Device for transmitting longitudinal forces in a rail vehicle

Abstract

The invention relates to a device for transmitting longitudinal forces in a rail vehicle, having a first and a second hydraulic axle lead bearing (ALL1, ALL2), a wheel set (RS1) and a bogie (DGST) of the rail vehicle. Each axle lead bearing (ALL1, ALL2) has a housing element (GEHA, GEHI) and a first and a second chamber (KAM11, KAM12, KAM21, KAM22) filled with a fluid (FLU). Upon a change in the relative position of the housing elements (GEHI, GEHA) to each other, a fluid exchange takes place between the associated chambers of the axle lead bearings (ALL1, ALL2). This fluid exchange is caused by a change in the relative position of the housing elements (GEHI, GEHA) to each other, which in turn is the result of the transmission of longitudinal forces between the wheel set (RS1) and the bogie (DGST) via the axle lead bearings (ALL1, ALL2). The first chamber (KAM11) of the first axle lead bearing (ALL1) is connected to the first chamber (KAM21) of the second axle lead bearing (ALL2) for fluid exchange via a damping element (FDE). At the same time, the second chamber (KAM12) of the first axle lead bearing (ALL1) is directly connected to the second chamber (KAM22) of the second axle lead bearing (ALL2) for fluid exchange.

Description

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

[0002] A hydraulic axle guide shoe (or axle guide shoe) is known from patent document EP 1 457 706 A1, by means of which the running properties of a rail vehicle are optimized both in curves and in straight-ahead running. The basic prerequisite for this optimization is a wheel set whose orientation is adjustable relative to the track or relative to the curve being run on.

[0003] The hydraulic axle guide shoe for a rail vehicle described in patent document EP 1 457 706 A1 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 shoe. The spring element comprises a hydraulic bushing which has an outer housing and an inner housing. The outer housing surrounds the inner housing at a certain radial distance, thereby forming an annular gap. In this annular gap there is arranged a (rubber) elastic element such that it at least partially delimits two diametrically opposite chambers, which are referred to as first and second chambers. These two chambers are filled with hydraulic fluid. The two chambers are connected to one another by an internally guided overflow channel.

[0004] Fluid movement between the two chambers is achieved by means of the overflow channel, thereby achieving the required low longitudinal stiffness in curves and the required high stiffness in curve-free or straight-ahead running. By means of this adjustment, low-wear and low-noise running in the curve profile of the track is also achieved. This optimized orientation of the wheel set is achieved by means of the hydraulic axle guide shoe, which must have as low a longitudinal stiffness as possible in curves and a very high stiffness in curve-free or straight-ahead running.

[0005] A "hydraulic axle guide shoe with external connections (HLeA)" is also known, in which, in contrast to the above-mentioned axle guide shoe, the overflow channel is realized externally. To this end, the first and second chambers each have a connection, which in the "hydraulic axle guide shoe with external connections (HLeA)" is directed outward. By means of this it is possible to connect the two chambers externally by means of a connecting line, or to make them connectable with further components as described below.

[0006] Figure 5 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 shoes ALL1 to ALL4 in a known manner.

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

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

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

[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 shoe bearing ALL2 has two diametrically opposite chambers KAM21, KAM22, which are referred to as first chamber KAM21 or second chamber KAM22.

[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 shoe bearing ALL1 is connected to the first chamber KAM21 of the second axle guide shoe bearing ALL2 by an external joint for fluid exchange.

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

[0015] If the rail vehicle is viewed in the direction of travel FRTR in a right-hand curve RKV, fluid is transferred from the second chamber KAM22 of the second axle guide shoe bearing ALL2 into the second chamber KAM12 of the first axle guide shoe bearing 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 shoe bearings ALL1, ALL2, which in turn is caused by the longitudinal force.

[0017] Correspondingly inversely, fluid is transferred from the first chamber KAM11 of the first axle guide shoe bearing ALL1 into the first chamber KAM21 of the second axle guide shoe bearing ALL2.

[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 two hydraulic axle guide shoe bearings ALL3 and ALL4, 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.

[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.

[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 RS2, 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] Correspondingly inversely, fluid is 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.

[0028] The movements of the wheel set right and the wheel set left are coupled by the described arrangement and connection of the chambers, and advantageous movement properties of the wheel sets are generated by the corresponding longitudinal force transmission.

[0029] The individual longitudinal forces occurring when driving straight or when turning are transmitted between the above-mentioned components as shown in the figures.

