EP3121090B2 - Pneumatic spring assembly for railway vehicle and railway vehicle with pneumatic spring assembly - Google Patents

Description

Technical area

The invention relates to an air spring arrangement for the suspension of a rail vehicle, in particular the invention relates to an air spring arrangement for a secondary suspension between the car body and the bogie of a rail vehicle.

Previously known state of the art

A rail vehicle is usually sprung in various ways to increase safety and comfort. To ensure high levels of comfort and the associated high level of acceptance of rail transport among passengers and train drivers, a primary suspension and a secondary suspension are usually provided. The suspension between the wheelsets and the bogie is provided by the primary suspension. The primary suspension is usually implemented using leaf springs, but can also be implemented using coil springs or rubber springs.

Secondary suspension is used for the suspension between the bogie and the car body. Coil springs are also used, but air springs are increasingly being used. For example, a secondary suspension for a bogie can comprise two air springs. In the case of a Jacob's bogie, the Jacob's bogie's secondary suspension can also comprise four air springs.

The secondary suspension typically features so-called additional air volumes, which are connected to the actual air spring volumes via connecting lines. Two additional air reservoirs and corresponding supply lines are used to connect each additional air volume to each air spring. These additional air volumes serve to increase the compressible air volume of the air springs and thus increase the air spring's compliance.

In the EP 0 568 043 B1 For example, a bogie for rail vehicles with primary and secondary suspension is described. The secondary suspension is designed as an air suspension, with the air springs being designed as torus bellows connected via lines to two separate additional volumes. Three-way valves are arranged between the torus bellows and the additional volumes.

The EP 1 610 995 B1 Describes a bogie for a rail vehicle with a wheelset. The rail vehicle has a bogie frame supported on the wheelset via a primary suspension and a secondary suspension for supporting a car body on the bogie frame. The rail vehicle is also equipped with transverse suspension, with the transverse suspension arranged above the secondary suspension and below the floor of the car body.

The EP 0 100 513 A2 describes a primary suspension for vehicle wheels, in particular for individually sprung wheels, wherein two primary pressure medium suspensions are connected via a pressure medium line via a controllable shut-off valve, and one of the pressure medium lines is connected via a line and a switching valve to a pressure medium accumulator. JP H 06 17867 A describes an air suspension with two air springs that are connected via lines to a tank that is divided into two independent areas by a movable partition.

The DE 28 30 359 describes an air suspension with level control for rail vehicles. The air suspension comprises four air bellows arranged near the four corners of the vehicle, each controlled by a level control valve. The required compressed air is supplied via a compressed air line from a compressed air reservoir.

The US 2011 / 0315044 A1 describes a level control for a pneumatic tire vehicle with improved sensitivity.

The DE 10 2009 007 674 A1 describes a level control valve for an air suspension system for controlling the level of the vehicle body of air-sprung vehicles.

The US 2,790,650 describes an air suspension for individual wheels of a rail vehicle.

Disadvantages of the state of the art

The above solutions require a double design of the air spring assembly to accommodate the additional air volumes. However, this results in increased mass and increased space requirements. The increased mass negatively impacts the energy required to operate the rail vehicle, while the increased space requirements can pose difficulties in accommodating the air spring assembly or other rail vehicle components.

Problem

It is therefore an object of the present invention to provide an air spring arrangement for a secondary suspension of a rail vehicle which reduces the system mass and the installation space requirement.

Inventive solution

This object is achieved by an air spring arrangement according to claim 1, a rail vehicle according to claim 12 and a method for connecting additional air volumes to air springs according to claim 14. Further embodiments, modifications and improvements will become apparent from the following description and the appended claims.

