WO2015135587A1 - Pneumatic vehicle suspension, vehicle provided with such a suspension and method for retrofitting a vehicle suspension - Google Patents

Pneumatic vehicle suspension, vehicle provided with such a suspension and method for retrofitting a vehicle suspension Download PDF

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Publication number
WO2015135587A1
WO2015135587A1 PCT/EP2014/055072 EP2014055072W WO2015135587A1 WO 2015135587 A1 WO2015135587 A1 WO 2015135587A1 EP 2014055072 W EP2014055072 W EP 2014055072W WO 2015135587 A1 WO2015135587 A1 WO 2015135587A1
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WO
WIPO (PCT)
Prior art keywords
pneumatic
suspension
compression spring
traction springs
springs
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
PCT/EP2014/055072
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French (fr)
Inventor
Nicolas Docquier
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.)
Universite Catholique de Louvain UCL
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Universite Catholique de Louvain UCL
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Publication date
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Priority to PCT/EP2014/055072 priority Critical patent/WO2015135587A1/en
Publication of WO2015135587A1 publication Critical patent/WO2015135587A1/en
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G11/00—Resilient suspensions characterised by arrangement, location or kind of springs
    • B60G11/26—Resilient suspensions characterised by arrangement, location or kind of springs having fluid springs only, e.g. hydropneumatic springs
    • B60G11/27—Resilient suspensions characterised by arrangement, location or kind of springs having fluid springs only, e.g. hydropneumatic springs wherein the fluid is a gas
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G17/00—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load
    • B60G17/015—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements
    • B60G17/0152—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements characterised by the action on a particular type of suspension unit
    • B60G17/0155—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements characterised by the action on a particular type of suspension unit pneumatic unit
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G17/00—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load
    • B60G17/015—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements
    • B60G17/016—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements characterised by their responsiveness, when the vehicle is travelling, to specific motion, a specific condition, or driver input
    • B60G17/0162—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements characterised by their responsiveness, when the vehicle is travelling, to specific motion, a specific condition, or driver input mainly during a motion involving steering operation, e.g. cornering, overtaking
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G17/00—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load
    • B60G17/02—Spring characteristics, e.g. mechanical springs and mechanical adjusting means
    • B60G17/04—Spring characteristics, e.g. mechanical springs and mechanical adjusting means fluid spring characteristics
    • B60G17/052—Pneumatic spring characteristics
    • B60G17/0521—Pneumatic spring characteristics the spring having a flexible wall
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G21/00—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces
    • B60G21/02—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces permanently interconnected
    • B60G21/06—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces permanently interconnected fluid
    • B60G21/067—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces permanently interconnected fluid between wheels on different axles on the same side of the vehicle, i.e. the left or the right side
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G21/00—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces
    • B60G21/02—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces permanently interconnected
    • B60G21/06—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces permanently interconnected fluid
    • B60G21/073—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces permanently interconnected fluid between wheels on the same axle but on different sides of the vehicle, i.e. the left and right wheel suspensions being interconnected
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G99/00—Subject matter not provided for in other groups of this subclass
    • B60G99/002—Suspension details of the suspension of the vehicle body on the vehicle chassis
    • 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
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2202/00—Indexing codes relating to the type of spring, damper or actuator
    • B60G2202/10—Type of spring
    • B60G2202/15—Fluid spring
    • B60G2202/152—Pneumatic spring
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2204/00—Indexing codes related to suspensions per se or to auxiliary parts
    • B60G2204/10—Mounting of suspension elements
    • B60G2204/12—Mounting of springs or dampers
    • B60G2204/126—Mounting of pneumatic springs
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2204/00—Indexing codes related to suspensions per se or to auxiliary parts
    • B60G2204/80—Interactive suspensions; arrangement affecting more than one suspension unit
    • B60G2204/81—Interactive suspensions; arrangement affecting more than one suspension unit front and rear unit
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2204/00—Indexing codes related to suspensions per se or to auxiliary parts
    • B60G2204/80—Interactive suspensions; arrangement affecting more than one suspension unit
    • B60G2204/81—Interactive suspensions; arrangement affecting more than one suspension unit front and rear unit
    • B60G2204/8102—Interactive suspensions; arrangement affecting more than one suspension unit front and rear unit diagonally arranged
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2204/00—Indexing codes related to suspensions per se or to auxiliary parts
    • B60G2204/80—Interactive suspensions; arrangement affecting more than one suspension unit
    • B60G2204/82—Interactive suspensions; arrangement affecting more than one suspension unit left and right unit on same axle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2204/00—Indexing codes related to suspensions per se or to auxiliary parts
    • B60G2204/80—Interactive suspensions; arrangement affecting more than one suspension unit
    • B60G2204/83—Type of interconnection
    • B60G2204/8304—Type of interconnection using a fluid
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2204/00—Indexing codes related to suspensions per se or to auxiliary parts
    • B60G2204/80—Interactive suspensions; arrangement affecting more than one suspension unit
    • B60G2204/83—Type of interconnection
    • B60G2204/8306—Permanent; Continuous
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2300/00—Indexing codes relating to the type of vehicle
    • B60G2300/10—Railway vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2800/00—Indexing codes relating to the type of movement or to the condition of the vehicle and to the end result to be achieved by the control action
    • B60G2800/01—Attitude or posture control
    • B60G2800/012—Rolling condition
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2800/00—Indexing codes relating to the type of movement or to the condition of the vehicle and to the end result to be achieved by the control action
    • B60G2800/01—Attitude or posture control
    • B60G2800/014—Pitch; Nose dive
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2800/00—Indexing codes relating to the type of movement or to the condition of the vehicle and to the end result to be achieved by the control action
    • B60G2800/01—Attitude or posture control
    • B60G2800/019—Inclination due to load distribution or road gradient

Definitions

  • PNEUMATIC VEHICLE SUSPENSION VEHICLE PROVIDED WITH SUCH A SUSPENSION AND METHOD FOR RETROFITTING A VEHICLE SUSPENSION
  • This invention relates a pneumatic suspension for a vehicle, in particular a rail vehicle or a land vehicle, such as an automotive vehicle, a trailer or semitrailer.
  • WO06/107080 discloses a pneumatic suspension comprising a plurality of pneumatic compression springs, each comprising a lower air chamber and an upper air chamber on top of the lower chamber.
  • the wheel set is fixed to a load-carrying member sandwiched between the lower and upper air chambers, such that the two air chambers work in opposition.
  • the remote ends of the two opposed air chambers are fixed to a common frame fixed to the car body of the vehicle.
  • Two such pneumatic compression springs located on opposite sides of the vehicle are connected with one another such that the lower air chamber of each of the pneumatic compression springs is in communication with the upper air chamber of the pneumatic compression spring on the opposite side of the vehicle.
  • each side of the vehicle is provided with a lower air chamber and an upper air chamber on top of the lower air chamber.
  • the lower end of the upper air chamber and the upper end of the lower air chamber are fixed to a common longitudinal frame member, while the upper end of the upper air chamber and the lower end of the lower air chamber are fixed to a common structure attached to the wheel axle.
  • the effective cross-sectional area of the lower chamber is larger than that of the upper chamber.
  • the lower air chamber on each side of the vehicle is pneumatically connected with the upper air chamber on the opposite side.
  • a pneumatic suspension for a vehicle comprising at least a first pneumatic compression spring located laterally on a first side of the pneumatic suspension, pneumatically connected to a first set of one or more pneumatic traction springs located laterally on a second side of the pneumatic suspension opposite the first side, and at least a second pneumatic compression spring located laterally on the second side of the pneumatic suspension, pneumatically connected to a second set of one or more pneumatic traction springs located laterally on the first side of the pneumatic suspension, wherein the first pneumatic compression spring is spaced apart from the second set of pneumatic traction springs and the second pneumatic compression spring is spaced apart from the first set of pneumatic traction springs at least in a longitudinal or lateral direction of the pneumatic suspension.
