EP3300986A1 - Pneumatic control assembly for a rail vehicle - Google Patents

Pneumatic control assembly for a rail vehicle Download PDF

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Publication number
EP3300986A1
EP3300986A1 EP17193639.6A EP17193639A EP3300986A1 EP 3300986 A1 EP3300986 A1 EP 3300986A1 EP 17193639 A EP17193639 A EP 17193639A EP 3300986 A1 EP3300986 A1 EP 3300986A1
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EP
European Patent Office
Prior art keywords
air spring
car body
air
chassis
linkage
Prior art date
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Granted
Application number
EP17193639.6A
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German (de)
French (fr)
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EP3300986B1 (en
Inventor
Jochen Brandstetter
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Siemens Mobility Austria GmbH
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Siemens AG Oesterreich
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Publication of EP3300986A1 publication Critical patent/EP3300986A1/en
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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
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
    • B61F5/00—Constructional details of bogies; Connections between bogies and vehicle underframes; Arrangements or devices for adjusting or allowing self-adjustment of wheel axles or bogies when rounding curves
    • B61F5/02—Arrangements permitting limited transverse relative movements between vehicle underframe or bolster and bogie; Connections between underframes and bogies
    • B61F5/14—Side bearings
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
    • B61F5/00—Constructional details of bogies; Connections between bogies and vehicle underframes; Arrangements or devices for adjusting or allowing self-adjustment of wheel axles or bogies when rounding curves
    • B61F5/02—Arrangements permitting limited transverse relative movements between vehicle underframe or bolster and bogie; Connections between underframes and bogies
    • B61F5/22—Guiding of the vehicle underframes with respect to the bogies
    • B61F5/24—Means for damping or minimising the canting, skewing, pitching, or plunging movements of the underframes

