EP1264750B1 - Secondary suspension system for bogies of low floor vehicles - Google Patents
Secondary suspension system for bogies of low floor vehicles Download PDFInfo
- Publication number
- EP1264750B1 EP1264750B1 EP02012004A EP02012004A EP1264750B1 EP 1264750 B1 EP1264750 B1 EP 1264750B1 EP 02012004 A EP02012004 A EP 02012004A EP 02012004 A EP02012004 A EP 02012004A EP 1264750 B1 EP1264750 B1 EP 1264750B1
- Authority
- EP
- European Patent Office
- Prior art keywords
- cylinder
- piston
- piston unit
- suspension system
- coil spring
- 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.)
- Expired - Lifetime
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Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
- B61F5/00—Constructional details of bogies; Connections between bogies and vehicle underframes; Arrangements or devices for adjusting or allowing self-adjustment of wheel axles or bogies when rounding curves
- B61F5/02—Arrangements permitting limited transverse relative movements between vehicle underframe or bolster and bogie; Connections between underframes and bogies
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
- B61F5/00—Constructional details of bogies; Connections between bogies and vehicle underframes; Arrangements or devices for adjusting or allowing self-adjustment of wheel axles or bogies when rounding curves
- B61F5/02—Arrangements permitting limited transverse relative movements between vehicle underframe or bolster and bogie; Connections between underframes and bogies
- B61F5/14—Side bearings
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
- B61F5/00—Constructional details of bogies; Connections between bogies and vehicle underframes; Arrangements or devices for adjusting or allowing self-adjustment of wheel axles or bogies when rounding curves
- B61F5/02—Arrangements permitting limited transverse relative movements between vehicle underframe or bolster and bogie; Connections between underframes and bogies
- B61F5/22—Guiding of the vehicle underframes with respect to the bogies
- B61F5/24—Means for damping or minimising the canting, skewing, pitching, or plunging movements of the underframes
Definitions
- the invention relates to a Sekundmaschinefedersystem for trolleys on low-floor vehicles, especially on rail-mounted low-floor vehicles for receiving vertical movements between the chassis and car body of the low-floor vehicle.
- trolleys for rail vehicles have primary spring elements for the resilient support of the individual wheels or wheel axles mounted on rockers relative to the chassis frame and via secondary spring elements for the resilient support of the vertical movement of the car body relative to the chassis frame.
- a landing gear for low-floor car is known in which the car body is supported vertically via secondary springs on the chassis frame.
- secondary springs coil springs are used, which are mounted in pockets which are formed on both sides of the vehicle frame. With this design, it is possible to improve the low-floor of the low-floor vehicle.
- a common disadvantage of the use of coil springs as secondary springs is that due to the vertical direction of action of the springs the secondary spring system has a vertical dimension that extends into the floor area of the car body and thus a consistently flat car floor is not accessible.
- the height determining the overall height of the secondary spring system is the block length of the spring, ie the state of the coil spring when all windings are in contact.
- the coil springs used in rail vehicle construction have a small spring travel with respect to the block length.
- the invention has for its object to provide a Sekundärfedersystem for trolleys on low-floor vehicles, the vertical extent is determined essentially by the constructive distance that exists between the chassis and car body to allow vertical compensation.
- the secondary spring system consists of several spaced-apart secondary springs, which are connected on the one hand to the chassis and on the other hand to the car body.
- Part of the secondary spring is arranged between the vehicle body and chassis for receiving the vertical vibrations in the chassis first vertically single-acting cylinder / piston unit for power.
- the cylinder of the first cylinder / piston unit is firmly connected to the chassis, while the piston is articulated with its piston rod on the car body - or vice versa.
- the displacement of the first cylinder / piston unit is arranged via a hydraulic line with the displacement of a second cylinder / piston unit, which is spaced from the first cylinder / piston unit and position independent in the rail vehicle is connected.
- the second cylinder / piston unit is operatively connected to a helical spring such that the helical spring is supported with its one end on the cylinder 7 and can be acted on at its other end via the piston of the second cylinder / piston unit.
- Fig. 1 shows the scheme of a single secondary spring according to the invention.
- the spring consists of a first cylinder / piston unit 1, which is arranged in the vertical direction of action instead of the known prior art, designed as a helical spring secondary spring, and which serves to absorb the forces that occur when driving between chassis 11 and car body 12 Vibrations are generated.
