EP2986482A1 - Châssis pourvu d'ensembles roue couplés transversalement - Google Patents

Châssis pourvu d'ensembles roue couplés transversalement

Info

Publication number
EP2986482A1
EP2986482A1 EP14716599.7A EP14716599A EP2986482A1 EP 2986482 A1 EP2986482 A1 EP 2986482A1 EP 14716599 A EP14716599 A EP 14716599A EP 2986482 A1 EP2986482 A1 EP 2986482A1
Authority
EP
European Patent Office
Prior art keywords
actuator
working space
unit
hydraulic working
coupling
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Withdrawn
Application number
EP14716599.7A
Other languages
German (de)
English (en)
Inventor
Charles Brunel
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Alstom Transportation Germany GmbH
Original Assignee
Bombardier Transportation GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Bombardier Transportation GmbH filed Critical Bombardier Transportation GmbH
Publication of EP2986482A1 publication Critical patent/EP2986482A1/fr
Withdrawn legal-status Critical Current

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
    • B61F5/00—Constructional details of bogies; Connections between bogies and vehicle underframes; Arrangements or devices for adjusting or allowing self-adjustment of wheel axles or bogies when rounding curves
    • B61F5/26—Mounting or securing axle-boxes in vehicle or bogie underframes
    • B61F5/30—Axle-boxes mounted for movement under spring control in vehicle or bogie underframes
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
    • B61F5/00—Constructional details of bogies; Connections between bogies and vehicle underframes; Arrangements or devices for adjusting or allowing self-adjustment of wheel axles or bogies when rounding curves
    • B61F5/38—Arrangements or devices for adjusting or allowing self- adjustment of wheel axles or bogies when rounding curves, e.g. sliding axles, swinging axles
    • B61F5/386—Arrangements or devices for adjusting or allowing self- adjustment of wheel axles or bogies when rounding curves, e.g. sliding axles, swinging axles fluid actuated

Definitions

  • the present invention relates to a chassis, in particular for a rail vehicle, with a chassis frame, a first wheel unit and a second wheel unit, wherein the chassis frame via a spring device, in particular a primary suspension, on the first wheel unit and the second wheel unit is supported and a longitudinal direction, a Transverse direction and a height direction defined.
  • a chassis in particular for a rail vehicle, with a chassis frame, a first wheel unit and a second wheel unit, wherein the chassis frame via a spring device, in particular a primary suspension, on the first wheel unit and the second wheel unit is supported and a longitudinal direction, a Transverse direction and a height direction defined.
  • Wheel unit are coupled to each other via a coupling arrangement such that the coupling arrangement during a first transverse displacement of the first wheel unit relative to the chassis frame along the transverse direction generates a gleichohne second transverse displacement of the second wheel unit with respect to the chassis frame along the transverse direction.
  • the invention further relates to a vehicle with such a chassis.
  • a generic chassis with a crosswise coupling of the wheelset bearings via a coupling linkage is known, which allows a bend radial adjustment of the two wheelsets at a comparatively high shear stiffness.
  • Further mechanical coupling of the wheel units via a rigid coupling frame is known from EP 0 568 044 A1 (the entire disclosure of which is incorporated herein by reference).
  • the present invention is therefore based on the object to provide a chassis of the type mentioned above, which does not bring the above-mentioned problems or at least to a lesser extent and in particular in a simple, space-saving manner, a solution to the conflict between driving stability high Speeds and good cornering performance allows without deteriorating the unsprung mass and thus the dynamic behavior of the landing gear significantly.
  • the present invention solves this problem starting from a chassis according to the preamble of claim 1 by the characterizing part of claim 1
  • the present invention is based on the technical teaching that at
  • Another advantage of the hydraulic coupling is the possibility of a simple (possibly even active, taking place during operation of the vehicle) adjustment of the damping of the coupling between the wheel units. This can be done for example via one or more throttles, connectable or disconnectable line sections (to change the line length) or even active components such as pumps or the like.
  • Components such as pumps or the like) optionally even an active one
  • the invention therefore relates to a chassis, in particular for a
  • Rail vehicle with a chassis frame, a first wheel unit and a second wheel unit, wherein the chassis frame via a spring device, in particular a primary suspension, is supported on the first wheel unit and the second wheel unit and defines a longitudinal direction, a transverse direction and a height direction.
