EP3365218B1 - Height control mechanism - Google Patents

Height control mechanism Download PDF

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Publication number
EP3365218B1
EP3365218B1 EP16784793.8A EP16784793A EP3365218B1 EP 3365218 B1 EP3365218 B1 EP 3365218B1 EP 16784793 A EP16784793 A EP 16784793A EP 3365218 B1 EP3365218 B1 EP 3365218B1
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EP
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Prior art keywords
rail vehicle
spring
piston element
reciprocating piston
control mechanism
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EP16784793.8A
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German (de)
French (fr)
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EP3365218A1 (en
Inventor
Daniel KREMMEL
Christian Deutsch
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Liebherr Transportation Systems GmbH and Co KG
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Liebherr Transportation Systems GmbH and Co KG
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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
    • 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
    • B61F5/06—Bolster supports or mountings incorporating metal springs

Definitions

  • the invention relates to a rail vehicle with level control, which has suspension units which are arranged between the car body and the bogie of the rail vehicle.
  • Rail vehicles usually have a primary suspension and a secondary suspension.
  • the primary suspension acts between the wheel axles of the rail vehicle and the bogie and primarily serves to absorb hard shocks to which the rail vehicle is exposed during travel due to uneven rail guidance and the like.
  • the secondary suspension is arranged between the car body and a track-bound bogie of the rail vehicle. This secondary suspension is used in particular for additional vibration isolation of the car body, in order to enable a comfortable journey in particular in passenger traffic.
  • the car body level is the height level of the car body relative to the bogie or the upper edge of the rail.
  • pneumatic or hydropneumatic suspension units were used for the secondary suspension instead of the conventional steel suspension.
  • Solutions for level control for adjusting the height of the car body are known, for example, in the form of a pneumatic secondary suspension, which is additionally printed, for example in train stations, to adjust the height to the edge of the platform and are thereby raised.
  • Something similar is also known in the form of hydropneumatic springs, such as those in, for example DE 100 56 929 A1 , the DE 102 38 059 A1 or the DE 103 60 516 A1 are described.
  • level control is the so-called "pull-down principle" from the DE 102 005018945 A1 or DE 103 605 18 A1 known. Here is the whole Vehicle lowered to the level of the platform edge compared to the unloaded state.
  • the requirement of modern rail vehicles is that the platform edge height should be adhered to as precisely as possible when the rail vehicle is stopped.
  • the boarding height should be kept at the level of the platform edge regardless of the loading condition.
  • the object of the invention is now to provide a level control which enables such a height adjustment of the rail vehicle independently of the load condition, with the lowest possible energy requirement here.
  • a rail vehicle has been created with level control, which consists of suspension units that are positioned between the car body and the bogie of the Rail vehicle are arranged and each consist of at least one spring and a pneumatic or hydraulic piston element.
  • the reciprocating piston element is retracted to such an extent during driving that it does not bridge the distance between the car body and the bogie. This results in a complete decoupling of the reciprocating piston element during travel from the bogie to the car body.
  • the pneumatic and hydraulic reciprocating piston element only serves to support the spring, i.e. the secondary spring, when the car body has to be raised to a higher level, for example the platform level. If, for example, the rail vehicle is loaded with people and luggage and the level of the rail vehicle is lower than the reference level, the car body is raised to the original vehicle height of the empty rail vehicle or slightly above it by the pneumatic or hydraulic piston element.
  • level control Another advantage of the level control according to the invention is that the transverse force transmission between the car body and the bogie is minimized by the reciprocating piston element serving as a "leveling element". As a result, the reciprocating piston element itself can be made very compact.
  • the reciprocating piston element bridges the secondary springs when adjusting the height to the platform edge. This advantageously results in a desired stiff behavior when passengers get on and off or when loading and unloading.
  • the undesired swaying of the rail vehicle which occurs in conventional systems when passengers change at the station, can be reliably prevented or at least greatly reduced by the solution according to the invention.
  • the failure of the level control according to the invention does not lead to failure of the suspension units. Adjustment to the height of the platform edge is no longer possible. However, this is not relevant to safety for the overall system of the suspension units. Even the comfort of the suspension of the rail vehicle is not impaired.
  • the lifting piston element of the suspension unit can be enclosed by the spring here.
  • the reciprocating piston element can be made compact.
  • the integration within the spring is structurally simplified.
  • the reciprocating piston element of the suspension unit can, however, also be arranged outside the spring, parallel to the latter.
  • the spring can advantageously be designed as a steel spring, air bellows, elastomer element and / or hydropneumatic spring.
  • the working medium for acting on the reciprocating piston element can be supplied on the side of the car body or on the side of the bogie.
  • the feed on the side of the car body is particularly advantageous, since there is a lower vibration level here, so that the feed lines for the working medium are exposed to lower vibrations.
  • Liquids such as hydraulic oil or emulsions, or even gases, such as compressed air, can advantageously be used as the working medium for the reciprocating piston element.
  • Elastomers are particularly advantageously arranged as emergency damping elements between the bogie and the reciprocating piston element. This makes it possible, for example if a spring element breaks or if there is an overload, that the entire force that would have to be diverted via the cylinder housing of the reciprocating piston element is absorbed by the elastomer, so that emergency damping takes place here.
  • a position measuring system can interact directly or indirectly with the reciprocating piston element.
  • Figure 1 shows a sectional view of a suspension unit 10, which is arranged between a car body 12 of a rail vehicle, which is no longer shown here, and a bogie 14, which is also only shown schematically here.
  • the suspension unit consists of a spring 16 and a reciprocating piston element 18.
  • the reciprocating piston element 18 in turn consists of a cylinder 20 and a piston 22 displaceably mounted in this Side of the piston 22 is conveyed into the cylinder 20.
  • Hydraulic working media such as hydraulic oil or emulsions or pneumatic working media such as compressed air are used as the working medium in the context of the present invention. Any other common working medium for moving the reciprocating piston element can also be used.
  • the pressure line 24 is in the Figure 1 illustrated embodiment arranged on the side of the bogie.
  • an elastomer layer 26 is applied, which, as will be described later, can act as a damping element.
  • FIG 1 the level control according to the invention with the suspension unit 10 is shown in regular driving mode.
  • the reciprocating piston element 18 is retracted so far that it does not bridge the distance between the car body 12 and the bogie 14. This is clear here from the fact that the underside 28 of the piston 22 is not supported on the bogie 14.
  • the height level of the rail vehicle is therefore only determined by the height of the spring 16, which is designed here as a steel spring.
  • the reciprocating piston element 18 is now shown by extending the piston 22 in an operating mode in which the reciprocating piston element lifts the car body 12 relative to the bogie 14.
  • the car body of the rail vehicle is raised to the maximum in that the working medium was pressed into the corresponding chamber of the cylinder 20 via the pressure line 24 and the piston 22 was thus extended to the maximum stop.
  • the rail vehicle is raised to a desired maximum height, for example a platform platform.
  • the suspension unit is shown in a state in which the spring 16 no longer works properly. This can take place, for example, as a result of an overload, ie excessive loading of the rail vehicle.
  • the elastomer is used as emergency damping by forming an intermediate damping layer between the cylinder 20 and the bogie 14. This situation can also occur if the spring 16 is broken and can therefore no longer perform the spring function.
  • FIG Figure 4 shows an alternative embodiment of the suspension unit 10.
  • the reciprocating piston element 18 is arranged outside the spring 16 and parallel to it between the car body 12 and the bogie 14. Otherwise, this variant corresponds to that according to FIG Figure 1 .
  • FIG. 5 shows the embodiment according to Figure 4 in the maximally extended state of the reciprocating piston element 18, in which the piston 22 is extended to its end position.
  • FIG. 6 and 7th a further embodiment of the invention is shown, which essentially corresponds to the arrangement in FIG Figures 5 and 6 is equivalent to.
  • the spring element 16 is not designed in the form of a steel spring but as an elastomer layer spring.
  • the suspension unit is shown in a highly compressed state, which is due to the fact that the rail vehicle is relatively heavily loaded.
  • the reciprocating piston element 18 is activated and fully extended.
  • Figure 8 Another embodiment is shown in Figure 8 shown.
  • a displacement sensor 28 is also integrated in the reciprocating piston element 18.
  • the piston 22 is designed to be hollow in the center for this purpose, so that the rod-shaped displacement sensor 28 can dip into the piston 22.
  • the displacement sensor can be designed as an inductive measuring transducer here.
  • any other position measuring system can also be used within the scope of the invention.
  • Figure 9 is the embodiment according to Figure 8 in the event of overload or breakage of the spring element 16 and the simultaneous onset of emergency damping by the elastomer 26. This state is indicated by the displacement sensor 28 here.
  • Figure 10 shows a variant in which the suspension unit is attached to the bogie and in which the pressure line 24 is also fed to the cylinder of the reciprocating piston element on the bogie 14.
  • This embodiment variant also has a displacement sensor 28.
  • Figure 11 shows the Figure 11 an embodiment variant corresponding to that according to Figure 1 , in which, however, the working medium is introduced into both chambers of the cylinder 20 via respective pressure lines 24 and 25 in order to be able to ensure a controlled retraction of the piston 22. Otherwise this embodiment corresponds to that according to FIG Figures 1 to 3 .

