Device for transmitting longitudinal forces in a rail vehicle

Abstract

The invention relates to a device for transmitting longitudinal forces in a rail vehicle. A hydraulic axle lead bearing (ALL) has an outer housing element (GEHA) and an inner housing element (GEHI) which is connected to a bogie (DGST) or a wheel set (RS1, RS2) of a rail vehicle in order to transmit longitudinal forces which arise in the course of driving of the rail vehicle between the wheel set (RS1, RS2) and the bogie (DGST). The hydraulic axle lead bearing (ALL) has two mutually opposite chambers (KAM1, KAM2) which are filled with a fluid (FLU) and which have a respective chamber volume. A change in the relative position between the housing elements as a result of the longitudinal force leads to an alternating change in the volume of the two chambers (KAM1, KAM2). The two chambers (KAM1, KAM2) are coupled to one another by means of a line (LTG1, LTG2) which contains the fluid (FLU) and which extends outside or externally of the axle lead bearing (ALL). The alternating change in the volume of the two chambers (KAM1, KAM2) is brought about by a movement of the fluid (FLU). The external line (LTG1, LTG2) has a damping element (FDE) by means of which the movement of the fluid (FLU) between the two chambers (KAM1, KAM2) is damped.

Description

[0001] The invention relates to a device for transmitting longitudinal forces in a rail vehicle.

[0002] A hydraulic axle guide bearing is known from patent document EP 1 457 706 Al, by means of which the driving behavior of a rail vehicle when driving on curves and when driving in a straight line can be optimized. The basic prerequisite for this optimization is a wheel set, the orientation of which can be adjusted relative to the track or relative to the curve being driven on.

[0003] The hydraulic axle guide bearing for a rail vehicle described in patent document EP 1 457 706 Al comprises a guide pin and at least one spring element, which is arranged between the guide pin and the guide hole of the axle guide. The spring element comprises a hydraulic sleeve having an outer housing and an inner housing. The outer housing surrounds the inner housing at a radial distance, thereby forming an annular gap. In the annular gap, a (rubber) elastic element is arranged in such a way that it at least partially defines two diametrically opposite chambers, which are referred to as first and second chambers, respectively. The two chambers are filled with hydraulic fluid. The two chambers are connected to one another by an internally guided overflow channel.

[0004] Fluid displacement between the two chambers is achieved by means of the overflow channel, thereby achieving the required low longitudinal stiffness when driving on curves and the required high stiffness when driving without curves or in a straight line. By means of this arrangement, low wear and low-noise driving in the curved course of the track is also achieved. This optimized orientation of the wheel set is achieved by means of the hydraulic axle guide bearing, which must have as low a longitudinal stiffness as possible when driving on curves and a very high stiffness when driving without curves or in a straight line.

[0005] A "hydraulic axle guide bearing with external connections HLeA" is also known, in which the overflow channel is realized externally compared to the aforementioned axle guide bearings. For this purpose, the first and second chambers each have a connection, which is externally guided for the case of the "hydraulic axle guide bearing with external connections HLeA". This makes it possible to connect the two chambers externally by means of a connecting line or to couple the two chambers to other components as set out below.

[0006] Figure 4 Two wheel sets RS1, RS2 of a rail vehicle are shown, which are connected to a bogie DGST of the rail vehicle by means of hydraulic axle guide bearings ALL1 to ALL4 in a known manner.

[0007] The following applies for the first wheel set RS1 of the rail vehicle:

[0008] The first wheel set RS1 is connected to the bogie DGST by means of two hydraulic axle guide lever supports ALL1 and ALL2, which have external joints and are designed as described above.

[0009] The first axle guide lever support ALL1 has two diametrically opposite chambers KAM11, KAM12, which are referred to as first chamber KAM11 and second chamber KAM12, respectively.

[0010] Viewed in the direction of travel FRTR of the rail vehicle, the second chamber KAM12 is arranged in front of the first chamber KAM11.

