ARRANGEMENT FOR THE TRANSMISSION OF LONGITUDINAL FORCES IN A RAIL VEHICLE

Description

[0001] The invention relates to an arrangement for the transmission of longitudinal forces in a rail vehicle.

[0002] From publication EP 1 457 706 A1, a hydraulic axle control arm bearing is known that optimizes the driving behavior of rail vehicles both when cornering and when traveling straight ahead. A basic requirement for this optimization is a wheelset whose alignment with respect to the rail or with respect to a curve being traversed is adjustable.

[0003] The hydraulic axle control arm bearing for a railway vehicle described in EP 1 457 706 A1 comprises a control arm pin and at least one spring element arranged between the control arm pin and a control arm eye of an axle control arm. The spring element comprises a hydraulic bushing having an outer housing and an inner housing. The outer housing surrounds the inner housing at a radial distance, forming an annular gap. A (rubber-)elastic element is arranged in the annular gap such that it at least partially delimits two diametrically opposed chambers, referred to as the first chamber and the second chamber, respectively. The two chambers are filled with a hydraulic fluid. The two chambers are connected to each other via an internally guided overflow channel.

[0004] The overflow channel creates a fluid displacement between the two chambers, resulting in the required low longitudinal stiffness when cornering and the required high stiffness when traveling straight or on curves. This configuration also ensures low-wear and quiet operation on curved sections of track. This optimized alignment of the wheelset is achieved via the hydraulic axle link bearing, which must exhibit minimal longitudinal stiffness when cornering and very high stiffness when traveling straight or on curves.

[0005] Hydraulic control arm bearings with external connection (HLeA) are also known, in which, compared to the aforementioned control arm bearing, the overflow channel is implemented externally. For this purpose, the first and second chambers each have a connection that, in the case of the hydraulic control arm bearing with external connection (HLeA), leads to the outside. This allows the two chambers to be connected externally via a connecting line or coupled to other components, as described below.

[0006] FIG 4 shows two wheelsets RS1, RS2 of a rail vehicle, which are connected in a known manner to a bogie DGST of a rail vehicle via hydraulic axle link bearings ALL1 to ALL4. The following applies to the first wheelset RS1 of the rail vehicle:

[0007] The first wheelset RS1 is connected to the bogie DGST via two hydraulic axle control bearings ALL1 and ALL2, which have external connections and are designed as described above.

[0008] A first axle control arm bearing ALL1 has two diametrically opposed chambers KAM11, KAM12, which are referred to as the first chamber KAM11 and the second chamber KAM12 respectively.

[0009] Viewed in the direction of travel FRTR of the rail vehicle, the second chamber KAM12 is located in front of the first chamber KAM11.

[0010] A second axle control arm bearing ALL2 has two diametrically opposed chambers KAM21, KAM22, which are referred to as the first chamber KAM21 and the second chamber KAM22 respectively.

[0011] Viewed in the direction of travel FRTR of the rail vehicle, the second chamber KAM22 is located in front of the first chamber KAM21.

[0012] In the first wheel set RS1, the first chamber KAM11 of the first axle control arm bearing ALL1 is connected to the first chamber KAM21 of the second axle control arm bearing ALL2 for fluid exchange via external connections.

[0013] In the first wheel set RS1, the second chamber KAM12 of the first axle control arm bearing ALL1 is connected to the second chamber KAM22 of the second axle control arm bearing ALL2 for fluid exchange via external connections.

[0014] If the rail vehicle, viewed in the direction of travel FRTR, enters a right-hand curve RKV, then the fluid is transferred from the second chamber KAM22 of the second axle control arm bearing ALL2 to the second chamber KAM12 of the first axle control arm bearing ALL1 due to the influence of resulting longitudinal forces.

[0015] This fluid transfer is caused by a change in the relative position of the housing elements of the axle control bearings ALL1 and ALL2, which in turn is caused by the longitudinal forces. Conversely, fluid is transferred from the first chamber KAM11 of the first axle control bearing ALL1 to the first chamber KAM21 of the second axle control bearing ALL2. The following applies to a second wheelset RS2 of the rail vehicle:

[0016] The second wheelset RS2 is connected to the bogie DGST via two hydraulic axle control bearings ALL3 and ALL4, which have external connections and are designed as described above.

[0017] A first axle control arm bearing ALL3 has two diametrically opposed chambers KAM31, KAM32, which are referred to as the first chamber KAM31 and the second chamber KAM32 respectively.