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

Description

Die Erfindung betrifft ein Schienenfahrzeug mit einer Niveauregulierung, welches Federungseinheiten aufweist, die zwischen dem Wagenkasten und dem Drehgestell des Schienenfahrzeugs angeordnet sind.The invention relates to a rail vehicle with level control, which has suspension units which are arranged between the car body and the bogie of the rail vehicle.

Üblicherweise weisen Schienenfahrzeuge eine Primärfederung und eine Sekundärfederung auf. Die Primärfederung wirkt zwischen den Radachsen des Schienenfahrzeugs und dem Drehgestell und dient vornehmlich der Absorption harter Stöße, welchen das Schienenfahrzeug während der Fahrt aufgrund ungleichmäßiger Schienenführung und dergleichen ausgesetzt ist. Die Sekundärfederung ist zwischen dem Wagenkasten und einem spurgebundenen Drehgestell des Schienenfahrzeugs angeordnet. Diese Sekundärfederung kommt insbesondere zur zusätzlichen Schwingungsisolierung des Wagenkastens zum Einsatz, um insbesondere im Personenverkehr eine komfortable Fahrt zu ermöglichen.Rail vehicles usually have a primary suspension and a secondary suspension. The primary suspension acts between the wheel axles of the rail vehicle and the bogie and primarily serves to absorb hard shocks to which the rail vehicle is exposed during travel due to uneven rail guidance and the like. The secondary suspension is arranged between the car body and a track-bound bogie of the rail vehicle. This secondary suspension is used in particular for additional vibration isolation of the car body, in order to enable a comfortable journey in particular in passenger traffic.

