KR20000010282A - Oleopneumatic roll or hunting preventing suspension device - Google Patents

Abstract

PURPOSE: An oleopneumatic suspension device is provided to regulate the angular stiffness of a roll or a hunting prevention without breaking up the suspension device. CONSTITUTION: The suspension device includes a first and a second buffers(A1, A1') including the bogie(14) of a railway vehicle and an operating apparatus(114, 114') placed between the main body(15). Herein, one of the end units of the each operating apparatus is stated onto the bogie and the other end unit of the operating apparatus is stated onto the main body. In this device, a vertical and a roll winders can be perfectly divided so that the vertical and the roll winders are controlled and the angular stiffness is secured in the roll.

Description

Oleo pneumatic roll-proof or anti-hunt suspension

The present invention relates to an oleopneumatic suspension. In particular, the present invention can be applied to damping roll or iotype hunting, or to longitudinal damping in road vehicles or rail vehicles.

Kanop's US Pat. No. 5,024,302 discloses a controlled shock absorber adapted to control the damping characteristics by an electrically controlled valve.

The function of the accumulator in the shock absorber is to perform volume compensation and to keep the pressure substantially constant in the chamber discharged through one or the other of the check valves.

The controlled shock absorber disclosed in US Pat. No. 5,024,302 has no anti-roll or anti-hunt stiffness function.

It is also not shown to combine two buffers.

Practical certificate from AUTOMOTIVE PRODUCTS Ltd. French Patent No. 2,252,228 relates to improving a vehicle suspension.

As can be seen from the above document, the purpose of the device disclosed in the prior art is a pitch due to the weight caused by the roll when passing a curved road and moved from front to back at deceleration or from front to back at acceleration. Providing a vehicle suspension adapted to vary the amount of liquid contained in the cavity of a liquid-filled structure such that the weight of the vehicle is transmitted to the wheels so that the suspension maintains the vehicle in a horizontal state during the change in dynamic load caused by will be.

The suspension of the vehicle disclosed in French Patent No. 2,252,228 is described as follows.

As can be seen from the analysis, the vehicle suspension disclosed in document French Patent No. 2,252,228 provides roll prevention torque but has the following main disadvantages.

Its vertical stiffness and roll stiffness are combined together because of the cross-sectional differences of the actuators.

Its vertical and roll stiffness is determined by the accumulator preload pressure.

Flow restriction constraints provide a damping function when the fluid in the high pressure chamber is compressed and expanded.

As the rapid expansion progresses, the high pressure chamber is affected by cavitation.

Modifications to attenuate the hunting in suspension devices disclosed in French Patent No. 2,252,228 show similar drawbacks as would be encountered when employed in damping rolls.

It is an object of the present invention to provide a single secondary suspension structure for damping rolls or hunting, which does not have the disadvantages of known devices and that:

Provides roll-proof or anti-hunting right torque that can adjust roll-resistant or anti-hunting stiffness without disassembling the oleo pneumatic suspension,

Provide vertical or longitudinal attenuation to adjust the viscance without disassembling the suspension,

Use the function to provide roll damping or hunting damping that can be adjusted without disassembling the suspension and increase damping without increasing vertical damping or longitudinal damping.

To this end, the present invention provides a vehicle oleo pneumatic suspension device, which includes first and second shock absorbers A1 and A2 connecting the vehicle body to the wheel and connecting the wheel to the vehicle body, respectively. Shock absorber,

An actuator with a fluid-filled cylinder slidably mounted with a rod and a non-perforated piston defining an expansion first chamber and a compression second chamber,

Compression first check valves CL1 and CL1 ', expansion second check valves CL and CL2', compression first hydraulic valves V2 and V2 ', expansion second hydraulic valves V1 and V1', to the chamber Configured preloaded oleo pneumatic actuator,

