EP4368472B1 - Suspension, de préférence suspension de véhicule, en particulier suspension de véhicule ferroviaire - Google Patents

Suspension, de préférence suspension de véhicule, en particulier suspension de véhicule ferroviaire Download PDF

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Publication number
EP4368472B1
EP4368472B1 EP23202576.7A EP23202576A EP4368472B1 EP 4368472 B1 EP4368472 B1 EP 4368472B1 EP 23202576 A EP23202576 A EP 23202576A EP 4368472 B1 EP4368472 B1 EP 4368472B1
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EP
European Patent Office
Prior art keywords
suspension
vehicle
spring
electromagnet
air spring
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Active
Application number
EP23202576.7A
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German (de)
English (en)
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EP4368472A1 (fr
Inventor
Harald Kranz
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.)
Contitech Deutschland GmbH
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Contitech Deutschland GmbH
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Publication of EP4368472A1 publication Critical patent/EP4368472A1/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

Definitions

  • the present invention relates to a suspension, preferably a vehicle suspension, particularly preferably a rail vehicle suspension, and a vehicle with such a suspension.
  • Rail vehicle suspensions with an air spring are known, which are arranged between the body or car body and the chassis or subframe of a rail vehicle.
  • Such rail vehicle suspensions have a rim and an upper plate opposite the rim.
  • the rim is provided with a sliding plate.
  • the rim and upper plate are arranged in such a way that, in the event of a failure of the air spring, the sliding plate and the upper plate rest against each other or on top of each other, thus supporting the body on the subframe.
  • Such rail vehicle suspensions typically feature an air spring as the main spring and a rubber spring or block spring as the emergency spring.
  • the main spring and emergency spring are arranged between the car body and the subframe of the vehicle in such a way that, in the event of a main spring failure, the body is supported on the chassis by the emergency spring.
  • Support is provided via opposing, interacting support and sliding surfaces or sliding plates/sliding elements on the body and chassis. These sliding plates then ensure reduced friction and trouble-free support during emergency operation.
  • the EP 1 644 234 B1 A centering emergency spring support for an air spring, in which the bellows rims connected via the air spring have guide grooves designed to prevent lateral displacement of the car body relative to the chassis when the car body rests on the emergency spring/auxiliary spring.
  • the inclined surfaces of the guide grooves and their counterparts are provided with sliding elements to reduce friction in the event of twisting or transverse displacement of the car body relative to the chassis.
  • the lateral stiffness is an important parameter in the operation of the suspension. Especially when using air suspension systems, especially in rail vehicles, the lateral stiffness can be an important parameter in ensuring driving stability.
  • the lateral stiffness is predetermined by the design and thus cannot be changed.
  • the suspension must therefore be designed with a specific lateral stiffness so that the specified lateral stiffness best fits the application, i.e., the object to be suspended or supported by such a suspension. In operating conditions deviating from this, a suboptimal lateral stiffness must be accepted.
  • the JP 2001 165240 A describes the provision of an air spring with a built-in superconducting actuator that suppresses shock vibrations of a vehicle and improves passenger comfort.
  • a magnet for generating a magnetic field e.g., a superconducting coil
  • the air spring which has an air chamber with a current control coil facing the magnetic field generating magnet, is arranged in a side of the vehicle.
  • the current control coil is provided with a power supply and a current regulator that controls the current supplied by the power supply.
  • the current value required to Current control coil is controlled and an electromagnetic force is generated between the magnetic field generating magnet and the current control coil to suppress the vibration of the vehicle.
  • the JP 2010 127350 A describes the provision of a suspension device for a railway vehicle capable of reducing costs while maintaining the required functions and significantly improving the functions by a device configured to relatively, laterally, and slidably support the rolling stock by abutting an upper support member against a lower support member when an air spring flattens.