  • the pneumatic compression springs can be of any type that produces mechanical work when subjected to an extension and stores potential mechanical energy when contracted, such as an air bag or a pneumatic cylinder. As a result of contraction, the effective pneumatic volume of such compression springs is reduced.
  • the pneumatic traction spring can be of any type that produces mechanical work when subjected to a contraction and stores potential mechanical energy when extended. As a result of extension, the internal volume of such a component decreases.
  • the volume variation of the pneumatic traction spring will compensate the volume variation of the air spring or increase this volume variation, depending on the kind of motion (bounce, roll, twist, etc.). Various properties of the suspension can thus be adjusted.
  • the pneumatic traction springs can be placed between the bogie frame and the car body (or a bolster if any). As the pneumatic compression springs are longitudinally or laterally spaced apart from the pneumatic traction springs, the actual location and number of pneumatic traction springs can be chosen according to the circumstances.
  • the pneumatic traction springs can be designed as standard components and the stiffness of the suspension adjusted by varying their number and locations relative to the air springs in the longitudinal and/or lateral directions. Depending on the room available and the load of the sprung mass of the vehicle, several first compression springs and several second compression springs can be arranged in parallel with one another.
  • a distance measured in a transverse direction of the pneumatic suspension between at least one of the pneumatic traction springs of the first set of pneumatic traction springs and one of the pneumatic traction springs of the second set of pneumatic traction springs is greater than a distance measured in the transverse direction between the first compression spring and the second compression spring.
  • the first pneumatic compression spring, second pneumatic compression spring, first set of pneumatic traction springs and second set of pneumatic traction springs all intersect a common horizontal plane.
  • the first pneumatic compression spring and second set of pneumatic traction springs can be attached at one end to a common car body component or a common bolster and at another end to a common running gear component. The same applies to the second pneumatic compression spring and first set of pneumatic traction springs.
  • the first pneumatic compression spring is connected with a first levelling valve receptive to a deflection of the first pneumatic compression spring
  • the second pneumatic compression spring is connected with a second levelling valve receptive to a deflection of the second pneumatic compression spring.
  • the levelling valve associated to a pneumatic compression spring opens a communication with a main reservoir to feed the associated pneumatic compression spring with air whenever the retraction of the pneumatic compression spring reaches a contraction threshold. Conversely, it opens a communication with the atmosphere to reduce the pressure in the pneumatic compression spring whenever the extension of the pneumatic compression spring reaches an extension threshold.
  • the levelling valves can be mechanically connected to the vehicle body.
  • the levelling valves can be electrically controlled and connected to various sensors on a vehicle and/or to various commands on a control panel of the vehicle.
  • the first pneumatic compression spring and the second pneumatic compression spring are not pneumatically connected with one another and constitute two independent circuits if one excepts their connections to the common main reservoir, which can be considered more or less as an infinite pressure source.
  • the first pneumatic compression spring and the second pneumatic compression spring are connected to one another via a pressure differential valve, which may open when a pressure differential between the first and second pneumatic compression springs is above a pressure differential threshold.
  • the suspension of the invention can be applied to an automotive vehicle or a trailer e.g. with four independent wheels or several wheel axles. It can also be applied as secondary suspension or a primary suspension of a rail vehicle.
  • the first pneumatic compression spring is located at a front of the pneumatic suspension
  • the second pneumatic compression spring is located at the front of the pneumatic suspension
  • a third pneumatic compression spring is located at a rear of the pneumatic suspension laterally on the first side of the pneumatic suspension
  • a fourth pneumatic compression spring is located at the rear of the pneumatic suspension laterally on the second side of the pneumatic suspension
  • the first set of one or more pneumatic traction springs comprises at least one pneumatic traction spring located at the front of the pneumatic suspension and at least one pneumatic traction spring located at a rear of the pneumatic suspension
  • the second set of one or more pneumatic traction springs comprises at least one pneumatic traction spring located at the front of the pneumatic suspension and at least one pneumatic traction spring located at the rear of the pneumatic suspension.
  • the two rear pneumatic compression springs are preferably connected with one another.
  • This so-called three-point configuration is intended to provide a high roll stiffness thanks to the front pneumatic traction springs and a low warp stiffness thanks to the direct connection between the air springs at the rear of the suspension.
  • the first pneumatic compression spring is located at a front of the pneumatic suspension
  • the first set of one or more pneumatic traction springs is located at a rear of the pneumatic suspension
  • the second pneumatic compression spring is located at the rear of the pneumatic suspension
  • the second set of one or more pneumatic traction springs is located at the front of the pneumatic suspension.
  • the pneumatic suspension further comprises a third pneumatic compression spring located laterally on the first side and at the rear of the pneumatic suspension and pneumatically connected to a third set of one or more pneumatic traction springs located on the second side and at the front of the pneumatic suspension, and a fourth pneumatic compression spring located on the second side and at the front of the pneumatic suspension and pneumatically connected to a fourth set of one or more pneumatic traction springs located on the first side and at the rear of the pneumatic suspension.
  • This embodiment can be applied to the front and rear wheels of an automotive vehicle or of a trailer or to a front and a rear running gears of a rail vehicle or to the front and rear part of a running gear, e.g.
  • each of the pneumatic traction springs has a monotonically decreasing isobaric load-contraction relation, preferably a strictly decreasing isobaric load-contraction relation. The relation is linear or nonlinear.
  • a pneumatic traction spring is a rebound chamber of a double acting cylinder. Generally, the internal volume of such a component decreases when it is extended, by opposition to a pneumatic compression spring. According to a preferred embodiment, the pneumatic traction springs are pneumatic artificial muscles.
  • a pneumatic suspension for a vehicle comprising at least a first pneumatic compression spring located laterally on a first side of the pneumatic suspension, pneumatically connected to a first set of one or more pneumatic traction springs located laterally on a second side of the pneumatic suspension opposite the first side, and a second pneumatic compression spring located laterally on the second side of the pneumatic suspension, pneumatically connected to a second set of one or more pneumatic traction springs located laterally on the first side of the pneumatic suspension, wherein each of the pneumatic traction springs has a monotonically decreasing isobaric load-contraction relation.
  • each of the pneumatic traction springs or at least some of them are pneumatic artificial muscles.
  • the first pneumatic compression spring is preferably spaced apart from the second set of pneumatic traction springs and the second pneumatic compression spring is spaced apart from the first set of pneumatic traction springs at least in a longitudinal or lateral direction of the pneumatic suspension.
  • a vehicle comprising a car body assembly comprising one or more car bodies, a running gear assembly comprising one or more running gears, and a pneumatic suspension as disclosed above between the car body assembly and the running gear assembly.
  • the first pneumatic compression spring and second set of pneumatic traction springs are located between the car body assembly and a first running gear of the running gear assembly, and the second pneumatic compression spring and first set of pneumatic traction springs are located between the car body assembly and a second running gear of the running gear assembly.
  • the first pneumatic compression spring and second set of pneumatic traction springs are located between a first car body of the car body assembly and the running gear assembly, and the second pneumatic compression spring and first set of pneumatic traction springs are located between a second car body of the car body assembly and the running gear assembly.
  • the first pneumatic compression spring and second set of pneumatic traction springs, and the second pneumatic compression spring and first set of pneumatic traction springs are located between a common car body of the car body assembly and a common running gear of the running gear assembly.
  • each running gear of the running gear assembly comprises a frame, a set of wheels and a primary suspension between the frame and the set of wheels and in that the pneumatic suspension is a pneumatic suspension between the car body assembly and each frame of each running gear of the running gear assembly.
  • a bolster supporting a king pin or pivot can be provided between the running gear frame and the car body assembly, in which case the pneumatic compression springs and sets of pneumatic traction springs are preferably located between frame and bolster.
  • the suspension of the invention can also be applied to bogies without bolster.