The expansion check valves CL1 and CL1 'and the expansion hydraulic valves V1 and V1' are installed in parallel, and the compression check valve CL1 and the expansion hydraulic valve V1 are between the expansion chamber and the intermediate point A. And the compression check valve CL1 and the expansion hydraulic valve V1 'are disposed between the expansion chamber and the intermediate point A', and the expansion check valves CL2 and CL2 'and the compression hydraulic valve V2. , V2 ') are mounted in parallel, and the expansion check valve CL2 and the compression hydraulic valve V2 are disposed between the compression chamber and the intermediate point A', and the expansion check valve CL2 'and the compression hydraulic pressure. The valve V2 'is arranged between the compression chamber and the intermediate point A,

The device comprises check valves CL3 and CL3 'and hydraulic valves V3 and V3' mounted in parallel, wherein the check valve CL3 and hydraulic valve V3 have an intermediate point A and an accumulator. The check valve CL3 'and the hydraulic valve V3' are disposed between the intermediate point A 'and the chamber of the accumulator.

An advantage of the suspension device of the present invention is to provide a roll prevention and hunting prevention rigidity function.

Since the accumulators 3, 3 ′ are preloaded in the same way, they cause pneumatic stiffness via the hydraulic circuit and the lever arm, which is ideally linear and is represented by the following equation.

Mpneum = -K _θ (P0, V0, S, a) θ _c (roll calibration)

Mpneum = -K _α (P0, V0, S, a) α _c (hunting correction)

The meanings of these variables are given at the end of this specification.

Without cross-sectional differences of actuators (St = 0) there is no vertical or longitudinal stiffness or preload on the device.

By changing the preload P0 of the accumulator, the value of K _θ or K _α can be changed.

Another advantage of the suspension of the present invention is to provide a vertical or longitudinal attenuation function.

The check valve and hydraulic valve sets CL1 / V1, CL2 / V2; CL1 '/ V1', CL2 '/ V2' are the vertical damping characteristics (Fdamz, F'damz) or longitudinal damping characteristics (Fdmax) generated by the device. , F'damx).

The hydraulic valve can be a passive element that gradually opens as a function of the pressure difference or an element whose flow cross section is controlled by an external system.

The check valve CL1 is closed when the fluid in the chamber 1 is compressed, and the hydraulic valve V1 makes it possible to adjust the head loss from the chamber 1 towards point A.

In the state where the fluid in the chamber 2 is expanded, the check valve CL2 is opened to bypass the hydraulic valve V2, and the head loss between the point A 'and the chamber 2 is minimized.

This mode of operation is a feature of the device and distinguishes it from the device described in French Patent No. 2,252,228.

The operation is symmetric when the fluid in the chamber 2 is compressed.

The use of a relief check valve prevents any risk of cavitation in the chamber where the fluid is expanded.

The apparatus of the present invention makes it possible to control the attenuation characteristics over a wide range.

The apparatus of the present invention allows regulation to be performed independently of the compressed and expanded state, and pressure regulation is always performed in the chamber where the fluid is compressed.

The check valve avoids any problems associated with the dynamic behavior of the hydraulic valve.

Unlike in conventional two-tube damping, the hydraulic valve and check valve are regulated without moving the piston.

Another advantage of the suspension of the present invention is to have a roll damping function or a hunting damping function.

The check valve and hydraulic valve sets CL3 / V3, CL3 '/ V3' are additional heads appropriately related to the angular velocity of the roll generating the roll damping torque Mdamθ or the angular velocity of the hunting producing the hunting damping torque Mdamα. It is possible to add losses (PB-P3 ', PA-P3).

This roll damping or hunting damping does not cause any additional effect on vertical damping or longitudinal damping.

This property relates to the fact that the actuator is symmetrical, which makes the device of the invention distinct from the device described in French Patent No. 2,252,228.

An important advantage of the roll damping device of the present invention is that it allows the roll damping to be increased without changing the vertical damping.

Thus, where appropriate, the roll damping can be increased without changing the vertical damping, or the hunting can be increased without changing the longitudinal damping.

Another advantage of the suspension of the present invention is that it can be controlled.