According to one embodiment, an air spring assembly for secondary air suspension between the car body and bogie of a rail vehicle is provided. The air spring assembly comprises a first connecting line for connecting a first air spring to a compressed air volume and a second connecting line for connecting a second air spring to a compressed air volume. The air spring assembly also has a compressed air reservoir that provides a single compressed air volume and is configured to increase a compressible air volume of the first and second air springs, wherein both the first connecting line and the second connecting line are connected to the one compressed air volume. The single compressed air volume forms a common additional volume for the two air springs. The compressed air reservoir can typically be attached to the car body or the bogie of a rail vehicle. In particular, the compressed air reservoir can be interchangeably attached to the car body or the bogie of a rail vehicle.

The air spring arrangement according to embodiments of the invention allows a reduction in the mass of the supply arrangement for the air springs by connecting both air springs to a common compressed air volume of a compressed air tank. Instead of providing two separate compressed air tanks and two separate additional air volumes to increase the compressible air volume, a compressed air tank with only one additional air volume is now provided. Particularly with a substantially cylindrical design of the compressed air tank, the volume-to-surface ratio is advantageous, especially with a larger design of the compressed air tank compared to previous compressed air tanks. A reduced mass not only saves material costs but also energy costs during operation of the rail vehicle.

A further advantage of the air spring arrangement described herein is the reduced installation space requirement. The single compressed air reservoir, which provides the additional air volume for both springs, takes up less space than two separate reservoirs. This reduced installation space requirement allows for more favorable positioning of the reservoir in the rail vehicle, particularly with regard to the position of the air springs. This more favorable positioning can, in turn, enable the connecting lines to be shortened. Shorter connecting lines also contribute to reducing the mass of the supply arrangement. The design of the connecting lines between the compressed air reservoir and the air springs can, in some embodiments, result in a symmetrical structure, which in turn has a positive impact on manufacturing costs. The (particularly replaceable) attachment of the compressed air reservoir to the car body or to the bogie allows for easy replacement of the compressed air reservoir, for example with a new compressed air reservoir during maintenance work, or with a compressed air reservoir that has multiple compressed air volumes.

According to one embodiment, the first connecting line and the second connecting line are in fluid communication with one another. In particular, in one embodiment, the first connecting line and the second connecting line can be in fluid communication via an orifice plate or a control valve for regulating the air flow between the first connecting line and the second connecting line. This allows additional control parameters for the compressed air flow to the air springs to be introduced. A control valve can also be controlled simply, reliably, and quickly. Furthermore, lines configured in this way can continue to be used regardless of the compressed air tank used, even if, for example, a compressed air tank is used that provides an additional damping function.

The "fluidic connection" described above can be realized, for example, by a compensating line. In one embodiment, the compensating line can have a reduced diameter and thus also act as a throttle between the first and second air springs. Alternatively or additionally, an orifice plate or a control valve can be provided.

In one example, the compressed air tank can have a first connection for connecting the first connecting line to the compressed air volume and a second connection for connecting the second connecting line to the compressed air volume. Both connections can be arranged on the same side of the compressed air tank. This allows both connecting lines to be provided on one side of the tank, which leads to easier positioning and installation of the compressed air tank and the two connecting lines. With the connections on one side of the compressed air tank, shorter connecting lines can also be realized. Such a tank can be positioned much more easily and effectively than two separate tanks.

According to one embodiment of the air spring assembly described herein, the compressed air reservoir has two dished ends, wherein the first connection for the first connecting line and the second connection for the second supply arrangement can be connected to the compressed air reservoir at the same dished end. In addition to the aforementioned advantages of arranging the two connections on one side of the compressed air reservoir, the dished end design can save manufacturing costs, since one of the dished ends can be easily adjusted before assembling the compressed air reservoir.

The first connecting line and the second connecting line can be fluidically connected to each other via a control or throttle valve. Both connecting lines can also have a direct connection to the compressed air volume, i.e. there is a separate fluidic connection between the shared compressed air volume and the first connecting line on the one hand, and between the shared compressed air volume and the second connecting line on the other, neither of which includes the control or throttle valve. In this case, the compressed air reservoir has a separate connection for each connecting line. The fluidic connection between the two connecting lines via the control or throttle valve therefore represents a bypass for the compressed air, which can flow directly, partially or completely between the two air springs via the two connecting lines, depending on the position of the control or throttle valve. The control or throttle valve is not mandatory; it is only optional.