- the cylinder / piston unit 1 consists of a cylinder 2, which is fixedly mounted on the chassis 11.
- the piston rod 4 extends in the direction of the car body 12 and on which the car body 12 is supported.
- the cylinder 2 can be associated with the vehicle body 12 and the piston 3 with the chassis 11.
- the cylinder / piston unit 1 is connected via a hydraulic line 5 to a second cylinder / piston unit 6.
- the cylinder / piston unit 6 serves to dispense the power of the secondary spring and can at any point of the chassis 11, wherein the direction of action and thus the position of the cylinder / piston unit 6 can be chosen arbitrarily.
- the cylinder / piston unit 6 also consists of a fixed cylinder 7 and a guided therein single-acting piston 8.
- the cylinder 7 surrounds a coil spring 9, which is fixed at one end to the cylinder 7 and with its other end to the free end of Piston rod 10 is connected.
- the interaction of cylinder / piston unit 6 and coil spring 9 takes place in the same effective direction.
- the coil spring 9 is designed so that it meets the requirements as a spring and damping element of a secondary spring system for the selected use of rail vehicles.
- the secondary spring system according to the invention will be described in more detail below in its mode of action.
- the causal task of the secondary spring system is the compensation of vibrations between the chassis 11 and the car body 12 of a rail vehicle, which may occur during travel due to unevenness of the rail track, due to foreign objects, traction influences and the like.
- the oscillations between the chassis 11 and the car body 12 represent as changing distance changes between the two parts. This change in distance is absorbed by the cylinder / piston unit 1 in such a way that the car body 12 via the piston rod 4 bearing piston 3 in reducing the distance in the cylinder 2 is moved into it. This is associated with a reduction in the displacement of the cylinder 2 and thus a displacement of the hydraulic oil from the cylinder / piston unit. 1
- the displaced volume is supplied to the cylinder 7 of the cylinder / piston unit 6.
- the piston 8 is moved out of the cylinder 7, which is an act of the cylinder / piston unit 6 surrounding coil spring 9 is accompanied.
- the coil spring 9 indirectly takes on the triggered by reducing the distance between the chassis 11 and the car body 12 force.
- the limitation of the spring travel of the coil spring 9 is effected by limiting the stroke of the piston 8 in the cylinder. 7
- the described elements act together when the distance between the chassis 11 and the car body 12 increases.
- the thereby adjusting low-load state of the cylinder / piston unit 1 causes the coil spring 9 relaxes.
- the piston 8 is urged by the coil spring 9 in the cylinder 7 and the hydraulic oil via the hydraulic line 5 to the cylinder 2 of the cylinder / piston unit 1 is supplied.
- the moving out of the cylinder 2 out piston 3 follows the increase in the distance between the chassis 11 and the car body 12 within predetermined limits and exerts by the action of the coil spring 9 damping the movement of the car body 12.
- the basic hydraulic concept of the secondary spring system has the advantage that the vibration behavior of the car body 12 can be influenced in a simple manner by known hydraulic components.
- the secondary spring system When using a suitable throttle valve 14 in the hydraulic line 5, the secondary spring system also serves as a spring damper, so that it can be dispensed with additional vibration damper.
- the most important advantage of the secondary spring system according to the invention is that with the arrangement of the cylinder / piston unit 1 between the chassis 11 and the car body 12, a further reduction in the height of the component acting in this area is connected. While the height is determined by the use of the conventional coil spring by the block length of the coil spring, the height of the cylinder / piston unit 1 can be minimized to the length of the spring travel of the conventional design.
- the actual and necessary for the vibration compensation spring element can be arranged in operative connection with the second cylinder / piston unit 6 at an arbitrary position and in any position in the vehicle and thus does not affect the constructive dimensioning of the secondary spring system. This circumstance thus has an advantageous effect on the further improvement of low-floor in low-floor vehicles.
- the characteristic of the coil spring 9 can be optimized independently of the given stroke of the cylinder / piston unit 1 and based on the application by the diameter of the piston 8 is designed to be smaller compared to the diameter of the piston 3.
- the associated greater travel of the coil spring 9 allows a more sensitive function of the secondary spring system.
- Fig. 2 makes the position of the cylinder / piston unit 1 in the described embodiment clear.
- the cylinder / piston units 1 are positioned with minimized height.
- the cylinder / piston units 6 with the associated Coil springs 9 are below the cross member of the chassis 11 horizontally and transversely to the direction of travel of the rail vehicle and thus take no influence on the height of the system.