Definitions

  • the invention relates to an air spring control arrangement for a rail vehicle with at least one car body and at least one chassis, wherein the air spring control arrangement has at least one air spring valve and at least one air spring linkage.
  • a height adjustment of car bodies of rail vehicles with air springs is often based on a measurement of distances between the car body and a chassis frame of the rail vehicle.
  • a length-adjustable air spring linkage is used, which is connected at one of its ends to the chassis frame and at its other end with a lever or is mounted articulated on the air suspension valve.
  • a proportional valve is controlled, which causes a drop of the air spring with compressed air falls below a defined threshold distance and escape when exceeding a defined limit distance compressed air from the air spring.
  • About the length adjustability of the air spring linkage whose nominal distance is set.
  • the air spring linkage can assume different positions due to rolling, pitching and turning movements of the chassis or the car body, ie as a spring operations, ie, for example Jounce or lowering the car body relative to the chassis along a vertical axis of the chassis can be misinterpreted.
  • a spring operations ie, for example Jounce or lowering the car body relative to the chassis along a vertical axis of the chassis can be misinterpreted.
  • the air spring valve opens and closes even if no height adjustment is required. This can, for example, incorrect vertical distances between a platform edge and a floor area in the region of a door effect of the rail vehicle. Furthermore, this can lead to increased air consumption.
  • the AT 503 256 B1 known. It describes an electronic air spring control to reduce the air consumption of an air spring and for a quick height adjustment.
  • a switching means is arranged, with which an air flow from and to the air spring can be controlled.
  • it is possible to interrupt the flow of air when no height adjustment is required eg, relative movements between a car body and a chassis that occur during cornering and can be misinterpreted by the air spring control as suspension operations for which height adjustment is required).
  • a method for controlling an air spring arrangement of a vehicle is shown in which detects conditions of the vehicle and from a required height regulation behavior for an air spring is derived.
  • Condition parameters of the vehicle are combined into parameter sets, with each parameter set being assigned a defined height regulation behavior.
  • On the basis of these parameter sets at least one valve of the air spring is controlled, via which a corresponding height regulation behavior is set.
  • the invention has for its object to provide an improved over the prior art air spring control arrangement.
  • this object is achieved with an air spring control arrangement of the type mentioned, in which the at least one air suspension valve is mounted on the at least one chassis and at least on the at least one Air spring linkage is connected to the car body in such a way that are transmitted from the at least one air spring linkage relative movements between the at least one car body and the at least one suspension on the at least one air suspension valve, which are unique Federungsvorêtn between the at least one car body and the at least one chassis can be assigned ,
  • the air spring linkage is pivotally mounted, for example in the middle of a torsion bar of a roll system, which is connected to the car body and with the chassis, and with the air suspension valve mounted on the landing gear about a transverse axis of the chassis.
  • the connection of the air spring linkage with the torsion bar via a roll adapter. Due to the bearing of the roll system and the air spring valve and the connection of the air spring linkage with the roll system and the air suspension valve relative movements between the car body and the chassis, which should not be misinterpreted as suspension operations (eg rolling), not transmitted via the air spring linkage to the air suspension valve.
  • the air spring valve opens or closes during suspension operations and is decoupled from relative movements between the car body and the chassis, for which no height adjustment is to take place.
  • a great robustness is achieved because the decoupling is direct and mechanical, ie no switching means, etc. are required for the processing of position and position information of the car body and the chassis or the air suspension control arrangement.
  • no complex air spring control is required in this context, in which a height adjustment on the basis of defined parameter sets that describe a vehicle behavior, takes place.
  • the at least one air spring linkage is designed to be adjustable in length.
  • the air spring linkage 2 is connected via the lever 3 in a plane which is spanned by a longitudinal axis 20 and a vertical axis 21, pivotally connected to the air spring valve 1.
  • the air suspension valve 1 is connected via a second chassis adapter 16 with a chassis of the rail vehicle, not shown.
  • the air spring linkage 2 is adjustable in length via a cylinder arranged centrally thereon and connected to a roll system 4 via a roll adapter 5. About the length adjustability of the air spring linkage 2, a nominal distance between the air spring valve 1 and the roll system 4 is set.
  • the roll adapter 5 has a tubular part and a cuboid part. About the cuboid part of the air spring linkage 2 is pivotally mounted on the roll adapter 5 in the plane defined by the longitudinal axis 20 and the vertical axis 21 plane.
  • the pivotable mounting of the air spring linkage 2 is a fifth swivel joint 27 arranged between the roll adapter 5 and the air spring linkage 2, a sixth swivel joint 28 provided between the air spring linkage 2 and the lever 3, and a seventh swivel joint 29 which is located between the lever 3 and the air spring valve 1 is arranged achieved.
  • the tubular part of the roll adapter 5 is mounted with its center in a connecting part center 10 of a torsion bar 6 of the roll system 4.
  • An inner circumferential surface of the roll adapter 5 contacts an outer circumferential surface of the torsion bar 6.
  • the torsion bar 6 comprises a first side part 7 and a second side part 8, which run parallel to the longitudinal axis 20 in the illustrated state of the roll system 4 a connecting part 9, which runs along a transverse axis 22.
  • the transitions between the connecting part 9 and the first side part 7 and the second side part 8 are arcuate.
  • the torsion bar 6 is mounted on the chassis via a first rolling bearing 11 and a second rolling bearing 12, which are arranged on the connecting part 9.
  • the first rolling bearing 11 and the second rolling bearing 12 are designed tubular. Your inner lateral surfaces touch the outer circumferential surface of the torsion bar. 6
  • the connection between the first roll bearing 11 and the chassis via a first chassis adapter 15 the connection between the second roll bearing 12 and the chassis
  • the first side part 7 has at its free end a second pivot 24, the second side part 8 at its free end a fourth pivot 26.
  • a lower end of a first Buchyakstabs 13 is connected to the fourth pivot 26, a lower End of a second tension bar 14.
  • An upper end of the first Glastownstabs 13 is connected via a first pivot joint 23 with a arranged on a lower side of the car body first car body adapter 18, an upper end of the second Wertowns 14 via a third rotary joint 25 with a likewise arranged on this Unterseites the car body second car body adapter 19th ,
  • the roll system 4 carries out, for example, pivoting movements in a plane spanned by the longitudinal axis 20 and the vertical axis 21 and planes parallel thereto, which are relative movements between the vehicle body and the chassis. Relative movements in other planes are due to the described storage of the air spring control arrangement only in a negligible for a functioning of the air spring control arrangement according to the invention in Swivel movements of the air spring linkage 2 and the lever 3 implemented.
  • This kinematic behavior causes only relative movements due to springing events of the rail vehicle, i. Lowering and lifting operations between the car body and the chassis occur along the vertical axis 21, are transmitted to the air suspension valve 1, or other relative movements (eg rotations about the longitudinal axis 20 or an axis parallel thereto due to rolling operations, rotations about the vertical axis 21 or a parallel axis due to Auscardvorticiann etc.) lead to negligible extent to reactions of the air suspension valve 1.
  • the connecting part 9 of the torsion bar 6 rotates about the transverse axis 22 or about an axis parallel thereto.
  • the roll adapter 5, the air spring linkage 2 and the lever 3 pivot, the air spring linkage 2 executing an arcuate translation.
  • This movement is transmitted via the lever 3 to the air spring valve 1.
  • the rotation of the lever 3 is converted in a manner known from the prior art in an opening or closing operation of the air spring valve 1, which is designed as a proportional valve, and it is thereby controlled an air flow from or into an unillustrated air spring known embodiment , In this way, height adjustment of the rail vehicle is performed.
  • the roll adapter 5 as a potentiometer.
  • angle and displacement measurements are performed when converting from rotational to translational motion.
  • Information about measured angles and paths can be processed by an air spring control and an air pressure in the air spring can be controlled based thereon.
  • the air spring control arrangement according to the invention can be used in different rail vehicles (eg in metros or subways, in high-speed multiple units, etc.).

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

Abstract

Die Erfindung bezieht sich auf eine Luftfedersteueranordnung für ein Schienenfahrzeug mit zumindest einem Wagenkasten und zumindest einem Fahrwerk. Die Luftfedersteueranordnung weist zumindest ein Luftfederventil (1) und zumindest ein Luftfedergestänge (2) auf. Um vorteilhafte Konstruktionsbedingungen zu schaffen, wird vorgeschlagen, dass das zumindest eine Luftfederventil (1) auf dem zumindest einen Fahrwerk gelagert ist und zumindest über das zumindest eine Luftfedergestänge (2) mit dem Wagenkasten in einer Weise verbunden ist, dass von dem zumindest einen Luftfedergestänge (2) Relativbewegungen zwischen dem zumindest einen Wagenkasten und dem zumindest einen Fahrwerk auf das zumindest eine Luftfederventil (1) übertragen werden, welche eindeutig Federungsvorgängen zwischen dem zumindest einen Wagenkasten und dem zumindest einen Fahrwerk zuordenbar sind. Dadurch werden eine besonders exakte Höhenregelung von zumindest einer Luftfeder des Schienenfahrzeugs sowie ein geringer Luftverbrauch erzielt.The invention relates to an air spring control arrangement for a rail vehicle with at least one car body and at least one chassis. The air spring control arrangement has at least one air spring valve (1) and at least one air spring linkage (2). In order to provide advantageous design conditions, it is proposed that the at least one air spring valve (1) is mounted on the at least one chassis and at least via the at least one air spring linkage (2) connected to the car body in such a way that of the at least one air spring linkage ( 2) relative movements between the at least one car body and the at least one landing gear are transmitted to the at least one air suspension valve (1), which are clearly assigned to the suspension processes between the at least one car body and the at least one chassis. As a result, a particularly precise height control of at least one air spring of the rail vehicle and a low air consumption are achieved.

