Spring system of a rail vehicle

Abstract

A rail vehicle spring system has a spring strut, arranged between a bogie and carriage body of the rail vehicle, and includes a cylinder and a piston in the cylinder. Piston spaces are defined below and above the piston head. The piston or the cylinder is connectable with the bogie, while the other component is connectable with the carriage body. A spring cushions the body relative to the bogie, and a hydraulic system is connected with at least one of the piston spaces to charge the space with hydraulic medium. The spring surrounds the cylinder and is contracted by the piston when an excess pressure exists in the lower piston space with respect to the upper piston space, and an entraining element is adjoined by the spring. Only when an excess pressure exists in the lower piston space does the piston rod exerts a force on the entraining element.

Claims

1. A spring system of a rail vehicle with a spring strut for arrangement between a bogie and a carriage body of the rail vehicle, the spring strut comprising: a cylinder, a piston shiftably accommodated in the cylinder and including a piston head, defining lower and upper piston spaces below and above the piston head, and a piston rod, one of the piston and the cylinder being directly or indirectly connectable with the bogie and the other of the piston and the cylinder being directly or indirectly connectable with the carriage body, a spring arranged to cushion the carriage body with respect to the bogie, and an entraining element that adjoins the spring, wherein the spring system includes a hydraulic system connected with at least one of the piston spaces such that the at least one of the piston spaces can be charged with hydraulic medium, the piston spaces are arranged such that the spring is contracted by the piston when an excess pressure exists in the lower piston space with respect to the upper piston space, the spring surrounds the cylinder, the piston rod is arranged such that the piston rod only exerts a force on the entraining element when an excess pressure exists in the lower piston space with respect to the upper piston space, and the piston rod, when no excess pressure exists in the lower piston space with respect to the upper piston space, has a clearance with respect to the entraining element in at least one of a transverse direction relative to the piston and a direction of movement of the piston.

2. The spring system according to claim 1, wherein the piston and the cylinder form a unit having a first end and a second end, and only one of the first and second ends directly or indirectly is firmly connected with the spring.

3. The spring system according to claim 1, wherein at least one portion of the piston rod is designed flexible or articulated.

4. The spring system according to claim 3, wherein the at least one portion of the piston rod is formed tapered with respect to adjacent regions or is formed by a movable coupling rod, chain, or wire rope.

5. The spring system according to claim 2, wherein the unit is a first unit, and further comprising a further piston-cylinder unit arranged in series with the first unit for wheel wear compensation.

6. The spring system according to claim 1, wherein the lower piston space, when an excess pressure exists therein with respect to the upper piston space, is in a condition charged with hydraulic medium, and when no excess pressure exists in the lower piston space with respect to the upper piston space, is in a condition not charged with hydraulic medium.

7. The spring system according to claim 6, wherein only exactly one hydraulic line extends from the hydraulic system to the lower piston space.

8. The spring system according to claim 6, wherein the hydraulic system includes two 2/2-way valves or one 3/2-way valve for the lower piston space.

9. The spring system according to claim 6, wherein the hydraulic system is formed such that relief for the lower piston space is designed redundant.

10. The spring system according to claim 6, wherein the hydraulic system includes a tank, and, between the tank and the lower piston space, and between a pump and the lower piston space, normally open valves exclusively are provided to relieve the lower piston space to permit redundant relief without provision of additional valves.

11. The spring system according to claim 6, wherein the hydraulic system includes one actuation strand for each piston space, bogie axle, or carriage body.

12. The spring system according to claim 1, wherein, from the hydraulic system, at least one hydraulic line each extends to the lower piston space and to the upper piston space, and the at least one hydraulic line extending to the upper piston space branches off from the at least one hydraulic line extending to the lower piston space.

13. The spring system according to claim 12, wherein, in the at least one hydraulic line extending to the upper piston space, a normally open 2/2-way valve is arranged.

14. The spring system according to claim 12, wherein, from the hydraulic line extending to the upper piston space, a relief line branches off on a piston side of the 2/2-way valve.