[0018] Viewed in the direction of travel FRTR of the rail vehicle, the first chamber KAM31 is arranged in front of the second chamber KAM32.

[0019] A second axle control arm bearing ALL4 has two diametrically opposed chambers KAM41, KAM42, which are referred to as the first chamber KAM41 and the second chamber KAM42 respectively.

[0020] Viewed in the direction of travel FRTR of the rail vehicle, the first chamber KAM41 is arranged in front of the second chamber KAM21.

[0021] In the second wheel set RS2, the first chamber KAM31 of the first axle control arm bearing ALL3 is connected to the first chamber KAM41 of the second axle control arm bearing ALL4 for fluid exchange via external connections.

[0022] In the second wheel set RS2, the second chamber KAM32 of the first axle control arm bearing ALL3 is connected to the second chamber KAM42 of the second axle control arm bearing ALL4 for fluid exchange via external connections.

[0023] When the rail vehicle, viewed in the direction of travel FRTR, enters the right-hand curve RKV, fluid is transferred from the first chamber KAM41 of the second axle control arm bearing ALL4 to the first chamber KAM31 of the first axle control arm bearing ALL3.

[0024] Conversely, fluid is transferred from the second chamber KAM32 of the first control arm bearing ALL3 to the second chamber KAM42 of the second control arm bearing ALL4.

[0025] The described arrangement and connection of the chambers couples the movement of the right and left sides of the wheelset, resulting in advantageous movement behavior of the wheelset through a corresponding longitudinal force transmission.

[0026] The respective longitudinal forces that occur during straight-line driving or cornering are transmitted between the components described above as shown.

[0027] Further axle steering bearings are described in the publications WO 2016 008 731 A1, EP 1 228 937 A1 and FR 2 551 412 A1.

[0028] The object of the present invention is to provide an improved arrangement for the transmission of longitudinal forces in a rail vehicle.

[0029] This problem is solved by the features of claim 1. Advantageous further developments are specified in the dependent claims.

[0030] The invention relates to an arrangement for transmitting longitudinal forces in a rail vehicle, comprising a hydraulic axle link bearing, a wheelset, and a bogie of the rail vehicle. The hydraulic axle link bearing has an outer housing element and an inner housing element, one of which is connected to the bogie, while the other is connected to the wheelset. Longitudinal forces generated by the rail vehicle during travel are thereby transmitted between the wheelset and the bogie.

[0031] The outer housing element surrounds the inner housing element at a radial distance, forming an annular gap. An elastic element is arranged within this annular gap to create two opposing chambers, each with a specific volume.

[0032] The longitudinal forces cause a change in the relative position of the inner housing element to the outer housing element, which results in an alternating change in the volume of the two chambers.

[0033] The two chambers contain a fluid and are coupled to each other via the fluid in such a way that the movement of the fluid causes an alternating change in the volume of the two chambers. The coupling of the two chambers is achieved through the fluid via two external connections of the control arm bearing and an external line that connects the two connections.

[0034] The external line incorporates a damping element that divides it into two sections. This damping element is designed to dampen any fluid movement caused by longitudinal forces, which results in the alternating volume changes of the two chambers.

[0035] The damping element also introduces or influences stiffness in the system.

[0036] A first chamber is connected to a first port via a first channel running inside the inner housing element. The first port is located as part of the inner housing element on the outside of the axle control arm bearing.

[0037] A second chamber is connected to a second port via a second channel running inside the inner housing element. The second port is located as part of the inner housing element on the outside of the control arm bearing.

[0038] The damping element is designed as a fluid-filled cylinder with an integrated piston. The cylinder has a total volume which is divided by the movable piston into a first and a second cylinder volume, so that, depending on the direction of fluid movement within the cylinder, the piston causes an alternating change in the volume of the first and second cylinder volumes.

[0039] The first cylinder volume is connected to a first port of the axle control arm bearing, while the second cylinder volume is connected to a second port of the axle control arm bearing.

[0040] The piston is coupled to a spring and to a damper connected in parallel to it, in order to dampen the movement of the piston caused by the movement of the fluid.

[0041] The spring and the damper are used to set the desired damping.

[0042] The present invention transforms unstable mode shapes of the rail vehicle into stable mode shapes.

[0043] The present invention enables increased driving speeds with a high level of safety.

[0044] The present invention increases the driving stability of the rail vehicle.

[0045] The present invention enables the damping element to be positioned at any point on the rail vehicle via the two lines.