  • a method of retrofitting a vehicle suspension comprising at least a first pneumatic compression spring located laterally on a first side of the pneumatic suspension, and a second pneumatic compression spring located laterally on a second side of the pneumatic suspension opposite the first side, comprising the steps of pneumatically connecting the first pneumatic compression spring with a first set of one or more pneumatic traction springs located laterally on the second side of the pneumatic suspension, and spaced apart from the second pneumatic compression spring at least in a longitudinal or lateral direction of the pneumatic suspension, and pneumatically connecting the second pneumatic compression spring with a second set of one or more pneumatic traction springs located laterally on the first side of the pneumatic suspension, and spaced apart from the first pneumatic compression spring at least in a longitudinal or lateral direction of the pneumatic suspension.
  • the method may include steps to provide the retrofitted suspension with some or all the features of one or the other of the embodiments of the pneumatic suspension of the invention as disclosed above.
  • the retrofitted suspension extends a classical suspension system, functionalities such as a levelling system, a pressure difference limitation, etc. are natively present. The roll stiffness of the system is thus automatically adapted when the payload is modified.
  • first pneumatic compression spring, second pneumatic compression spring, first set of pneumatic traction springs and second set of pneumatic traction springs may be located such that they all intersect a common horizontal plane.
  • the first pneumatic compression spring and second set of pneumatic traction springs can be attached at one end to a common car body component or a common bolster and at another end a common running gear component. The same applies to the second pneumatic compression spring and first set of pneumatic traction springs.
  • a distance measured in a transverse direction of the pneumatic suspension between at least one of the pneumatic traction springs of the first set of pneumatic traction springs and one of the pneumatic traction springs of the second set of pneumatic traction springs is greater than a distance measured in the transverse direction between the first compression spring and the second compression spring.
  • Fig. 1 is a schematic side of a rail vehicle provided with a two-point suspension according to one embodiment of the invention
  • Fig. 2 is a schematic view from above of a rail vehicle provided with a four- point suspension according to one embodiment of the invention
  • Fig. 3 is a schematic view from behind of a bounce motion of the rail vehicle of Fig. 1;
  • Fig. 7 is a schematic view from behind of an automotive vehicle according to another embodiment of the invention
  • - Fig. 8 is a schematic view from above of a rail vehicle provided with a four- point suspension according to another embodiment of the invention
  • Fig. 9 is a schematic view from above of a rail vehicle provided with a four- point suspension according to another embodiment of the invention.
  • Fig. 10 is a schematic view from above of a rail vehicle provided with a three-point suspension according to another embodiment of the invention.
  • Fig. 11 is a schematic view from above of a rail vehicle provided with a suspension according to another embodiment of the invention.
  • the rail vehicle of Figs. 1 to 4 comprises a car body 10 supported on a front running gear 12.1 and a rear running gear 12.2.
  • the running gears 12.1, 12.2 are illustrated as two-axle bogies without bolster, but the invention is not limited to this type of running gears.
  • Each running gear 12.1, 12.2 comprises a pair of front an rear wheel sets 14, a frame 16 supported on the pair of wheel sets 14 by means of a primary suspension 18, and a secondary suspension 20.1, 20.2 between the bogie frame and the car body 10.
  • the secondary suspension 20.1, 20.2 of each running gear comprises two pneumatic circuits 22.11, 22.12, resp. 22.21, 22.22, each comprising a pneumatic compression spring 24, on one side of a median longitudinal vertical plane 100 that divides the rail vehicle and the suspension into right and left parts and a set of one more pneumatic traction springs 26 on the opposite side of the median longitudinal plane 100.
  • the pneumatic compression springs 24 can be any type of pneumatic component that produces mechanical work when extended and stores potential mechanical energy when contracted, such as an air bag or a pneumatic cylinder.
  • the pressure in each pneumatic circuit 22.11, 22.12, 22.21, 22.2 is controlled by a levelling valve 28 connected to a main reservoir and receptive to a deflection of the pneumatic compression spring 24 in the same pneumatic circuit.
  • Each pneumatic circuit 21.11, 21.12, 21.21, 21.22 further comprises a safety valve 30.
  • the two pneumatic circuits 22.11, 22.12, resp. 22.21, 22.22 on the same running gear 12.1 resp. 12.2 can be connected to one another via a pressure differential valve 32.1, 32.2.
  • the pneumatic traction springs 26 are located laterally outwardly of and longitudinally at the same level as the pneumatic compression spring 24 located on the same side of the vertical plane 100.
  • the pneumatic compression springs 24 and pneumatic traction springs 26 preferably overlap each other in the vertical direction, i.e. it is possible to define a horizontal plane 200, which intersect with the pneumatic traction springs 26 and pneumatic compression springs 24.
  • the pneumatic traction spring 26 can be any type of pneumatic component that produces mechanical work when contracted and stores potential mechanical energy when extended. Generally, the internal volume of such a component decreases when the component is extended, by opposition to a pneumatic compression spring.
  • the pneumatic traction springs 26 have an effective cross- sectional area that is substantially smaller than that of the compression springs 24, e.g. less than half the cross-sectional area of the pneumatic compression springs 24.
  • the secondary suspensions 20.1, 20.2 of the front and rear running gears are identical and are not pneumatically connected with one another.
  • the associated pneumatic traction spring 26 on the other side (the right-hand side) is stretched, leading also to a reduction of its volume.
  • the total volume of the corresponding pneumatic circuit 22.21 is reduced, leading to a pressure increase in the circuit.
  • the other compression spring 24 on the same running gear (on the right-hand side) is stretched and its volume increases, while the associated pneumatic traction spring 26 (on the left-hand side) is compressed and its volume also increases, leading to an overall decrease of the pressure in the associated pneumatic circuit 22.22.
  • the differential pressure threshold of the differential valve 32.1, 32.2 should be high enough for the differential valve to remain closed in response to a rolling motion of the car body 10.
  • the differential pressure threshold should preferably be low enough for the differential valve to open when the vehicle is on a twisted track.
  • the differential valve 32.1, 32.2 also becomes operative in the case of a leakage in one of the circuit, which results in a pressure drop that exceeds the threshold of the differential valve.
  • the corresponding pneumatic suspension 20.1, 20.2 operates in a fail-soft mode until it can be repaired.
  • a pneumatic traction spring 26 is a rebound chamber of a pneumatic cylinder. In such a case, the effective cross-sectional area of the pneumatic traction spring 26 does not change with the deflection. An additional beneficial effect on rolling motion is obtained if the pneumatic traction springs 26 have a monotonically decreasing, preferably strictly decreasing isobaric load- contraction relation. This relation is linear or non-linear, as illustrated in Fig. 5.
  • the pneumatic traction springs 26 are therefore preferably pneumatic artificial muscles, which exhibit such a non-linear, monotonically decreasing isobaric load-contraction relation.
  • the embodiment of Fig. 6 differs from the first embodiment only in that each compression spring 24 is pneumatically connected to a set of several pneumatic traction springs 26 in parallel.
  • Fig. 7 illustrates the rear axle 12 of an automotive vehicle provided with a pneumatic suspension 20 for supporting a car body 10 of the vehicle.
  • the rear suspension 20 comprises two pneumatic circuits, which may be fully independent or linked via a differential valve 32.
  • Each circuit comprises a pneumatic compression spring 24 on one side of the vehicle, connected with a pneumatic traction spring 26, preferably a pneumatic artificial muscle on the other side of the vehicle.
  • the automotive or rail vehicle of Fig. 8 comprises a car body 10 supported on a front running gear 12.1 (e.g. a front axle, a front set of wheels or a front bogie) and a rear running gear 12.2 by means of a four-point secondary suspension 20.
  • the secondary suspension comprises four independent circuits 22.11, 22.12, 22.21, 22.22, each of which includes at least one pneumatic compression spring 24 located at one end and on one side of the vehicle on one of the running gears 12.1, 12.2, connected via a diagonal connection pipe to a set of one or more pneumatic traction springs 26 located at the other end and on the other side of the vehicle, on the other running gear.