  • the first wheel unit and the second wheel unit are coupled to each other via a coupling arrangement such that the coupling arrangement during a first transverse displacement of the first wheel unit with respect to the chassis frame along the transverse direction of a gleichschreibe second
  • the coupling arrangement comprises a hydraulic first
  • the first actuator device acts between the first wheel unit and the chassis frame
  • the second actuator device acts between the second wheel unit and the chassis frame
  • the first actuator device and the second actuator device are arranged and hydraulically coupled to one another by the coupling device Transverse displacement, a first deflection of the first actuator device takes place and the second actuator is actuated to produce the second transverse displacement.
  • both a passive and an active coupling can be realized.
  • one of the actuator devices can be actuated by a corresponding deflection of the associated wheel unit and actuate the other actuator device via the coupling device.
  • Actuator device for generating the first transverse displacement over the
  • an active solution may be provided in which the
  • Coupling device comprises an active control device, which (for example via a pumping device, an active valve control or the like), the first
  • any hydraulic actuators can be used for the respective actuator device, which corresponding hydraulic energy supply Create adjusting movements.
  • the first actuator device and / or the second actuator device therefore comprise at least one piston-cylinder arrangement.
  • the piston-cylinder arrangement is designed in the manner of a double-acting piston-cylinder arrangement which comprises in particular a piston, a first hydraulic working space adjacent to the piston and a second hydraulic working space adjacent to the piston wherein the piston is displaced in a first direction when filling the first hydraulic working space and is displaced in a second direction opposite to the first direction when filling the second hydraulic working space.
  • a double-acting piston-cylinder arrangement which comprises in particular a piston, a first hydraulic working space adjacent to the piston and a second hydraulic working space adjacent to the piston wherein the piston is displaced in a first direction when filling the first hydraulic working space and is displaced in a second direction opposite to the first direction when filling the second hydraulic working space.
  • the first transverse displacement and / or the second transverse displacement can take place when the first hydraulic working space is filled.
  • the first actuator device comprises a double-acting first piston-cylinder arrangement and the second actuator device comprises a double-acting second piston-cylinder arrangement.
  • the hydraulic working chambers of the first piston-cylinder arrangement can then be coupled in the same direction or in a crosswise manner to the hydraulic working spaces of the second piston-cylinder arrangement, depending on the attachment of the respective piston-cylinder arrangement on the chassis frame and the relevant wheel unit.
  • the first actuator device and / or the second actuator device comprises at least one actuator unit with an elastic chamber element, a first
  • Chamber element limits at least one hydraulic working space under a elastic deformation of the chamber element can be filled with a working medium.
  • the first interface element is connected to the chamber element and the associated wheel unit, while the second interface element with the chamber element and the chassis frame is mechanically connected so that when filling the hydraulic working space (depending on the assignment to the first or second wheel unit and coupling the work spaces) the first transverse shift and / or the second
  • Such actuator units are basically from EP 1 457 706 A1 or the
  • the interface elements may in principle have any suitable design which allows the mechanical coupling between the wheel unit and the
  • the first interface element is formed as a housing receiving the chamber member, while the second
  • Interface element is formed as received by the chamber element bolt element. whereby a particularly robust and compact design can be achieved.
  • the chamber element may comprise at least one deformable portion of a correspondingly elastic material (such as a rubber material, an elastomer or the like), which generates a corresponding relative movement between the two interface elements when filling the working space.
  • a correspondingly elastic material such as a rubber material, an elastomer or the like
  • a single working space per chamber member may be sufficient to achieve the described coupling between the transverse deflections.
  • a configuration with an agonist and antagonist is also provided here, wherein the hydraulic working space is a first working space and the elastic chamber element defines a second hydraulic working space which can be filled with a working medium under elastic deformation of the chamber element.
  • the second hydraulic working space is arranged and designed such that when filling the second hydraulic
  • the first hydraulic working space of the actuator unit of the first actuator device may be hydraulically coupled via the coupling device to the second hydraulic working space of the actuator unit of the second actuator device. Accordingly, additionally or alternatively, the second hydraulic working chamber of the actuator unit of the first actuator device can be hydraulically connected to the first hydraulic working chamber of the actuator unit via the coupling device
  • Actuator be coupled.
