuer fahrzeuge, insbesondere schienenfahrzeuge
EP0099597A1 (fr) 1982-07-23 1984-02-01 Werkzeugmaschinenfabrik Oerlikon-Bührle AG Système de contrôle pneumatique
EP0100513A2 (fr) 1982-07-30 1984-02-15 Knorr-Bremse Ag Suspension à ressorts pour véhicules ferroviaires à roues indépendantes
JPH0617867A (ja) 1992-06-29 1994-01-25 Bridgestone Corp 高さ調整機構付き空気ばね
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
DE102009036722A1 (de) 2009-08-08 2010-03-25 Daimler Ag Druckluftbehälter
DE102009007674A1 (de) 2009-02-05 2010-08-19 Knorr-Bremse Systeme für Nutzfahrzeuge GmbH Niveauregelventil mit je einem Anschluss für Luftfederbälge der rechten und der linken Seite
US20110315044A1 (en) 2009-02-20 2011-12-29 Mitsubishi Heavy Industries, Ltd. Guideway type vehicle
US20140020595A1 (en) 2011-03-31 2014-01-23 Nippon Steel & Sumitomo Metal Corporation Method for control of vehicle body tilting of railway vehicle
EP2778011A1 (fr) 2013-03-15 2014-09-17 Bombardier Transportation GmbH Module pour un récipient et véhicule ferroviaire doté d'un module pour un récipient

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US2790650A (en) 1955-02-22 1957-04-30 Gomma Antivibranti Applic Pneumatic load-responsive spring suspension for vehicles
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
DE2830359A1 (de) 1978-07-11 1980-01-24 Knorr Bremse Gmbh Luftfederung mit niveauregelung fuer fahrzeuge, insbesondere schienenfahrzeuge
EP0099597A1 (fr) 1982-07-23 1984-02-01 Werkzeugmaschinenfabrik Oerlikon-Bührle AG Système de contrôle pneumatique
EP0100513A2 (fr) 1982-07-30 1984-02-15 Knorr-Bremse Ag Suspension à ressorts pour véhicules ferroviaires à roues indépendantes
EP0568043B1 (fr) 1992-04-30 1996-04-10 AEG Schienenfahrzeuge GmbH Véhicule ferroviaire avec bogies
JPH0617867A (ja) 1992-06-29 1994-01-25 Bridgestone Corp 高さ調整機構付き空気ばね
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
DE102009007674A1 (de) 2009-02-05 2010-08-19 Knorr-Bremse Systeme für Nutzfahrzeuge GmbH Niveauregelventil mit je einem Anschluss für Luftfederbälge der rechten und der linken Seite
US20110315044A1 (en) 2009-02-20 2011-12-29 Mitsubishi Heavy Industries, Ltd. Guideway type vehicle
DE102009036722A1 (de) 2009-08-08 2010-03-25 Daimler Ag Druckluftbehälter
US20140020595A1 (en) 2011-03-31 2014-01-23 Nippon Steel & Sumitomo Metal Corporation Method for control of vehicle body tilting of railway vehicle
EP2778011A1 (fr) 2013-03-15 2014-09-17 Bombardier Transportation GmbH Module pour un récipient et véhicule ferroviaire doté d'un module pour un récipient

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ANONYMOUS: "Gewölbter Boden", WIKIPEDIA, 19 June 2017 (2017-06-19)

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