  • the suspension device for the railway vehicle includes the air spring comprising the upper support member on the rolling stock side, the lower support member on the lower side, and a rubber diaphragm, and a wave spring comprising an elastic member 5 of a laminated rubber structure in which a plurality of elastic layers and a plurality of hard partition walls are alternately arranged between the lower support member and a receiving member on the truck side.
  • a sliding plate made of fluororesin which abuts against a sliding surface formed on a lower surface of the upper support member, is arranged on the lower support member, and the sliding surface is subjected to zinc phosphate treatment and then fluorine or molybdenum disulfide coating to form a coating film.
  • An object of the present invention is to provide a suspension, preferably a vehicle suspension, particularly preferably a rail vehicle suspension, of the type described above, so that the lateral stiffness of the suspension can be better adapted to the respective application. This should be possible as simply, space-savingly, cost-effectively, and/or reliably as possible. At the very least, an alternative to the known possibilities should be provided.
  • the present invention relates to a suspension, preferably a vehicle suspension, particularly preferably a rail vehicle suspension, with an air spring with an air spring bellows which is arranged between a sliding plate and a top plate, wherein the air spring is designed to be arranged in series between two bodies to be vibration-damped, preferably between a chassis and a body of a vehicle.
  • the suspension is characterized in that the sliding plate of the air spring is made of metal, and the upper plate has at least one electromagnet, which is designed and configured to exert attractive and repulsive magnetic forces on the sliding plate.
  • the upper plate of the air spring can be made of metal, and the sliding plate can have at least one electromagnet, which is designed and configured to exert attractive and repulsive magnetic forces on the sliding plate.
  • the sliding plate or the top plate can have a metal element in sections or entirely, or can be a metal element, or can also be made of plastic with a metallic admixture.
  • the sliding plate can have a sliding element, which is received, i.e. held, in a corresponding receptacle of the sliding plate, i.e., in a sliding element receptacle or by a sliding element carrier.
  • the sliding element and/or the sliding element receptacle or the sliding element carrier can be metallic, i.e., made of metal or with a metallic admixture.
  • an electromagnetic force can be generated between the sliding plate and the upper plate of the suspension in this way.
  • this electromagnetic force can be attractive or repulsive.
  • the strength of the electromagnetic force can be influenced by the current supplied to the electromagnet.
  • the present invention is based on the discovery that forces can be generated between the electromagnet and the metallic counterpart in this way, which can influence the lateral stiffness of the suspension. Accordingly, the lateral stiffness of the suspension can be changed during operation, which can be done statically, i.e., to a predetermined value, or dynamically, i.e., continuously changing during use, and especially during ferry operation.
  • this allows the lateral stiffness of the suspension to be better tailored to the specific application than was previously possible with a fixed design.
  • the lateral stiffness of the suspension can be changed during operation.
  • the suspension comprises a control unit configured and configured to operate the electromagnet to generate the attractive and repulsive magnetic forces.
  • the control unit is further configured and configured to generate a predetermined lateral stiffness of the air spring using the attractive and repulsive magnetic forces. This may represent a concrete implementation option.
  • the suspension comprises an auxiliary spring with an elastomer body arranged between an inner body and an outer body, wherein the sliding plate of the air spring and the outer body of the auxiliary spring are fixedly connected to one another, wherein the auxiliary spring is designed to be arranged in series between the air spring and the one body to be vibration-damped, preferably the chassis of the vehicle.
  • the present invention also relates to a vehicle, preferably a rail vehicle, with at least one suspension as described above. This allows the suspension according to the invention to be implemented and used in a vehicle.