  • the hydraulic coupling of the wheel units can be limited to the coupling of the transverse deflections.
  • a coupling may be provided with regard to longitudinal deflections of the wheel units. This makes it possible, inter alia, to realize a coupling of the wheel units with regard to their turning movements about the vertical axis in order to achieve, for example, a specific bend radial adjustment or a defined deviation therefrom (for example to achieve defined wear patterns).
  • the hydraulic working space is a first working space and the elastic chamber element defines a third hydraulic working space which can be filled with a working medium under elastic deformation of the chamber element.
  • the third hydraulic working space is arranged and designed in such a way that, when the third hydraulic working space is filled, a first longitudinal displacement extending in the longitudinal direction takes place on a component of the associated wheel unit. This component may be any component of the wheel unit.
  • a single working space per chamber element sufficient to achieve the described coupling between the Lssensauslenkungen.
  • a configuration with an agonist and antagonist is provided in which the elastic chamber element delimits a fourth hydraulic working space, which can be filled with a working medium under elastic deformation of the chamber element, the fourth hydraulic working space being arranged and configured in this way. in that when the fourth hydraulic working space is filled, a second longitudinal displacement opposite to the first longitudinal displacement takes place on the component of the assigned wheel unit.
  • an active and / or passive coupling between the two wheel units may be provided.
  • the fourth hydraulic working space of the actuator unit of the first actuator device is hydraulically coupled via the coupling device to the third hydraulic working space of the actuator unit of the second actuator device, wherein the actuator unit of the first actuator device and the actuator unit of the second actuator device are arranged such that the associated wheel units due to the coupling between the third hydraulic working space and the fourth hydraulic working space
  • Actuator and the actuator unit of the second actuator are in this case preferably assigned to different chassis sides of the chassis to achieve in a simple manner opposite turning movements (as used for example for the bow radial adjustment).
  • actuator unit per one wheel unit is sufficient to achieve the desired positioning movements.
  • the actuator unit of the first actuator device is a first actuator unit and the
  • Actuator of the second actuator means is a second actuator unit
  • the first actuator means comprises a third actuator unit which is constructed in particular identical to the first actuator unit, wherein the first actuator unit and the third
  • Actuator unit in particular to different components, in particular
  • Wheel bearing units, the first wheel unit act.
  • particularly versatile designs can be realized in which correspondingly large deflections can be achieved at the wheel unit even with comparatively small actuating movements.
  • the second actuator device then comprises a fourth actuator unit, which is in particular constructed identically to the second actuator unit, wherein the second actuator unit and the fourth actuator unit in particular to different
  • Components, in particular wheel bearing units, the second wheel unit act.
  • the hydraulic coupling of the actuator units can in principle be selected in any suitable manner as a function of the coupled actuating movements to be achieved.
  • the third hydraulic working spaces of the first actuator unit and the third actuator unit are hydraulically coupled to one another and / or the fourth hydraulic working spaces of the second actuator unit and the fourth actuator unit are hydraulically coupled to one another.
  • the coupling device is adapted to actively set a first turning angle of the first wheel unit about a vertical axis of the chassis via the first actuator.
  • the coupling device is designed to actively set a second turning angle of the second wheel unit about a vertical axis of the running gear via the second actuator device.
  • the coupling device can furthermore be designed to generate a presettable, in particular actively predefinable, damping between actuating movements of the first actuator device and the second actuator device.
  • the present invention further relates to a vehicle, in particular a
  • Figure 1 is a schematic side view of a preferred embodiment of the vehicle according to the invention with a preferred embodiment of the chassis according to the invention;
  • FIG. 2 is a schematic view of the chassis of Figure 1 from below in
  • FIG 3 is a schematic view of the chassis of Figure 2 from below with
  • FIG. 4 is a schematic view of a further preferred embodiment of the chassis according to the invention from below, corresponding to the view from FIG.
  • FIG. 5 is a schematic view of a further preferred embodiment of the chassis according to the invention from below, corresponding to the view from FIG.
  • FIG 6 is a schematic view of the chassis of Figure 5 from below with
  • FIG. 7 is a schematic sectional view of detail D taken along line VN-VN of FIG.