[0011] The second axle guide lever support ALL2 has two diametrically opposite chambers KAM21, KAM22, which are referred to as first chamber KAM21 and second chamber KAM22, respectively.

[0012] Viewed in the direction of travel FRTR of the rail vehicle, the second chamber KAM22 is arranged in front of the first chamber KAM21.

[0013] In the first wheel set RS1, the first chamber KAM11 of the first axle guide lever support ALL1 is connected to the first chamber KAM21 of the second axle guide lever support ALL2 by means of an external joint for fluid exchange.

[0014] In the first wheel set RS1, the second chamber KAM12 of the first axle guide lever support ALL1 is connected to the second chamber KAM22 of the second axle guide lever support ALL2 by means of an external joint for fluid exchange.

[0015] If the rail vehicle is driven in a right-hand curve RKV, viewed in the direction of travel FRTR, fluid is transferred from the second chamber KAM22 of the second axle guide lever support ALL2 into the second chamber KAM12 of the first axle guide lever support ALL1 as a result of the influence of the resulting longitudinal force.

[0016] This fluid transfer is caused by a change in the relative position of the housing elements of the axle guide lever supports ALLI, ALL2, which is caused by the longitudinal force.

[0017] Fluid is correspondingly transferred from the first chamber KAM11 of the first axle guide lever support ALL1 into the first chamber KAM21 of the second axle guide lever support ALL2, respectively, in the opposite direction.

[0018] The following applies to the second wheel set RS2 of the rail vehicle:

[0019] The second wheel set RS2 is connected to the bogie DGST by means of two hydraulic axle guide lever supports ALL3 and ALL2, which have external joints and are designed as described above.

[0020] The first axle guide lever bearing ALL3 has two diametrically opposite chambers KAM31, KAM32, which are referred to as first chamber KAM31 and second chamber KAM32, respectively.

[0021] The first chamber KAM31 is arranged in front of the second chamber KAM32, viewed in the direction of travel FRTR of the rail vehicle.

[0022] The second axle guide lever bearing ALL4 has two diametrically opposite chambers KAM41, KAM42, which are referred to as first chamber KAM41 and second chamber KAM42, respectively.

[0023] The first chamber KAM41 is arranged in front of the second chamber KAM21, viewed in the direction of travel FRTR of the rail vehicle.

[0024] In the second wheel set RS1, the first chamber KAM31 of the first axle guide lever bearing ALL3 is connected to the first chamber KAM41 of the second axle guide lever bearing ALL4 by an external joint for fluid exchange.

[0025] In the second wheel set RS2, the second chamber KAM32 of the first axle guide lever bearing ALL3 is connected to the second chamber KAM42 of the second axle guide lever bearing ALL4 by an external joint for fluid exchange.

[0026] If the rail vehicle is driven in a right-hand curve RKV, viewed in the direction of travel FRTR, fluid is transferred from the first chamber KAM41 of the second axle guide lever bearing ALL4 into the first chamber KAM31 of the first axle guide lever bearing ALL3.

[0027] Fluid is correspondingly transferred from the second chamber KAM32 of the first axle guide lever bearing ALL3 into the second chamber KAM42 of the second axle guide lever bearing ALL4, respectively.

[0028] The described arrangement and connection of the chambers couple the movements of the wheel set right and the wheel set left and generate advantageous movement properties of the wheel sets by the respective longitudinal force transmission.

[0029] The respective longitudinal forces generated in straight-line travel or curve travel are transmitted between the components as shown.

[0030] The patent documents WO 2016 008 731 A1, EP 1 228 937 A1 and FR 2 551 412 A1 describe other axle guide lever bearings.

[0031] The technical problem addressed by the present invention is to provide an improved device for transmitting longitudinal forces in a rail vehicle.

[0032] The technical problem is solved by the features of claim 1. Advantageous further developments are given in the dependent claims.

[0033] The invention relates to a device for transmitting longitudinal forces in a rail vehicle, which device has a hydraulic axle guide bearing, has a wheel set and has a bogie of the rail vehicle. The hydraulic axle guide bearing has an outer housing element and an inner housing element, one of which is connected to the bogie and the other of which is connected to the wheel set. The longitudinal forces which arise in the rail vehicle during travel are thereby transmitted between the wheel set and the bogie.