The hydraulic valves V1, V2; V1 ', V2'; V3, V3 'may be passive elements, for example valves which gradually open as a function of pressure differential.

The hydraulic valve can also be externally controlled to change the flow cross section.

For example, the orifices of the hydraulic valves V1, V2 may correspond to two 2/2 valves or may correspond to two flow section cross sections of the 4/2 valves. This also applies to valves V1 ', V2'; V3, V3 '.

By controlling the flow cross section of the orifice of the hydraulic valves V1, V2; V1 ', V2', the vertical damping force Fdamz or the longitudinal damping force Fdamx, F'damx can be controlled as appropriate.

Thus, the apparatus of the present invention makes it possible to perform semi-active control over the vertical mode and over the roll mode. Vertical damping and roll damping can be completely separated.

Thus, vertical damping and roll damping are controlled to ensure angular stiffness in the roll.

In addition, the apparatus of the present invention makes it possible to perform semi-active control over the longitudinal mode and over the hunting mode. The longitudinal damping and hunting damping can be completely separated.

Thus, longitudinal damping and hunting damping are controlled to ensure angular stiffness in hunting.

Thus, the structure and implementation of the device of the present invention differs from the structure and implementation of the device described in French Patent Nos. 2,252,228 and 5,024,302.

Other objects, features and advantages of the invention will appear when the following description is given by way of example only with reference to the accompanying drawings.

1 is a diagram of a suspension device of the present invention applied to roll damping.

2 is a diagram of a suspension device of the present invention applied to hunting and longitudinal damping.

<Explanation of symbols for the main parts of the drawings>

1, 1 ': first chamber

2, 2 ': second chamber

3: accumulator

11, 11 ': cylinder

12, 12 ': non-perforated piston

13, 13 ': load

16, 16 ': fluid

114, 114 ': Actuator

F, F ': Actuator force on bodywork (N)

a: 1/2 (m) of the distance between the fastening points at which the actuator is fixed to the body (lever arm)

z, z ': vertical distance of travel between the body and the bogie at the actuator fastening point (m)

zc: Vertical bodywork travel distance (m) at point (0) of bodywork and fixed bogies

θc: roll between body and bogie (radian)

y: transverse movement distance of the body at the center of gravity (m)

α: body hunting (radian)

x, x ': longitudinal movement distance between the body and the bogie at the actuator fastening point (m)

xc: Longitudinal body movement distance (m) at point (0) of the body and fixed bogies

αc: hunting between body and bogie (radian)

S1: Cross section of actuator (asymmetric actuator) in rod (m ² )

S2: Cross section of the actuator (asymmetric actuator) in the end wall (m ² )

St: Difference in thrust section of actuator (m ² )

If the actuator is asymmetric, the rod cross section (m ² ) with St = S2-S2

If the actuator is symmetrical, St = 0 (m ² )

S: actuator (asymmetric actuator) cross-sectional area (m ² )

S = (S1 + S2) / 2 if the actuator is asymmetric

V1, V2, V3, V3 ', V1', V2 ': Headloss adjustment system in which opening is progressive (manual system) and opening is externally controlled (e.g. electrical control system) as a function of pressure, ( V1, V2) or (V3, V3 ') or (V1', V2 ') correspond to two orifices of the same valve.

CL1, CL2, CL3, CL4: Check Valve

v0, P0: initial volume and pressure of accumulators (3, 3 '; suspension at standstill)

v: forward speed of the vehicle (㎧)

The following description relates to the interpretation of the vehicle suspension described in French Patent No. 2,252,228. See the list of variables given at the end of the detailed description of the invention.