  • Figure 8 is a schematic sectional view of the actuator unit taken along line VIII-VIN
  • FIG. 7 in a resting state
  • Figure 9 is a schematic sectional view of the actuator unit taken along line VIN-VNI
  • Figure 7 in a deflected in the longitudinal direction and transverse direction state
  • Figure 10 is a schematic sectional view of the actuator unit taken along line VIII-VI
  • FIG. 7 in a state deflected in the longitudinal direction
  • FIG. 11 is a schematic representation of the interconnection of the actuator units of FIG. 11
  • the vehicle 101 comprises a body 102, which is conventionally supported in the region of its two ends on a chassis in the form of a bogie 103 with two wheel units in the form of a first wheel 104.1 and a second wheel 104.2. It is understood, however, that the present invention is also in connection can be used with other configurations in which the car body is supported only directly on a chassis. Likewise, other wheel units, such as wheel pairs, may be provided instead of wheelsets.
  • a vehicle coordinate system x, y, z (indicated by the wheel support plane of the bogie 103) is indicated, in which the x-coordinate is the vehicle longitudinal direction, the y-coordinate is the vehicle transverse direction and the z-coordinate the vehicle height direction of
  • Rail vehicle 101 denote.
  • the respective bogie 103 comprises a chassis frame in the form of an im
  • H-shaped bogie frame 105 which is supported via a respective spring device in the form of a primary suspension 106 on the wheelset bearing housings 107 of the wheelsets 104.1 and 104.2
  • the first gearset 104.1 and the second gearset 104.2 are via a hydraulic
  • Coupling assembly 108 coupled to each other such that the coupling assembly 108 at a first transverse displacement Q1 of the first gear set 104.1 with respect
  • Chassis frame along the transverse direction (y-direction) a gleichstrome second
  • the coupling arrangement 108 comprises a hydraulic first actuator device 110.1, which acts in the vehicle transverse direction (y-direction) between the first gearset 104.1 and the bogie frame 105, and a hydraulic second actuator device 110.2 which extends in the vehicle transverse direction (y-direction) between the second Wheels 104.2 and the bogie frame 105 acts.
  • Actuator 1 10.2 are arranged and hydraulically coupled to each other by a coupling device 11 1, that in the first transverse displacement Q1 of the first gearset 104.1, a first deflection of the first actuator 10.1 takes place and the second actuator 110.2 for generating the second transverse displacement Q2 of the second gearset 104.2 is pressed.
  • the first actuator 110.1 and the second actuator 1 10.2 for this purpose each comprise a hydraulic actuator in the form of a double-acting (in the manner of an agonist and an antagonist) piston-cylinder arrangement 110.3.
  • the actuator 1 10.3 comprises a piston 110.4, a first hydraulic working space 110.5 adjoining the piston 110.4 and a second hydraulic working space 110.6 adjoining the piston 110.4.
  • the piston 110.4 is at
  • the piston 1 10.4 is connected via a (highly schematically illustrated) connecting element 1 10.7 with the respective wheelset 104.1 and 104.2, while the housing of the piston-cylinder assembly 1 are 10.3 hinged respectively on the same side of the chassis on the bogie frame 105.
  • the connecting element 1 10.7 must provide a corresponding motion translation available to generate upon actuation of the actuator 110.3 a corresponding transverse displacement Q1 and Q2 on the associated wheelset 104.1 and 104.2.
  • the connecting element 110.7 may comprise any suitable gear or the like.
  • the first actuator 110.1 and the second actuator 110.1 are identical in the present example.
  • Actuator 1 10.2 arranged such that during the filling of the first
  • Coupling device 111 are cross-coupled with each other. As can be seen from FIGS. 2 and 3, the first hydraulic working space 110.5 of the first is for this purpose
  • Coupling device 11 1 coupled to the second hydraulic working space 1 10.6 of the second actuator 110.2, while the second hydraulic working space 110.6 of the first actuator device 1 10.1 coupled via another simple hydraulic line 11 1.2 of the coupling device 1 1 1 with the first hydraulic working space 110.5 of the second actuator 110.2 is.