Description

Die Erfindung betrifft eine Luftfedersteueranordnung für ein Schienenfahrzeug mit zumindest einem Wagenkasten und zumindest einem Fahrwerk, wobei die Luftfedersteueranordnung zumindest ein Luftfederventil und zumindest ein Luftfedergestänge aufweist.The invention relates to an air spring control arrangement for a rail vehicle with at least one car body and at least one chassis, wherein the air spring control arrangement has at least one air spring valve and at least one air spring linkage.

Eine Höhenregulierung von Wagenkästen von Schienenfahrzeugen mit Luftfedern erfolgt häufig auf Grundlage einer Messung von Abständen zwischen dem Wagenkasten und einem Fahrwerksrahmen des Schienenfahrzeugs. Dabei wird ein längenverstellbares Luftfedergestänge eingesetzt, welches an einem seiner Enden mit dem Fahrwerksrahmen und an seinem anderen Ende mit einem Hebel verbunden ist oder gelenkig auf dem Luftfederventil gelagert ist.
Über Bewegungen des Luftfedergestänges bzw. des Hebels wird ein Proportionalitätsventil angesteuert, welches bei Unterschreitung eines definierten Grenzabstands eine Füllung der Luftfeder mit Druckluft bewirkt und bei Überschreitung eines definierten Grenzabstands Druckluft aus der Luftfeder entweichen lässt.
Über die Längenverstellbarkeit des Luftfedergestänges wird dessen Nominalabstand eingestellt.
In Abhängigkeit von seiner Einbauposition und -Lage, insbesondere von seinem Abstand zu einer Mitte des Fahrwerks kann das Luftfedergestänge aufgrund von Wank-, Nick- und Ausdrehbewegungen des Fahrwerks bzw. des Wagenkastens unterschiedliche Lagen einnehmen, die von dem Luftfederventil als Federungsvorgänge, d.h. z.B. als ein Einfedern bzw. sich Absenken des Wagenkastens gegenüber dem Fahrwerk entlang einer Hochachse des Fahrwerks fehlinterpretiert werden können. D.h. das Luftfederventil öffnet und schließt auch dann, wenn keine Höhenregulierung erforderlich ist. Dies kann beispielsweise falsche Vertikalabstände zwischen einer Bahnsteigkante und einem Fußbodenbereich im Bereich einer Tür des Schienenfahrzeugs bewirken. Weiterhin kann es dadurch zu erhöhten Luftverbräuchen kommen.A height adjustment of car bodies of rail vehicles with air springs is often based on a measurement of distances between the car body and a chassis frame of the rail vehicle. In this case, a length-adjustable air spring linkage is used, which is connected at one of its ends to the chassis frame and at its other end with a lever or is mounted articulated on the air suspension valve.
About movements of the air spring linkage and the lever, a proportional valve is controlled, which causes a drop of the air spring with compressed air falls below a defined threshold distance and escape when exceeding a defined limit distance compressed air from the air spring.
About the length adjustability of the air spring linkage whose nominal distance is set.
Depending on its installation position and location, in particular its distance from a center of the chassis, the air spring linkage can assume different positions due to rolling, pitching and turning movements of the chassis or the car body, ie as a spring operations, ie, for example Jounce or lowering the car body relative to the chassis along a vertical axis of the chassis can be misinterpreted. This means that the air spring valve opens and closes even if no height adjustment is required. This can, for example, incorrect vertical distances between a platform edge and a floor area in the region of a door effect of the rail vehicle. Furthermore, this can lead to increased air consumption.

Aus dem Stand der Technik ist beispielsweise die AT 503 256 B1 bekannt. Darin wird eine elektronische Luftfedersteuerung zur Reduktion des Luftverbrauchs einer Luftfeder und für eine schnelle Höhenregulierung beschrieben. Beispielsweise ist in einer Luftzufuhr- bzw. Luftabfuhrleitung zwischen einem mechanischen Luftfederventil und der Luftfeder ein Schaltmittel angeordnet, mit dem eine Luftströmung von und zu der Luftfeder gesteuert werden kann. Beispielsweise ist es möglich, die Luftströmung zu unterbrechen, wenn keine Höhenregulierung erforderlich ist (z.B. bei Relativbewegungen zwischen einem Wagenkasten und einem Fahrwerk, die bei einer Kurvenfahrt auftreten und von der Luftfedersteuerung als Federungsvorgänge, für welche eine Höhenregulierung erforderlich ist, fehlinterpretiert werden können).From the prior art, for example, the AT 503 256 B1 known. It describes an electronic air spring control to reduce the air consumption of an air spring and for a quick height adjustment. For example, in a Luftzufuhr- or air discharge line between a mechanical air spring valve and the air spring, a switching means is arranged, with which an air flow from and to the air spring can be controlled. For example, it is possible to interrupt the flow of air when no height adjustment is required (eg, relative movements between a car body and a chassis that occur during cornering and can be misinterpreted by the air spring control as suspension operations for which height adjustment is required).