[0034] The outer housing element surrounds the inner housing element at a radial distance, thereby forming an annular gap. An elastic element is arranged in the annular gap, such that two mutually opposite chambers with a respective chamber volume are formed.

[0035] A change in the relative position between the inner housing element and the outer housing element as a result of the longitudinal forces leads to an alternating change in the volume of the two chambers.

[0036] The two chambers contain a fluid and are coupled by means of the fluid in such a way that the alternating change in the volume of the two chambers is produced by a movement of the fluid. The coupling of the two chambers by means of the fluid is achieved via two outer connections of the axle guide bearing and an outer line which connects the two connections to one another.

[0037] The outer line has a damping element which divides the outer line into two parts. The damping element is designed in such a way that the movement of the fluid which leads to the alternating change in the volume of the two chambers as a result of the longitudinal forces takes place damped.

[0038] A stiffness is also introduced into the system or an influence on the stiffness is exerted by means of the damping element. The first chamber is connected to a first connection via a first channel which extends in the interior of the inner housing element. The first connection is arranged in the outer region of the axle guide bearing as a component of the inner housing element.

[0039] The second chamber is connected to a second connection via a second channel which extends in the interior of the inner housing element. The second connection is arranged in the outer region of the axle guide bearing as a component of the inner housing element.

[0040] The damping element is designed as a cylinder which is filled with fluid, the cylinder having an integrated plunger. The cylinder has a total volume which can be divided by the movably supported plunger into a first sub-volume of the cylinder and a second sub-volume of the cylinder, such that the first sub-volume of the cylinder and the second sub-volume of the cylinder are subjected to an alternating change in volume by means of the plunger depending on the direction of movement of the fluid in the cylinder.

[0041] The first sub-volume of the cylinder is connected to the first connection of the axle guide bearing, while the second sub-volume of the cylinder is connected to the second connection of the axle guide bearing.

[0042] The plunger is coupled with a spring and a damper in parallel to the spring in order to dampen the movement of the plunger caused by the movement of the fluid.

[0043] The desired damping is adjusted by the spring and the damper.

[0044] With the invention the unstable characteristic form of a rail vehicle is converted into a stable characteristic form.

[0045] With the invention an increased driving speed is achieved while at the same time a high safety is achieved.

[0046] With the invention the driving stability of a rail vehicle is increased.

[0047] With the invention it is achieved that the damping element can be positioned at any location of the rail vehicle.

[0048] With the invention or with the damping element connected via an external line it is achieved that the damping element is advantageously arranged at a location with a sufficiently large installation space and thus also, if necessary, away from the axle guide bearing support.

[0049] Hereby the given packing density of the axle guide bearing support or of the components surrounding the bogie is not additionally increased. Preferred locations for the damping element can be considered for example in the entire area of the car.

[0050] The overall stiffness and the overall damping are generated by the individual stiffness of the axle guide bearing support and the individual damping of the axle guide bearing support as well as the damping of the hydraulic system. With the invention a suitable or optimal parameter range of stiffness and damping is achieved.

[0051] The invention is explained in detail below by means of the figures. In the figures:

[0052] Figure 1 A hydraulic axle guide bearing support with external connections is shown, which constitutes the main element of the invention,

[0053] Figure 2 A hydraulic axle guide bearing support is shown, Figure 1 A sectional view of the shown hydraulic axle guide bearing support,

[0054] Figure 3 Reference is made to Figure 1 and Figure 2 A device for transmitting longitudinal forces in a rail vehicle according to the invention is shown, and

[0055] Figure 4 The prior art described in the introduction is shown.

[0056] Figure 1A hydraulic axle guide ALL is shown having external connections ANSCHL1, ANSCHL2, which constitute the main elements of the application, and Figure 2 A hydraulic axle guide ALL is shown having external connections ANSCHL1, ANSCHL2, which constitute the main elements of the application, and Figure 1 A cross-sectional view of the hydraulic axle guide ALL is shown.