[0030] Further axle guide lever bearings are described in the patent documents EP 1 228 937 A1 and FR 2 551 412 A1.

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

[0032] The invention solves the problem by a device for transmitting longitudinal forces in a rail vehicle, which device has a first and a second hydraulic axle guide bearing, a wheel set and a bogie of the rail vehicle.

[0033] Each axle guide bearing has an outer housing element and an inner housing element and a first and a second chamber filled with a fluid. The two chambers are arranged opposite to each other between the two housing elements, so that an alternating change in volume of the two chambers by fluid exchange occurs when the relative position of the inner housing element and the outer housing element changes.

[0034] Each axle guide bearing has two external connections, wherein each chamber of the axle guide bearing is connected to one external connection.

[0035] Each axle guide bearing is connected both to the bogie and to the wheel set by the housing elements belonging thereto, in order to transmit longitudinal forces generated by the rail vehicle in operation between the wheel set and the bogie. In each axle guide bearing, a change in the relative position of the inner housing element and the outer housing element caused by the longitudinal forces and thus an alternating change in volume of the two chambers caused by fluid exchange occurs.

[0036] According to the invention, the first chamber of the first axle guide bearing is connected to the first chamber of the second axle guide bearing for fluid exchange by means of a damping element.

[0037] The second chamber of the first axle guide bearing is directly connected to the second chamber of the second axle guide bearing for fluid exchange.

[0038] Advantageously, a stiffness or influence on the stiffness is also introduced into the system by means of the damping element.

[0039] In an advantageous further development, in the first axle guide bearing and in the second axle guide bearing, the respective second chamber is arranged in front of the respective first chamber, viewed in the direction of travel of the rail vehicle and with reference to a horizontal plane oriented in the direction of travel.

[0040] In an advantageous further development, in the axle guide bearing, the outer housing element surrounds the inner housing element at a radial distance, in order to form an annular gap. In the annular gap, a (rubber) elastic element is arranged in such a way that it configures two chambers which are opposite to each other.

[0041] In an advantageous further development, in the axle guide bearing, the first chamber is connected to a first connection by means of a first channel, which extends inside the inner housing element. The first connection is arranged in an outer region of the axle guide bearing as part of the inner housing element. The second chamber is connected to a second connection by means of a second channel, which extends inside the inner housing element. The second connection is arranged in an outer region of the axle guide bearing as part of the inner housing element.

[0042] According to the application, the damping element is designed as a cylinder filled with fluid, which has an integrated plunger. The plunger is arranged in such a way that the fluid of the two first chambers acting on the plunger during the fluid exchange causes a damped movement of the plunger in the cylinder.

[0043] In an advantageous further development, the cylinder has a total volume, which is divided by the movably supported plunger into a first sub-volume of the cylinder and a second sub-volume of the cylinder, so that, depending on the direction of movement of the plunger, an alternating volume change of the first sub-volume of the cylinder and the second sub-volume of the cylinder takes place via the plunger during the fluid exchange.

[0044] Here, the first sub-volume of the cylinder is connected to the first chamber of the first axle guide bearing via the outer joint of the first axle guide bearing, and the second sub-volume of the cylinder is connected to the first chamber of the second axle guide bearing via the outer joint of the second axle guide bearing.

[0045] In an advantageous further development, the plunger is coupled with a spring and a damper, which is connected in parallel to the spring, in order to dampen the movement of the plunger. The desired damping is adjusted by the spring and the damper, which is dependent on the position of the plunger and / or the direction of movement of the plunger.

[0046] In an advantageous further development, the damping element is designed as a line constriction, via which the movement of the fluid is damped, if necessary.

[0047] By the application, an unstable characteristic form of the rail vehicle is converted into a stable characteristic form.

[0048] By the application, an increased driving speed in the case of high safety is achieved.

[0049] By the application, the driving stability of the rail vehicle is improved.

[0050] By the application, the damping element can be positioned at any location of the rail vehicle by means of two lines.

[0051] By the application, or by means of the externally connected damping element, it is possible to advantageously arrange the damping element in places with sufficiently large installation spaces and thus, if necessary, also at a distance from the axle guide bearing.

[0052] Thus, the existing packing density of components around the axle guide bearing or bogie is not additionally increased. Preferred locations for the damping element can be considered, for example, in the entire area of the vehicle body.

[0053] Overall, the total stiffness and the total damping arise from the individual stiffness of the axle guide bearing and the individual damping of the axle guide bearing as well as the damping in the hydraulic system. With the present application a suitable or optimal parameter range for the stiffness and the damping is achieved.