In der AT 508 044 A1 wird ein Verfahren zur Steuerung einer Luftfederanordnung eines Fahrzeugs gezeigt, bei dem Zustände des Fahrzeugs erfasst und daraus ein erforderliches Höhenregulierungsverhalten für eine Luftfeder abgeleitet wird. Zustandsparameter des Fahrzeugs werden zu Parametersätzen zusammengefasst, wobei jedem Parametersatz ein definiertes Höhenregulierungsverhalten zugeordnet ist. Auf Grundlage dieser Parametersätze wird zumindest ein Ventil der Luftfeder angesteuert, über das ein entsprechendes Höhenregulierungsverhalten eingestellt wird.In the AT 508 044 A1 A method for controlling an air spring arrangement of a vehicle is shown in which detects conditions of the vehicle and from a required height regulation behavior for an air spring is derived. Condition parameters of the vehicle are combined into parameter sets, with each parameter set being assigned a defined height regulation behavior. On the basis of these parameter sets at least one valve of the air spring is controlled, via which a corresponding height regulation behavior is set.

Der Erfindung liegt die Aufgabe zugrunde, eine gegenüber dem Stand der Technik weiterentwickelte Luftfedersteueranordnung anzugeben.The invention has for its object to provide an improved over the prior art air spring control arrangement.

Erfindungsgemäß wird diese Aufgabe gelöst mit einer Luftfedersteueranordnung der eingangs genannten Art, bei der das zumindest eine Luftfederventil auf dem zumindest einen Fahrwerk gelagert ist und zumindest über das zumindest eine Luftfedergestänge mit dem Wagenkasten in einer Weise verbunden ist, dass von dem zumindest einen Luftfedergestänge Relativbewegungen zwischen dem zumindest einen Wagenkasten und dem zumindest einen Fahrwerk auf das zumindest eine Luftfederventil übertragen werden, welche eindeutig Federungsvorgängen zwischen dem zumindest einen Wagenkasten und dem zumindest einen Fahrwerk zuordenbar sind.According to the invention this object is achieved with an air spring control arrangement of the type mentioned, in which the at least one air suspension valve is mounted on the at least one chassis and at least on the at least one Air spring linkage is connected to the car body in such a way that are transmitted from the at least one air spring linkage relative movements between the at least one car body and the at least one suspension on the at least one air suspension valve, which are unique Federungsvorgängen between the at least one car body and the at least one chassis can be assigned ,

Dadurch werden eine besonders exakte Höhenregelung von zumindest einer Luftfeder des Schienenfahrzeugs bei geringem Luftverbrauch und geringer technischer Komplexität erzielt. Das Luftfedergestänge wird beispielsweise in der Mitte eines Drehstabs eines Wanksystems, das mit dem Wagenkasten und mit dem Fahrwerk verbunden ist, sowie mit dem auf dem Fahrwerk gelagerten Luftfederventil um eine Querachse des Fahrwerks schwenkbar gelagert. Die Verbindung des Luftfedergestänges mit dem Drehstab erfolgt über einen Wankadapter.
Aufgrund der Lagerung des Wanksystems und des Luftfederventils sowie der Verbindung des Luftfedergestänges mit dem Wanksystem und dem Luftfederventil werden Relativbewegungen zwischen dem Wagenkasten und dem Fahrwerk, die nicht als Federungsvorgänge fehlinterpretiert werden sollen (z.B. Wanken), nicht über das Luftfedergestänge auf das Luftfederventil übertragen. Das Luftfederventil öffnet bzw. schließt bei Federungsvorgängen und ist von Relativbewegungen zwischen dem Wagenkasten und dem Fahrwerk, für die keine Höhenregulierung erfolgen soll, entkoppelt. Dadurch wird eine große Robustheit erzielt, da die Entkopplung unmittelbar und mechanisch erfolgt, d.h. keine Schaltmittel etc. für die Verarbeitung von Positions- und Lageinformationen des Wagenkastens und des Fahrwerks bzw. der Luftfedersteueranordnung erforderlich sind. Weiterhin ist in diesem Zusammenhang keine aufwendige Luftfedersteuerung erforderlich, bei der eine Höhenregulierung auf Grundlage definierter Parametersätze, die ein Fahrzeugverhalten beschreiben, erfolgt.As a result, a particularly precise height control of at least one air spring of the rail vehicle with low air consumption and low technical complexity is achieved. The air spring linkage is pivotally mounted, for example in the middle of a torsion bar of a roll system, which is connected to the car body and with the chassis, and with the air suspension valve mounted on the landing gear about a transverse axis of the chassis. The connection of the air spring linkage with the torsion bar via a roll adapter.
Due to the bearing of the roll system and the air spring valve and the connection of the air spring linkage with the roll system and the air suspension valve relative movements between the car body and the chassis, which should not be misinterpreted as suspension operations (eg rolling), not transmitted via the air spring linkage to the air suspension valve. The air spring valve opens or closes during suspension operations and is decoupled from relative movements between the car body and the chassis, for which no height adjustment is to take place. As a result, a great robustness is achieved because the decoupling is direct and mechanical, ie no switching means, etc. are required for the processing of position and position information of the car body and the chassis or the air suspension control arrangement. Furthermore, no complex air spring control is required in this context, in which a height adjustment on the basis of defined parameter sets that describe a vehicle behavior, takes place.