  • the invention is based on the finding that when using air spring systems, especially in rail vehicles, lateral stiffness can be an important factor in ensuring driving stability. It can therefore be advantageous for the user or operator of a rail vehicle to be able to adjust the lateral stiffness of the air spring even during to be able to change the operation or driving mode. This is not currently possible or known.
  • the core concept of the present invention is based on changing the lateral stiffness of an air spring system by applying a magnetic field.
  • An electromagnet integrated into the upper plate of the air spring system has the metallic sliding plate support of the auxiliary spring as its counterpart. When current flows through the electromagnet in the upper plate, an electromagnetic force is generated on the sliding plate support located below the upper plate. The upper plate and thus the car body can thus be restricted from lateral movement, which in this case is equivalent to a change in the lateral stiffness of the air spring system.
  • the integrated electromagnet can take on various geometric shapes. It would also be conceivable to mount the magnet on the opposite side (sliding plate support, additional spring).
  • the lateral stiffness of the car body can advantageously be changed even during operation.
  • the actual secondary spring can remain largely unchanged.
  • the evaluation of the applied field strength can provide insights into the driving dynamics.
  • the above figures are described in Cartesian coordinates with a longitudinal direction X, a transverse direction perpendicular to the longitudinal direction X (not shown), and a vertical direction Z perpendicular to both the longitudinal direction X and the transverse direction.
  • the longitudinal direction X can also be referred to as depth X, the transverse direction as width, and the vertical direction Z as height Z.
  • the longitudinal direction X and the transverse direction together form the horizontal, which can also be referred to as the horizontal plane.
  • the longitudinal direction X, the transverse direction, and the vertical direction Z can together be referred to as the spatial directions X, Z or as Cartesian spatial directions X, Z.
  • a suspension 2 according to the invention is considered as a vehicle suspension 2 using the example of a rail vehicle suspension 2.
  • the rail vehicle suspension 2 is arranged in the vertical direction Z between a chassis 10, also called subframe 10, and a body 11 of a vehicle 1.
  • the vehicle 1 is considered using the example of a rail vehicle 1 or a short-distance railcar 1, see Figure 1 .
  • the rail vehicle suspension 2 has, viewed from the bottom in the vertical direction Z, a chassis mount 20, which is connected to the chassis 10 of the rail vehicle 1.
  • a chassis mount 20 Arranged on the chassis mount 20 is an auxiliary spring 21, which has a metallic inner body 21a in the form of a metallic inner cone 21a, an elastomer body 21b vulcanized thereto, and a metallic outer body 21c in the form of a metallic rim 21c vulcanized thereto.
  • a metallic sliding plate 22 is fixedly connected to the outer body 21c of the additional spring 21 in the vertical direction Z, which sliding plate 22 has a receptacle 22a or a carrier 22a, also referred to as a sliding element receptacle 22a or sliding element carrier 22a, with a sliding element 22b received therein. Furthermore, an edge (not designated) of an air bellows 23 is fixedly arranged radially on the outer body 21c of the additional spring 21. A metallic upper plate 24 is fixedly arranged at the other end of the air bellows 23 or at its other edge (not designated). The air bellows 23, the additional spring 21, and the upper plate 24 hermetically enclose an internal volume 23a of the air bellows 23, which is accessible from the outside via an air connection 25 in order to increase and reduce the amount of air within the air bellows 23.
  • An electromagnet 26 is arranged on or in the top plate 24.
  • the electromagnet 26 is axially aligned with the sliding plate 22 and the auxiliary spring 21.
  • the electromagnet 26 is connected to a control unit 27 and an evaluation unit 28, so that the electromagnet 26 can be powered and operated by the control unit 27, and the operating parameters of the electromagnet 26 can be evaluated by the evaluation unit 28.
  • the strength of the magnetic field that can be generated by the electromagnet 26 can thus be influenced by the control unit 27 using the amplitude of the electric current.
  • control unit 27 can generate an electromagnetic force between the electromagnet 26 and the sliding plate 22, which can be attractive or repulsive depending on the polarity of the electric current. This can influence and change the lateral stiffness of the suspension 2.