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- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Vehicle Body Suspensions (AREA)
- Fluid-Damping Devices (AREA)
Abstract
Description
Die Erfindung betrifft ein Sekundärfedersystem für Fahrwerke an Niederflurfahrzeugen, insbesondere an schienengebundenen Niederflurfahrzeugen zur Aufnahme von Vertikalbewegungen zwischen Fahrwerk und Wagenkasten des Niederflurfahrzeuges.The invention relates to a Sekundärfedersystem for trolleys on low-floor vehicles, especially on rail-mounted low-floor vehicles for receiving vertical movements between the chassis and car body of the low-floor vehicle.
Generell verfügen Fahrwerke für Schienenfahrzeuge über Primärfederelemente zur federnden Abstützung der an Schwingen gelagerten Einzelräder oder Radachsen gegenüber dem Fahrwerksrahmen und über Sekundärfederelemente zur federnden Abstützung der Vertikalbewegung des Wagenkastens gegenüber dem Fahrwerksrahmen.In general, trolleys for rail vehicles have primary spring elements for the resilient support of the individual wheels or wheel axles mounted on rockers relative to the chassis frame and via secondary spring elements for the resilient support of the vertical movement of the car body relative to the chassis frame.
Gemäß der DE 42 38 574 A1 ist ein Fahrwerk für Niederflurwagen bekannt, bei dem der Wagenkasten vertikal über Sekundärfedern auf dem Fahrwerkrahmen abgestützt ist. Als Sekundärfedern kommen Schraubenfedern zum Einsatz, die in Taschen gelagert sind, die zu beiden Seiten des Fahrzeugrahmens ausgebildet sind. Mit dieser Ausführung gelingt es, die Niederflurigkeit des Niederflurfahrzeuges zu verbessern.According to DE 42 38 574 A1 a landing gear for low-floor car is known in which the car body is supported vertically via secondary springs on the chassis frame. As secondary springs coil springs are used, which are mounted in pockets which are formed on both sides of the vehicle frame. With this design, it is possible to improve the low-floor of the low-floor vehicle.
Gemäß der DE 37 23 833 A1 sind gleichfalls als Schraubenfedern ausgebildete Sekundärfedern eingesetzt, die, im Drehgestell des Schienenfahrzeuges angeordnet, den Wagenkasten abstützen.According to DE 37 23 833 A1 trained as coil springs secondary springs are also used, which, arranged in the bogie of the rail vehicle, support the car body.
Ein gemeinsamer Nachteil des Einsatzes von Schraubenfedern als Sekundärfedern besteht darin, dass infolge der vertikalen Wirkungsrichtung der Federn das sekundäre Federsystem eine vertikale Dimension aufweist, die sich bis in den Bodenbereich des Wagenkastens erstreckt und damit ein durchgängig ebener Wagenboden nicht erreichbar ist. Die die Bauhöhe des sekundären Federsystems bestimmende Größe ist die Blocklänge der Feder, d.h. der Zustand der Schraubenfeder, wenn alle Windungen anliegen. Die im Schienenfahrzeugbau zum Einsatz gelangenden Schraubenfedern haben einen, bezogen auf die Blocklänge, geringen Federweg.A common disadvantage of the use of coil springs as secondary springs is that due to the vertical direction of action of the springs the secondary spring system has a vertical dimension that extends into the floor area of the car body and thus a consistently flat car floor is not accessible. The height determining the overall height of the secondary spring system is the block length of the spring, ie the state of the coil spring when all windings are in contact. The coil springs used in rail vehicle construction have a small spring travel with respect to the block length.
Der Erfindung liegt die Aufgabe zugrunde, ein Sekundärfedersystem für Fahrwerke an Niederflurfahrzeugen bereitzustellen, dessen vertikale Ausdehnung im wesentlichen durch den konstruktiven Abstand bestimmt wird, der zwischen Fahrwerk und Wagenkasten besteht, um einen vertikalen Ausgleich zu ermöglichen.The invention has for its object to provide a Sekundärfedersystem for trolleys on low-floor vehicles, the vertical extent is determined essentially by the constructive distance that exists between the chassis and car body to allow vertical compensation.
