Rail Vehicle Secondary Suspension with Adjustable Air Spring Stiffness
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Solution Overview
Problem
Conventional rail vehicle secondary suspension systems with air springs lack the ability to variably and reversibly adjust transverse rigidity, making them suboptimal for different operating conditions such as varying speeds and load states.
Innovation Solution
The system employs two identical air springs with tubular, elastomeric spring bellows that can have their upper and lower connection parts displaced or rotated relative to each other, connected to actuators, allowing for reversible tension adjustment of the spring bellows to increase transverse stiffness.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Strength
If the transverse rigidity of air springs is permanently increased through structural modifications (bead rings, collars, or lateral reinforcements), then lateral support of the car body is improved, but the system loses the ability to adapt to different operating conditions and requires additional space and complexity
Solution Approach 1:
The patent applies the dynamics principle by making the transverse rigidity of the air springs adjustable rather than fixed. The connection parts (upper and/or lower) are designed to be displaceable relative to each other, allowing the system to dynamically change its stiffness characteristics. This enables the air spring to provide different levels of transverse support depending on the displacement of the connection parts, thus adapting to various operating conditions without permanent structural modifications.
Solution Approach 2:
The patent implements parameter changes by modifying the geometric configuration of the connection parts. By displacing the upper and/or lower connection parts relative to each other, the effective parameters of the air spring (such as mounting position and orientation) are changed, which in turn alters the transverse rigidity. This allows the same air spring to provide different stiffness levels without changing its physical structure or requiring additional reinforcement elements.
2Reliability
If special transverse springs or additional volume control devices are installed to control car body lateral displacement, then transverse suspension performance is improved, but device complexity and space requirements increase significantly
Solution Approach 1:
The patent applies the universality principle by enabling the existing air spring to perform multiple functions. The displaceable connection parts allow the same air spring component to provide both vertical suspension and adjustable transverse suspension functions. This eliminates the need for separate transverse springs or additional control devices, as the modified air spring itself can adapt to control lateral displacement based on the connection parts' position.
Solution Approach 2:
The patent implements self-service by allowing the air spring system to automatically adjust its transverse rigidity through the displacement of its own connection parts. The system uses its existing structure (the air spring with displaceable connection parts) to control lateral displacement without requiring external transverse springs or complex additional control mechanisms. The air spring essentially serves itself to provide both vertical and transverse suspension functions.
Applied Scientific Principles
This section explains which scientific principles are used to turn an abstract innovation direction into a practical engineering solution.
Function Achieved in This Case
This adjustable system enhances lateral support, reducing car body deflection and preventing impacts with bogie bumpers, while allowing for adaptable stiffness settings based on operating conditions.
Implementation Method 1
the tension of the spring bellows of the air springs can be changed reversibly by elastic deformation of the same
Data Source
Figure 1
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AI summary
The invention relates to a secondary suspension (1) of a rail vehicle, comprising two identical air springs (28a, 28b) arranged transversely and symmetrically spaced to a geometric longitudinal centerline (4) of a bogie (2) between the frame (6) of the bogie (2) and a bogie-side cradle or car body, wherein the air springs (28a, 28b) each have a tubular, elastomeric bellows which is pressure-tightly attached with its upper end section to an upper connecting part (32a, 32b) and with its lower end section to a lower connecting part (33a, 33b).In order to increase the transverse stiffness of the air springs (28a, 28b) as required, the invention provides that the upper connection parts (32a, 32b) and/or the lower connection parts (33a, 33b) of each air spring (28a, 28b) are arranged to be displaceable or rotatable relative to each other, and that the same upper connection parts (32a, 32b) and/or the same lower connection parts (33a, 33b) are connected directly or indirectly to actuators (46, 62, 80, 96) in such a way that the tension of the air spring bellows (28a, 28b) can be reversibly changed by actuating the actuators (46, 62, 80, 96) by means of elastic deformation thereof.