If Pa is atmospheric pressure, then in terms of the force for each actuator,

F = (P2-Pa) S2-(P1-Pa) S1

= (P2-P3 ') S2-(P1-P3) S1 + (P3'-Pa) S2-(P3-Pa) S1

Likewise,

F '= (P2'-P3) S2-(P1 '-P3') S1 + (P3-Pa) S2-(P3 '-Pa) S1

I) If the French Patent No. 2,252,228 suspension is in a roll preventing operation, then,

F = Fdamz + Fpneum and F '= F'damz + F'pneum

From here,

Fdamz = (P2-P3 ') S2-(P1-P3) S1

Fpneum = (P3 '-Pa) S2-(P3-Pa) S1

F'damz = (P2 '-P3) S2-(P1'-P3 ') S1

F'pneum = (P3-Pa) S2-(P3 '-Pa) S1

Here, each of F and F 'includes the following.

The damping terms (Fdamz, F'damz) related to head loss in the circuit, ie head loss itself, are related to the flow rate at the restraint which is a function of the displacement speed of the actuator, and thus the "damping force" term,

Pneumatic stiffness terms (F _pneum , F ' _pneum ) related to the pressure change of the accumulator (P3'-P3)

The pressure of each accumulator is a function of the volume of gas contained therein. Assuming that the volume of fluid in the hydraulic circuit is constant, since the oil is incompressible relative to gas, the change in volume is related to the piston displacement. Thus, the forces F _pneum , F ' _pneum are functions of the piston displacement, ie "pneumatic stiffness".

St = S2-S1

If S = (S2 + S1) / 2

Thus, with respect to the vehicle body, in terms of vertical force R and roll moment at 0 (M _o ):

R = F + F '= (F _damz + F' _damz ) + [(P3-Pa) + (P3 ' _-Pa )] St

M0 = (F '-F) a = (F _damz -F' _damz ) a + 2Sa (P3-P3 ')

The following attenuation terms are obtained.

R _dam = (F _damz + F ' _damz )

M ₀ dam = (F _damz -F ' _damz ) a

The following vertical stiffness terms are obtained at preload.

R _pneum = [(P3-Pa) + (P3 ' _-Pa )] St

R _pneum ≒ 2 (P0-Pa) St-Kz (P0, V0, St) zc

Stiffness Kz is a function of the difference in preload, volume and cross section of each actuator.

The following roll calibration torques are obtained.

M _pneum = 2 _Sa (P3-P3 ')

_{M pneum ≒ - K θ (P0} , V0, S, a) θc

Each stiffness K _θ is a function of the preload and volume P0 and V0 of each accumulator, the sum S of the trust cross sections S and the lever arm a. When the accumulators are displaced simultaneously, the volume of gas in each accumulator remains the same, the pressure in the accumulator remains the same, and there is no calibration torque. When the pistons are displaced (rolled) in the opposite direction, the volume of gas in one accumulator is reduced, and the volume of gas in the other accumulator is increased, creating a pressure differential between the accumulators, causing a calibration torque.

The device clearly provides anti-roll rightying torque. But,

The accumulator is provided as an elastic element for supporting the vehicle body. (This function is actually performed because of the asymmetry of the trust cross section of the actuator.)

The use of accumulators has been proposed in the description of the invention to provide angular stiffness on rolls. But it was not claimed in the claims.

Roll damping and vertical damping effects are emphasized.

The difference in actuator cross-section combines the stiffness and the vertical stiffness together in the roll. These two stiffnesses are determined by the preload pressure of the accumulator. This is a drawback of this device.

II) Suspensions of French Patent No. 2,252,228 are considered in anti-hunting operation.

F = F _damx + F _pneum and F '= F' _damx + F ' _pneum

From here,

F _damx = (P2-P3 ') _S2- (P1-P3) S1

F _pneum = (P3 ' _-Pa ) _S2- (P3-Pa) S1

F ' _damx = ( _P2' -P3) _S2- (P1 ' _-P3 ') S1

F ' _pneum = (P3-Pa) _S2- ( _P3' -Pa) S1

Where F and F 'are

Attenuation terms (F _damx , F ' _damx ) relating to head loss in the circuit and pneumatic stiffness terms (F _pneum , F' _pneum ) related to the pressure change (P3 ' _-P3 ) of the accumulator. Head loss itself relates to the rate of flow at rest, ie the "damping force" term, which is a function of the rate of displacement of the actuator. The pressure of each accumulator is a function of the volume of gas contained therein. Assuming that the fluid volume in the hydraulic circuit is constant, since the oil is incompressible relative to gas, the change in volume is related to the piston displacement. Thus, the forces F _pneum , F ' _pneum are functions of the piston displacement, ie "pneumatic stiffness".