Alternatively, the compressed air tank can also have only one connection for both connecting lines.

According to one embodiment, the compressed air tank has a circular cylindrical shape with an outer diameter D, wherein at least one of the two ends of the compressed air tank is formed by a dished end. A first connection for connecting the first connecting line to the compressed air volume and a second connection for connecting the second connecting line to the compressed air volume are arranged on the dished end in an area with a radius of 0.4 x D around a longitudinal axis of the compressed air tank. The first and second connections can have the same or a different distance from the longitudinal axis of the compressed air tank. The position of the connections on the dished end can be freely selected within the area with a radius of at least 0.4 x D. This makes positioning of the tank even more variable.

In another embodiment, the air spring arrangement implements two-point control of the air springs. This two-point control provides reliable and sufficient control of the air springs of the rail vehicle's secondary suspension, while simultaneously reducing costs and maintenance work thanks to the simple and uncomplicated control.

In another example, the air spring arrangement may have one or more additional connecting lines, wherein the additional connecting lines are connected to the compressed air volume of the compressed air reservoir. This allows, for example, three or four air springs (e.g., four air springs for a Jacobs bogie) to be connected to the single compressed air volume. This simplifies the design of more complex secondary suspensions and reduces both the overall mass of the secondary suspension system and the required installation space.

In one embodiment, the compressed air reservoir of an air spring assembly has a fastening element to enable attachment of the compressed air reservoir to a rail vehicle, in particular to a car body or bogie of a rail vehicle. In one example, the fastening element can be a bracket, a loop, a notch, a tensioning strap, or the like.

According to embodiments of the air spring arrangement described herein, symmetrical spring pressures are made possible in the first air spring and in the second air spring, wherein the symmetrical connection of the additional air volume for both air springs is realized by the air spring arrangement described herein without complex control and in a simple manner.

In one embodiment, the compressed air tank has a receptacle inside the compressed air tank that can accommodate a partition within the compressed air tank to separate two volumes. By providing a receptacle, the air spring arrangement can be quickly and easily converted to provide more than one air volume. For example, by separating two volumes for two connecting lines, additional control parameters for the air suspension can be influenced. With a simultaneous fluid connection between the connecting lines, damping of the rolling of the car body can also be achieved. The receptacle for a partition can have guides, receptacles, seals and the like.

In a further embodiment of the air spring assembly, the first connecting line and the second connecting line have a shared access to the compressed air volume. This configuration is advantageous in terms of installation, since only one connection for both connecting lines needs to be considered during assembly. It is also advantageous in terms of flexibility, since only one connection for both connecting lines allows for simple and uncomplicated replacement of either the compressed air reservoir or the connecting lines.

According to one embodiment, a rail vehicle is provided with a secondary suspension between the bogie and the car body of the rail vehicle, wherein the secondary suspension has a first air spring and a second air spring for each bogie. The rail vehicle also has a receptacle for an air spring arrangement according to embodiments described herein. In particular, the rail vehicle can have a receptacle for the compressed air tank of the air spring arrangement. In one example, the receptacle can enable the compressed air tank of the air spring arrangement to be attached to the car body or to the bogie of the rail vehicle. For example, the rail vehicle can provide the receptacle in the form of a formation (e.g., a corresponding installation space or a formed intermediate space), a fastening device (e.g., in the form of fastening or tensioning straps, fastening or tensioning clamps, screw connections, and the like), and/or a complementary structure. In one embodiment, a rail vehicle is provided with an air spring arrangement.

In a further embodiment, a method is provided for connecting an additional air volume to air springs of a secondary suspension between the car body and the bogie of a rail vehicle. The method comprises providing a first compressed air connection between a compressed air volume of a compressed air tank and a first air spring of a secondary suspension, and providing a second compressed air connection between the same compressed air volume of the same compressed air tank and a second air spring of the secondary suspension. The method further comprises connecting the first compressed air connection and the second compressed air connection to the compressed air tank, which is configured to increase a compressible air volume of the first and second air springs. According to one embodiment, providing the first connecting line and the second connecting line comprises connecting the first connecting line and the second connecting line to the compressed air tank on the same side of the compressed air tank. holder.