Es ist bekannt, neben einer Luftfederung oder einer hydropneumatischen Federung im einfachsten Fall herkömmliche Stahlfedern oder Elastomerfedern für die Sekundärfederung zu verwenden. Gewöhnlich ist der Wagenkasten über zwei oder mehr derartiger passiver Federelemente gegenüber dem Drehgestell abgefedert, wobei das Drehgestell gewöhnlich ein Paar von Radachsen trägt, die den Kontakt zur Schiene herstellen.It is known, in addition to air suspension or hydropneumatic suspension, to use conventional steel springs or elastomer springs for the secondary suspension in the simplest case. Usually the car body is about two or more such passive spring elements cushioned relative to the bogie, the bogie usually carries a pair of wheel axles which make contact with the rail.

Bei einer Sekundärfederung tritt jedoch das Problem auf, dass das Wagenkasten-Niveau sich beladungsabhängig ändern kann. Das Wagenkasten-Niveau ist das Höhenniveau des Wagenkastens relativ zum Drehgestell oder zur Schienenoberkante.With a secondary suspension, however, the problem arises that the car body level can change depending on the load. The car body level is the height level of the car body relative to the bogie or the upper edge of the rail.

Um gleichzeitig zu der gewünschten Federung eine Niveauregulierung des Wagenkasten-Niveaus zu ermöglichen, wurden anstelle der herkömmlichen Stahlfederung für die Sekundärfederung pneumatische oder hydropneumatische Federungseinheiten eingesetzt. Lösungen für eine Niveauregulierung zum Einstellen des Höhenniveaus des Wagenkastens sind beispielsweise in Form einer pneumatischen Sekundärfederung bekannt, die beispielsweise in Bahnstationen zur Angleichung des Höhenniveaus an die Bahnsteigkante zusätzlich bedruckt werden und dadurch angehoben werden. Ähnliches ist auch in Form von hydropneumatischen Federn bekannt, wie diese beispielsweise in der DE 100 56 929 A1 , der DE 102 38 059 A1 oder der DE 103 60 516 A1 beschrieben sind. So offenbart die DE 103 60 516 A1 eine Vorrichtung zur Sekundärfederung eines Wagenkastens bei einem Schienenfahrzeug, mit einer zwischen dem Wagenkasten und einem darunter angeordneten Drehgestell platzierten hydropneumatischen Federeinheit als aktives Federelement, welches während der Fahrt des Schienenfahrzeuges zumindest ein angehobenes Fahrtniveau für den Wagenkasten sicherstelltIn order to enable level control of the car body level at the same time as the desired suspension, pneumatic or hydropneumatic suspension units were used for the secondary suspension instead of the conventional steel suspension. Solutions for level control for adjusting the height of the car body are known, for example, in the form of a pneumatic secondary suspension, which is additionally printed, for example in train stations, to adjust the height to the edge of the platform and are thereby raised. Something similar is also known in the form of hydropneumatic springs, such as those in, for example DE 100 56 929 A1 , the DE 102 38 059 A1 or the DE 103 60 516 A1 are described. So reveals the DE 103 60 516 A1 a device for secondary suspension of a car body in a rail vehicle, with a hydropneumatic spring unit placed between the car body and a bogie arranged below it as an active spring element, which ensures at least a raised ride level for the car body while the rail vehicle is in motion

Bei Fahrzeugen mit Sekundärfedern aus Stahl oder Elastomerfedern muss der Federweg beim Einfedern dieser Federn über eine parallele oder serielle Erhöhung des Fahrzeugs erfolgen, wie dies beispielsweise in der WO 202/115927 A1 oder der DE 202 00 500 9909 U1 beschrieben ist.In vehicles with secondary springs made of steel or elastomer springs, the spring deflection during compression of these springs must take place via a parallel or serial elevation of the vehicle, as is the case, for example, in the WO 202/115927 A1 or the DE 202 00 500 9909 U1 is described.

Eine andere Art der Niveauregulierung ist als sogenanntes "Pull-Down Prinzip" aus den DE 102 005018945 A1 oder DE 103 605 18 A1 bekannt. Hier wird das gesamte Fahrzeug gegenüber dem unbeladenen Zustand auf die Höhe der Bahnsteigkante abgesenkt.Another type of level control is the so-called "pull-down principle" from the DE 102 005018945 A1 or DE 103 605 18 A1 known. Here is the whole Vehicle lowered to the level of the platform edge compared to the unloaded state.

Ferner beschreibt die US 6 637 348 B1 ein Schienenfahrzeug mit niveauregulierbaren Haubtfedern und aktiv vorgespannten Notfedern, die sich im Falle eines Ausfalls des Hauptfedersystems aus der normalen Betriebsposition in eine Notbetriebsposition ausdehnen, in der sie die Fahrzeugkarosserie elastisch stützen.Furthermore describes the US 6 637 348 B1 a rail vehicle with level-adjustable main springs and actively pre-tensioned emergency springs which, in the event of a failure of the main spring system, expand from the normal operating position to an emergency operating position in which they elastically support the vehicle body.