St = S2-S1

If S = (S2 + S1) / 2

Thus, with respect to the vehicle body, in terms of the vertical force R and the hunting moment at 0 (M _o ):

R = F + F '= (F _damx + F' _damx ) + [(P3-Pa) + (P3 ' _-Pa )] St

M0 = (F '-F) a = (F _damx -F' _damx ) a + 2Sa (P3-P3 ')

The following attenuation terms are obtained.

R _dam = (F _damx + F ' _damx )

M ₀ dam = (F _damx -F ' _damx ) a

The following vertical stiffness terms are obtained at preload.

R _pneum = [(P3-Pa) + (P3 ' _-Pa )] St

R _pneum ≒ 2 (P0-Pa) St-Kz (P0, V0, St) xc

Stiffness Kx is a function of the difference in preload, volume and cross section of each actuator.

The following hunting calibration torque is obtained.

M _pneum = 2 _Sa (P3-P3 ')

M _pneum ≒-K _α (P0, V0, S, a) θ _αc

Each stiffness K _α is a function of the preload and volume P0 and V0 of each accumulator, the sum S of the trust cross sections S and the lever arm a. When the accumulators are displaced simultaneously, the volume of gas in each accumulator remains the same, the pressure in the accumulator remains the same, and there is no calibration torque. When the pistons are displaced (rolled) in the opposite direction, the volume of gas in one accumulator is reduced, and the volume of gas in the other accumulator is increased, creating a pressure differential between the accumulators, causing a calibration torque.

The device clearly provides anti-hunting calibration torque. But,

The accumulator is provided as an elastic element for supporting the vehicle body. (This function is actually performed because of the asymmetry of the trust cross section of the actuator.)

The use of accumulators to provide angular stiffness in hunting has been proposed in the description of the invention. But it was not claimed in the claims.

Hunting and longitudinal damping effects are emphasized.

The difference in actuator cross-section combines the stiffness and the longitudinal stiffness together during hunting. These two stiffnesses are determined by the preload pressure of the accumulator. This is a drawback of this device.

1 is a diagram showing the principle of the roll-damping device of the present invention.

The roll-damping device comprises a first shock absorber A1 and a second shock absorber A1 '.

Each shock absorber comprises a composite assembly constituting cylinders 11, 11 ′ with slidingly mounted non-perforated pistons 12, 12 ′ with rods 13, 13 ′, and actuators 114, 114 ′. Include.

The rods 13, 13 ′ penetrate the pistons 12, 12 ′.

The pistons 12, 12 ′ define a boundary between the first chamber 1, 1 ′ called the “compression chamber” and the second chamber 2, 2 ′ called the “expansion chamber”.

The cylinders 11, 11 ′ are filled with fluids 16, 16 ′, for example hydraulic oil.

The shock absorber is also equipped with first check valves CL1 and CL1 'called "compression check valves" and second check valves CL2 and CL2' called "expansion check valves".

The first hydraulic valves V2 and V2 'called "compression hydraulic valves" and the second hydraulic valves V1 and V1' called "expanded hydraulic valves" can be electrically controlled.

The semi-active shock absorber also includes a preloaded oleo pneumatic accumulator 3, 3 'configured by the chamber.

Such oleo pneumatic accumulators 3, 3 ′ form a fixed volume containing an inert gas under pressure and a hydraulic oil in which the gas communicates with the pressure.

The two fluids are usually physically separated by diaphragms or bladder.

The function of the accumulator is first to absorb the volume of oil corresponding to the volume of the rod when the shock absorber is fully compressed, and secondly to ensure at least the minimum pressure in the hydraulic circuit.