The described air spring arrangement according to embodiments of the invention can be used in all rail vehicles with a secondary suspension, but also in other vehicles.

Figures

• Figur 1 zeigt eine Luftfederanordnung mit zwei Luftfedern gemäß einer hierin beschriebenen Ausführungsform.
• Figur 2 zeigt eine Luftfederanordnung mit zwei Luftfedern gemäß einer weiteren, hierin beschriebenen Ausführungsform.
• Figur 3a zeigt eine Seitenansicht eines Druckluftbehälters für eine Luftfederanordnung gemäß hierin beschriebenen Ausführungsformen.
• Figur 3b zeigt eine Vorderansicht des Druckluftbehälters aus Figur 3a.
• Figur 3c zeigt eine Detailansicht des Druckluftbehälters aus Figur 3a.
• Figur 4a zeigt eine Seitenansicht einer Luftfederanordnung nach Ausführungsformen der Erfindung.
• Figur 4b zeigt eine Sicht von oben und von der Seite auf die Luftfederanordnung aus Figur 4a.

The accompanying drawings illustrate embodiments and, together with the description, serve to explain the principles of the invention. The elements of the drawings are relative to one another and are not necessarily to scale. Like reference characters designate similar parts.

• Figure 1 shows an air spring arrangement with two air springs according to an embodiment described herein.
• Figure 2 shows an air spring arrangement with two air springs according to another embodiment described herein.
• Figure 3a shows a side view of a compressed air tank for an air spring assembly according to embodiments described herein.
• Figure 3b shows a front view of the compressed air tank from Figure 3a .
• Figure 3c shows a detailed view of the compressed air tank from Figure 3a .
• Figure 4a shows a side view of an air spring arrangement according to embodiments of the invention.
• Figure 4b shows a view from above and from the side of the air spring arrangement Figure 4a .

Examples of implementation

Figure 1 shows a schematic drawing of an arrangement for supplying two air springs 131, 132 of a secondary suspension of a rail vehicle. Typically, the secondary suspension is arranged between the car body and the bogie of a rail vehicle. The air springs 131, 132 are connected to an additional air volume 111 in a compressed air tank 110. For this purpose, the first air spring 131 is connected to the compressed air tank 110 via a first connecting line 121, and the second air spring 132 is connected to the same compressed air tank 110 via a second connecting line 122. The compressed air tank 110 has a single compressed air volume 111 to which the two air springs are connected. According to embodiments of the invention, the compressed air tank meets the safety requirements for pressures from 0 bar (MPa) to approximately 10 bar (1.0 MPa). and is equipped accordingly, for example by a suitable wall thickness, the choice of a suitable material, a suitable fastening of the individual parts of the container and the like.

Those skilled in the art will understand that the term "a single compressed air volume" of the compressed air reservoir refers to a volume (e.g., an additional air volume) for connection to an air spring. Subdivisions within the reservoir, which serve, for example, for filling, pressure equalization, stabilization of the reservoir, or similar purposes, are not to be understood as "compressed air volume" within the scope of this application.

The air spring assembly 100 has a connection 141 to the compressed air tank 110 to establish the connection between the compressed air tank 110 and the connecting line 121. The second connecting line 122 is connected to the compressed air tank via connection 142. Figure 1 shows that both connecting lines are connected to one side of the compressed air tank 110. This is particularly advantageous in terms of installation space, since the connecting lines can be designed to be relatively short.

The connecting lines 121 and 122 are also in fluid communication with each other, ie in a connection that allows the exchange of fluids between the two connecting lines. In the Figure 1 In the example shown, the connecting lines 121, 122 are connected to each other and to the compressed air tank by a type of double T-piece, with the double T-piece containing an orifice plate. As will be described in more detail later, the connection between the connecting lines, as well as the connecting lines themselves, can contain orifices or a control valve for regulating the air flow in the connecting lines.