[0054] The application is explained in detail below by means of the drawings. In the drawings:

[0055] Figure 1 A hydraulic axle guide bearing with external joints is shown, which is the main component of the present application;

[0056] Figure 2 A hydraulic axle guide bearing is shown Figure 1 A sectional view of the hydraulic axle guide bearing shown;

[0057] Figure 3 Reference is made to Figure 1 and Figure 2 A device for transmitting longitudinal forces in a rail vehicle according to the present application is shown;

[0058] Figure 4 Details of the damping element shown in Figure 3 are shown; and

[0059] Figure 5 The prior art described at the outset is shown.

[0060] Figure 1 A hydraulic axle guide bearing ALL with external joints ANSCHL1, ANSCHL2 is shown, which is the main component of the present application, while Figure 2 A hydraulic axle guide bearing ALL is shown Figure 1 A sectional view of the hydraulic axle guide bearing ALL shown in

[0061] The axle guide bearing ALL has two external joint pieces ANSCHL1, ANSCHL2, on which the respective connecting lines LTG1, LTG2 are arranged.

[0062] The hydraulic axle guide bearing ALL has an outer housing element GEHA and an inner housing element GEHI.

[0063] The outer housing element GEHA surrounds the inner housing element GEHI at a certain radial distance, thereby forming an annular gap RGS.

[0064] In the annular gap RGS a (rubber) elastic element GEE is arranged in such a way that it configures two opposite chambers KAM1, KAM2, which have a respective chamber volume.

[0065] The two chambers KAM1, KAM2 contain the fluid FLU and can be coupled with the chambers of further axle guide support by two external joints ANSCHL1, ANSCHL2 and by corresponding connecting lines LTG1, LTG2. This is described in more detail in Figure 3

[0066] The first chamber KAM1 is connected with the first joint ANSCHL1 by a first channel KAN1, which extends inside the inner housing element GEHI. The first joint ANSCHL1 is here part of the inner housing element GEHI and is arranged in the outer region of the axle guide support ALL.

[0067] The same applies to the second chamber KAM2, which is here only indicated. The second chamber KAM2 is connected with the second joint ANSCHL2 by a second channel KAN2, which also extends inside the inner housing element GEHI. The second joint ANSCHL2 is part of the inner housing element GEHI and is arranged in the outer region of the axle guide support ALL.

[0068] A change in the relative position of the outer housing element GEHA and the inner housing element GEHI causes a change in the pressure in the two chambers KAM1, KAM2, so that the volume of the two chambers KAM1, KAM2 alternately changes.

[0069] If the volume of the first chamber KAM1 increases, the volume of the second chamber decreases and vice versa.

[0070] The change in the relative position of the two housing elements GEHI, GEHA is caused by longitudinal forces, which occur when the rail vehicle is driving and are transmitted from the wheelset to the outer housing element GEHA, from the outer housing element to the inner housing element GEHI, from the inner housing element to the bogie of the rail vehicle.

[0071] Figure 3 Reference is made to Figure 1 and Figure 2 a device for transmitting longitudinal forces in a rail vehicle according to the application is shown.

[0072] The following applies to the first wheelset RS1 of the rail vehicle:

[0073] The first wheelset RS1 is connected with the bogie DGST of the rail vehicle by two axle guide supports ALL1, ALL2.

[0074] Here exemplarily, the wheelset RS1 is connected with the outer housing element GEHA of the first axle guide support ALL1 or of the second axle guide support ALL2. Correspondingly, the inner housing element GEHI of the first axle guide support ALL1 or of the second axle guide support ALL2 is connected with the bogie DGST.​

[0075] 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.

[0076] 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.

[0077] The two hydraulic axle guide lever supports ALL1 and ALL2 each have two external connections, by means of which the respective chambers KAM11, KAM12, KAM21, KAM22 are connected for fluid exchange.

[0078] Viewed in the direction of travel FRTR of the rail vehicle and with reference to a horizontal plane oriented in the direction of travel (FRTR), in the first axle guide lever support ALL1 and in the second axle guide lever support ALL2, the respective second chamber KAM12, KAM22 is arranged in front of the respective first chamber KAM11, KAM21.

[0079] In the example shown here, the second chamber KAM12 of the first axle guide lever support ALL1 is directly connected to the second chamber KAM22 of the second axle guide lever support ALL2.

[0080] According to the invention, 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 a damping element FDE.