  • the response of the rail vehicle to rolling motion is basically identical with that of the embodiment of Figs. 1 to 4.
  • the diagonal configuration of the four independent pneumatic circuits 22.11, 22.12, 22.21, 22.22 results in a lower warp stiffness: when the vehicle runs on a track that is uneven, e.g. a rail track with a difference of inclination of the rails, one diagonal is crushed while the other one is extended.
  • the volume increase of the compression springs 24 on the crushed diagonal is at least partly compensated by the volume reduction of the associated pneumatic traction springs 26 on the same diagonal.
  • this configuration which can be applied to any vehicle with at least two axles or two bogies, combines a low bounce stiffness, a high roll stiffness and a low warp stiffness.
  • each compression spring 24 is connected to a levelling valve 28, a safety valve 30, and an auxiliary tank 34.
  • the auxiliary tank 34 increases the volume in the circuit so as to modify its overall stiffness for given dimensions of the compression springs 24 and traction springs 26.
  • Various auxiliary tank sizes can be used to adapt a standardised compression spring 24 or traction spring 26 to various vehicles or standard operating conditions.
  • the two pneumatic circuits 22.11, 22.12, comprising the compression springs 24 at the front end of the vehicle are connected to one another via a pressure differential valve 32.1
  • the two other pneumatic circuits 22.21, 22.22 comprising the compression springs at the rear end of the vehicle are connected with one another via a pressure differential valve 32.2.
  • These two differential valves prove particularly useful to compensate a potentially detrimental effect of the monotonically decreasing isobaric load-contraction relation of pneumatic artificial muscles 26 on warp stiffness.
  • the embodiment of Fig. 10 combines a pneumatic suspension 20.1 similar to that of the first embodiment between the car body 10 of the vehicle and one of the running gears 12.1 (at the front end of the vehicle on Fig. 10) and a conventional independent pneumatic suspension circuit at the other end of the vehicle between the car body 10 and the other running gear 12.2.
  • the front pneumatic suspension 20.1 comprises two pneumatic circuits 22.11, 22.12, each comprising a pneumatic compression spring 24 on one side of the front running gear 12.1, a levelling valve 28 on the same side of the front running gear 12.1, an auxiliary tank 34, a safety valve 30 and two pneumatic traction springs 26.1, 26.2 on the other side of the front and rear running gears 12.1, 12.2.
  • the two pneumatic circuits 22.11, 22.12 are connected with one another via a pressure differential valve 32.1.
  • Fig. 11 illustrates a secondary suspension for a Jacobs bogie 12 placed underneath two car body sections 10.1, 10.2 of an articulated railway vehicle.
  • Each car body section 10.1, 10.2 is supported on the bogie frame by means of a secondary suspension similar to the suspension of Fig. 8, which comprises four independent circuits 22.11, 22.12, 22.21, 22.22, each of which includes at least one pneumatic compression spring 24 located at one end and on one side of the bogie 12, connected via a diagonal connection pipe to a set of one or more pneumatic traction springs 26 located at the other end and on the other side of the bogie.
  • the suspension of the invention is not limited to the above embodiments but can be implemented in other ways, e.g. as secondary suspension between a bogie frame and a bolster supporting a king pin, as secondary suspension between a car body and one or more one-axle running gears, as primary suspension between a wheel set or a pair of wheel sets and a running gear frame.
  • Features described with respect to one embodiment above or one aspect of the invention can be implemented in other embodiments or aspects of the invention.

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Abstract

A pneumatic suspension (20, 20.1, 20.2) for a vehicle, comprises at least a first pneumatic compression spring (24) located laterally on a first side of the pneumatic suspension, pneumatically connected to a first set of one or more pneumatic traction springs (26) located laterally on a second side of the pneumatic suspension opposite the first side, and a second pneumatic compression spring (24) located laterally on the second side of the pneumatic suspension, pneumatically connected to a second set of one or more pneumatic traction springs (26) located laterally on the first side of the pneumatic suspension. The first pneumatic compression spring (24) is spaced apart from the second set of pneumatic traction springs (26) in a longitudinal and/or lateral direction of the pneumatic suspension and the second pneumatic compression spring (24) is spaced apart from the first set of pneumatic traction springs (26) in a longitudinal or lateral direction of the pneumatic suspension. The pneumatic traction springs (26) can be pneumatic artificial muscles with a monotonically decreasing isobaric load-contraction relation

Description

PNEUMATIC VEHICLE SUSPENSION, VEHICLE PROVIDED WITH SUCH A SUSPENSION AND METHOD FOR RETROFITTING A VEHICLE SUSPENSION
TECHNICAL FIELD OF THE INVENTION
[0001] This invention relates a pneumatic suspension for a vehicle, in particular a rail vehicle or a land vehicle, such as an automotive vehicle, a trailer or semitrailer.
BACKGROUND ART
[0002] The design of a vehicle suspension generally requires a trade-off between the various conflicting design criteria of the suspension. Vertical comfort requires a soft vertical suspension, whereas a stiffer suspension is required for limiting rolling in curves, and a low warp stiffness can be again beneficial for limiting wheel unloading on a non planar or twisted ground or track. With classical suspension designs, it is impossible to combine a high roll stiffness and a low warp stiffness.
[0003] WO06/107080 discloses a pneumatic suspension comprising a plurality of pneumatic compression springs, each comprising a lower air chamber and an upper air chamber on top of the lower chamber. The wheel set is fixed to a load-carrying member sandwiched between the lower and upper air chambers, such that the two air chambers work in opposition. The remote ends of the two opposed air chambers are fixed to a common frame fixed to the car body of the vehicle. Two such pneumatic compression springs located on opposite sides of the vehicle are connected with one another such that the lower air chamber of each of the pneumatic compression springs is in communication with the upper air chamber of the pneumatic compression spring on the opposite side of the vehicle.
[0004] A similar suspension is disclosed in US 3,980,316. Each side of the vehicle is provided with a lower air chamber and an upper air chamber on top of the lower air chamber. The lower end of the upper air chamber and the upper end of the lower air chamber are fixed to a common longitudinal frame member, while the upper end of the upper air chamber and the lower end of the lower air chamber are fixed to a common structure attached to the wheel axle. The effective cross-sectional area of the lower chamber is larger than that of the upper chamber. The lower air chamber on each side of the vehicle is pneumatically connected with the upper air chamber on the opposite side.
[0005] With such suspensions, it is possible to combine a high roll stiffness and a high pitch stiffness with a lower ride stiffness. However, the resulting pneumatic compression springs are very specific and have a substantial additional height compared to conventional air springs. In particular, they require space below and above the load-carrying member linking the suspension to the wheel set. For these reasons, it is difficult to retrofit these specific air springs to an existing suspension. It is also difficult to design such air springs as standard products adaptable to various vehicles.
SUMMARY OF THE INVENTION
[0006] According to one aspect of the invention, there is provided a pneumatic suspension for a vehicle, comprising at least a first pneumatic compression spring located laterally on a first side of the pneumatic suspension, pneumatically connected to a first set of one or more pneumatic traction springs located laterally on a second side of the pneumatic suspension opposite the first side, and at least a second pneumatic compression spring located laterally on the second side of the pneumatic suspension, pneumatically connected to a second set of one or more pneumatic traction springs located laterally on the first side of the pneumatic suspension, wherein the first pneumatic compression spring is spaced apart from the second set of pneumatic traction springs and the second pneumatic compression spring is spaced apart from the first set of pneumatic traction springs at least in a longitudinal or lateral direction of the pneumatic suspension.