Figure 2 shows a further embodiment of the air spring arrangement 100 according to the invention. As in the Figure 1 Here, too, two air springs 131, 132 are connected to two connecting lines 121, 122. The connecting lines 121, 122 are in turn connected to a compressed air tank 110 in order to supply compressed air to the air springs 131, 132.

In the Figure 2 In the example shown, the two connecting lines 121, 122 have a common connection 140 to the compressed air tank. This can be achieved, for example, by a simple T-piece between the connecting lines 121, 122. The common connection 140 increases flexibility, since the required installation space for the compressed air tank does not depend on whether two connections can be accommodated. It also simplifies assembly and maintenance work, since connecting or replacing either the connecting lines or the compressed air tank can be done in a single connection step.

Figure 3a shows a side view of a compressed air tank 110 for an air spring arrangement 100, as shown for example in the Figures 1 and 2 was shown. The compressed air tank 110 is designed as a substantially cylindrical body. The compressed air tank is composed of a first dished end 113, a central portion 116, and a second dished end 114. The dished ends 113 and 114 close the cylindrical body and can, for example, be welded to the central portion 116. In another example, the dished ends 113, 114 can be attached to the central portion by means of rivets or similar fastening means.

The central part 116 of the compressed air tank 110 can be configured as a cylinder. The dished ends 113 and 114 can have a first section continuing the cylindrical shape of the central part 116 and an outwardly curved or arched second section. The compressed air tank, created by combining the central part 116 and the dished ends 113 and 114, with a substantially cylindrical shape has a longitudinal axis 115 running in the longitudinal direction of the compressed air tank. In particular, the longitudinal axis 115 can be an axis of symmetry. Furthermore, the compressed air tank has a transverse direction 117 extending in the radial direction of the substantially cylindrical compressed air tank.

The compressed air tank 110 can also have connections for filling the compressed air tank with compressed air, for example, during maintenance work. The air suspension arrangement consisting of air springs and additional air volume can, for example, be supplied externally via one or more supply lines. This supply is controlled by at least one level control valve (usually two per vehicle – hence 2-point control). Furthermore, the compressed air tank can have seals that largely prevent the compressed air from escaping. The compressed air tank can also have openings for draining water.

Figure 3b showed a front view of the compressed air tank from Figure 3a . The dished end 114 is provided with the two connections 141, 142 for the connecting lines 121, 122, as shown in Figure 1 is shown. Figure 3b the substantially circular contour of the pressure vessel 110. The pressure vessel 110 has a diameter D. In one example, the diameter D of the compressed air vessel can be up to approximately 50 cm. According to embodiments described herein, the compressed air vessel can have a total volume of, for example, approximately 80 to 100 liters, but also a volume of up to approximately 200 liters and more.

The two connections 141, 142 are arranged near the longitudinal axis 115 of the compressed air tank 110. In particular, the connections 141 and 142 can be arranged on the dished end in an area with a radius of approximately 0.4 x D around the longitudinal axis 115 of the compressed air tank 110. In one example, the connections 141 and 142 are arranged in an area with a radius of 0.4 x D around the longitudinal axis. Regarding the size of the area, a balance can be struck between sufficient stability of the compressed air tank and minimal installation space for the connections or connecting lines to determine the optimal area.

As the Figure 3b As shown, the connections are arranged at a distance from one another. The distance between connections 141 and 142 from the longitudinal axis 115 of the compressed air tank can be the same or different.

Figure 3c shows a detailed view of the dished end 114 and the connection 141 of the compressed air tank 110. In the Figure 3c In the example shown, the connection 141 is formed as part of the dished end 114. In other embodiments, the connection 141 can also be formed as part of the first connecting line, or can be a separate component mounted on the compressed air tank. For example, the connection 141 can be inserted into a bore provided for this purpose in the dished end 114 and/or welded thereto.