Nachteil der bisherigen Lösung ist es insgesamt, dass immer das gesamte Wagengewicht mit der entsprechenden Beladung durch Passagiere oder dergleichen angehoben werden muss. Die Beladung durch die Passagiere oder dergleichen stellt dabei nur einen kleinen Teil der Gesamtbeladung dar. Des Weiteren müssen sämtliche Lateralkräfte über den Hydraulik- oder Pneumatikzylinder übertragen werden. Bei den sogenannten "Pull-Down" Lösungen besteht darüber hinaus der Nachteil, dass die Sekundärfeder an jeder Station maximal komprimiert wird und dadurch eine erhöhte Belastung erfährt. Insgesamt ergibt sich hier ein hoher Leistungsbedarf auch bei einem leeren bzw. fast leeren Schienenfahrzeug.The overall disadvantage of the previous solution is that the entire weight of the car always has to be lifted with the corresponding load by passengers or the like. The loading by the passengers or the like represents only a small part of the total loading. Furthermore, all lateral forces must be transmitted via the hydraulic or pneumatic cylinder. The so-called "pull-down" solutions also have the disadvantage that the secondary spring is compressed to the maximum at each station and thus experiences an increased load. Overall, this results in a high power requirement even with an empty or almost empty rail vehicle.

An moderne Schienenfahrzeuge wird die Anforderung gestellt, dass beim Halt des Schienenfahrzeugs die Bahnsteigkantenhöhe möglichst genau eingehalten werden soll. Dabei soll die Einstiegshöhe auf Höhe der Bahnsteigkante unabhängig vom Beladungszustand gehalten werden.The requirement of modern rail vehicles is that the platform edge height should be adhered to as precisely as possible when the rail vehicle is stopped. The boarding height should be kept at the level of the platform edge regardless of the loading condition.

Aufgabe der Erfindung ist es nun, eine Niveauregulierung bereitzustellen, die eine derartige Höheneinstellung des Schienenfahrzeugs unabhängig vom Beladungszustand ermöglicht, wobei hier ein möglichst geringer Energiebedarf besteht.The object of the invention is now to provide a level control which enables such a height adjustment of the rail vehicle independently of the load condition, with the lowest possible energy requirement here.

Zur Lösung dieser Aufgabe wird eine gattungsgemäße Niveauregulierung entsprechend den kennzeichnenden Merkmalen des Anspruchs 1 weitergebildet.To solve this problem, a generic level control is developed in accordance with the characterizing features of claim 1.

Hier ist ein Schienenfahrzeug mit einer Niveauregulierunggeschaffen, das aus Federungseinheiten besteht, die zwischen dem Wagenkasten und dem Drehgestell des Schienenfahrzeugs angeordnet sind und jeweils aus mindestens einer Feder und einem pneumatischen oder hydraulischen Hubkolbenelement bestehen. Erfindungsgemäß ist das Hubkolbenelement im Fahrbetrieb soweit eingefahren, dass es den Abstand zwischen Wagenkasten und Drehgestell nicht überbrückt. Somit ergibt sich eine komplette Entkoppelung des Hubkolbenelements im Fahrbetrieb vom Drehgestell zum Wagenkasten.Here a rail vehicle has been created with level control, which consists of suspension units that are positioned between the car body and the bogie of the Rail vehicle are arranged and each consist of at least one spring and a pneumatic or hydraulic piston element. According to the invention, the reciprocating piston element is retracted to such an extent during driving that it does not bridge the distance between the car body and the bogie. This results in a complete decoupling of the reciprocating piston element during travel from the bogie to the car body.

Im Ergebnis wirkt also während der Fahrt zwischen dem Wagenkasten und Drehgestell lediglich die Feder. Das pneumatische und hydraulische Hubkolbenelement dient gemäß der vorliegenden Lösung nun lediglich dazu, die Feder, d.h. die Sekundärfeder, zu unterstützen, wenn der Wagenkasten auf ein höheres Niveau, beispielsweise das Bahnsteigniveau angehoben werden muss. Wird beispielsweise das Schienenfahrzeug durch Personen und Gepäck beladen und senkt sich das Niveau des Schienenfahrzeugs gegenüber dem Bezugsniveau, so wird der Wagenkasten durch das pneumatische bzw. hydraulische Hubkolbenelement auf die ursprüngliche Fahrzeughöhe des leeren Schienenfahrzeugs oder ggf. leicht darüber angehoben.As a result, only the spring acts during the journey between the car body and the bogie. According to the present solution, the pneumatic and hydraulic reciprocating piston element only serves to support the spring, i.e. the secondary spring, when the car body has to be raised to a higher level, for example the platform level. If, for example, the rail vehicle is loaded with people and luggage and the level of the rail vehicle is lower than the reference level, the car body is raised to the original vehicle height of the empty rail vehicle or slightly above it by the pneumatic or hydraulic piston element.

Somit wird aufgrund der erfindungsgemäßen Lösung wesentlich weniger Energie aufgewendet, da die benötigte Niveauregulierungsenergie auf die tatsächliche proportionale Beladung reduziert wird. Im vorgenannten Stand der Technik musste entweder der gesamte Wagenkasten mit angehoben werden oder es musste beim sogenannten "Pull-Down" Prinzip gegen die Sekundärfeder gearbeitet werden.As a result of the solution according to the invention, significantly less energy is expended, since the level control energy required is reduced to the actual proportional load. In the prior art mentioned above, either the entire car body had to be lifted as well or the so-called "pull-down" principle had to be used against the secondary spring.

Ein weiterer Vorteil der erfindungsgemäßen Niveauregulierung besteht darin, dass die Querkraftübertragung durch das als "Levelling Element" dienende Hubkolbenelement zwischen Wagenkasten und Drehgestell minimiert wird. Dadurch kann das Hubkolbenelement selbst sehr kompakt ausgeführt werden.Another advantage of the level control according to the invention is that the transverse force transmission between the car body and the bogie is minimized by the reciprocating piston element serving as a "leveling element". As a result, the reciprocating piston element itself can be made very compact.