Es ist günstig, wenn das zumindest eine Luftfedergestänge längenverstellbar ausgeführt ist.
Durch diese Maßnahme wird der Vorteil erzielt, dass ein Nominalabstand zwischen dem Wagenkasten und dem auf dem Fahrwerk gelagerten Luftfederventil einfach eingestellt werden kann.It is advantageous if the at least one air spring linkage is designed to be adjustable in length.
By this measure, the advantage is achieved that a nominal distance between the car body and the suspension spring mounted on the suspension can be easily adjusted.

Eine vorteilhafte Ausgestaltung erhält man, wenn der Wankadapter als Potentiometer ausgeführt ist.
Dadurch ergibt sich der Vorteil, dass Rotations- in Translationsbewegungen umgewandelt werden und dabei Winkel- und Wegmessungen durchgeführt werden. Informationen über gemessene Winkel und Wege können von einer Luftfedersteuerung verarbeitet werden.An advantageous embodiment is obtained when the roll adapter is designed as a potentiometer.
This results in the advantage that rotational in translation movements are converted while angle and distance measurements are performed. Information about measured angles and paths can be processed by an air spring control.

Nachfolgend wird die Erfindung anhand von Ausführungsbeispielen näher erläutert.The invention will be explained in more detail by means of exemplary embodiments.

Es zeigen beispielhaft:

Fig. 1:
Eine schematische Darstellung einer beispielhaften Ausführung einer erfindungsgemäßen Luftfedersteueranordnung, wobei ein über ein Luftfedergestänge mit einem Wanksystem verbundenes Luftfederventil gezeigt wird.
They show by way of example:
Fig. 1:
A schematic representation of an exemplary embodiment of an air spring control arrangement according to the invention, wherein an air spring valve connected via an air spring linkage with a roll system is shown.

Eine in Fig. 1 schematisch dargestellte Ausführungsvariante einer erfindungsgemäßen Luftsteueranordnung für ein Schienenfahrzeug umfasst ein Luftfederventil 1, ein Luftfedergestänge 2 und einen Hebel 3.
Das Luftfedergestänge 2 ist über den Hebel 3 in einer Ebene, die von einer Längsachse 20 und einer Hochachse 21 aufgespannt wird, schwenkbar mit dem Luftfederventil 1 verbunden.
Das Luftfederventil 1 ist über einen zweiten Fahrwerksadapter 16 mit einem nicht dargestellten Fahrwerk des Schienenfahrzeugs verbunden. Das Luftfedergestänge 2 ist über einen darauf mittig angeordneten Zylinder längenverstellbar und über einen Wankadapter 5 mit einem Wanksystem 4 verbunden. Über die Längenverstellbarkeit des Luftfedergestänges 2 wird ein Nominalabstand zwischen dem Luftfederventil 1 und dem Wanksystem 4 eingestellt.An in Fig. 1 schematically illustrated embodiment of an air control arrangement according to the invention for a rail vehicle comprises an air spring valve 1, an air spring linkage 2 and a lever. 3
The air spring linkage 2 is connected via the lever 3 in a plane which is spanned by a longitudinal axis 20 and a vertical axis 21, pivotally connected to the air spring valve 1.
The air suspension valve 1 is connected via a second chassis adapter 16 with a chassis of the rail vehicle, not shown. The air spring linkage 2 is adjustable in length via a cylinder arranged centrally thereon and connected to a roll system 4 via a roll adapter 5. About the length adjustability of the air spring linkage 2, a nominal distance between the air spring valve 1 and the roll system 4 is set.

Der Wankadapter 5 weist einen rohrförmigen Teil sowie einen quaderförmigen Teil auf. Über den quaderförmigen Teil ist das Luftfedergestänge 2 auf dem Wankadapter 5 in der von der Längsachse 20 und der Hochachse 21 aufgespannten Ebene schwenkbar gelagert.
Die schwenkbare Lagerung des Luftfedergestänges 2 wird durch ein zwischen dem Wankadapter 5 und dem Luftfedergestänge 2 angeordnetes fünftes Drehgelenk 27, ein zwischen dem Luftfedergestänge 2 und dem Hebel 3 vorgesehenes sechstes Drehgelenk 28 sowie ein siebentes Drehgelenk 29, das zwischen dem Hebel 3 und dem Luftfederventil 1 angeordnet ist, erzielt.The roll adapter 5 has a tubular part and a cuboid part. About the cuboid part of the air spring linkage 2 is pivotally mounted on the roll adapter 5 in the plane defined by the longitudinal axis 20 and the vertical axis 21 plane.
The pivotable mounting of the air spring linkage 2 is a fifth swivel joint 27 arranged between the roll adapter 5 and the air spring linkage 2, a sixth swivel joint 28 provided between the air spring linkage 2 and the lever 3, and a seventh swivel joint 29 which is located between the lever 3 and the air spring valve 1 is arranged achieved.