Figure 3c also shows a container section 161 of the first connecting line 121. The container section 161 is a section of the first connecting line 121 that runs within the compressed air container 110. For example, this can improve flow characteristics in the connecting lines. The container section 161 is welded internally to the dished end 114 and the connection 141. For stabilization, a weld seam is also applied to the outside of the compressed air container between the dished end 114 and the connection 141.

Figure 4a shows a side view of an air spring assembly 100 according to embodiments of the invention. Figure 4b shows a top and side view of the Figure 4a shown air spring assembly 100. The air spring assembly 100 has a compressed air tank 110, which can be, for example, a compressed air tank as shown in the Figures 3a to 3c shown and described. A first connecting line 121 is connected to the dished end 114 of the compressed air tank 110 via a first connection 141. The second connecting line 122 is connected to the same dished end 114 of the compressed air tank 110 via a second connection 142, separate from the first connection 141. The dished end 113 closes the compressed air tank 110 on the side opposite the connections 141, 142 for the connecting lines.

The connecting lines 121 and 122 are fluidically connected to each other via a connection 150. The connection 150 can, for example, contain a control valve that regulates the air flow in the connection 150. The control valve can be controlled externally and connected to a control mechanism for the air springs (in the Figures 4a and 4b not shown). The connecting cables themselves can also be equipped with orifices or control valves. The connection 150 between the connecting lines can be, as shown in the Figures 4a and 4b As can be seen, they have connecting pieces for the connecting lines 121, 122. While the connecting lines 121, 122 are formed merely by tubes in the example shown, the connection 150 provides connecting pieces into which the tubes can be inserted and secured. The connection 150 between the connecting lines 121, 122 can also contribute to the stabilization of the air spring arrangement 100.

A fastening element 180 in the form of a bracket is attached to the outside of the compressed air tank 110, in particular to the outside of the central part 116 of the compressed air tank. The bracket 180 can be used to fasten the compressed air tank 110 to the car body or the bogie of the rail vehicle. For example, the rail vehicle can have a receptacle in the form of an extension or a pin that can engage the bracket 180 to hold the compressed air tank. Additional fixation can be achieved, for example, by means of fixing straps and/or screws.

The fastening element 180 allows the compressed air tank or the entire air spring assembly to be easily replaced, for example, for maintenance purposes. However, it is also easy to replace the compressed air tank with a different model of compressed air tank. For example, the compressed air tank with one air volume according to the embodiments described herein can be replaced by a compressed air tank with two or more separate compressed air volumes. In another example, the compressed air tank can be easily dismantled for upgrading or modification to a different model and remounted on the car body or bogie after the upgrade. An upgrade not belonging to the invention can be carried out, for example, by inserting a partition wall that transforms the one compressed air volume in the compressed air tank into two separate compressed air volumes in the compressed air tank. In one embodiment, the compressed air tank can already have a receptacle for a partition wall, for example through corresponding guides, receptacles and/or fastening means.

List of reference symbols

100

Air spring arrangement

110

Compressed air tank

111

Compressed air volume

113, 114

Dished ends

115

Longitudinal axis

116

Middle part of the compressed air tank

117

Transverse direction of the compressed air tank

121, 122

connecting lines

131, 132

Air springs

141, 142

Connection to compressed air tank

150

Connection of the connecting lines

161

Tank section of the connecting line

180

Fastening element

Claims (15)