[0046] The present invention, or the damping element connected via external lines, makes it possible to advantageously arrange this damping element in a location with sufficiently large installation space and thus possibly also far from the axle control arm bearings.

[0047] This ensures that the existing component density in the vicinity of the axle control arm bearings or the bogie is not further increased. Preferred locations for the damping element are conceivable, for example, throughout the entire area of ​​the car body.

[0048] The individual stiffnesses and dampings of the control arm bearings, as well as the damping in the hydraulic system, result in an overall stiffness and damping. The present invention achieves suitable or optimal parameter ranges for stiffness and damping.

[0049] The present invention is explained in more detail below by way of example with reference to a drawing. The drawing shows: FIG 1 a hydraulic axle control arm bearing with external connections, which forms an essential element of the present invention, FIG 2 a sectional view of the in FIG 1 hydraulic axle control arm bearing shown, FIG 3 with reference to FIG 1 and FIG 2 the arrangement according to the invention for the transmission of longitudinal forces in a rail vehicle, as well as FIG 4 the prior art described above in the introduction.

[0050] FIG 1 Figure 1 shows a hydraulic axle control arm bearing ALL with external connections CAP1, CAP2, which forms an essential element of the present invention, while FIG 2 a sectional view of the in FIG 1 The hydraulic axle control arm bearing shown is ALL.

[0051] The axle control arm bearing ALL has two external connections ANSCHL1, ANSCHL2, to which respective connecting lines LTG1, LTG2 are attached.

[0052] The ALL axle control arm bearing features an outer housing element GEHA and an inner housing element GEHI as a hydraulic bushing. The outer housing element GEHA surrounds the inner housing element GEHI at a radial distance, forming an annular gap RGS.

[0053] In the annular gap RGS, a (rubber) elastic element GEE is arranged in such a way that it forms and limits two diametrically opposed chambers KAM1, KAM2.

[0054] The elastic element GEE enables a change in volume of the two chambers KAM1 and KAM2.

[0055] Shown here in detail is a first chamber KAM1, which is filled with a hydraulic fluid FLU.

[0056] The first chamber KAM1 is connected to the first connection ANSCHL1 via a first channel KAN1, which runs inside the inner housing element GEHI.

[0057] The first connection ANSCHL1 is part of the inner housing element GEHI and is located on the outside of the axle control arm bearing ALL.

[0058] The same applies to a second chamber KAM2, which is only indicated here and is located opposite the first chamber KAM1, i.e. diametrically opposite it.

[0059] The second chamber KAM2 is filled with the hydraulic fluid FLU.

[0060] The second chamber KAM2 is connected to the second connection ANSCHL2 via a second channel KAN2, which also runs inside the inner housing element GEHI.

[0061] The second connection ANSCHL2 is part of the inner housing element GEHI and is located on the outside of the axle control arm bearing ALL.

[0062] When the fluid FLU is pressurized in a chamber-dependent manner, a change in volume of the two chambers KAM1, KAM2 is achieved, which in turn influences or changes the relative position of the inner housing element GEHI to the outer housing element GEHA.

[0063] This affects the longitudinal and transverse stiffness of the hydraulic axle control arm bearing ALL, as shown in the following figure.

[0064] FIG 3 shows with reference to FIG 1 and FIG 2The inventive arrangement for the transmission of longitudinal forces in a rail vehicle.

[0065] As described above, the axle control arm bearing ALL has a first external connection ANSCHL1 and a second external connection ANSCHL2, to which the first line LTG1 and the second line LTG2 are connected, respectively.

[0066] The two chambers KAM1 and KAM2 have variable volumes and each contains the fluid FLU.

[0067] The fluid FLU of the first chamber KAM1 acts on a damping element FDE via the first connection ANSCHL1 and via the subsequent first line LTG1.

[0068] The fluid FLU of the second chamber KAM2 also acts on the damping element FDE via the second connection ANSCHL2 and via the subsequent second line LTG2.

[0069] The damping element FDE is connected and designed between the two lines in such a way that the direction of movement of the fluid FLU in both chambers KAM1, KAM2, and thus the change in volume of the two chambers KAM1, KAM2, is damped and, if necessary, delayed in time.

[0070] The longitudinal and transverse stiffness of the hydraulic axle control arm bearing ALL is adjusted via the damped or time-delayed change in volume.

[0071] The two lines LTG1 and LTG2 advantageously allow the damping element FDE to be positioned at any point on the rail vehicle.