[0007] The pneumatic compression springs can be of any type that produces mechanical work when subjected to an extension and stores potential mechanical energy when contracted, such as an air bag or a pneumatic cylinder. As a result of contraction, the effective pneumatic volume of such compression springs is reduced. By contrast, the pneumatic traction spring can be of any type that produces mechanical work when subjected to a contraction and stores potential mechanical energy when extended. As a result of extension, the internal volume of such a component decreases. [0008] By suitably placing the pneumatic traction springs on the vehicle, the volume variation of the pneumatic traction spring will compensate the volume variation of the air spring or increase this volume variation, depending on the kind of motion (bounce, roll, twist, etc.). Various properties of the suspension can thus be adjusted. Typically, for a railway vehicle, the pneumatic traction springs can be placed between the bogie frame and the car body (or a bolster if any). As the pneumatic compression springs are longitudinally or laterally spaced apart from the pneumatic traction springs, the actual location and number of pneumatic traction springs can be chosen according to the circumstances. The pneumatic traction springs can be designed as standard components and the stiffness of the suspension adjusted by varying their number and locations relative to the air springs in the longitudinal and/or lateral directions. Depending on the room available and the load of the sprung mass of the vehicle, several first compression springs and several second compression springs can be arranged in parallel with one another. [0009] Choosing the proper location of the pneumatic traction springs with respect to the pneumatic compression springs is useful for adapting the ratio between bounce stiffness and roll stiffness. According to a preferred embodiment, a distance measured in a transverse direction of the pneumatic suspension between at least one of the pneumatic traction springs of the first set of pneumatic traction springs and one of the pneumatic traction springs of the second set of pneumatic traction springs is greater than a distance measured in the transverse direction between the first compression spring and the second compression spring. This location of the pneumatic traction springs transversally outside the pneumatic compression springs maximises their effect on rolling. [0010] Preferably, the first pneumatic compression spring, second pneumatic compression spring, first set of pneumatic traction springs and second set of pneumatic traction springs all intersect a common horizontal plane. The first pneumatic compression spring and second set of pneumatic traction springs can be attached at one end to a common car body component or a common bolster and at another end to a common running gear component. The same applies to the second pneumatic compression spring and first set of pneumatic traction springs. [0011] According to a preferred embodiment, the first pneumatic compression spring is connected with a first levelling valve receptive to a deflection of the first pneumatic compression spring, and the second pneumatic compression spring is connected with a second levelling valve receptive to a deflection of the second pneumatic compression spring. The levelling valve associated to a pneumatic compression spring opens a communication with a main reservoir to feed the associated pneumatic compression spring with air whenever the retraction of the pneumatic compression spring reaches a contraction threshold. Conversely, it opens a communication with the atmosphere to reduce the pressure in the pneumatic compression spring whenever the extension of the pneumatic compression spring reaches an extension threshold. The levelling valves can be mechanically connected to the vehicle body. Alternatively, the levelling valves can be electrically controlled and connected to various sensors on a vehicle and/or to various commands on a control panel of the vehicle. [0012] According to one embodiment, the first pneumatic compression spring and the second pneumatic compression spring are not pneumatically connected with one another and constitute two independent circuits if one excepts their connections to the common main reservoir, which can be considered more or less as an infinite pressure source. [0013] According to an alternative embodiment, the first pneumatic compression spring and the second pneumatic compression spring are connected to one another via a pressure differential valve, which may open when a pressure differential between the first and second pneumatic compression springs is above a pressure differential threshold. [0014] The suspension of the invention can be applied to an automotive vehicle or a trailer e.g. with four independent wheels or several wheel axles. It can also be applied as secondary suspension or a primary suspension of a rail vehicle.
[0015] According to one embodiment, the first pneumatic compression spring is located at a front of the pneumatic suspension, the second pneumatic compression spring is located at the front of the pneumatic suspension, a third pneumatic compression spring is located at a rear of the pneumatic suspension laterally on the first side of the pneumatic suspension, a fourth pneumatic compression spring is located at the rear of the pneumatic suspension laterally on the second side of the pneumatic suspension, the first set of one or more pneumatic traction springs comprises at least one pneumatic traction spring located at the front of the pneumatic suspension and at least one pneumatic traction spring located at a rear of the pneumatic suspension and the second set of one or more pneumatic traction springs comprises at least one pneumatic traction spring located at the front of the pneumatic suspension and at least one pneumatic traction spring located at the rear of the pneumatic suspension. The two rear pneumatic compression springs are preferably connected with one another. This so-called three-point configuration is intended to provide a high roll stiffness thanks to the front pneumatic traction springs and a low warp stiffness thanks to the direct connection between the air springs at the rear of the suspension. [0016] According to an alternative embodiment, the first pneumatic compression spring is located at a front of the pneumatic suspension, the first set of one or more pneumatic traction springs is located at a rear of the pneumatic suspension, the second pneumatic compression spring is located at the rear of the pneumatic suspension and the second set of one or more pneumatic traction springs is located at the front of the pneumatic suspension. The pneumatic suspension further comprises a third pneumatic compression spring located laterally on the first side and at the rear of the pneumatic suspension and pneumatically connected to a third set of one or more pneumatic traction springs located on the second side and at the front of the pneumatic suspension, and a fourth pneumatic compression spring located on the second side and at the front of the pneumatic suspension and pneumatically connected to a fourth set of one or more pneumatic traction springs located on the first side and at the rear of the pneumatic suspension. This embodiment can be applied to the front and rear wheels of an automotive vehicle or of a trailer or to a front and a rear running gears of a rail vehicle or to the front and rear part of a running gear, e.g. a so-called Jacob-type running gear between a front vehicle body and a rear vehicle body. [0017] Preferably, the third pneumatic compression spring is connected with a third levelling valve receptive to a deflection of the third pneumatic compression spring, and the fourth pneumatic compression spring is connected with a fourth levelling valve receptive to a deflection of the fourth pneumatic compression spring. [0018] Preferably, the first pneumatic compression spring and the fourth pneumatic compression spring are connected to one another via a front pressure differential valve, and the second pneumatic compression spring and the third pneumatic compression spring are connected to one another via a rear pressure differential valve. [0019] According to a preferred embodiment, each of the pneumatic traction springs has a monotonically decreasing isobaric load-contraction relation, preferably a strictly decreasing isobaric load-contraction relation. The relation is linear or nonlinear.
[0020] One embodiment of a pneumatic traction spring is a rebound chamber of a double acting cylinder. Generally, the internal volume of such a component decreases when it is extended, by opposition to a pneumatic compression spring. According to a preferred embodiment, the pneumatic traction springs are pneumatic artificial muscles.
[0021] According to another aspect of the invention, there is provided a pneumatic suspension for a vehicle, comprising at least a first pneumatic compression spring located laterally on a first side of the pneumatic suspension, pneumatically connected to a first set of one or more pneumatic traction springs located laterally on a second side of the pneumatic suspension opposite the first side, and a second pneumatic compression spring located laterally on the second side of the pneumatic suspension, pneumatically connected to a second set of one or more pneumatic traction springs located laterally on the first side of the pneumatic suspension, wherein each of the pneumatic traction springs has a monotonically decreasing isobaric load-contraction relation. According to a preferred embodiment, each of the pneumatic traction springs or at least some of them are pneumatic artificial muscles. The first pneumatic compression spring is preferably spaced apart from the second set of pneumatic traction springs and the second pneumatic compression spring is spaced apart from the first set of pneumatic traction springs at least in a longitudinal or lateral direction of the pneumatic suspension.
[0022] According to another aspect of the invention, there is provided a vehicle comprising a car body assembly comprising one or more car bodies, a running gear assembly comprising one or more running gears, and a pneumatic suspension as disclosed above between the car body assembly and the running gear assembly.
[0023] According to one embodiment, the first pneumatic compression spring and second set of pneumatic traction springs are located between the car body assembly and a first running gear of the running gear assembly, and the second pneumatic compression spring and first set of pneumatic traction springs are located between the car body assembly and a second running gear of the running gear assembly.