1. A pneumatic spring assembly (100) for a secondary pneumatic suspension between the vehicle body and the bogie of a railway vehicle, comprising:

   a first connecting line (121) for connecting a first pneumatic spring (131) with a compressed air volume, and a second connecting line (122) for connecting a second pneumatic spring (132) with a compressed air volume; and

   a compressed air container (110);

   characterized in that:

   the compressed air container (110) provides a joint or separate compressed air volume (111) and is configured to increase a compressible air volume of the first and second air springs (131, 132), wherein both the first connecting line (121) and the second connecting line (122) are connected to the compressed air volume (111), and

   the compressed air container (110) can be mounted on the vehicle body or the bogie of a railway vehicle, in particular can be mounted in an interchangeable manner.
2. The pneumatic spring assembly according to Claim 1, wherein the first connecting line (121) and the second connecting line (122) are linked fluidically in a separate connection.
3. The pneumatic spring assembly according to Claim 2, wherein the first connecting line (121) and the second connecting line (122) are linked fluidically in the separate connection via a diaphragm or a control valve (150) for controlling the airflow between the first connecting line and the second connecting line.
4. The pneumatic spring assembly according to any one of the preceding claims, wherein the compressed air container (110) has a first connector (141) for connecting the first connecting line (121) to the compressed air volume (111), and a second connector (142) for connecting the second connecting line (122) to the compressed air volume (111), wherein both connectors (141, 142) are arranged on the same side of the compressed air container (110).
5. The pneumatic spring assembly according to Claim 4, wherein the compressed air container (110) has two dished heads (113, 114), and wherein the first connector (141) and the second connector (142) are connected to the compressed air container (110) at the same dished head (114).
6. The pneumatic spring assembly according to any one of the preceding claims, wherein the compressed air container has a circular cylindrical shape with an outer diameter D and wherein at least one of the two end faces of the compressed air container are formed by a dished head, wherein a first connector (141) for connecting the first connecting line (121) and a second connector (142) for connecting the second connecting line (122) are arranged on the dished head in an area with a radius of 0.4 x D around a longitudinal axis (115) of the compressed air container (110), wherein the first and second connectors (141, 142) can be located at the same distance to the longitudinal axis or at different distances.
7. The pneumatic spring assembly according to any one of the preceding claims, wherein the pneumatic spring assembly (100) is used to realise a two-point control of the air springs (131, 132).
8. The pneumatic spring assembly according to any one of the preceding claims, also having one or more additional connecting line(s), wherein the additional connecting line(s) are linked with the compressed air volume (111) of the compressed air container (110).
9. The pneumatic spring assembly according to any one of the preceding claims, wherein the compressed air container (110) has a mounting element (180) for mounting the compressed air container on a railway vehicle, in particular on a vehicle body or a bogie of a railway vehicle.
10. The pneumatic spring assembly according to any one of the preceding claims, wherein the compressed air container (110) has a bracket in the interior of the compressed air container, which can accept a divider inside the compressed air container for separating two volumes.
11. The pneumatic spring assembly according to any one of the preceding claims, wherein the first connecting line (121) and the second connecting line (122) have a shared connection (140) to the shared compressed air volume (111) of the compressed air container (110).
12. A railway vehicle with a secondary suspension between the bogie and the vehicle body of the railway vehicle, which has a first pneumatic spring (131) and a second pneumatic spring (132) per bogie, wherein the railway vehicle has a bracket for, as well as a pneumatic spring assembly (100) according to any one of the preceding claims.
13. The railway vehicle according to Claim 12, wherein the bracket makes it possible to mount the compressed air container (110) of the pneumatic spring assembly (100) on the vehicle body or on the bogie of the railway vehicle.
14. A method for supplying pneumatic springs (131, 132) of a secondary suspension between vehicle body and bogie of a railway vehicle, comprising:

    - providing a first compressed air connection (121) between a compressed air volume (111) of a compressed air container (110) and a first pneumatic spring (131) of a secondary suspension;

    - providing a second compressed air connection (122) between the same compressed air volume (111) of the same compressed air container (110) and a second pneumatic spring (132) of the secondary suspension; and

    - connecting the first compressed air connection (121) and the second compressed air connection (122) with the compressed air container (110), which is configured to increase a compressible air volume of the first and second air springs (131, 132), which thus provides a shared or an individual compressed air volume.
15. The method according to Claim 14, wherein the provision of the first connecting line (121) and the second connecting line (122) includes connecting the first connecting line (121) and the second connecting line (122) to the compressed air container (110) on the same side of the compressed air container (110).

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