Der rohrförmige Teil des Wankadapters 5 ist mit seiner Mitte in einem Verbindungsteil-Mittelpunkt 10 eines Drehstabs 6 des Wanksystems 4 gelagert. Eine Innenmantelfläche des Wankadapters 5 berührt eine Außenmantelfläche des Drehstabs 6. Der Drehstab 6 umfasst einen ersten Seitenteil 7 und einen zweiten Seitenteil 8, die im gezeigten Zustand des Wanksystems 4 parallel zu der Längsachse 20 verlaufen sowie einen Verbindungsteil 9, der entlang einer Querachse 22 verläuft. Die Übergänge zwischen dem Verbindungsteil 9 und dem ersten Seitenteil 7 sowie dem zweiten Seitenteil 8 sind bogenförmig ausgeführt. Der Drehstab 6 ist über ein erstes Wanklager 11 und ein zweites Wanklager 12, die auf dem Verbindungsteil 9 angeordnet sind, auf dem Fahrwerk gelagert. Das erste Wanklager 11 und das zweite Wanklager 12 sind rohrförmig ausgeführt. Ihre Innenmantelflächen berühren die Außenmantelfläche des Drehstabs 6.
Die Verbindung zwischen dem ersten Wanklager 11 und dem Fahrwerk erfolgt über einen ersten Fahrwerksadapter 15, die Verbindung zwischen dem zweiten Wanklager 12 und dem Fahrwerk über einen dritten Fahrwerksadapter 17.The tubular part of the roll adapter 5 is mounted with its center in a connecting part center 10 of a torsion bar 6 of the roll system 4. An inner circumferential surface of the roll adapter 5 contacts an outer circumferential surface of the torsion bar 6. The torsion bar 6 comprises a first side part 7 and a second side part 8, which run parallel to the longitudinal axis 20 in the illustrated state of the roll system 4 a connecting part 9, which runs along a transverse axis 22. The transitions between the connecting part 9 and the first side part 7 and the second side part 8 are arcuate. The torsion bar 6 is mounted on the chassis via a first rolling bearing 11 and a second rolling bearing 12, which are arranged on the connecting part 9. The first rolling bearing 11 and the second rolling bearing 12 are designed tubular. Your inner lateral surfaces touch the outer circumferential surface of the torsion bar. 6
The connection between the first roll bearing 11 and the chassis via a first chassis adapter 15, the connection between the second roll bearing 12 and the chassis via a third chassis adapter 17th

Der erste Seitenteil 7 weist an seinem freien Ende ein zweites Drehgelenk 24 auf, der zweite Seitenteil 8 an seinem freien Ende ein viertes Drehgelenk 26. Mit dem zweiten Drehgelenk 24 ist ein unteres Ende eines ersten Zugdruckstabs 13 verbunden, mit dem vierten Drehgelenk 26 ein unteres Ende eines zweiten Zugdruckstabs 14.
Ein oberes Ende des ersten Zugdruckstabs 13 ist über ein erstes Drehgelenk 23 mit einem auf einer Unterseites des Wagenkastens angeordneten ersten Wagenkastenadapter 18 verbunden, ein oberes Ende des zweiten Zugdruckstabs 14 über ein drittes Drehgelenk 25 mit einem ebenfalls auf dieser Unterseites des Wagenkastens angeordneten zweiten Wagenkastenadapter 19.The first side part 7 has at its free end a second pivot 24, the second side part 8 at its free end a fourth pivot 26. With the second pivot 24, a lower end of a first Zugdruckstabs 13 is connected to the fourth pivot 26, a lower End of a second tension bar 14.
An upper end of the first Zugdruckstabs 13 is connected via a first pivot joint 23 with a arranged on a lower side of the car body first car body adapter 18, an upper end of the second Zugdruckstabs 14 via a third rotary joint 25 with a likewise arranged on this Unterseites the car body second car body adapter 19th ,

Das Wanksystem 4 führt beispielsweise Schwenkbewegungen in einer von der Längsachse 20 und der Hochachse 21 aufgespannten Ebene und Ebenen parallel dazu aus, wobei es sich um Relativbewegungen zwischen dem Wagenkasten und dem Fahrwerk handelt.
Relativbewegungen in anderen Ebenen werden aufgrund der beschriebenen Lagerung der Luftfedersteueranordnung nur in einem für ein Funktionieren der erfindungsgemäßen Luftfedersteueranordnung vernachlässigbaren Ausmaß in Schwenkbewegungen des Luftfedergestänges 2 bzw. des Hebels 3 umgesetzt.
Beispielsweise bewirken Relativbewegungen zwischen dem Wagenkasten und dem Fahrwerk, die ausschließlich in Richtung der Querachse 22 ausgeführt werden, zwar Auslenkungen des ersten Zugdruckstabs 13 und des zweiten Zugdruckstabs 14, jedoch keine Rotation des Drehstabs 6 um die Querachse 22 und dadurch keine Positions- bzw. Lageänderungen des Luftfedergestänges 2 sowie des Hebels 3 gegenüber dem Luftfederventil 1.The roll system 4 carries out, for example, pivoting movements in a plane spanned by the longitudinal axis 20 and the vertical axis 21 and planes parallel thereto, which are relative movements between the vehicle body and the chassis.
Relative movements in other planes are due to the described storage of the air spring control arrangement only in a negligible for a functioning of the air spring control arrangement according to the invention in Swivel movements of the air spring linkage 2 and the lever 3 implemented.
For example, cause relative movements between the car body and the chassis, which are executed exclusively in the direction of the transverse axis 22, although deflections of the first Zugdruckstabs 13 and the second Zugdruckstabs 14, but no rotation of the torsion bar 6 about the transverse axis 22 and thereby no position or position changes of the air spring linkage 2 and the lever 3 with respect to the air spring valve. 1