[0081] If the rail vehicle is viewed in the direction of travel FRTR as it is driving in a right-hand curve RKV, the relative position of the housing elements GEHI, GEHA of the two axle guide lever supports ALL1, ALL2 changes as a result of the transmission of the respective longitudinal forces between the wheelset RS1 and the bogie DGST.

[0082] This causes a fluid transfer between the chambers:

[0083] Fluid from the second chamber KAM22 of the second axle guide lever support ALL2 is transferred in the direction of the second chamber KAM12 of the first axle guide lever support ALL1.

[0084] Correspondingly inversely, fluid is transferred from the first chamber KAM11 of the first axle guide lever support ALL1 in the direction of the first chamber KAM21 of the second axle guide lever support ALL2, but this fluid transfer takes place in an attenuated manner as a result of the damping element FDE.

[0085] The same applies to the second wheelset RS2 of the rail vehicle:

[0086] The second wheel set RS2 is connected to the bogie DGST of the rail vehicle via two axle guide lever supports ALL3, ALL4.

[0087] In the example shown here, the wheel set RS2 is connected to the outer housing element GEHA of the axle guide lever support designated as third axle guide lever support ALL3 or as fourth axle guide lever support ALL4. The inner housing element GEHI of the third axle guide lever support ALL3 or of the fourth axle guide lever support ALL4 is connected to the bogie DGST, respectively.

[0088] The third axle guide lever support ALL3 has two diametrically opposite chambers KAM31, KAM32, which are designated as first chamber KAM31 and second chamber KAM32.

[0089] The fourth axle guide lever support ALL4 has two diametrically opposite chambers KAM41, KAM42, which are designated as first chamber KAM41 and second chamber KAM42.

[0090] The two hydraulic axle guide lever supports ALL3 and ALL4 each have two external connections, via which the respective chambers KAM31, KAM32, KAM41, KAM42 are connected for fluid exchange.

[0091] Viewed in the direction of travel FRTR of the rail vehicle and with reference to a horizontal plane oriented in the direction of travel (FRTR), in the third axle guide lever support ALL3 and in the fourth axle guide lever support ALL4, the respective first chamber KAM31, KAM41 is arranged in front of the respective second chamber KAM32, KAM42.

[0092] In the example shown here, the second chamber KAM32 of the third axle guide lever support ALL3 is directly connected to the second chamber KAM42 of the fourth axle guide lever support ALL4.

[0093] According to the invention, the first chamber KAM31 of the third axle guide lever support ALL3 is connected to the first chamber KAM41 of the fourth axle guide lever support ALL4 via a damping element FDE.

[0094] If the rail vehicle is viewed in the direction of travel FRTR as driving in a right-hand curve RKV, the relative position of the housing elements GEHI, GEHA of the two axle guide lever supports ALL3, ALL4 changes as a result of the transfer of the respective longitudinal forces between the wheel set RS2 and the bogie DGST.

[0095] This leads to a fluid transfer between the chambers:

[0096] The fluid of the second chamber KAM32 of the third axle guide lever support ALL3 is diverted towards the second chamber KAM42 of the fourth axle guide lever support ALL4.

[0097] Correspondingly and inversely, the fluid is diverted from the first chamber KAM41 of the fourth axle guide lever support ALL4 towards the first chamber KAM31 of the third axle guide lever support ALL3, but this fluid diversion occurs in a damped manner due to the damping element FDE.

[0098] Figure 4 Details of the exemplary damping element FDE shown in the middle are shown. Figure 3

[0099] The damping element FDE is shown here as a cylinder ZYL with an integrated piston STP, wherein the piston STP acts on a spring FD and a damper DE, which is connected in parallel to the spring FD.

[0100] The cylinder ZYL has a total cylinder volume filled with a fluid FLU, which is divided by a movably supported piston STP into a first cylinder sub-volume and a second cylinder sub-volume.

[0101] By means of the spring FD and the damper DE, a desired damping is adjusted depending on the position of the piston or depending on the direction of movement of the piston STP.

[0102] A reciprocal sub-volume change occurs depending on the direction of movement of the piston STP. If the first cylinder sub-volume is increased, the second cylinder sub-volume is reduced and vice versa.

[0103] The direction of movement of the piston STP is determined by the direction of movement of the fluid FLU.

[0104] By means of the movement of the piston STP, the effect or coupling of the piston STP on the spring FD and the damper DE is changed and thus a desired damping is adjusted.