[0072] In the functional principle shown here, the damping element FDE is exemplified as a cylinder ZYL with an integrated piston STP, whereby the piston STP acts on a spring FD and on a damper DE, which is connected in parallel to the spring FD.

[0073] The cylinder ZYL has a total cylinder volume which is divided into a first cylinder sub-volume and a second cylinder sub-volume via the movable piston STP.

[0074] Depending on the direction of movement of the STP stamp, the first cylinder part volume is increased when the second cylinder part volume is decreased, and vice versa.

[0075] The fluid FLU of the first chamber KAM1 or the first line LTG1 acts on a first side of the piston STP, while the fluid of the second chamber KAM2 or the second line LTG2 acts on a second side of the piston STP, which is opposite the first side.

[0076] The direction of movement of the piston STP is determined by a pressure difference of the fluid FLU in the two lines LTG1, LTG2 or in the two chambers KAM1, KAM2.

[0077] The movement of the piston STP changes the effect on the spring FD and on the damper DE, thus setting the intended damping.

Claims

1. Assembly for transmitting longitudinal forces, - having a rail vehicle and - having a hydraulic axle link bearing (ALL), having a wheelset (RS1, RS2) and having a bogie (DGST) of the rail vehicle, - in which the hydraulic axle link bearing (ALL) has an outer housing element (GEHA) and an inner housing element (GEHI), - in which one of the housing elements (GEHI) is connected to the bogie (DGST) and the other housing element (GEHA) is connected to the wheelset (RS1, RS2), in order to transmit longitudinal forces formed by the rail vehicle during travel between the wheelset (RS1, RS2) and the bogie (DGST), - in which the outer housing element (GEHA) encloses the inner housing element (GEHT) at a radial spacing, such that an annular gap (RGS) is formed, - in which 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 the longitudinal forces cause a change in the position of the inner housing element (GEHT) relative to the outer housing element (GEHA), which causes an alternating change in volume in the two chambers (KAM1, KAM2), - in which the two chambers (KAM1, KAM2) contain a fluid (FLU) and are coupled to one another by way of the fluid (FLU) in such a way that a movement of the fluid (FLU) brings about the alternating change in volume in the two chambers (KAM1, KAM2), - in which the coupling of the two chambers (KAM1, KAM2) by the fluid (FLU) is realized by way of two external connections (ANSCHL1, ANSCHL2) of the axle link bearing (ALL) and by way of an external line (LTG1, LTG2) which connects the two connections (ANSCHL1, ANSCHL2) to one another, - in which the external line (LTG1, LTG2) has a damping element (FDE) which divides the external line in two, and - in which the damping element (FDE) is designed in such a way that a movement of the fluid (FLU), said movement being produced owing to the longitudinal forces and causing the alternating change in volume in the two chambers (KAM1, KAM2), is effected in a damped manner, - in which a first chamber (KAM1) is connected to a first connection (ANSCHL1) by way of a first duct (KAN1) which runs inside the inner housing element (GEHI), - in which the first connection (ANSCHL1) is arranged as part of the inner housing element (GEHI) in the outer region of the axle link bearing (ALL), - in which a second chamber (KAM2) is connected to a second connection (ANSCHL2) by way of a second duct (KAN2) which runs inside the inner housing element (GEHI), - in which the second connection (ANSCHL2) is arranged as part of the inner housing element (GEHT) in the outer region of the axle link bearing (ALL), - in which the damping element (FDE) is in the form of a cylinder (ZYL) which is filled with the fluid (FLU) and which has an integrated ram (STP), - in which the cylinder (ZYL) has a cylinder total volume which is divided into a first cylinder partial volume and into a second cylinder partial volume by way of the movably mounted ram (STP), such that, depending on the movement direction of the fluid (FLU) in the cylinder (ZYL), an alternating change in volume in the first cylinder partial volume and in the second cylinder partial volume is effected by the ram (STP), - in which the first cylinder partial volume is connected to a first connection (ANSCHL1) of the axle link bearing (ALL), - in which the second cylinder partial volume is connected to a second connection (ANSCHL2) of the axle link bearing (ALL), - in which the ram (STP) is coupled to a spring (FD) and to a damper (DE) which is connected in parallel therewith, in order to damp the movement of the ram (STP) caused by the movement of the fluid (FLU), - in which an intended damping action is set by way of the spring (FD) and by way of the damper (DE).