Die Aufgabe wird durch die Merkmale des selbständigen Anspruches 1 gelöst.The object is solved by the features of the
Das Sekundärfedersystem besteht aus mehreren untereinander beabstandeten Sekundärfedern, die einerseits mit dem Fahrgestell und andererseits mit dem Wagenkasten verbunden sind.The secondary spring system consists of several spaced-apart secondary springs, which are connected on the one hand to the chassis and on the other hand to the car body.
Bestandteil der Sekundärfeder ist eine zwischen Wagenkasten und Fahrwerk zur Aufnahme der vertikalen Schwingungen im Fahrwerk angeordnete erste vertikal einfach wirkende Zylinder/ Kolbeneinheit zur Kraftaufnahme. Der Zylinder der ersten Zylinder/ Kolbeneinheit ist mit dem Fahrwerk fest verbunden, während deren Kolben mit seiner Kolbenstange am Wagenkasten angelenkt ist - oder umgekehrt- .Part of the secondary spring is arranged between the vehicle body and chassis for receiving the vertical vibrations in the chassis first vertically single-acting cylinder / piston unit for power. The cylinder of the first cylinder / piston unit is firmly connected to the chassis, while the piston is articulated with its piston rod on the car body - or vice versa.
Der Hubraum der ersten Zylinder/ Kolbeneinheit ist über eine Hydraulikleitung mit dem Hubraum einer zweiten Zylinder/ Kolbeneinheit, die zur ersten Zylinder/Kolbeneinheit beabstandet und lageunabhängig im Schienenfahrzeug angeordnet ist, verbunden. Die zweite Zylinder/ Kolbeneinheit steht mit einer Schraubenfeder derart in Wirkverbindung, dass die Schraubenfeder mit ihrem einen Ende am Zylinder 7 abgestützt und an ihrem anderen Ende über den Kolben der zweiten Zylinder/ Kolbeneinheit beaufschlagbar ist.The displacement of the first cylinder / piston unit is arranged via a hydraulic line with the displacement of a second cylinder / piston unit, which is spaced from the first cylinder / piston unit and position independent in the rail vehicle is connected. The second cylinder / piston unit is operatively connected to a helical spring such that the helical spring is supported with its one end on the cylinder 7 and can be acted on at its other end via the piston of the second cylinder / piston unit.
Die Erfindung wird anhand eines Ausführungsbeispiels näher erläutert. Die dazugehörigen Zeichnungen zeigen in
- Fig. 1 das hydraulische Schema einer Sekundärfeder und in
- Fig. 2 eine Draufsicht auf das Fahrwerk mit der erfindungsgemäßen Anordnung.
- Fig. 1 shows the hydraulic scheme of a secondary spring and in
- Fig. 2 is a plan view of the chassis with the inventive arrangement.
Fig. 1 zeigt das Schema einer einzelnen erfindungsgemäßen Sekundärfeder. Die Feder besteht aus einer ersten Zylinder/ Kolbeneinheit 1, die in vertikaler Wirkrichtung anstelle der dem bekannten Stand der Technik entsprechenden, als Schraubenfeder ausgebildeten Sekundärfeder angeordnet ist, und die der Aufnahme der Kräfte dient, die durch die bei Fahrt zwischen Fahrwerk11 und Wagenkasten 12 auftretenden Schwingungen erzeugt werden. Die Zylinder/ Kolbeneinheit 1 besteht aus einem Zylinder 2, der auf dem Fahrwerk 11 fest angeordnet ist. Im Zylinder 2 bewegt sich ein einfach wirkender Kolben 3, dessen Kolbenstange 4 sich in Richtung des Wagenkastens 12 erstreckt und auf der sich der Wagenkasten 12 abstützt. Selbstverständlich kann gleichwirkend bei kinematischer Umkehr der Zylinder 2 dem Wagenkasten 12 und der Kolben 3 dem Fahrwerk 11 zugeordnet sein.Fig. 1 shows the scheme of a single secondary spring according to the invention. The spring consists of a first cylinder /