Dieses kinematische Verhalten bewirkt, dass ausschließlich Relativbewegungen, die aufgrund von Federungsvorgängen des Schienenfahrzeugs, d.h. Absenk- und Anhebevorgängen zwischen dem Wagenkasten und dem Fahrwerk entlang der Hochachse 21 auftreten, auf das Luftfederventil 1 übertragen werden, bzw. andere Relativbewegungen (z.B. Rotationen um die Längsachse 20 oder eine dazu parallele Achse aufgrund von Wankvorgängen, Rotationen um die Hochachse 21 oder eine dazu parallele Achse aufgrund von Ausdrehvorgängen etc.) in vernachlässigbar geringem Ausmaß zu Reaktionen des Luftfederventils 1 führen.This kinematic behavior causes only relative movements due to springing events of the rail vehicle, i. Lowering and lifting operations between the car body and the chassis occur along the vertical axis 21, are transmitted to the air suspension valve 1, or other relative movements (eg rotations about the longitudinal axis 20 or an axis parallel thereto due to rolling operations, rotations about the vertical axis 21 or a parallel axis due to Ausdrehvorgängen etc.) lead to negligible extent to reactions of the air suspension valve 1.

Senkt sich der Wagenkasten ab oder hebt er sich an, so rotiert der Verbindungsteil 9 des Drehstabs 6 um die Querachse 22 bzw. um eine dazu parallele Achse. Dadurch schwenken der Wankadapter 5, das Luftfedergestänge 2 und der Hebel 3 aus, wobei das Luftfedergestänge 2 eine bogenförmige Translation ausführt.
Diese Bewegung wird über den Hebel 3 auf das Luftfederventil 1 übertragen. Die Rotation des Hebels 3 wird in aus dem Stand der Technik bekannter Weise in einen Öffnungs- bzw. Schließvorgang des Luftfederventils 1, das als Proportionalitätsventil ausgeführt ist, umgesetzt und es wird dadurch eine Luftströmung aus einer bzw. in eine nicht dargestellte Luftfeder bekannter Ausführungsform gesteuert. Auf diese Weise wird eine Höhenregulierung des Schienenfahrzeugs durchgeführt.If the car body lowers or rises, the connecting part 9 of the torsion bar 6 rotates about the transverse axis 22 or about an axis parallel thereto. As a result, the roll adapter 5, the air spring linkage 2 and the lever 3 pivot, the air spring linkage 2 executing an arcuate translation.
This movement is transmitted via the lever 3 to the air spring valve 1. The rotation of the lever 3 is converted in a manner known from the prior art in an opening or closing operation of the air spring valve 1, which is designed as a proportional valve, and it is thereby controlled an air flow from or into an unillustrated air spring known embodiment , In this way, height adjustment of the rail vehicle is performed.

Erfindungsgemäß ist es auch möglich, den Wankadapter 5 als Potentiometer auszuführen. Dadurch werden bei einer Umwandlung von Rotations- in Translationsbewegungen Winkel- und Wegmessungen durchgeführt. Informationen über gemessene Winkel und Wege können von einer Luftfedersteuerung verarbeitet werden und ein Luftdruck in der Luftfeder auf dieser Grundlage gesteuert werden.According to the invention it is also possible to perform the roll adapter 5 as a potentiometer. As a result, angle and displacement measurements are performed when converting from rotational to translational motion. Information about measured angles and paths can be processed by an air spring control and an air pressure in the air spring can be controlled based thereon.

Die erfindungsgemäße Luftfedersteueranordnung kann in unterschiedlichen Schienenfahrzeugen (z.B. in Metros bzw. Untergrundbahnen, in Hochgeschwindigkeitstriebzügen etc.) eingesetzt werden.The air spring control arrangement according to the invention can be used in different rail vehicles (eg in metros or subways, in high-speed multiple units, etc.).

Liste der BezeichnungenList of terms

11
LuftfederventilLeveling valve
22
LuftfedergestängeAir suspension linkage
33
Hebellever
44
WanksystemWanksystem
55
WankadapterWankadapter
66
Drehstabtorsion bar
77
Erster SeitenteilFirst side part
88th
Zweiter SeitenteilSecond side part
99
Verbindungsteilconnecting part
1010
Verbindungsteil-MittelpunktConnecting part center
1111
Erstes WanklagerFirst roll camp
1212
Zweites WanklagerSecond roll camp
1313
Erster ZugdruckstabFirst tension rod
1414
Zweiter ZugdruckstabSecond tension rod
1515
Erster FahrwerksadapterFirst suspension adapter
1616
Zweiter FahrwerksadapterSecond suspension adapter
1717
Dritter FahrwerksadapterThird chassis adapter
1818
Erster WagenkastenadapterFirst carbody adapter
1919
Zweiter WagenkastenadapterSecond carbody adapter
2020
Längsachselongitudinal axis
2121
Hochachsevertical axis
2222
Querachsetransverse axis
2323
Erstes DrehgelenkFirst swivel
2424
Zweites DrehgelenkSecond pivot
2525
Drittes DrehgelenkThird swivel
2626
Viertes DrehgelenkFourth swivel
2727
Fünftes DrehgelenkFifth pivot
2828
Sechstes DrehgelenkSixth pivot
2929
Siebentes DrehgelenkSeventh swivel joint