Das Hubkolbenelement überbrückt bei der Höhenanpassung an die Bahnsteigkante die Sekundärfedern. Hierdurch ergibt sich in vorteilhafter Weise ein erwünschtes steifes Verhalten beim Ein- und Aussteigen der Fahrgäste bzw. Be- und Entladen. Das unerwünschte Wanken des Schienenfahrzeuges, das bei herkömmlichen Systemen beim Pasagierwechsel am Bahnhof auftritt, kann durch die erfindungsgemäße Lösung sicher verhindert oder zumindest sehr stark reduziert werden.The reciprocating piston element bridges the secondary springs when adjusting the height to the platform edge. This advantageously results in a desired stiff behavior when passengers get on and off or when loading and unloading. The undesired swaying of the rail vehicle, which occurs in conventional systems when passengers change at the station, can be reliably prevented or at least greatly reduced by the solution according to the invention.

Schließlich führt der Ausfall der erfindungsgemäßen Niveauregulierung nicht zu einem Ausfall der Federungseinheiten. Zwar ist eine Anpassung an die Höhe der Bahnsteigkante nicht mehr möglich. Allerdings ist dies für das Gesamtsystem der Federungseinheiten nicht sicherheitsrelevant. Selbst der Komfort der Federung des Schienenfahrzeugs ist nicht beeinträchtigt.Finally, the failure of the level control according to the invention does not lead to failure of the suspension units. Adjustment to the height of the platform edge is no longer possible. However, this is not relevant to safety for the overall system of the suspension units. Even the comfort of the suspension of the rail vehicle is not impaired.

Vorteilhafte Ausführungen der erfindungsgemäßen Niveauregulierung ergeben sich aus den sich an den Hauptanspruch anschließenden Unteransprüchen.Advantageous embodiments of the level control according to the invention result from the subclaims that follow the main claim.

So kann hier beispielsweise das Hubkolbenelement der Federungseinheit von der Feder umschlossen sein. Hier ist es besonders vorteilhaft, dass das Hubkolbenelement kompakt ausgeführt werden kann. Hierdurch ist die Integration innerhalb der Feder konstruktiv vereinfacht.For example, the lifting piston element of the suspension unit can be enclosed by the spring here. Here it is particularly advantageous that the reciprocating piston element can be made compact. As a result, the integration within the spring is structurally simplified.

Gemäß einer alternativen Ausgestaltung kann das Hubkolbenelement der Federungseinheit aber auch außerhalb der Feder parallel zu dieser angeordnet sein.According to an alternative embodiment, the reciprocating piston element of the suspension unit can, however, also be arranged outside the spring, parallel to the latter.

Vorteilhaft kann die Feder als Stahlfeder, Luftbalg, Elastomerelement und/oder hydropneumatische Feder ausgeführt sein.The spring can advantageously be designed as a steel spring, air bellows, elastomer element and / or hydropneumatic spring.

Das Arbeitsmedium zur Beaufschlagung des Hubkolbenelements kann auf Seiten des Wagenkastens oder aber auch auf Seiten des Drehgestells zugeführt werden. Von besonderem Vorteil ist allerdings die Zuführung auf Seiten des Wagenkastens, da hier ein geringerer Vibrationspegel vorhanden ist, sodass die Zuleitungen des Arbeitsmediums geringeren Schwingungen ausgesetzt sind.The working medium for acting on the reciprocating piston element can be supplied on the side of the car body or on the side of the bogie. However, the feed on the side of the car body is particularly advantageous, since there is a lower vibration level here, so that the feed lines for the working medium are exposed to lower vibrations.

Als Arbeitsmedium für das Hubkolbenelement können vorteilhaft Flüssigkeiten, wie Hydrauliköl oder Emulsionen, oder aber auch Gase, wie Druckluft, verwendet werden.Liquids, such as hydraulic oil or emulsions, or even gases, such as compressed air, can advantageously be used as the working medium for the reciprocating piston element.

Besonders vorteilhaft sind zwischen dem Drehgestell und dem Hubkolbenelement Elastomere als Notdämpfungselement angeordnet. Dies ermöglicht, beispielsweise beim Bruch eines Federelements sowie bei Überlast, dass die gesamte Kraft, die über das Zylindergehäuse des Hubkolbenelements abgeleitet werden müsste, durch das Elastomer aufgenommen wird, sodass hier eine Notdämpfung erfolgt.Elastomers are particularly advantageously arranged as emergency damping elements between the bogie and the reciprocating piston element. This makes it possible, for example if a spring element breaks or if there is an overload, that the entire force that would have to be diverted via the cylinder housing of the reciprocating piston element is absorbed by the elastomer, so that emergency damping takes place here.

Gemäß einer weiteren vorteilhaften Ausbildung der Erfindung kann mit dem Hubkolbenelement direkt oder indirekt ein Wegmesssystem zusammenwirken.According to a further advantageous embodiment of the invention, a position measuring system can interact directly or indirectly with the reciprocating piston element.