15. The spring system according to claim 14, further comprising a pressure limiting valve arranged in the relief line that provides for a discharge of hydraulic fluid from the upper piston space when an excess pressure is reached.

16. The spring system according to claim 14, wherein, in the relief line, a normally open 2/2-way valve is arranged, and/or in the hydraulic line, of the upper piston space, a normally closed 2/2-way valve is arranged on a piston space side of a branching point.

17. The spring system according to claim 1, further comprising a height sensor arranged to emit a signal characteristic for the length of the spring strut.

18. The spring system according to claim 17, further comprising a control or regulating unit provided for height adjustment and connected with the height sensor and the hydraulic system such that a certain value of a height of the spring strut is adjustable.

19. A rail vehicle, with the spring system according to claim 1.

Description

BRIEF DESCRIPTION OF THE DRAWINGS

(1) Further details and advantages of the invention will be explained in detail with reference to an exemplary embodiment illustrated in the drawings, in which:

(2) FIG. 1 shows a sectional view through a spring strut according to the invention in the driving position with empty rail vehicle,

(3) FIG. 2 shows a sectional view through a spring strut according to the invention in the stop position in which the vehicle is lowered,

(4) FIG. 3 shows a schematic view of a spring system according to the invention with spring-strut-selective actuation,

(5) FIG. 4 shows a schematic view of a spring system according to the invention with a control axle by axle and with a hydraulically redundant release path,

(6) FIG. 5 shows a schematic view of a further embodiment of a spring system according to the invention, and

(7) FIG. 6 shows a schematic view of again another embodiment of a spring system according to the invention.

DETAILED DESCRIPTION OF THE INVENTION

(8) With reference numeral F, FIG. 1 shows a spring strut of a spring system according to the invention.

(9) The central part of the spring strut F is formed by the piston-cylinder unit, i.e. the pull-down cylinder comprising the cylinder 10 and the piston 20 movably accommodated therein. The piston 20 consists of a portion which is sealingly arranged with respect to the cylinder and rests against the cylinder inner wall and of a piston rod 21 which adjoins this portion.

(10) As can also be taken from FIG. 1, a hydraulic line 101 is present in the cylinder. This line connects the pump P of the hydraulic system H shown in FIGS. 3 and 4 with the lower piston space 22a and the upper piston space 22b. The same extends between the piston portion, which sealingly rests against the cylinder 10, and the cylinder bottom shown below. A pressurization of the lower piston space 22a therefore leads to the fact that the piston 20 is moved upwards in the cylinder and thus compresses the spring via the lower piston portion, which then is in engagement with the spring pressure plate 40.

(11) The cylinder 10 is surrounded by coil springs 30 arranged concentrically to the same, as can be taken from FIG. 1. In the upper end region, the springs 30 are indirectly, but firmly connected with the cylinder. In the lower region the at least one spring supports on said entraining plate 40, which includes a bore through which the tapered portion 23 of the piston rod 21 extends with a clearance in lateral direction. Furthermore, conical and hollow rubber dampers 35 extend from the cylinder bottom, which bulge on compression of the spring, as is shown in FIG. 2.

(12) From FIGS. 1 and 2 it can furthermore be taken that only a single hydraulic line 101 leads into the lower piston space 22a, through which the hydraulic medium from the hydraulic system H is introduced into the lower piston space 22a and through which the hydraulic medium also is drained again. In this embodiment, the upper piston space 22b is not connected to the hydraulic system H.

(13) The spring strut is in the condition shown in FIG. 1, when the rail vehicle is in the driving operation, i.e. need not be lowered. In this case, the suspension exclusively is effected via the spring 30 and possibly supported by the dampers 35 which support on the entraining plate 40 or also on one point of the spring strut. The dampers 35 are optional components.

(14) In driving operation, the suspension thus exclusively is effected mechanically.

(15) The spring strut F is arranged between the bogie and the carriage body of a rail vehicle, wherein the carriage body can be arranged at the top or at the bottom and the bogie on the other side of the spring strut F.