[0057] The axle guide ALL has two external connections ANSCHL1, ANSCHL2, on which respective connecting lines LTG1, LTG2 are arranged.

[0058] The axle guide ALL has an outer housing element GEHA and an inner housing element GEHI as a hydraulic sleeve. The outer housing element GEHA surrounds the inner housing element GEHI at a radial distance, thereby forming an annular gap RGS.

[0059] In the annular gap RGS, an (elastomeric) elastic element GEE is arranged in such a way that it forms two diametrically opposite chambers KAM1 and KAM2 and delimits said chambers.

[0060] The volume of the two chambers KAM1 and KAM2 is changed by the elastic element GEE.

[0061] The first chamber KAM1 is shown here as being filled with hydraulic fluid FLU.

[0062] The first chamber KAM1 is connected to the first connection ANSCHL1 by means of a first channel KAN1, which extends in the interior of the inner housing element GEHI.

[0063] The first connection ANSCHL1 is a component of the inner housing element GEHI and is arranged in the outer region of the axle guide ALL.

[0064] The same applies accordingly to the second chamber KAM2, which is only indicated here and which is arranged diametrically opposite the first chamber KAM1, i.e. diametrically opposite the first chamber.

[0065] The second chamber KAM2 is filled with hydraulic fluid FLU.

[0066] The second chamber KAM2 is connected to the second connection ANSCHL2 by means of a second channel KAN2, which likewise extends in the interior of the inner housing element GEHI.

[0067] The second connection ANSCHL2 is a component of the inner housing element GEHI and is arranged in the outer region of the axle guide ALL.

[0068] If the fluid FLU is applied in relation to the chambers, a volume change of the two chambers KAM1, KAM2 is achieved, which in turn influences or changes the relative position of the inner housing element GEHI and the outer housing element GEHA.

[0069] The longitudinal or transverse stiffness of the hydraulic axle guide support ALL is thereby influenced as shown in the following figures.

[0070] Figure 3 With reference to Figure 1 and Figure 2 A device for transmitting longitudinal forces in a rail vehicle according to the application is shown.

[0071] As mentioned above, the axle guide support ALL has a first outer joint ANSCHL1 and a second outer joint ANSCHL2, to which a first line LTG1 and a second line LTG2 are connected, respectively.

[0072] The two chambers KAM1, KAM2 are capable of changing in their volume and contain the fluid FLU, respectively.

[0073] The fluid FLU of the first chamber KAM1 acts on the damping element FDE via the first joint ANSCHL1 and the subsequent first line LTG1.

[0074] The fluid FLU of the second chamber KAM2 likewise acts on the damping element FDE via the second joint ANSCHL2 and the subsequent second line LTG2.

[0075] The damping element FDE is connected and designed between the two lines in such a way that the movement direction of the fluid FLU of the two chambers KAM1, KAM2 and thus the volume change of the two chambers KAM1, KAM2 takes place damped and, if necessary, delayed in time.

[0076] The longitudinal or transverse stiffness of the hydraulic axle guide support ALL is adjusted by the damped or delayed volume change.

[0077] It is advantageously achieved by the two lines LTG1, LTG2 that the damping element FDE can be positioned in any position in the rail vehicle.

[0078] In the functional principle shown here, the damping element EDE is shown exemplarily as a cylinder ZYL with an integrated piston STP, which acts on a spring FD and a damper DE in parallel to the spring.

[0079] The cylinder ZYL has a total volume, which is divided by the movably supported piston STP into a first sub-volume and a second sub-volume.

[0080] Depending on the direction of movement of the plunger STP, the first sub-volume of the cylinder increases when the second sub-volume of the cylinder decreases and vice versa.

[0081] The fluid FLU of the first chamber KAM1 or of the first line LTG1 acts on a first side of the plunger STP, while the fluid of the second chamber KAM2 or of the second line LTG2 acts on a second side of the plunger STP opposite to said first side.