Die Zylinder/ Kolbeneinheit 1 ist über eine Hydraulikleitung 5 mit einer zweiten Zylinder/ Kolbeneinheit 6 verbunden. Die Zylinder/Kolbeneinheit 6 dient der Kraftabgabe der Sekundärfeder und kann an beliebiger Stelle des Fahrwerkes 11 angeordnet sein, wobei die Wirkungsrichtung und damit die Lage der Zylinder/ Kolbeneinheit 6 beliebig gewählt werden kann.The cylinder /
Die Zylinder/ Kolbeneinheit 6 besteht gleichfalls aus einem fest angeordneten Zylinder 7 und einem darin geführten einfach wirkenden Kolben 8. Den Zylinder 7 umgibt eine Schraubenfeder 9, die mit ihrem einen Ende am Zylinder 7 fixiert ist und mit ihrem anderen Ende an das freie Ende der Kolbenstange 10 angeschlossen ist. Das Zusammenwirken von Zylinder/ Kolbeneinheit 6 und Schraubenfeder 9 erfolgt in gleicher Wirkrichtung. Die Schraubenfeder 9 ist so ausgelegt, dass sie den Anforderungen als Feder- und Dämpfungselement eines Sekundärfedersystems für den gewählten Einsatz an Schienenfahrzeugen genügt.The cylinder /
Nachfolgend wird das erfindungsgemäße Sekundärfedersystem in seiner Wirkungsweise näher beschrieben. Ursächliche Aufgabe des Sekundärfedersystems ist der Ausgleich von Schwingungen zwischen Fahrwerk11 und Wagenkasten 12 eines Schienenfahrzeuges, die während der Fahrt durch Unebenheiten des Schienenweges, durch Fremdkörper, Traktionseinflüsse und dergleichen auftreten können.The secondary spring system according to the invention will be described in more detail below in its mode of action. The causal task of the secondary spring system is the compensation of vibrations between the
Die Schwingungen zwischen Fahrwerk 11 und Wagenkasten 12 stellen sich als wechselnde Abstandsänderungen zwischen den beiden Teilen dar. Diese Abstandsänderung wird von der Zylinder/ Kolbeneinheit 1 in der Weise aufgenommen, dass der den Wagenkasten 12 über die Kolbenstange 4 tragende Kolben 3 bei Verringerung des Abstandes in den Zylinder 2 hinein bewegt wird. Damit verbindet sich eine Verringerung des Hubraumes des Zylinders 2 und damit eine Verdrängung des Hydrauliköls aus der Zylinder/ Kolbeneinheit 1.The oscillations between the
Über die Hydraulikleitung 5 wird das verdrängte Volumen dem Zylinder 7 der Zylinder/ Kolbeneinheit 6 zugeführt. In der Folge wird der Kolben 8 aus dem Zylinder 7 bewegt, was mit einer Beaufschlagung der die Zylinder/ Kolbeneinheit 6 umgebenden Schraubenfeder 9 einhergeht. Auf diese Weise nimmt die Schraubenfeder 9 mittelbar die durch die Verringerung des Abstandes zwischen Fahrwerk 11 und Wagenkasten 12 ausgelöste Kraft auf. Die Begrenzung des Federweges der Schraubenfeder 9 erfolgt durch eine Begrenzung des Hubes des Kolbens 8 im Zylinder 7.Via the
In umgekehrter Weise wirken die beschriebenen Elemente zusammen, wenn sich der Abstand zwischen Fahrwerk 11 und Wagenkasten 12 vergrößert. Der sich dabei einstellende belastungsarme Zustand der Zylinder/ Kolbeneinheit 1 führt dazu, dass sich die Schraubenfeder 9 entspannt. Dabei wird der Kolben 8 durch die Schraubenfeder 9 in den Zylinder 7 gedrängt und das Hydrauliköl über die Hydraulikleitung 5 dem Zylinder 2 der Zylinder/ Kolbeneinheit 1 zugeführt. Der sich aus dem Zylinder 2 heraus bewegende Kolben 3 folgt der Vergrößerung des Abstandes zwischen Fahrwerk 11 und Wagenkasten 12 innerhalb festgelegter Grenzen und übt dabei durch die Wirkung der Schraubenfeder 9 eine Dämpfung der Bewegung des Wagenkastens 12 aus.Conversely, the described elements act together when the distance between the
Das hydraulische Grundkonzept des Sekundärfedersystems hat den Vorteil, daß durch bekannte hydraulische Bauelemente auf einfache Weise auf das Schwingungsverhalten des Wagenkastens 12 Einfluß genommen werden kann.The basic hydraulic concept of the secondary spring system has the advantage that the vibration behavior of the car body 12 can be influenced in a simple manner by known hydraulic components.