(16) In the driving operation as shown in FIG. 1, the piston 20 either remains unmoved relative to the cylinder 10 or at best is extracted, namely when the piston with its portion 21 strikes against the entraining plate 40 at the bottom. In this case, the piston 20 is moved a bit downwards by the entraining plate 40, i.e. moves downwards proceeding from the cylinder head.

(17) In driving operation, the piston however never is pressed into the cylinder 10, as no corresponding force is present which would effect such inward movement of the piston.

(18) The tapered region 23 of the piston rod 21 allows a slight tilting movement between upper and lower part of the secondary spring 30. Due to the fact that in driving operation the piston is not moved or at best moved in pull-out direction in the cylinder 10, a low-wear operation is possible.

(19) A transverse path between the upper side and the lower side of the spring is realized in that the piston rod 21 in any case in its portion extending through the bore of the entraining plate 40 is smaller than the diameter of the bore, so that a clearance is obtained in lateral direction.

(20) When the rail vehicle is to be lowered, hydraulic medium is introduced into the lower piston space 22a via the hydraulic line 101. This leads to the fact that due to the resulting force between the lower side of the piston and the bottom wall of the cylinder the spring is compressed, as is shown in FIG. 2. This compression of the spring at the same time also leads to a compression of the dampers 35. The compression of the spring is effected, as the piston with its portion 21 engages the entraining plate 40 from below and thus compresses the spring 30, which adjoins the entraining plate 40, and also the dampers. In this way, it is possible to lower the rail vehicle in the stationary condition or at the platform to the desired height. The height is adjustable by the volume of the hydraulic medium introduced into the lower piston space 22a.

(21) FIG. 3 shows a schematic view of a spring system according to the invention. The reference numeral HPU designates the hydraulic power unit which includes the hydraulic system H with the pump P and a drive or motor M for driving the pump, a filter, a freewheel valve, a pressure switch and a pressure relief valve. This component also is referred to as supply module. Furthermore, a brake module B optionally can be provided, which likewise includes a motor, a pump, a filter, a pressure control valve, a pressure relief valve and an isolation valve.

(22) A further component of the HPU is the actuating unit comprising valves and lines for pressurization and relief of the piston spaces of the spring struts F.

(23) Finally, there is provided a control and regulating unit 300 for the pull-down cylinders of the spring struts F, which suitably actuates the valves 110.

(24) Reference numeral 200 designates the tank from which the pump delivers and into which the returning hydraulic medium is introduced.

(25) With reference numeral 50 height sensors are provided, which measure the height of the individual spring struts.

(26) In the exemplary embodiment shown in FIG. 3, one height sensor 50 is provided per spring strut F. Other embodiments also are conceivable in principle, for example that per bogie only one height sensor is provided.

(27) The height sensors 50 supply their signals to the control or regulating unit 300. The same communicates with the rail vehicle via the connection K and sends signals S or a feedback to the HPU.

(28) The illustrated voltage values only are of an exemplary nature.

(29) As explained, the HPU comprises the brake module B, the supply module H and the actuating unit in the form of the valves. The same can consist either of four or of eight 2/2-way valves 110. An actuation by means of two or four 3/2-way valves also is conceivable.

(30) In the exemplary embodiment shown in FIG. 4, the individual spring struts are not actuated individually, as is the case in FIG. 3, but a control is effected axle by axle or bogie by bogie.

(31) FIG. 4 shows that a hydraulically redundant release path is provided, which means that the hydraulic medium from the lower piston space 22a each flows back to the tank via two paths and thus a reliable relief or lowering of the spring struts is possible.

(32) In FIG. 4 four lines L1-L4 are indicated, wherein the lines L1 and L3 serve for pressurization, i.e. via these lines the hydraulic medium is delivered by the pump P to the respective piston space of the spring struts via the valves V1, V3.

(33) The lines L2 and L4 serve for relief, i.e. via these lines the hydraulic medium is delivered from the respective lower piston space 22a of the spring struts to the tank 200. In a case of fault, the valves V1 to V4 preferably are open, i.e. normally open, so that a relief and thus a driving operation is possible.