Weitere Merkmale, Einzelheiten und Vorteile der Erfindung ergeben sich aus den anhand der Figur dargestellten Ausführungsbeispielen. Es zeigen:

Fig. 1:
die Schnittdarstellung einer Federungseinheit einer erfindungsgemäßen Niveauregulierung für ein Schienenfahrzeug gemäß einer ersten Ausgestaltung der Erfindung im regulären Fahrbetrieb,
Fig. 2:
die Federungseinheit gemäß Figur 1 im voll ausgefahrenen Zustand.
Fig. 3:
die Federungseinheit gemäß Figur 1 bei Überlast oder Bruch der Feder,
Fig. 4:
eine alternative Ausführungsform der Federungseinheit gemäß der vorliegenden Erfindung im regulären Fahrbetrieb,
Fig. 5:
die Ausführungsform gemäß Figur 4 bei voll ausgefahrenem Hubkolbenelement,
Fig. 6 und 7:
eine weitere alternative Ausführungsform der Federungseinheit gemäß der vorliegenden Erfindung in zwei unterschiedlichen Fahrzuständen,
Fig. 8 und 9:
eine weitere Ausführungsform der erfindungsgemäßen Federungseinheit in wiederum unterschiedlichen Fahrzuständen und
Fig. 10 und 11:
jeweils weitere Abwandlungen der Federungseinheiten der erfindungsgemäßen Niveauregulierung.
Further features, details and advantages of the invention emerge from the exemplary embodiments illustrated with reference to the figure. Show it:
Fig. 1:
the sectional view of a suspension unit of a level control according to the invention for a rail vehicle according to a first embodiment of the invention in regular driving operation,
Fig. 2:
the suspension unit according to Figure 1 when fully extended.
Fig. 3:
the suspension unit according to Figure 1 in case of overload or breakage of the spring,
Fig. 4:
an alternative embodiment of the suspension unit according to the present invention in regular driving operation,
Fig. 5:
the embodiment according to Figure 4 with the piston element fully extended,
Fig. 6 and 7:
a further alternative embodiment of the suspension unit according to the present invention in two different driving states,
Fig. 8 and 9:
a further embodiment of the suspension unit according to the invention in turn in different driving states and
Fig. 10 and 11:
further modifications of the suspension units of the level control according to the invention.

Figur 1 zeigt eine Schnittdarstellung einer Federungseinheit 10, die zwischen einem Wagenkasten 12 eines hier nicht mehr dargestellten Schienenfahrzeugs und einem Drehgestell 14, welches hier ebenfalls nur schematisch dargestellt ist, angeordnet ist. Figure 1 shows a sectional view of a suspension unit 10, which is arranged between a car body 12 of a rail vehicle, which is no longer shown here, and a bogie 14, which is also only shown schematically here.

Die Federungseinheit besteht aus einer Feder 16 und einem Hubkolbenelement 18. Das Hubkolbenelement 18 wiederum besteht aus einem Zylinder 20 und einem in diesem verschiebbar gelagerten Kolben 22. Der Kolben 22 des Hubkolbenelements 18 wird mit einem Arbeitsmedium beaufschlagt, welches über eine Druckleitung 24 auf der einen Seite des Kolbens 22 in den Zylinder 20 gefördert wird.The suspension unit consists of a spring 16 and a reciprocating piston element 18. The reciprocating piston element 18 in turn consists of a cylinder 20 and a piston 22 displaceably mounted in this Side of the piston 22 is conveyed into the cylinder 20.

Als Arbeitsmedium kommen bei dem Hubkolbenelement hydraulische Arbeitsmedien wie Hydrauliköl oder Emulsionen oder pneumatische Arbeitsmedien wie Druckluft im Rahmen der vorliegenden Erfindung zum Einsatz. Jedes andere übliche Arbeitsmedium zum Verfahren des Hubkolbenelements kann ebenso eingesetzt werden.Hydraulic working media such as hydraulic oil or emulsions or pneumatic working media such as compressed air are used as the working medium in the context of the present invention. Any other common working medium for moving the reciprocating piston element can also be used.

Die Druckleitung 24 ist im in der Figur 1 dargestellten Ausführungsbeispiel auf der Seite des Drehgestells angeordnet. Auf der Unterseite des Zylinders 20 ist eine Elastomerschicht 26 aufgebracht, die, wie später beschrieben werden wird, als Dämpfungselement wirken kann.The pressure line 24 is in the Figure 1 illustrated embodiment arranged on the side of the bogie. On the underside of the cylinder 20, an elastomer layer 26 is applied, which, as will be described later, can act as a damping element.

In Figur 1 ist die erfindungsgemäße Niveauregulierung mit der Federungseinheit 10 im regulären Fahrbetrieb gezeigt. Hier ist das Hubkolbenelement 18 so weit eingefahren, dass es den Abstand zwischen Wagenkasten 12 und Drehgestell 14 nicht überbrückt. Dies ist hier dadurch deutlich, dass die Unterseite 28 des Kolbens 22 sich nicht auf dem Drehgestell 14 abstützt. Das Höhenniveau des Schienenfahrzeugs wird also lediglich von der Höhe der Feder 16, welche hier als Stahlfeder ausgebildet ist, bestimmt.In Figure 1 the level control according to the invention with the suspension unit 10 is shown in regular driving mode. Here, the reciprocating piston element 18 is retracted so far that it does not bridge the distance between the car body 12 and the bogie 14. This is clear here from the fact that the underside 28 of the piston 22 is not supported on the bogie 14. The height level of the rail vehicle is therefore only determined by the height of the spring 16, which is designed here as a steel spring.

