SUSPENSION, PREFERABLY VEHICLE SUSPENSION, ESPECIALLY PREFERABLY RAIL VEHICLE SUSPENSION

Description

[0001] The present invention relates to a suspension, preferably a vehicle suspension, particularly preferably a rail vehicle suspension, and to a vehicle with such a suspension.

[0002] Rail vehicle suspensions with an air spring are known, which are arranged between the body or car body and the chassis or subframe of a rail vehicle. Such rail vehicle suspensions have a rim and a top plate opposite the rim. The rim is provided with a sliding plate. The rim and top plate are arranged in such a way that, in the event of a failure of the air spring, the sliding plate and the top plate rest against each other or on top of each other, thus supporting the body on the subframe.

[0003] Such rail vehicle suspensions typically feature an air spring as the main spring and a rubber spring or block spring as the emergency spring. The main spring and emergency spring are arranged between the car body and the subframe of the vehicle in such a way that, in the event of a main spring failure, the body is supported on the chassis by the emergency spring. The support is provided via opposing, interacting support and sliding surfaces or sliding plates / sliding elements on the body and chassis. These sliding plates then ensure reduced friction and trouble-free support during emergency operation.

[0004] In this regard, EP 1 644 234 B1 discloses a centering emergency spring support for an air spring. The bellows rims connected via the air spring have guide grooves designed to prevent lateral displacement of the car body relative to the chassis when the car body rests on the emergency spring / auxiliary spring. The mutually inclined surfaces of the guide grooves and their counterparts are provided with sliding elements to reduce friction in the event of twisting or transverse displacement of the car body relative to the chassis.

[0005] In such suspensions, the lateral, i.e. side, stiffness is an important parameter in the operation of the suspension. In particular, when using air suspension systems, especially in rail vehicles, the lateral stiffness can be an important parameter in ensuring driving stability.

[0006] However, the lateral stiffness is predetermined by the design and thus cannot be changed. The suspension must therefore be designed with a specific lateral stiffness so that the specified lateral stiffness best fits the application, i.e., the object to be suspended or supported by such a suspension. In operating conditions deviating from this, a suboptimal lateral stiffness must be accepted.

[0007] JP 2001 165240 A describes the provision of an air spring with a built-in superconducting actuator that suppresses shock vibrations of a vehicle and improves passenger comfort. A magnet for generating a magnetic field (e.g., a superconducting coil) is soaked in liquid nitrogen enclosed in a container, and the vehicle is placed thereon. The air spring, which has an air chamber with a current control coil facing the magnetic field generating magnet, is arranged in a side of the vehicle. The current control coil is provided with a power supply and a current controller that controls the current supplied by the power supply. The current value flowing to the current control coil is thus controlled, and an electromagnetic force is generated between the magnetic field generating magnet and the current control coil to suppress the vibration of the vehicle.

[0008] JP 2010 127350 A describes the provision of a suspension device for a railway vehicle capable of reducing costs while maintaining the required functions and significantly improving the functions by a device configured to relatively, laterally, and slidably support the rolling stock by abutting an upper support member against a lower support member when an air spring flattens. The suspension device for the railway vehicle includes the air spring, which includes the upper support member on the rolling stock side, the lower support member on the lower side, and a rubber diaphragm, and a wave spring, which includes an elastic member 5 of a laminated rubber structure in which a plurality of elastic layers and a plurality of hard partition walls are alternately arranged between the lower support member and a receiving member on the truck side.When the diaphragm is in an airless state, a sliding plate made of fluororesin, which abuts against a sliding surface formed on a lower surface of the upper support member, is arranged on the lower support member, and the sliding surface is subjected to zinc phosphate treatment and then fluorine or molybdenum disulfide plating to form a coating film.

[0009] An object of the present invention is to provide a suspension, preferably a vehicle suspension, particularly preferably a rail vehicle suspension, of the type described above, so that the lateral stiffness of the suspension can be better tailored to the respective application. This should be possible as simply, space-saving, cost-effectively, and / or reliably as possible. At the very least, an alternative to the known possibilities should be provided.

[0010] The object is achieved according to the invention by a suspension and by a vehicle having the features of the independent claims. Advantageous further developments are described in the subclaims.

[0011] Thus, the present invention relates to a suspension, preferably a vehicle suspension, particularly preferably a rail vehicle suspension, with an air spring with an air spring bellows which is arranged between a sliding plate and a top plate, wherein the air spring is designed to be arranged in series between two bodies to be damped in terms of vibration, preferably between a chassis and a body of a vehicle.

[0012] The suspension is characterized in that the sliding plate of the air spring is made of metal, and the upper plate has at least one electromagnet, which is designed and configured to exert attractive and repulsive magnetic forces on the sliding plate. Alternatively, the upper plate of the air spring can be made of metal, and the sliding plate can have at least one electromagnet, which is designed and configured to exert attractive and repulsive magnetic forces on the sliding plate.