[0024] According to one embodiment, the first pneumatic compression spring and second set of pneumatic traction springs are located between a first car body of the car body assembly and the running gear assembly, and the second pneumatic compression spring and first set of pneumatic traction springs are located between a second car body of the car body assembly and the running gear assembly.
[0025] According to one embodiment, the first pneumatic compression spring and second set of pneumatic traction springs, and the second pneumatic compression spring and first set of pneumatic traction springs are located between a common car body of the car body assembly and a common running gear of the running gear assembly.
[0026] According to one embodiment, each running gear of the running gear assembly comprises a frame, a set of wheels and a primary suspension between the frame and the set of wheels and in that the pneumatic suspension is a pneumatic suspension between the car body assembly and each frame of each running gear of the running gear assembly. A bolster supporting a king pin or pivot can be provided between the running gear frame and the car body assembly, in which case the pneumatic compression springs and sets of pneumatic traction springs are preferably located between frame and bolster. The suspension of the invention can also be applied to bogies without bolster.
[0027] According still to another aspect of the invention, there is provided a method of retrofitting a vehicle suspension comprising at least a first pneumatic compression spring located laterally on a first side of the pneumatic suspension, and a second pneumatic compression spring located laterally on a second side of the pneumatic suspension opposite the first side, comprising the steps of pneumatically connecting the first pneumatic compression spring with a first set of one or more pneumatic traction springs located laterally on the second side of the pneumatic suspension, and spaced apart from the second pneumatic compression spring at least in a longitudinal or lateral direction of the pneumatic suspension, and pneumatically connecting the second pneumatic compression spring with a second set of one or more pneumatic traction springs located laterally on the first side of the pneumatic suspension, and spaced apart from the first pneumatic compression spring at least in a longitudinal or lateral direction of the pneumatic suspension. Thanks to this method, it is possible to retrofit an existing suspension, with its original pneumatic compression springs or with pneumatic compression springs similar to the original pneumatic compression springs in terms of size. The additional pneumatic traction springs can be located at the most suitable location depending on the available space and on the desired effect. Obviously, the method may include steps to provide the retrofitted suspension with some or all the features of one or the other of the embodiments of the pneumatic suspension of the invention as disclosed above. As the retrofitted suspension extends a classical suspension system, functionalities such as a levelling system, a pressure difference limitation, etc. are natively present. The roll stiffness of the system is thus automatically adapted when the payload is modified.
[0028] In particular, the first pneumatic compression spring, second pneumatic compression spring, first set of pneumatic traction springs and second set of pneumatic traction springs may be located such that they all intersect a common horizontal plane. The first pneumatic compression spring and second set of pneumatic traction springs can be attached at one end to a common car body component or a common bolster and at another end a common running gear component. The same applies to the second pneumatic compression spring and first set of pneumatic traction springs.
[0029] According to a preferred embodiment, a distance measured in a transverse direction of the pneumatic suspension between at least one of the pneumatic traction springs of the first set of pneumatic traction springs and one of the pneumatic traction springs of the second set of pneumatic traction springs is greater than a distance measured in the transverse direction between the first compression spring and the second compression spring. This location of the pneumatic traction springs transversally outside the pneumatic compression springs maximises their compensation effect on rolling.
DESCRIPTION OF THE FIGURES
[0030] Other advantages and features of the invention will become more clearly apparent from the following description of a specific embodiment of the invention given as non-restrictive example only and represented in the accompanying drawings, in which:
Fig. 1 is a schematic side of a rail vehicle provided with a two-point suspension according to one embodiment of the invention;
Fig. 2 is a schematic view from above of a rail vehicle provided with a four- point suspension according to one embodiment of the invention;
Fig. 3 is a schematic view from behind of a bounce motion of the rail vehicle of Fig. 1;
Fig. 4 is a schematic view from behind of a roll motion of the rail vehicle of Fig. 1; - Fig. 5 is a diagram of a monotonically decreasing isobaric load-contraction relation of a pneumatic traction spring preferably used in the embodiment of Fig. 1; Fig. 6 is a schematic view from behind of a rail vehicle according to another embodiment of the invention;
Fig. 7 is a schematic view from behind of an automotive vehicle according to another embodiment of the invention; - Fig. 8 is a schematic view from above of a rail vehicle provided with a four- point suspension according to another embodiment of the invention;
Fig. 9 is a schematic view from above of a rail vehicle provided with a four- point suspension according to another embodiment of the invention;
Fig. 10 is a schematic view from above of a rail vehicle provided with a three-point suspension according to another embodiment of the invention;
Fig. 11 is a schematic view from above of a rail vehicle provided with a suspension according to another embodiment of the invention.
[0031] Corresponding reference numerals refer to the same or corresponding parts in each of the figures.
DETAILED DESCRIPTION OF PREFERRED EMBODIMENTS
[0032] The rail vehicle of Figs. 1 to 4 comprises a car body 10 supported on a front running gear 12.1 and a rear running gear 12.2. The running gears 12.1, 12.2 are illustrated as two-axle bogies without bolster, but the invention is not limited to this type of running gears. Each running gear 12.1, 12.2 comprises a pair of front an rear wheel sets 14, a frame 16 supported on the pair of wheel sets 14 by means of a primary suspension 18, and a secondary suspension 20.1, 20.2 between the bogie frame and the car body 10.
[0033] The secondary suspension 20.1, 20.2 of each running gear comprises two pneumatic circuits 22.11, 22.12, resp. 22.21, 22.22, each comprising a pneumatic compression spring 24, on one side of a median longitudinal vertical plane 100 that divides the rail vehicle and the suspension into right and left parts and a set of one more pneumatic traction springs 26 on the opposite side of the median longitudinal plane 100.
[0034] The pneumatic compression springs 24 can be any type of pneumatic component that produces mechanical work when extended and stores potential mechanical energy when contracted, such as an air bag or a pneumatic cylinder. The pressure in each pneumatic circuit 22.11, 22.12, 22.21, 22.2 is controlled by a levelling valve 28 connected to a main reservoir and receptive to a deflection of the pneumatic compression spring 24 in the same pneumatic circuit. Each pneumatic circuit 21.11, 21.12, 21.21, 21.22, further comprises a safety valve 30. Optionally, the two pneumatic circuits 22.11, 22.12, resp. 22.21, 22.22 on the same running gear 12.1 resp. 12.2 can be connected to one another via a pressure differential valve 32.1, 32.2. An optional auxiliary tank (not shown) can be connected to each pneumatic circuit to increase the air volume in the circuit. The pneumatic traction springs 26 are located laterally outwardly of and longitudinally at the same level as the pneumatic compression spring 24 located on the same side of the vertical plane 100. The pneumatic compression springs 24 and pneumatic traction springs 26 preferably overlap each other in the vertical direction, i.e. it is possible to define a horizontal plane 200, which intersect with the pneumatic traction springs 26 and pneumatic compression springs 24. [0035] The pneumatic traction spring 26 can be any type of pneumatic component that produces mechanical work when contracted and stores potential mechanical energy when extended. Generally, the internal volume of such a component decreases when the component is extended, by opposition to a pneumatic compression spring. The pneumatic traction springs 26 have an effective cross- sectional area that is substantially smaller than that of the compression springs 24, e.g. less than half the cross-sectional area of the pneumatic compression springs 24. The secondary suspensions 20.1, 20.2 of the front and rear running gears are identical and are not pneumatically connected with one another.