[0105] The longitudinal stiffness and the transverse stiffness of the hydraulic axle guide lever supports ALL1 and ALL3 and thus the transmission of longitudinal forces are influenced by means of the damping element FDE.​

Claims

1. A device for transmitting longitudinal forces in a rail vehicle, - having a first axle guide lever bearing (ALL1) and a second axle guide lever bearing (ALL2), a wheel set (RS1) and a bogie (DGST) of a rail vehicle, - wherein each axle guide lever bearing has an outer housing element (GEHA) and an inner housing element (GEHI) and a first chamber and a second chamber filled with a fluid (FLU) and the two chambers are arranged opposite to each other between the two housing elements (GEHI, GEHA) in such a way that an alternating change in volume of the two chambers is caused by fluid exchange when the relative position of the inner housing element (GEHI) to the outer housing element (GEHA) changes, - wherein, each axle guide lever bearing has two external connections and each chamber of an axle guide lever bearing is connected to one external connection, - wherein, each axle guide lever bearing is connected by its housing elements (GEHI, GEHA) both to the bogie (DGST) and to the wheel set (RS1) in order to transmit longitudinal forces generated by the rail vehicle in operation between the wheel set (RS1) and the bogie (DGST), wherein in each axle guide lever bearing a change in the relative position of the inner housing element (GEHI) to the outer housing element (GEHA) and thus an alternating change in volume of the two chambers due to fluid exchange is caused by the longitudinal forces, - wherein the first chamber (KAM11) of the first axle guide lever bearing (ALL1) and the first chamber (KAM21) of the second axle guide lever bearing (ALL2) are connected for fluid exchange by a damping element (FDE), and - wherein the second chamber (KAM12) of the first axle guide lever bearing (ALL1) and the second chamber (KAM22) of the second axle guide lever bearing (ALL2) are directly connected for fluid exchange, - wherein the damping element (FDE) is designed as a cylinder (ZYL) filled with a fluid (FLU) with an integrated plunger (STP), - wherein the plunger (STP) is arranged in such a way that the fluid (FLU) of the two first chambers (KAM11, KAM21) acting on the plunger (STP) during fluid exchange causes a damped movement of the plunger (STP) in the cylinder (ZYL).

2. The device according to claim 1, - wherein, viewed in the direction of travel (FRTR) of the rail vehicle and with reference to a horizontal plane oriented in the direction of travel, in the first axle guide lever bearing (ALL1) and in the second axle guide lever bearing (ALL2) the respective second chamber (KAM12, KAM22) is arranged in front of the respective first chamber (KAM11, KAM21).

3. The device according to claim 1, - wherein in the first axle guide lever bearing (ALL1) and the second axle guide lever bearing (ALL2) the outer housing element (GEHA) surrounds the inner housing element (GEHI) at a radial distance in order to form an annular gap (RGS), and - wherein, The elastic element (GEE) is arranged in the annular gap (RGS) such that it configures two cavities which are opposite each other.

4. The device according to any one of the preceding claims, - wherein, in the first and second axle guide leg supports (ALL1, ALL2), the first cavity is connected to a first connection (ANSCHL1) by a first channel (KAN1) which extends inside the inner housing element (GEHI), - wherein, - wherein the first connection (ANSCHL1) is arranged as part of the inner housing element (GEHI) in the outer region of the axle guide leg support, - wherein the second cavity is connected to a second connection (ANSCHL2) by a second channel (KAN2) which extends inside the inner housing element (GEHI), and - wherein the second connection (ANSCHL2) is arranged as part of the inner housing element (GEHI) in the outer region of the axle guide leg support.

5. The device according to claim 1, - wherein, - wherein the cylinder (ZYL) has a total cylinder volume which is divided by a movably supported plunger (STP) into a first cylinder sub-volume and a second cylinder sub-volume, so that, depending on the direction of movement of the plunger (STP), during fluid exchange, alternating volume changes of the first and second cylinder sub-volumes take place via the plunger (STP), - wherein the first cylinder sub-volume is connected to the first cavity (KAM11) of the first axle guide leg support (ALL1) via the outer connection (ANSCHL1) of the first axle guide leg support, - wherein the second cylinder sub-volume is connected to the first cavity (KAM21) of the second axle guide leg support (ALL2) via the outer connection (ANSCHL1) of the second axle guide leg support.

6. The device according to claim 1 or claim 5, - wherein, - wherein the plunger (STP) is coupled to a spring (FD) and a damper (DE) in order to dampen the movement of the plunger (STP), the damper being connected in parallel to the spring, - wherein the desired damping is adjusted by the spring (FD) and the damper (DE), which damping is dependent on the position of the plunger and / or the direction of movement of the plunger.

Images