[0013] In any case, the sliding plate or the top plate can have a metal element in sections or entirely, or can be a metal element, or can be made of plastic with a metallic admixture. The sliding plate can have a sliding element, which is received, i.e., held, in a corresponding receptacle of the sliding plate, i.e., in a sliding element receptacle or by a sliding element carrier. Accordingly, the sliding element and / or the sliding element receptacle or the sliding element carrier can be metallic, i.e., made of metal or with a metallic admixture.

[0014] In any case, an electromagnetic force can be generated between the sliding plate and the upper plate of the suspension in this way. Depending on the power supply or polarity of the electromagnet, this electromagnetic force can be attractive or repulsive. The strength of the electromagnetic force can be influenced by the current supplied to the electromagnet.

[0015] The present invention is based on the discovery that forces can be generated between the electromagnet and the metallic counterpart in this way, which can influence the lateral stiffness of the suspension. Accordingly, the lateral stiffness of the suspension can be changed during operation, which can be done statically, i.e., to a predetermined value, or dynamically, i.e., continuously changing during use, and in particular during ferry operation.

[0016] In any case, this allows the lateral stiffness of the suspension to be better tailored to the specific application than was previously possible with a fixed design. In particular, the lateral stiffness of the suspension can be changed during operation.

[0017] According to one aspect of the invention, the suspension comprises a control unit configured and configured to operate the electromagnet to generate the attractive and repulsive magnetic forces. The control unit is further configured and configured to generate a predetermined lateral stiffness of the air spring using the attractive and repulsive magnetic forces. This may represent a concrete implementation possibility.

[0018] According to a further aspect of the invention, the suspension has an evaluation unit which is designed and arranged to obtain at least one operating parameter, preferably the applied voltage, of the electromagnet and to determine, based on the obtained operating parameter of the electromagnet, at least one parameter of an object, preferably a vehicle, particularly preferably a rail vehicle, which uses the suspension.

[0019] This can make it possible to draw conclusions about the operating behavior of the suspension or the sprung object from the operation of the electromagnet. These findings can also be used to improve the operation of the suspension.

[0020] According to a further aspect of the invention, the suspension comprises an auxiliary spring with an elastomer body arranged between an inner body and an outer body, wherein the sliding plate of the air spring and the outer body of the auxiliary spring are fixedly connected to one another, wherein the auxiliary spring is designed to be arranged in series between the air spring and the one body to be vibration-damped, preferably the chassis of the vehicle. This allows the properties and advantages of an auxiliary spring to be utilized in the suspension according to the invention.

[0021] The present invention also relates to a vehicle, preferably a rail vehicle, with at least one suspension as described above. This allows the suspension according to the invention to be implemented and used in a vehicle.

[0022] In other words, the invention is based on the finding that when using air spring systems, especially in rail vehicles, lateral stiffness can be an important factor in ensuring driving stability. It can therefore be advantageous for the user or operator of a rail vehicle to be able to change the lateral stiffness of the air spring even during operation. This has not been possible or known to date.

[0023] The aim is therefore to create a way to change the lateral stiffness of an air spring or a belt bellows (secondary suspension) during operation or driving.

[0024] The core concept of the present invention is based on changing the lateral stiffness of an air spring system by applying a magnetic field. An electromagnet integrated into the top plate of the air spring system has the metallic sliding plate support of the auxiliary spring as its counterpart. When current flows through the electromagnet in the top plate, an electromagnetic force is generated on the sliding plate support located below the top plate. The top plate and thus the car body can thus be restricted from lateral movement, which in this case is equivalent to a change in the lateral stiffness of the air spring system.

[0025] The integrated electromagnet can take on various geometric shapes. It would also be conceivable to mount the magnet on the opposite side (sliding plate support, auxiliary spring).

[0026] In any case, the lateral stiffness of the car body can advantageously be changed even during operation. The actual secondary spring can remain largely unchanged. The evaluation of the applied field strength can provide insights into the driving dynamics.

[0027] An embodiment and further advantages of the invention are explained below in conjunction with the following figures. Therein: Fig. 1 is a side schematic representation of a vehicle according to the invention using the example of a rail vehicle; and Fig. 2 is a schematic sectional representation of a suspension according to the invention using the example of a rail vehicle suspension.

[0028] The above figures are described in Cartesian coordinates with a longitudinal direction X, a transverse direction perpendicular to the longitudinal direction X (not shown), and a vertical direction Z perpendicular to both the longitudinal direction X and the transverse direction. The longitudinal direction X can also be referred to as depth X, the transverse direction as width, and the vertical direction Z as height Z. The longitudinal direction X and the transverse direction together form the horizontal, which can also be referred to as the horizontal plane. The longitudinal direction X, the transverse direction, and the vertical direction Z can together be referred to as the spatial directions X, Z or as Cartesian spatial directions X, Z.