Über einen parallel geschalteten Druckspeicher 13 wird nach Erreichen des Festausschlages des Kolbens 8 im Zylinder 7 eine Progressivität der Kennlinie erzeugt, so dass ein abruptes Abbrechen des Federweges vermieden wird.About a
Bei Verwendung eines geeigneten Drosselventils 14 in der Hydraulikleitung 5 dient das Sekundärfedersystem gleichzeitig als Federdämpfer, so dass auf zusätzliche Schwingungsdämpfer verzichtet werden kann.When using a
Ein weiterer Vorteil der beschriebenen Anordnung besteht darin, daß durch das zusätzliche Einspeisen eines festgelegten Volumens an Hydrauliköl ein Höhenausgleich des Fahrzeuges infolge Radreifenverschleißes und Toleranzen möglich ist, so dass weitere Beilagen nicht erforderlich sind.Another advantage of the described arrangement is that a height compensation of the vehicle due to Radreifenverschleißes and tolerances is possible by the additional feeding of a fixed volume of hydraulic oil, so that further supplements are not required.
Der wesentlichste Vorteil des erfindungsgemäßen Sekundärfedersystems besteht jedoch darin, dass mit der Anordnung der Zylinder/ Kolbeneinheit 1 zwischen dem Fahrwerk 11 und dem Wagenkasten 12 eine weitere Verringerung der Bauhöhe des in diesem Bereich wirkenden Bauteils verbunden ist. Während die Bauhöhe bei der Verwendung der herkömmlichen Schraubenfeder durch die Blocklänge der Schraubenfeder bestimmt ist, kann die Bauhöhe der Zylinder/Kolbeneinheit 1 auf die Länge des Federweges der herkömmlichen Ausführung minimiert werden. Das eigentliche und für den Schwingungsausgleich notwendige Federelement kann in Wirkverbindung mit der zweiten Zylinder/ Kolbeneinheit 6 an einer beliebigen Stelle und in einer beliebigen Lage im Fahrzeug angeordnet sein und nimmt damit keinen Einfluß auf die konstruktive Dimensionierung des Sekundärfedersystems. Dieser Umstand wirkt sich somit vorteilhaft auf die weitere Verbesserung der Niederflurigkeit bei Niederflurfahrzeugen aus.The most important advantage of the secondary spring system according to the invention, however, is that with the arrangement of the cylinder /
Die Charakteristik der Schraubenfeder 9 kann vom vorgegebenen Hub der Zylinder/ Kolbeneinheit 1 unabhängig und bezogen auf den Anwendungsfall optimiert werden, indem der Durchmesser des Kolbens 8 gegenüber dem Durchmesser des Kolbens 3 geringer ausgelegt wird. Der damit verbundene größere Federweg der Schraubenfeder 9 ermöglicht eine feinfühligere Funktion des Sekundärfedersystems.The characteristic of the coil spring 9 can be optimized independently of the given stroke of the cylinder /
Fig. 2 macht die Position der Zylinder/ Kolbeneinheit 1 im beschriebenen Ausführungsbeispiel deutlich. An Stelle der bisher eingesetzten vertikal wirkenden Schraubenfedern werden die Zylinder/ Kolbeneinheiten 1 mit minimierter Bauhöhe positioniert. Die Zylinder/ Kolbeneinheiten 6 mit den dazugehörigen Schraubenfedern 9 liegen unterhalb des Querträgers des Fahrwerkes 11 horizontal und quer zur Fahrtrichtung des Schienenfahrzeuges und nehmen somit keinen Einfluß auf die Bauhöhe des Systems.Fig. 2 makes the position of the cylinder /
- 1.1.
- erste Zylinder/ Kolbeneinheitfirst cylinder / piston unit
- 2.Second
- Zylindercylinder
- 3.Third
- Kolbenpiston
- 4.4th
- Kolbenstangepiston rod
- 5.5th
- Hydraulikleitunghydraulic line
- 6.6th
- zweite Zylinder/ Kolbeneinheitsecond cylinder / piston unit
- 7.7th
- Zylindercylinder
- 8.8th.