Compression check valves CL1 and CL1 'and expansion hydraulic valves V1 and V1' are mounted in parallel.

The compression check valve CL1 and the expansion hydraulic valve V1 are arranged between the expansion chamber 1 and the intermediate point A.

The compression check valve CL1 'and the expansion hydraulic valve V1' are disposed between the expansion chamber 1 'and the intermediate point A'.

Expansion check valves CL2 and CL2 'and compression hydraulic valves V2 and V2' are mounted in parallel.

Expansion check valve CL2 and compression hydraulic valve V2 are disposed between compression chamber 2 and intermediate point A '.

The expansion check valve CL2 'and the compression hydraulic valve V2' are arranged between the compression chamber 2 'and the intermediate point A. FIG.

The check valves CL3 and CL3 'and the hydraulic valves V3 and V3' are mounted in parallel.

The check valve CL3 and the hydraulic valve V3 are arranged between the intermediate point A and the chamber of the accumulator 3.

The check valve CL3 'and the hydraulic valve V3' are disposed between the intermediate point A 'and the chamber of the accumulator 3'.

The direction of the check valve is shown in FIG.

The actuators 114, 114 ′ are arranged vertically in the transverse plane, and when they are used for railway, are disposed between the bogie 14 of the railroad vehicle and its body 15.

One of the ends of each actuator 114, 114 ′ is fixed to the bogie 14 of the railroad car, and the other end of each actuator 114, 114 ′ is fixed to the body 15 of the vehicle.

The following description relates to the analysis of the roll damping device of the present invention, which analysis is carried out on the same principle as in the French patent French Patent No. 2,252,228 in certain cases when St = 0, S1 = S2 = S.

The pressure at the intermediate positions A and A 'is included.

After the operation, you get

F = [(P2-PB)-(P1-PA)] S

+ [(PB-P3 ')-(PA-P3)] S + (P3'-P3) S

F = [(P2 '-PA)-(P1'-PB)] S

+ [(PA-P3) + (PB-P3 ')] S + (P3-P3') S

At the same time,

Fdamz = [(P2-PB)-(P1-PA)] S

F'damz = [(P2 '-PA)-(P1'-PB)] S

Fdamθ = [(PA-P3)-(PB-P3 ')] S

After that,

R = F + F '= Fdamz + F'damz

M0 = (F '-F) a = (F'damz-F'damz) a + 2 Fdamθa + 2 (P3-P3') Sa

The following roll calibration torques are obtained.

Mpneum = 2 (P3-P3 ') Sa

Mpneum ≒ -K _θ (P0, V0, S, a) _θc

Each stiffness K _θ is a function of the preload and the volume of each of the accumulators P0 and V0 of the sum of the thrust section S and the lever arm a. When the actuators are displaced at the same time, the volume of gas in each accumulator becomes the same, the pressure in the accumulator becomes equal and there is no calibration torque. When the piston is displaced (rolled) in the opposite direction, the gas volume in one accumulator decreases, while the gas volume in the other accumulator increases, causing a pressure differential between the accumulators and generating a calibration torque. .

The vertical damping force is obtained as follows.

Rdam = Fdamz + F'damz

Fdamz and F'damz also induce damping forces.

Mdam = (F'damz-Fdamz) a

As shown by equations Fdamz and F'damz as a function of head loss, this force is determined by a check valve / hydraulic valve set (CL1 / V1, CL2 / V2, CL1 '/ V1', CL2 '/ V2'). do.

You get the following roll damping forces:

Mdamθ = 2Fdamθa = 2 [(PA-P3)-(PB-P3 ')] Sa

This torque does not affect the vertical attenuation.

It is determined by head loss (PA-P3) and (PB-P3 '), i.e. check valve / hydraulic valve sets (CL3 / V3, CL3' / V3 ').