[0029] A suspension 2 according to the invention is considered as a vehicle suspension 2 using the example of a rail vehicle suspension 2. The rail vehicle suspension 2 is arranged in the vertical direction Z between a chassis 10, also called subframe 10, and a body 11 of a vehicle 1. The vehicle 1 is considered using the example of a rail vehicle 1 or a short-distance railcar 1, see Figure 1 .

[0030] The rail vehicle suspension 2 has, viewed from the bottom in the vertical direction Z, a chassis mount 20, which is connected to the chassis 10 of the rail vehicle 1. Arranged on the chassis mount 20 is an auxiliary spring 21, which has a metallic inner body 21a in the form of a metallic inner cone 21a, an elastomer body 21b vulcanized thereto, and a metallic outer body 21c in the form of a metallic rim 21c vulcanized thereto.

[0031] A metallic sliding plate 22 is fixedly connected to the outer body 21c of the auxiliary spring 21 in the vertical direction Z. The sliding plate 22 has a receptacle 22a or a carrier 22a, also referred to as a sliding element receptacle 22a or a sliding element carrier 22a, with a sliding element 22b received therein. Furthermore, an edge (not designated) of an air spring bellows 23 is fixedly arranged radially on the outer body 21c of the auxiliary spring 21. A metallic upper plate 24 is fixedly arranged at the other end of the air spring bellows 23 or at its other edge (not designated). The air spring bellows 23, the auxiliary spring 21, and the upper plate 24 hermetically enclose an internal volume 23a of the air spring bellows 23, which is accessible from the outside via an air connection 25 in order to increase and reduce the amount of air within the air spring bellows 23.

[0032] An electromagnet 26 is arranged on or in the top plate 24. The electromagnet 26 is axially aligned with the sliding plate 22 and the auxiliary spring 21. The electromagnet 26 is connected to a control unit 27 and an evaluation unit 28, so that the electromagnet 26 can be powered and operated by the control unit 27, and the operating parameters of the electromagnet 26 can be evaluated by the evaluation unit 28. The strength of the magnetic field generated by the electromagnet 26 can thus be influenced by the control unit 27 using the amplitude of the electric current.

[0033] Accordingly, during use or operation of the suspension 2, the control unit 27 can generate an electromagnetic force between the electromagnet 26 and the sliding plate 22, which can be attractive or repulsive depending on the polarity of the electric current. This can influence and change the lateral stiffness of the suspension 2. List of reference symbols (part of the description)

[0034] XLongitudinal direction; depth Zvertical direction; height 1Vehicle; Rail vehicle; Short-distance railcar 10Chassis; Subframe 11Body 2Suspension; Vehicle suspension; Rail vehicle suspension 20Chassis attachment 21Auxiliary spring 21aInner body or inner cone of the auxiliary spring 21 21bElastomer body of the auxiliary spring 21 21cOuter body or rim of the auxiliary spring 21 22Sliding plate 22aReceiver of the sliding plate 22 or carrier of the sliding plate 22 for sliding element 22b; Sliding element receiver; Sliding element carrier 22bSliding element of the sliding plate 22 23Air bellows 23aInner volume of the air bellows 23 24Top plate 25Air connection 26Electromagnet 27Control unit 28Evaluation unit

Claims

1. Suspension (2), preferably a vehicle suspension (2), particularly preferably a rail-vehicle suspension (2), having an air spring with an air-spring bellows (23), which is arranged between a sliding plate (22) and an upper plate (24), wherein the air spring is configured to be arranged in series between two bodies which can be damped in terms of vibration, preferably between a bogie (10) and a body (11) of a vehicle (1), characterized in that the sliding plate (22) of the air spring is metallic and the upper plate (24) comprises at least one electromagnet (26), which is configured and intended to apply attracting and repelling magnetic forces to the sliding plate (22), or vice versa.

2. Suspension (2) according to Claim 1, having a control unit (27), which is configured and intended to operate the electromagnet (26) for generating the attracting and repelling magnetic forces, wherein the control unit (27) is also configured and intended to produce a predetermined lateral stiffness of the air spring by means of the attracting and repelling magnetic forces.

3. Suspension (2) according to Claim 1 or 2, having an evaluation unit (28), which is configured and intended • to obtain at least one operating parameter, preferably the applied voltage, of the electromagnet (26) and, • on the basis of the obtained operating parameter of the electromagnet (26), to determine at least one parameter of an object, preferably of a vehicle (1), particularly preferably of a rail vehicle (1), which uses the suspension (2).

4. Suspension (2) according to one of the preceding claims, having an additional spring (21) with an elastomer body (12b) which is arranged between an inner body (21a) and an outer body (21c), wherein the sliding plate (22) of the air spring and the outer body (21c) of the additional spring (21) are fixed to one another, wherein the additional spring (21) is configured to be arranged in series between the air spring and the body which can be damped in terms of vibration, preferably the bogie (10) of the vehicle (1).

5. Vehicle (1), preferably a rail vehicle (1), having at least one suspension (2) according to one of the preceding claims.