- Kolbenpiston
- 9.9th
- Schraubenfedercoil spring
- 10.10th
- Kolbenstangepiston rod
- 11.11th
- Fahrwerklanding gear
- 12.12th
- Wagenkastencar body
- 13.13th
- Druckspeicheraccumulator
- 14.14th
- Drosselventilthrottle valve
Claims (4)
- Secondary suspension system for bogies on low floor vehicles for absorbing vibrations acting between the bogie and the coach body, consisting of a plurality of secondary springs which are spaced apart from one another and connected, on the one hand, to the bogie and, on the other hand, to the coach body, characterised in that the secondary springs consist of a first cylinder/piston unit (1) for absorbing force, which acts simply vertically and is arranged between the coach body (12) and bogie (11), the cylinder (2) of which is rigidly connected to the bogie (11) and the piston (3) of which is articulated by its piston rod (4) to the coach body (12), or vice versa, wherein the piston-swept volume of the first cylinder/piston unit (1) is connected via a hydraulic line (5) to the piston-swept volume of a second cylinder/piston unit (6), which is arranged spaced apart as desired from the first cylinder/piston unit (1) and independently of position in the railway vehicle, and the second cylinder/piston unit (6) is in operative connection with a coil spring (9) in such a way that the coil spring (9) is supported by its one end on the cylinder (7) and can be acted upon at its other end via the piston (8) of the second cylinder/piston unit (6).
- Secondary suspension system according to claim 1, characterised in that a pre-stressed accumulator (13) is connected parallel to the hydraulic line (5).
- Secondary suspension system according to claim 1 or 2, characterised in that a throttle valve (14) is arranged in the hydraulic line (5).
- Secondary suspension system according to at least one of the preceding claims 1 to 3, characterised in that the coil spring (9) surrounds the cylinder (7) of the second cylinder/piston unit (6) with a coaxial action direction.
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE10128003 | 2001-06-08 | ||
DE10128003A DE10128003A1 (en) | 2001-06-08 | 2001-06-08 | Secondary spring system for chassis on low-floor vehicles |
Publications (2)
Publication Number | Publication Date |
---|---|
EP1264750A1 EP1264750A1 (en) | 2002-12-11 |
EP1264750B1 true EP1264750B1 (en) | 2006-11-08 |
Family
ID=7687732
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP02012004A Expired - Lifetime EP1264750B1 (en) | 2001-06-08 | 2002-05-31 | Secondary suspension system for bogies of low floor vehicles |
Country Status (4)
Country | Link |
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EP (1) | EP1264750B1 (en) |
AT (1) | ATE344751T1 (en) |
DE (2) | DE10128003A1 (en) |
ES (1) | ES2275775T3 (en) |
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DE102012105310A1 (en) | 2012-06-19 | 2013-12-19 | Bombardier Transportation Gmbh | Vehicle with a spring device with specifiable cross spring characteristic |
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Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US3287025A (en) * | 1963-07-18 | 1966-11-22 | Alfa Romeo Spa | Suspension with constant trim and frequency |
US3889607A (en) * | 1974-07-05 | 1975-06-17 | Evans Prod Co | Car rock and roll hydraulic side bearing stabilizing arrangement |
CH671930A5 (en) * | 1986-07-31 | 1989-10-13 | Sig Schweiz Industrieges | |
DE4040047C2 (en) * | 1990-12-14 | 1996-06-27 | Rexroth Mannesmann Gmbh | Car body tilt system |
KR0131314B1 (en) * | 1992-06-24 | 1998-04-21 | 전성원 | Suspension apparatus |
DE4238574A1 (en) * | 1992-11-16 | 1994-05-19 | Abb Henschel Waggon Union | Chassis for low-floor railways |
DE4243886A1 (en) * | 1992-12-23 | 1994-06-30 | Rexroth Mannesmann Gmbh | Compact suspension for train |
AT407032B (en) * | 1999-02-19 | 2000-11-27 | Siemens Sgp Verkehrstech Gmbh | SPRING FOR A RAIL VEHICLE |
-
2001
- 2001-06-08 DE DE10128003A patent/DE10128003A1/en not_active Ceased
-
2002
- 2002-05-31 DE DE50208635T patent/DE50208635D1/en not_active Expired - Lifetime
- 2002-05-31 ES ES02012004T patent/ES2275775T3/en not_active Expired - Lifetime
- 2002-05-31 AT AT02012004T patent/ATE344751T1/en active
- 2002-05-31 EP EP02012004A patent/EP1264750B1/en not_active Expired - Lifetime
Also Published As
Publication number | Publication date |
---|---|
ATE344751T1 (en) | 2006-11-15 |
DE50208635D1 (en) | 2006-12-21 |
ES2275775T3 (en) | 2007-06-16 |
EP1264750A1 (en) | 2002-12-11 |
DE10128003A1 (en) | 2002-12-12 |
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