PA-P3 is associated with the fluid flow rate Q _A3 from A to the chamber of the accumulator 3. Assuming the flow rate is constant:

Q _A3 = Sz-Sz '≒ S (zc-aθc)-S (zc + aθc) = -2S a θc

Thus PA-P3 is related to θ c, and likewise PB-P3 'is Q_{B3 '} = 2S θc, i.e., θc, the "roll attenuation" term is justified.

Fig. 2 is a diagram showing the principle of the hunting damping and longitudinal damping device of the present invention.

In Fig. 2, components similar to those shown in Fig. 1 are denoted by the same reference numerals.

In this anti-hunting device, the actuators 114, 114 ′ are longitudinally in the rail configuration, preferably in the same plane, and between the bogie 14 and the body 15 of the railway vehicle when they are used in the rail configuration. Is placed.

The following description relates to the analysis of the hydraulic hunting damping and longitudinal damping device of the present invention, which is carried out in the same way as the analysis of French Patent No. 2,252,228, especially when St = 0 and S1 = S2 = S.

The pressure at the midpoint A, A 'is included.

After the calculation, the following equation is obtained.

F = [(P2-PB)-(P1-PA)] S

+ [(PB-P3 ')-(PA-P3)] S + (P3'-P3) S

F '= [(P2'-PA)-(P1 '-PB)] S

+ [(PA-P3) + (PB-P3 ')] S + (P3-P3') S

At this time,

Fdamx = [(P2-PB)-(P1-PA)] S

F'damx = [(P2 '-PA)-(P1'-PB)] S

If Fdamθ = [(PA-P3)-(PB-P3 ')] S,

R = F + F '= Fdamx + F'damx

M0 = (F '-F) a = (F'damx-F'damx) a + 2 Fdamαa + 2 (P3-P3') Sa

The following hunting calibration torque is obtained.

Mpneum = 2 (P3-P3 ') Sa

Mpneum ≒ -K _α (P0, V0, S, a) αc

Each stiffness K _α is a function of the preload, the volume of each of the accumulators P0, V0, the sum of the trust cross-sectional area S and the lever arm a. When the actuators are arranged simultaneously, the gas volume in each accumulator remains the same and the pressure in the accumulator remains the same, and there is no calibration torque. When the piston is displaced (hunted) in the opposite direction, the gas volume in one accumulator decreases while the gas volume in the other accumulator increases, thereby generating pressure between the accumulators to generate calibration torque.

The following longitudinal damping force is obtained.

Rdam = Fdamx + F'damx

Fdamx and F'damx also induce damping torques.

Mdam = (F'damx-Fdamx) a

As can be seen by the relationship between Famx and F'amx as a function of head loss, these acting forces are set to check valves / hydraulic valve sets (CL1 / V1, CL2 / V2, CL1 '/ V1', CL2 '/ V2') Is determined by

The following hunting damping torque is obtained.

Mdamα = 2 Fdamαa = 2 [(PA-P3)-(PB-P3 ')] Sa

This torque does not affect the longitudinal damping. This is determined by head loss PA-P3 and PB-P3 ', and eventually by check valves / hydraulic valves CL3 / V3, CL3' / V3 '.

Pa-P3 is related to the fluid flow rate Q _A3 from A to the chamber of the accumulator 3.

Q _A3 is Sx-Sx '≒ S (xc-aαc)-S (xc + aαc) = -2 Saαc

Thus, PA-P3 relates to αc and similarly PB-P3 'relates to Q _A3' = 2Sαc, i.

With the above apparatus, the present invention provides a roll prevention or hunting prevention calibration torque that can adjust roll prevention rigidity or anti-hunting rigidity without disassembling the oleo pneumatic suspension device, and vertical damping or longitudinal adjustment that can adjust the viscans. It provides directional damping and roll damping or hunting damping that can be adjusted and increase the damping without increasing vertical damping or longitudinal damping. Accordingly, the suspension device of the present invention provides a roll prevention and hunting prevention rigidity function.