(34) When a valve, e.g. the valve V4 is blocked, i.e. a relief into the tank 200 is not possible via this valve V4, the relief is effected via the path of valve V3 as well as the valves V1 and V2 actually associated to the other bogie. The hydraulic medium hence does not flow into the tank 200 directly via V4, but through the valve V3, the valve V1 and finally the valve V2 and thus gets into the tank 200. This redundancy during relief ensures that all spring struts can be relieved, when a relief valve does not work correctly or blocks in the closed position.

(35) The valves according to FIGS. 3 and 4 preferably are formed as 2/2-way valves.

(36) In principle it is also possible to use one 3/2-way valve each for two 2/2-way valves, which however involves the disadvantage that the described redundancy is not possible in this way.

(37) The described redundancy of course not only is possible in the actuation bogie by bogie with hydraulic medium, but also in the spring-strut-individual actuation or also in a single actuation per carriage body.

(38) FIG. 5 shows a schematic view of a further embodiment of a spring system according to the invention, wherein this embodiment generally differs from the embodiments shown in the preceding Figures in that the upper piston space 22b also is connected with the hydraulic system H and that the hydraulic system is constructed differently. In the following, merely differences to the embodiment according to FIG. 4 will be discussed. Identical parts are provided with identical reference numerals.

(39) In the configuration according to FIG. 5, a hydraulic line 101 extends from the hydraulic system H to the lower piston space 22a and a hydraulic line 102 extends to the upper piston space. The hydraulic line 102 branches off from the hydraulic line 101 at the branching point 103. This of course also equally applies for each spring strut F of the system shown. It thus becomes possible that lifting of the carriage can be effected such that the pressure in the upper piston space 22b is increased.

(40) In the hydraulic line 102 of the upper piston space 22b a normally open 2/2-way valve 104 is arranged. When the spring strut F is to be lowered to platform level, the 2/2-way valve 104 is energized and closed and the pump P of the hydraulic system H is activated. This leads to the fact that the lower piston space 22a is charged with excess pressure and the spring strut F is retracted against the restoring force of the mechanical spring 30. When the desired level is reached, the pump P can be switched off. When the spring strut F subsequently again is to be lifted to driving level, the 2/2-way valve 104 is deenergized and opened and the pump P in turn is activated, so that hydraulic fluid flows from the lower into the upper chamber and in addition from the pump into the upper chamber. The spring 30 relaxes until reaching the stop. When the stop is reached, the pump P in turn is switched off. Due to the use of a normally open valve 104 and the possibility of pressure compensation between the two piston spaces 22a and 22b with open valve 104, there is also taken the safety measure that in the case of a power failure or a similar malfunction the spring strut F is lifted to driving level.

(41) At the branching point 105 a relief line 106 branches off from the hydraulic line 102 of the upper piston space 22b, in which a pressure limiting valve 107 is arranged. This valve 107 provides for a discharge of hydraulic fluid from the upper piston space 22b into the tank 200, when an excess pressure of e.g. about 3 bar is reached. During the above-described lowering operation of the spring strut, hydraulic fluid then present in the upper piston space 22b, which is expelled due to the pressure increase in the lower piston space 22a, can flow back into the reservoir 200 of the hydraulic system H.

(42) FIG. 6 shows a schematic view of again another embodiment of a spring system according to the invention, wherein this embodiment in particular differs from the embodiment shown in FIG. 5 in that the pressure in the upper piston space 22b is actively raised above the level of the pressure in the lower piston space 22a and the spring strut F thus can hydraulically be lifted to driving level independent of the restoring force of the mechanical spring 30.

(43) For this purpose, the pressure limiting valve 107 in the relief line 106 is replaced by a solenoid valve 108 with two switching positions, which is normally open and provides for an active extension of the cylinder. Furthermore, in the hydraulic line 102 of the upper piston space 22b on the piston side of the branching point 105 a further solenoid valve 109 with two switching positions is provided, which is normally closed. This is a fail-safe valve which effects that the upper piston space 22b also remains pressurized in the currentless condition. Furthermore, a hydropneumatic accumulator 110 was incorporated on the piston-space side of the solenoid valve 109.