Claims (7)

Luftfedersteueranordnung für ein Schienenfahrzeug mit zumindest einem Wagenkasten und zumindest einem Fahrwerk, mit zumindest einem Luftfederventil und zumindest einem Luftfedergestänge, dadurch gekennzeichnet, dass das zumindest eine Luftfederventil (1) auf dem zumindest einen Fahrwerk gelagert ist und zumindest über das zumindest eine Luftfedergestänge (2) mit dem Wagenkasten in einer Weise verbunden ist, dass von dem zumindest einen Luftfedergestänge (2) Relativbewegungen zwischen dem zumindest einen Wagenkasten und dem zumindest einen Fahrwerk auf das zumindest eine Luftfederventil (1) übertragen werden, welche eindeutig Federungsvorgängen zwischen dem zumindest einen Wagenkasten und dem zumindest einen Fahrwerk zuordenbar sind.Air spring control arrangement for a rail vehicle with at least one car body and at least one chassis, with at least one air spring valve and at least one air spring linkage, characterized in that the at least one air spring valve (1) is mounted on the at least one chassis and at least on the at least one air spring linkage (2) is connected to the car body in such a way that by the at least one air spring linkage (2) Relativbewegungen between the at least one car body and the at least one suspension to the at least one air suspension valve (1) are transmitted, which clearly suspension operations between the at least one car body and the at least one chassis can be assigned. Luftfedersteueranordnung nach Anspruch 1, dadurch gekennzeichnet, dass das zumindest eine Luftfedergestänge (2) über ein Wanksystem (4) des Schienenfahrzeugs mit dem Wagenkasten verbunden ist.Air spring control arrangement according to claim 1, characterized in that the at least one air spring linkage (2) via a roll system (4) of the rail vehicle is connected to the car body. Luftfedersteueranordnung nach Anspruch 2, dadurch gekennzeichnet, dass das zumindest eine Luftfedergestänge (2) über einen Wankadapter (5) schwenkbar mit einem Drehstab (6) des Wanksystems (4) verbunden ist.Air spring control arrangement according to claim 2, characterized in that the at least one air spring linkage (2) via a roll adapter (5) is pivotally connected to a torsion bar (6) of the roll system (4). Luftfedersteueranordnung nach Anspruch 3, dadurch gekennzeichnet, dass der Wankadapter (5) in einem mittleren Bereich eines Verbindungsteils (9) des Drehstabs (6) angeordnet ist.Air spring control arrangement according to claim 3, characterized in that the roll adapter (5) in a central region of a connecting part (9) of the torsion bar (6) is arranged. Luftfedersteueranordnung nach einem der Ansprüche 1, 2, 3 oder 4, dadurch gekennzeichnet, dass das zumindest eine Luftfedergestänge (2) über zumindest einen Hebel (3) schwenkbar mit dem zumindest einen Luftfederventil (1) verbunden ist.Air spring control arrangement according to one of claims 1, 2, 3 or 4, characterized in that the at least one air spring linkage (2) via at least one lever (3) is pivotally connected to the at least one air spring valve (1). Luftfedersteueranordnung nach einem der Ansprüche 1, 2, 3, 4 oder 5, dadurch gekennzeichnet, dass das zumindest eine Luftfedergestänge (2) längenverstellbar ausgeführt ist.Air spring control arrangement according to one of claims 1, 2, 3, 4 or 5, characterized in that the at least one air spring linkage (2) is designed to be adjustable in length. Luftfedersteuerung nach Anspruch 3 oder 4, dadurch gekennzeichnet, dass der Wankadapter (5) als Potentiometer ausgeführt ist.Air spring control according to claim 3 or 4, characterized in that the roll adapter (5) is designed as a potentiometer.
EP17193639.6A 2016-09-29 2017-09-28 Pneumatic control assembly for a rail vehicle Active EP3300986B1 (en)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
ATA50877/2016A AT519187A1 (en) 2016-09-29 2016-09-29 Air spring control arrangement for a rail vehicle

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EP3300986A1 true EP3300986A1 (en) 2018-04-04
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CN110884519A (en) * 2019-12-05 2020-03-17 太原科技大学 Transverse stabilizing device for railway vehicle

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DE102018009962B3 (en) 2018-12-20 2020-04-23 Aventics Gmbh Valve arrangement and method for regulating the air suspension level of a rail vehicle

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JPS60166556A (en) * 1984-02-08 1985-08-29 財団法人鉄道総合技術研究所 Regulator for height of air spring for railway rolling stock
DE3407574A1 (en) * 1984-03-01 1985-09-12 M.A.N. Maschinenfabrik Augsburg-Nürnberg AG, 8500 Nürnberg DEVICE FOR INCREASING THE ROLLING STABILITY OF RAIL VEHICLES WITH AIR SUSPENSION
DE29620200U1 (en) * 1996-11-20 1998-03-19 Duewag Ag, 47829 Krefeld Air spring for rail vehicles
EP2708437A1 (en) * 2011-05-09 2014-03-19 Pneumatic Servo Controls Ltd. Vehicle-body inclination device and double-layer three-way valve used in vehicle-body inclination device

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN110884519A (en) * 2019-12-05 2020-03-17 太原科技大学 Transverse stabilizing device for railway vehicle

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EP3300986B1 (en) 2020-03-04

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