[0082] The direction of movement of the plunger STP is determined by the pressure difference of the fluid FLU in the two lines LTG1, LTG2 or in the two chambers KAM1, KAM2.

[0083] The effect on the spring FD and the damper DE is changed by the movement of the plunger STP and thereby the desired damping is adjusted.

Claims

1. A device for transmitting longitudinal forces in a rail vehicle, - the device having a hydraulic axle lead bearing (ALL), having a wheel set (RS1, RS2) and having a bogie (DGST) of the rail vehicle, - wherein, the hydraulic axle lead bearing (ALL) having an outer housing element (GEHA) and an inner housing element (GEHI), - wherein one of the housing elements (GEHI) is connected with the bogie (DGST) and the other housing element (GEHA) is connected with the wheel set (RS1, RS2) in order to transmit longitudinal forces, which are generated by the rail vehicle when driving, between the wheel set (RS1, RS2) and the bogie (DGST), - wherein the outer housing element (GEHA) surrounds the inner housing element (GEHI) at a radial distance, thereby forming an annular gap (RGS), - wherein an elastic element (GEE) is arranged in the annular gap (RGS) in such a way that it forms two mutually opposite chambers (KAM1, KAM2) with a respective chamber volume, - wherein a change in the relative position between the inner housing element (GEHI) and the outer housing element (GEHA) due to a longitudinal force leads to an alternating change in the volume of the two chambers (KAM1, KAM2), - wherein the two chambers (KAM1, KAM2) contain a fluid (FLU) and are coupled to each other by means of the fluid (FLU) in such a way that the alternating change in the volume of the two chambers (KAM1, KAM2) is generated by a movement of the fluid (FLU), - wherein the coupling of the two chambers (KAM1, KAM2) by means of the fluid (FLU) is realized via two outer joints (ANSCHL1, ANSCHL2) of the axle lead bearing (ALL) and an outer line (LTG1, LTG2) which connects the two joints (ANSCHL1, ANSCHL2) to each other, - wherein the outer line (LTG1, LTG2) has a damping element (FDE) which divides the outer line into two parts, and - wherein the damping element (FDE) is designed in such a way that the movement of the fluid (FLU) which leads to the alternating change in the volume of the two chambers (KAM1, KAM2) due to a longitudinal force is damped, - wherein the first chamber (KAM1) is connected with the first joint (ANSCHL1) by means of a first channel (KAN1) which extends in the interior of the inner housing element (GEHI), - wherein the first joint (ANSCHL1) is arranged in the outer region of the axle lead bearing (ALL) as a component of the inner housing element (GEHI), - wherein the second chamber (KAM2) is connected with the second joint (ANSCHL2) by means of a second channel (KAN2) which extends in the interior of the inner housing element (GEHT), - wherein the second joint (ANSCHL2) is arranged in the outer region of the axle lead bearing (ALL) as a component of the inner housing element (GEHT). - wherein the second joint (ANSCHL2) is arranged as a component of the inner housing element (GEHI) in an outer region of the axle guide support (ALL), - wherein the damping element (FDE) is designed as a cylinder (ZYL) filled with the fluid (FLU), the cylinder having an integrated piston (STP), - wherein the cylinder (ZYL) has a total cylinder volume, which is divided by the movably supported piston (STP) into a first cylinder sub-volume and a second cylinder sub-volume, so that the first cylinder sub-volume and the second cylinder sub-volume are alternately subject to a volume change by the piston (STP) depending on the direction of movement of the fluid (FLU) in the cylinder (ZYL), - wherein the first cylinder sub-volume is connected to the first joint (ANSCHL1) of the axle guide support (ALL), - wherein the second cylinder sub-volume is connected to the second joint (ANSCHL2) of the axle guide support (ALL), - wherein the piston (STP) is coupled to a spring (FD) and to a damper (DE) in parallel to the spring, in order to dampen the movement of the piston (STP) caused by the movement of the fluid (FLU), - wherein a desired damping is adjusted by the spring (FD) and the damper (DE).

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