[0036] The operation of the suspensions 20.1, 20.2 will now be described with reference to Figs. 3 and 4. If the suspension 20.1, 20.2 is crushed in the vertical direction as illustrated in Fig. 3, the differential valves 32.1, 32.2 remain closed. The decrease of volume in each compression spring 24 is partly compensated by an increase of volume of the associated traction spring 26 in the same circuit 22.11, 22.12, 22.21, 22.22, and the variation of pressure in the circuit is limited, which results in a low bounce stiffness. If on the other hand the vehicle is subjected to rolling as illustrated in Fig. 4, e.g. when negotiating a curve, the compression spring 24 on one side (on the left-hand side in Fig. 4) is crushed and its volume decreases. The associated pneumatic traction spring 26 on the other side (the right-hand side) is stretched, leading also to a reduction of its volume. As a result, the total volume of the corresponding pneumatic circuit 22.21 is reduced, leading to a pressure increase in the circuit. Simultaneously, the other compression spring 24 on the same running gear (on the right-hand side) is stretched and its volume increases, while the associated pneumatic traction spring 26 (on the left-hand side) is compressed and its volume also increases, leading to an overall decrease of the pressure in the associated pneumatic circuit 22.22. These combined reactions result in a high roll stiffness and low bounce stiffness. The differential pressure threshold of the differential valve 32.1, 32.2 should be high enough for the differential valve to remain closed in response to a rolling motion of the car body 10. However, the differential pressure threshold should preferably be low enough for the differential valve to open when the vehicle is on a twisted track. The differential valve 32.1, 32.2 also becomes operative in the case of a leakage in one of the circuit, which results in a pressure drop that exceeds the threshold of the differential valve. In such a case, the corresponding pneumatic suspension 20.1, 20.2 operates in a fail-soft mode until it can be repaired.
[0037] One embodiment of a pneumatic traction spring 26 is a rebound chamber of a pneumatic cylinder. In such a case, the effective cross-sectional area of the pneumatic traction spring 26 does not change with the deflection. An additional beneficial effect on rolling motion is obtained if the pneumatic traction springs 26 have a monotonically decreasing, preferably strictly decreasing isobaric load- contraction relation. This relation is linear or non-linear, as illustrated in Fig. 5. The pneumatic traction springs 26 are therefore preferably pneumatic artificial muscles, which exhibit such a non-linear, monotonically decreasing isobaric load-contraction relation. [0038] The embodiment of Fig. 6 differs from the first embodiment only in that each compression spring 24 is pneumatically connected to a set of several pneumatic traction springs 26 in parallel.
[0039] If the pneumatic traction springs 26 are added to an existing suspension, the lateral position of each pneumatic traction spring 26 in relation to the other components, i.e. to the car body 10, running gear frame 16 and pneumatic compression springs 24 can be chosen to achieve the desired effects. Other parameters to be fine-tuned include the size of the auxiliary tank, flow rate of the levelling valves 28 and threshold of the differential valve 32.1, 32.2. [0040] Fig. 7 illustrates the rear axle 12 of an automotive vehicle provided with a pneumatic suspension 20 for supporting a car body 10 of the vehicle. In a manner similar to that of the first embodiment, the rear suspension 20 comprises two pneumatic circuits, which may be fully independent or linked via a differential valve 32. Each circuit comprises a pneumatic compression spring 24 on one side of the vehicle, connected with a pneumatic traction spring 26, preferably a pneumatic artificial muscle on the other side of the vehicle.
[0041] The automotive or rail vehicle of Fig. 8 comprises a car body 10 supported on a front running gear 12.1 (e.g. a front axle, a front set of wheels or a front bogie) and a rear running gear 12.2 by means of a four-point secondary suspension 20. The secondary suspension comprises four independent circuits 22.11, 22.12, 22.21, 22.22, each of which includes at least one pneumatic compression spring 24 located at one end and on one side of the vehicle on one of the running gears 12.1, 12.2, connected via a diagonal connection pipe to a set of one or more pneumatic traction springs 26 located at the other end and on the other side of the vehicle, on the other running gear.
[0042] The response of the rail vehicle to rolling motion is basically identical with that of the embodiment of Figs. 1 to 4. In addition, the diagonal configuration of the four independent pneumatic circuits 22.11, 22.12, 22.21, 22.22 results in a lower warp stiffness: when the vehicle runs on a track that is uneven, e.g. a rail track with a difference of inclination of the rails, one diagonal is crushed while the other one is extended. The volume increase of the compression springs 24 on the crushed diagonal is at least partly compensated by the volume reduction of the associated pneumatic traction springs 26 on the same diagonal. Similarly, the volume reduction of the compression springs 24 on the extended diagonal is at least partly compensated by a volume increase of the associated pneumatic traction springs 26 on the same diagonal. Hence, this configuration, which can be applied to any vehicle with at least two axles or two bogies, combines a low bounce stiffness, a high roll stiffness and a low warp stiffness.
[0043] The embodiment illustrated in Fig. 9 differs from the previous one in that each compression spring 24 is connected to a levelling valve 28, a safety valve 30, and an auxiliary tank 34. The auxiliary tank 34 increases the volume in the circuit so as to modify its overall stiffness for given dimensions of the compression springs 24 and traction springs 26. Various auxiliary tank sizes can be used to adapt a standardised compression spring 24 or traction spring 26 to various vehicles or standard operating conditions. Moreover, the two pneumatic circuits 22.11, 22.12, comprising the compression springs 24 at the front end of the vehicle are connected to one another via a pressure differential valve 32.1, and the two other pneumatic circuits 22.21, 22.22 comprising the compression springs at the rear end of the vehicle are connected with one another via a pressure differential valve 32.2. These two differential valves prove particularly useful to compensate a potentially detrimental effect of the monotonically decreasing isobaric load-contraction relation of pneumatic artificial muscles 26 on warp stiffness.
[0044] The embodiment of Fig. 10 combines a pneumatic suspension 20.1 similar to that of the first embodiment between the car body 10 of the vehicle and one of the running gears 12.1 (at the front end of the vehicle on Fig. 10) and a conventional independent pneumatic suspension circuit at the other end of the vehicle between the car body 10 and the other running gear 12.2. The front pneumatic suspension 20.1 comprises two pneumatic circuits 22.11, 22.12, each comprising a pneumatic compression spring 24 on one side of the front running gear 12.1, a levelling valve 28 on the same side of the front running gear 12.1, an auxiliary tank 34, a safety valve 30 and two pneumatic traction springs 26.1, 26.2 on the other side of the front and rear running gears 12.1, 12.2. The two pneumatic circuits 22.11, 22.12 are connected with one another via a pressure differential valve 32.1.
[0045] The embodiment of Fig. 11 illustrates a secondary suspension for a Jacobs bogie 12 placed underneath two car body sections 10.1, 10.2 of an articulated railway vehicle. Each car body section 10.1, 10.2 is supported on the bogie frame by means of a secondary suspension similar to the suspension of Fig. 8, which comprises four independent circuits 22.11, 22.12, 22.21, 22.22, each of which includes at least one pneumatic compression spring 24 located at one end and on one side of the bogie 12, connected via a diagonal connection pipe to a set of one or more pneumatic traction springs 26 located at the other end and on the other side of the bogie.
[0046] The suspension of the invention is not limited to the above embodiments but can be implemented in other ways, e.g. as secondary suspension between a bogie frame and a bolster supporting a king pin, as secondary suspension between a car body and one or more one-axle running gears, as primary suspension between a wheel set or a pair of wheel sets and a running gear frame. Features described with respect to one embodiment above or one aspect of the invention can be implemented in other embodiments or aspects of the invention.

Claims

A pneumatic suspension (20, 20.1, 20.2) for a vehicle, comprising at least
at least a first pneumatic compression spring (24) located laterally on a first side of the pneumatic suspension, pneumatically connected to a first set of one or more pneumatic traction springs (26) located laterally on a second side of the pneumatic suspension opposite the first side,
at least a second pneumatic compression spring (24) located laterally on the second side of the pneumatic suspension, pneumatically connected to a second set of one or more pneumatic traction springs (26) located laterally on the first side of the pneumatic suspension, characterised in that the first pneumatic compression spring (24) is spaced apart from the second set of pneumatic traction springs (26) in a longitudinal and/or lateral direction of the pneumatic suspension and the second pneumatic compression spring (24) is spaced apart from the first set of pneumatic traction springs (26) in a longitudinal or lateral direction of the pneumatic suspension.