In Figur 2 ist das Hubkolbenelement 18 durch Ausfahren des Kolbens 22 nunmehr in einer Betriebsweise dargestellt, in der das Hubkolbenelement den Wagenkasten 12 gegenüber dem Drehgestell 14 anhebt. In der hier dargestellten Ausführung ist der Wagenkasten des Schienenfahrzeugs maximal angehoben, indem über die Druckleitung 24 das Arbeitsmedium in die entsprechende Kammer des Zylinder 20 gedrückt wurde und so der Kolben 22 bis zu dem maximalen Anschlag ausgefahren wurde. In diesem Zustand ist das Schienenfahrzeug auf eine gewünschte Maximalhöhe beispielsweise einer Bahnsteigplattform angehoben.In Figure 2 the reciprocating piston element 18 is now shown by extending the piston 22 in an operating mode in which the reciprocating piston element lifts the car body 12 relative to the bogie 14. In the embodiment shown here, the car body of the rail vehicle is raised to the maximum in that the working medium was pressed into the corresponding chamber of the cylinder 20 via the pressure line 24 and the piston 22 was thus extended to the maximum stop. In this state, the rail vehicle is raised to a desired maximum height, for example a platform platform.

Aus der hier in den Figuren 1 und 2 dargestellten Konstruktion wird deutlich, dass das Hubkolbenelement lediglich die Federkraft der Feder 16 unterstützt, um den Wagenkasten 12 des Schienenfahrzeugs anzuheben. Hier ist bei entsprechender Dimensionierung der Feder 16 lediglich der Höhenunterschied beim Einfedern der Feder während der Beladung des Schienenfahrzeugs mit Personen oder Gepäckstücken oder sonstigen Gütern auszugleichen.From here to Figures 1 and 2 It is clear that the piston element only supports the spring force of the spring 16 in order to raise the car body 12 of the rail vehicle. Here, given the appropriate dimensioning of the spring 16, only the difference in height when the spring is compressed while the rail vehicle is being loaded with people or items of luggage or other goods is to be compensated for.

In Figur 3 ist die Federungseinheit in einem Zustand dargestellt, in dem die Feder 16 nicht mehr funktionsgerecht arbeitet. Dies kann beispielsweise durch eine Überlast, d.h. zu hohe Beladung des Schienenfahrzeugs, erfolgen. Hierdurch kommt das Elastomer als Notdämpfung zum Einsatz, indem es eine Dämpfungszwischenschicht zwischen dem Zylinder 20 und dem Drehgestell 14 bildet. Diese Situation kann auch eintreten, wenn die Feder 16 gebrochen ist und somit die Federfunktion nicht mehr ausführen kann.In Figure 3 the suspension unit is shown in a state in which the spring 16 no longer works properly. This can take place, for example, as a result of an overload, ie excessive loading of the rail vehicle. As a result, the elastomer is used as emergency damping by forming an intermediate damping layer between the cylinder 20 and the bogie 14. This situation can also occur if the spring 16 is broken and can therefore no longer perform the spring function.

Figur 4 zeigt eine alternative Ausführungsform der Federungseinheit 10. Hier ist das Hubkolbenelement 18 außerhalb der Feder 16 und parallel zu dieser zwischen dem Wagenkasten 12 und dem Drehgestell 14 angeordnet. Ansonsten entspricht diese Ausführungsvariante derjenigen gemäß der Figur 1. Figure 4 shows an alternative embodiment of the suspension unit 10. Here, the reciprocating piston element 18 is arranged outside the spring 16 and parallel to it between the car body 12 and the bogie 14. Otherwise, this variant corresponds to that according to FIG Figure 1 .

Die Figur 5 zeigt die Ausführungsform gemäß Figur 4 in maximal aufgefahrenem Zustand des Hubkolbenelements 18, bei welchem der Kolben 22 bis zu seiner Endstellung ausgefahren ist.the Figure 5 shows the embodiment according to Figure 4 in the maximally extended state of the reciprocating piston element 18, in which the piston 22 is extended to its end position.

In den Figuren 6 und 7 ist eine weitere Ausführungsform der Erfindung gezeigt, die im Wesentlichen der Anordnung entsprechend der Figuren 5 und 6 entspricht. Hier ist lediglich das Federelement 16 nicht in Form einer Stahlfeder sondern als Elastomerschichtfeder ausgeführt. In Figur 6 ist die Federungseinheit in einem stark eingefederten Zustand gezeigt, der daher rührt, dass das Schienenfahrzeug relativ stark beladen ist. In Figur 7 ist das Hubkolbenelement 18 aktiviert und voll ausgefahren.In the Figures 6 and 7th a further embodiment of the invention is shown, which essentially corresponds to the arrangement in FIG Figures 5 and 6 is equivalent to. Here only the spring element 16 is not designed in the form of a steel spring but as an elastomer layer spring. In Figure 6 the suspension unit is shown in a highly compressed state, which is due to the fact that the rail vehicle is relatively heavily loaded. In Figure 7 the reciprocating piston element 18 is activated and fully extended.

Eine weitere Ausführungsform wird in Figur 8 gezeigt. Hier ist eine Ausführungsform entsprechend derjenigen gemäß Figur 1 dargestellt, bei der zusätzlich noch ein Wegsensor 28 im Hubkolbenelement 18 integriert ist. Wie hier dargestellt, ist hierzu der Kolben 22 mittig hohl ausgeführt, sodass der stangenförmig ausgebildete Wegsensor 28 in den Kolben 22 eintauchen kann. So kann hier beispielsweise der Wegsensor als induktiver Messgeber ausgeführt sein. Im Rahmen der Erfindung kann aber auch jedes andere Wegmesssystem verwendet werden. In der Figur 9 ist die Ausführungsform gemäß Figur 8 bei Überlast oder Bruch des Federelements 16 und gleichzeitigem Einsetzen der Notdämpfung durch das Elastomer 26 gezeigt. Dieser Zustand wird hier vom Wegsensor 28 angezeigt.Another embodiment is shown in Figure 8 shown. Here is an embodiment corresponding to that shown in FIG Figure 1 shown, in which a displacement sensor 28 is also integrated in the reciprocating piston element 18. As shown here, the piston 22 is designed to be hollow in the center for this purpose, so that the rod-shaped displacement sensor 28 can dip into the piston 22. For example, the displacement sensor can be designed as an inductive measuring transducer here. However, any other position measuring system can also be used within the scope of the invention. In the Figure 9 is the embodiment according to Figure 8 in the event of overload or breakage of the spring element 16 and the simultaneous onset of emergency damping by the elastomer 26. This state is indicated by the displacement sensor 28 here.