Landscapes

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

Claims (5)

  1. Suspension (2), de préférence suspension de véhicule (2), de manière particulièrement préférée suspension de véhicule ferroviaire (2),
    avec un ressort pneumatique avec un soufflet de ressort pneumatique (23), qui est agencé entre une plaque de glissement (22) et une plaque supérieure (24),
    le ressort pneumatique étant réalisé pour être agencé en série entre deux corps à amortir en termes de vibrations, de préférence entre un châssis (10) et une carrosserie (11) d'un véhicule (1),
    caractérisée en ce que
    la plaque de glissement (22) du ressort pneumatique est réalisée sous forme métallique, et
    la plaque supérieure (24) présente au moins un électroaimant (26) qui est réalisé et adapté pour exercer des forces magnétiques d'attraction et de répulsion sur la plaque de glissement (22), ou inversement.
  2. Suspension (2) selon la revendication 1,
    avec une unité de commande (27) qui est réalisée et adaptée pour faire fonctionner l'électroaimant (26) afin de générer les forces magnétiques d'attraction et de répulsion,
    l'unité de commande (27) étant en outre réalisée et adaptée pour générer une rigidité latérale prédéterminée du ressort pneumatique au moyen des forces magnétiques d'attraction et de répulsion.
  3. Suspension (2) selon la revendication 1 ou 2,
    avec une unité d'évaluation (28) qui est réalisée et adaptée
    • pour obtenir au moins un paramètre de fonctionnement, de préférence la tension appliquée, de l'électroaimant (26), et
    • pour déterminer, sur la base du paramètre de fonctionnement obtenu de l'électroaimant (26), au moins un paramètre d'un objet, de préférence d'un véhicule (1), de manière particulièrement préférée d'un véhicule ferroviaire (1), qui utilise la suspension (2).
  4. Suspension (2) selon l'une quelconque des revendications précédentes, avec un ressort supplémentaire (21) avec un corps élastomère (12b), qui est agencé entre un corps intérieur (21a) et un corps extérieur (21c),
    la plaque de glissement (22) du ressort pneumatique et le corps extérieur (21c) du ressort supplémentaire (21) étant reliés de manière fixe l'un à l'autre,
    le ressort supplémentaire (21) étant réalisé pour être agencé en série entre le ressort pneumatique et l'un des corps à amortir en termes de vibrations, de préférence le châssis (10) du véhicule (1).
  5. Véhicule (1), de préférence véhicule ferroviaire (1),
    avec au moins une suspension (2) selon l'une quelconque des revendications précédentes.
EP23202576.7A 2022-11-10 2023-10-10 Suspension, de préférence suspension de véhicule, en particulier suspension de véhicule ferroviaire Active EP4368472B1 (fr)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
DE102022211925.8A DE102022211925A1 (de) 2022-11-10 2022-11-10 Federung, vorzugsweise Fahrzeugfederung, besonders vorzugsweise Schienenfahrzeugfederung

Publications (2)

Publication Number Publication Date
EP4368472A1 EP4368472A1 (fr) 2024-05-15
EP4368472B1 true EP4368472B1 (fr) 2025-04-30

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Application Number Title Priority Date Filing Date
EP23202576.7A Active EP4368472B1 (fr) 2022-11-10 2023-10-10 Suspension, de préférence suspension de véhicule, en particulier suspension de véhicule ferroviaire

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EP (1) EP4368472B1 (fr)
DE (1) DE102022211925A1 (fr)

Family Cites Families (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP4187891B2 (ja) * 1999-12-10 2008-11-26 財団法人鉄道総合技術研究所 超電導アクチュエータ組み込みの空気バネ
AT501224A1 (de) 2003-07-15 2006-07-15 Siemens Sgp Verkehrstech Gmbh Zentrierende notfederabstützung
JP2010127350A (ja) * 2008-11-26 2010-06-10 Toyo Tire & Rubber Co Ltd 車両用懸架装置
DE102016222663A1 (de) * 2016-11-17 2018-05-17 Contitech Luftfedersysteme Gmbh Schienenfahrzeugfederung und Federsystem für ein Schienenfahrzeug
CN113027980B (zh) * 2021-03-19 2022-03-22 青岛博锐智远减振科技有限公司 电磁悬浮式空气弹簧及轨道车辆

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EP4368472A1 (fr) 2024-05-15

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