The pneumatic suspension (20, 20.1, 20.2) of claim 1, characterised in that a distance measured in a transverse direction of the pneumatic suspension between at least one of the pneumatic traction springs (26) of the first set of pneumatic traction springs (26) and one of the pneumatic traction springs (26) of the second set of pneumatic traction springs (26) is greater than a distance measured in the transverse direction between the first compression spring (24) and the second compression spring (26).
The pneumatic suspension (20, 20.1, 20.2) of any one of the preceding claims, characterised in that the first pneumatic compression spring (24), second pneumatic compression spring (24), first set of pneumatic traction springs (26) and second set of pneumatic traction springs all intersect (26) a common horizontal plane. The pneumatic suspension (20, 20.1, 20.2) of any one of the preceding claims, characterised in that the first pneumatic compression spring (24) is connected with a first levelling valve (28) receptive to a deflection of the first pneumatic compression spring (24), and the second pneumatic compression spring (24) is connected with a second levelling valve (28) receptive to a deflection of the second pneumatic compression spring (24).
The pneumatic suspension (20, 20.1, 20.2) of any one of the preceding claims, characterised in that the first pneumatic compression spring (24) and the second pneumatic compression spring (24) are not pneumatically connected with one another.
The pneumatic suspension (20, 20.1, 20.2) of any one of claims 1 to 4, characterised in that the first pneumatic compression spring (24) and the second pneumatic compression spring (24) are connected to one another via a pressure differential valve (32.1, 32.2).
The pneumatic suspension (20, 20.1, 20.2) of any one of the preceding claims, characterised in that the first pneumatic compression spring (24) is located at a front of the pneumatic suspension (20, 20.1, 20.2), the second pneumatic compression spring (24) is located at the front of the pneumatic suspension (20, 20.1, 20.2), a third pneumatic compression spring (24) is located at a rear of the pneumatic suspension (20, 20.1, 20.2) laterally on the first side of the pneumatic suspension (20, 20.1, 20.2), a fourth pneumatic compression spring (24) is located at the rear of the pneumatic suspension (20, 20.1, 20.2) laterally on the second side of the pneumatic suspension (20, 20.1, 20.2), the first set of one or more pneumatic traction springs (26, 26.1, 26.2) comprises at least one pneumatic traction spring (26.1) located at the front of the pneumatic suspension and at least one pneumatic traction spring (26.2) located at a rear of the pneumatic suspension (20, 20.1, 20.2) and the second set of one or more pneumatic traction springs (26, 26.1, 26.2) comprises at least one pneumatic traction spring (26.1) located at the front of the pneumatic suspension (20, 20.1,
20.2) and at least one pneumatic traction spring (26.2) located at the rear of the pneumatic suspension (20, 20.1, 20.2).
The pneumatic suspension (20, 20.1, 20.2) of any one of claims 1 to 5, characterised in that the first pneumatic compression spring (24) is located at a front of the pneumatic suspension (20, 20.1, 20.2), the first set of one or more pneumatic traction springs (26) is located at a rear of the pneumatic suspension (20, 20.1, 20.2), the second pneumatic compression spring (24) is located at the rear of the pneumatic suspension (20, 20.1, 20.2) and the second set of one or more pneumatic traction springs (26) is located at the front of the pneumatic suspension (20, 20.1, 20.2) and in that the pneumatic suspension further comprises:
a third pneumatic compression spring (24) located laterally on the first side and at the rear of the pneumatic suspension (20, 20.1, 20.2) and pneumatically connected to a third set of one or more pneumatic traction springs (26) located on the second side and at the front of the pneumatic suspension (20, 20.1, 20.2), and
a fourth pneumatic compression spring (24) located on the second side and at the front of the pneumatic suspension (20, 20.1, 20.2) and pneumatically connected to a fourth set of one or more pneumatic traction springs (26) located on the first side and at the rear of the pneumatic suspension (20, 20.1, 20.2).
9. The pneumatic suspension (20, 20.1, 20.2) of claim 8, characterised in that the third pneumatic compression spring (24) is connected with a third levelling valve (28) receptive to a deflection of the third pneumatic compression spring (24), and the fourth pneumatic compression spring (24) is connected with a fourth levelling valve receptive to a deflection of the fourth pneumatic compression spring (24).
The pneumatic suspension (20, 20.1, 20.2) of claim 8 or claim 9, characterised in that the first pneumatic compression spring (24) and the fourth pneumatic compression spring (24) are connected to one another via a front pressure differential valve (32.1, 32.2), and the second pneumatic compression spring (24) and the third pneumatic compression spring (24) are connected to one another via a rear pressure differential valve (32.1, 32.2).
1 1 . The pneumatic suspension (20, 20.1, 20.2) of any one of the preceding claims wherein each of the pneumatic traction springs (26) has a monotonically decreasing isobaric load-contraction relation.
1 2. The pneumatic suspension (20, 20.1, 20.2) of any one of the preceding claims, characterised in that the pneumatic traction springs (26) are pneumatic artificial muscles.
13. A vehicle comprising a car body assembly comprising one or more car bodies (10, 10.1, 10.2) and a running gear assembly comprising one or more running gears (12, 12.1, 12.2), characterised in that it further comprises a pneumatic suspension (20, 20.1, 20.2) according to any one of the preceding claims between the car body assembly and the running gear assembly.
14. The vehicle of claim 13, characterised in that the first pneumatic compression spring (24) and second set of pneumatic traction springs (26) are located between the car body assembly and a first running gear (12.1) of the running gear assembly, and the second pneumatic compression spring (24) and first set of pneumatic traction springs (26) are located between the car body assembly and a second running gear (12.2) of the running gear assembly.
15. The vehicle of claim 13, characterised in that the first pneumatic compression spring (24) and second set of pneumatic traction springs (26) are located between a first car body (10.1) of the car body assembly and the running gear assembly, and the second pneumatic compression spring (24) and first set of pneumatic traction springs (26) are located between a second car body (10.2) of the car body assembly and the running gear assembly.
16. The vehicle of claim 13, characterised in that the first pneumatic compression spring (24) and second set of pneumatic traction springs (26), and the second pneumatic compression spring (24) and first set of pneumatic traction springs (26) are located between a common car body (10) of the car body assembly and a common running gear (12.1, 12.2) of the running gear assembly.
17. The vehicle of any one of the claims 13 to 16, characterised in that each running gear (12, 12.1, 12.2) of the running gear assembly comprises a frame (16), a set of wheels (14) and a primary suspension (18) between the frame (16) and the set of wheels (14) and the pneumatic suspension (20, 20.1, 20.2) is a secondary suspension between the car body assembly and each frame (16) of each running gear of the running gear assembly. 18. A method of retrofitting a vehicle suspension (20, 20.1, 20.2) comprising at least a first pneumatic compression spring (24) located laterally on a first side of the pneumatic suspension (20, 20.1, 20.2), and a second pneumatic compression spring (24) located laterally on a second side of the pneumatic suspension (20, 20.1, 20.2) opposite the first side, comprising the steps of pneumatically connecting the first pneumatic compression spring (24) with a first set of one or more pneumatic traction springs (26) located laterally on the second side of the pneumatic suspension, and spaced apart from the second pneumatic compression spring (24) at least in a longitudinal or lateral direction of the pneumatic suspension, and pneumatically connecting the second pneumatic compression spring (24) with a second set of one or more pneumatic traction springs (26) located laterally on the first side of the pneumatic suspension, and spaced apart from the first pneumatic compression spring (24) at least in a longitudinal or lateral direction of the pneumatic suspension.
PCT/EP2014/055072 2014-03-14 2014-03-14 Pneumatic vehicle suspension, vehicle provided with such a suspension and method for retrofitting a vehicle suspension Ceased WO2015135587A1 (en)

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