In addition, the device of the present invention allows the vertical damping and roll damping to be completely separated, so that the vertical damping and roll damping are controlled to ensure angular stiffness in the roll. And, it enables to perform semi-active control over the longitudinal mode and over the hunting mode. The longitudinal damping and hunting damping can be completely separated, so that the longitudinal damping and hunting damping are controlled to ensure angular stiffness in the hunting.

Claims (10)

A vehicle oleo pneumatic suspension for connecting a vehicle body to wheels, the vehicle comprising first and second shock absorbers A1 and A1 'connecting the wheels to the vehicle body, each shock absorber comprising rods 13 and 13'. Non-perforated pistons 12, 12 ′ having slidable first chambers 1, 1 ′ and decompression second chambers 2, 2 ′ are slidably mounted and filled with fluids 16, 16 ′. Actuators 114 and 114 'having cylinders 11 and 11', compression first check valves CL1 and CL1 ', expansion second check valves CL2 and CL2', compression first hydraulic valves V2, V2 ', pre-loaded oleo pneumatic accumulators 3, 3' configured by expansion second hydraulic valves V1, V1 'and chamber, The compression check valves CL1 and CL1 'and the expansion hydraulic valves V1 and V1' are mounted in parallel, and the compression check valve CL1 and the expansion hydraulic valve V1 are in the expansion chamber 1 and in the middle. Disposed between the point A, the compression check valve CL1 'and the expansion hydraulic valve V1' are disposed between the expansion chamber 1 'and the intermediate point A', and the expansion check valve CL2 and CL2 'and the compression hydraulic valves V2 and V2' are mounted in parallel, and the expansion check valve CL2 and the compression hydraulic valve V2 are the compression chamber 2 and the intermediate point A '. In the vehicle oleo pneumatic suspension device, wherein the expansion check valve CL2 'and the compression hydraulic valve V2' are disposed between the compression chamber 2 'and the intermediate point A. , It further comprises a check valve (CL3, CL3 ') and hydraulic valves (V3, V3') mounted in parallel, wherein the check valve (CL3) and the hydraulic valve (V3) is the intermediate point (A) and the accumulator Disposed between the chambers of (3), wherein the check valve CL3 'and the hydraulic valve V3' are disposed between the intermediate point A 'and the chamber of the accumulator 3'. Device. 2. The rod (13, 13 ') of each of the actuators (114, 114') passes through the piston (12, 12 '), and each actuator is symmetrical, i.e. a trust cross section (on each side of the piston) And the difference of St) is zero. The device according to claim 1, wherein at least one of the hydraulic valves (V1, V1 ′, V2, V2 ′, V3, V3 ′) is electrically controlled. 4. The actuator according to claim 1, wherein the actuators 114, 114 ′ are arranged longitudinally between the vehicle body and the wheels such that hunting damping and longitudinal damping can be performed on the vehicle. Characterized in that the device. 4. The actuator according to claim 1, wherein the actuators 114, 114 ′ are in a transverse plane extending transversely to the vehicle between the vehicle body and the wheels such that roll damping can be performed on the vehicle. Device arranged vertically. A railroad vehicle comprising the suspension system according to any one of claims 1 to 5. A train comprising at least one railway vehicle according to claim 6. A road vehicle comprising the suspension device according to any one of claims 1 to 5. In the railway vehicle according to claim 4 and 6, the actuators 114, 114 ′ are arranged longitudinally between the bogie 14 of the railway vehicle and its body 15, and the actuators 114, 114. ') Each one end is connected to the bogie (14) of a railroad car, and the other end of each of the actuators (114, 114') is connected to the body (15) of the vehicle. In the railway vehicle according to claims 5 and 6, the actuators 114, 114 ′ are arranged perpendicularly to the transverse plane between the bogie 14 of the railway vehicle and its body 15, and the actuator ( 114, 114 ′, one of the ends of each of which is connected to the bogie 14 of the railway vehicle, and the other end of each of the actuators 114, 114 ′ is connected to the body 15 of the vehicle. Railway car.