Figur 10 zeigt eine Ausführungsvariante, in der die Federungseinheit am Drehgestell angebaut ist und in welcher die Druckleitung 24 auch am Drehgestell 14 dem Zylinder des Hubkolbenelements zugeführt wird. Auch diese Ausführungsvariante weist einen Wegsensor 28 auf. Figure 10 shows a variant in which the suspension unit is attached to the bogie and in which the pressure line 24 is also fed to the cylinder of the reciprocating piston element on the bogie 14. This embodiment variant also has a displacement sensor 28.

Schließlich zeigt die Figur 11 eine Ausführungsvariante entsprechend derjenigen gemäß Figur 1, bei der jedoch das Arbeitsmedium in über jeweilige Druckleitungen 24 und 25 in beide Kammern des Zylinders 20 eingeleitet werden, um so ein kontrolliertes Einfahren des Kolbens 22 sicherstellen zu können. Ansonsten entspricht diese Ausführungsform derjenigen gemäß der Figuren 1 bis 3.Finally shows the Figure 11 an embodiment variant corresponding to that according to Figure 1 , in which, however, the working medium is introduced into both chambers of the cylinder 20 via respective pressure lines 24 and 25 in order to be able to ensure a controlled retraction of the piston 22. Otherwise this embodiment corresponds to that according to FIG Figures 1 to 3 .

Claims (9)

  1. Rail vehicle having a height control mechanism comprising suspension units (10) that are arranged between the body (12) and the bogie (14) of the rail vehicle and each consist of at least one spring (16) and at least one pneumatic or hydraulic reciprocating piston element (18), wherein a working medium is used for the reciprocating piston element (18),
    characterized in that
    the reciprocating piston element (18) is retracted so much in train operation that it does not bridge the spacing between the body (12) and the bogie (14).
  2. Rail vehicle having a height control mechanism in accordance with claim 1, characterized in that the reciprocating piston element (18) of the suspension unit (10) is surrounded by the spring (16).
  3. Rail vehicle having a height control mechanism in accordance with claim 1, characterized in that the reciprocating piston element (18) of the suspension unit (10) is arranged outside the spring (16) in parallel therewith.
  4. Rail vehicle having a height control mechanism in accordance with one of the claims 1 to 3, characterized in that the spring (16) is designed as a steel spring, an air bellows, an elastomer element and/or as a hydropneumatic spring.
  5. Rail vehicle having a height control mechanism in accordance with one of the preceding claims, characterized in that the supply of the working medium takes place at the side of the body (12).
  6. Rail vehicle having a height control mechanism in accordance with one of the preceding claims, characterized in that the supply of the working medium takes place at the side of the bogie (14).
  7. Rail vehicle having a height control mechanism in accordance with one of the preceding claims, characterized in that the working medium for the reciprocating piston element (18) is liquid or gaseous.
  8. Rail vehicle having a height control mechanism in accordance with one of the preceding claims, characterized in that an elastomer (26) is arranged as an emergency damping element between the bogie (14) and the reciprocating piston element (18).
  9. Rail vehicle having a height control mechanism in accordance with claim 8, characterized in that a distance measurement system cooperates directly or indirectly with the reciprocating piston element (18).
EP16784793.8A 2015-10-21 2016-10-20 Height control mechanism Active EP3365218B1 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102015013605.4A DE102015013605B4 (en) 2015-10-21 2015-10-21 leveling
PCT/EP2016/001739 WO2017067662A1 (en) 2015-10-21 2016-10-20 Height control mechanism

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EP3365218A1 EP3365218A1 (en) 2018-08-29
EP3365218B1 true EP3365218B1 (en) 2021-09-22

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EP (1) EP3365218B1 (en)
CN (1) CN108349511B (en)
CA (1) CA3000282C (en)
DE (1) DE102015013605B4 (en)
ES (1) ES2901188T3 (en)
WO (1) WO2017067662A1 (en)

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FR3085932B1 (en) * 2018-09-14 2021-07-23 Speedinnov AIR SUSPENSION FOR RAILWAY VEHICLES
CN115649217B (en) * 2022-12-21 2023-03-10 济南工程职业技术学院 Railway vehicle, bogie and primary spring suspension device thereof

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EP3365218A1 (en) 2018-08-29
ES2901188T3 (en) 2022-03-21
CN108349511A (en) 2018-07-31
US10882541B2 (en) 2021-01-05
DE102015013605A1 (en) 2017-04-27
CN108349511B (en) 2021-04-02
DE102015013605B4 (en) 2018-08-23
US20180312175A1 (en) 2018-11-01
CA3000282C (en) 2023-12-19
WO2017067662A1 (en) 2017-04-27
CA3000282A1 (en) 2017-04-27

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