  • one of the actuator devices 110.1 or 110.2 is actuated by a corresponding deflection of the associated wheel unit 104.1 or 104.2, and then in turn via the coupling device 111 the other actuator device
  • the first actuator device 1 10.1 actuates the second actuator 110.2 in the first transverse displacement Q1 to generate the second transverse displacement Q2 via the coupling device 11.
  • the second actuator 110.2 actuates the first transverse displacement Q2
  • Actuator device for generating the first transverse displacement Q1 via the
  • an active coupling of the transverse displacements Q1, Q2 may be provided by an active coupling device 111, as in the figures 2 and 3 by the dashed contour
  • an active control device 11.3.3 can be provided which actively influences the coupling of the transverse displacements Q1, Q2, for example by influencing the damping or damping characteristic of the coupling during operation via active valves or the like.
  • the transverse displacements can be influenced or adjusted individually or jointly via active hydraulic energy sources of such a control device 111.3.
  • an active influencing of the deflections of the wheel sets 104.1 and 104.2 corresponding to the current driving situation is possible via such an active coupling arrangement 108.
  • the required hydraulic actuators 1 10.3 between the bogie frame 105 and the associated wheels 104.1 and 104.2 act while the coupling device 111, which controls the coupling between the hydraulic actuators 110.3 can be arranged on the bogie frame 105, so that the coupling device 111 and as well as a part of the actuators 110.3 itself is attributable to the sprung mass of the bogie 103. This is advantageous from a driving dynamics point of view.
  • the shear stiffness of the coupling of the wheel sets 104.1 and 104.2 can be adjusted in a simple manner by the coupling device 11, for example the lines 111.1 or 11.2 and / or the control device 11.3.3, for example adjusting sections (FIGS. For example, spring-loaded volumes or the like) with corresponding (optionally active) adjustable elasticity or stiffness.
  • the coupling device 11 for example the lines 111.1 or 11.2 and / or the control device 11.3.3, for example adjusting sections (FIGS. For example, spring-loaded volumes or the like) with corresponding (optionally active) adjustable elasticity or stiffness.
  • FIGS. 1 and 4 A further preferred exemplary embodiment of the rail vehicle 101 according to the invention with a second preferred exemplary embodiment of the chassis 203 according to the invention is described below with reference to FIGS. 1 and 4.
  • the chassis 203 may replace the chassis 103 in the vehicle 101.
  • the chassis 203 is similar in its basic function and its basic structure of the chassis 103, so that only the differences should be discussed here.
  • similar components are provided with reference numerals increased by 100, while identical components are provided with identical reference numerals. Unless otherwise stated below, reference is made expressly to the above statements with regard to the features and properties of these components.
  • chassis 203 and the chassis 103 The difference between the chassis 203 and the chassis 103 is merely that the two actuators 110.3 are fastened to the rotary framework 105 on different chassis sides in the present example.
  • an arrangement substantially point-symmetrical with respect to the bogie center is selected.
  • any other, deviating from this point symmetry arrangement may be selected.
  • Transverse displacements Q1, Q2 of the two wheelsets 104.1 and 104.2 realized by the hydraulic working spaces 110.5 and 110.6 of the actuator devices 1 10.1 and 110.2 are coupled via the coupling device 111 in the same direction with each other. As the figure 4 can be seen, this is the first hydraulic working space 110.5 of the first
  • Coupling device 211 coupled to the first hydraulic working space 110.5 of the second actuator 110.2, while the second hydraulic working space 1 10.6 of the first actuator 110.1 is coupled via a further simple hydraulic line 211.2 of the coupling device 211 with the second hydraulic working space 110.6 of the second actuator device 1 10.2.
  • Transverse displacements in place of the double-acting actuators 110.3 basically also in each case a single-acting piston-cylinder arrangement per wheelset 104.1, 104.2 may suffice. Thus, in the present example, it may basically be sufficient to provide or use only the first hydraulic work spaces 110.5 or the second hydraulic work spaces 1 10.6.
  • FIGS. 1 and 4 A further preferred exemplary embodiment of the rail vehicle 101 according to the invention with a further preferred exemplary embodiment of the chassis 303 according to the invention is described below with reference to FIGS. 1 and 4.
  • the landing gear 303 may replace the landing gear 103 in the vehicle 101.
  • the chassis 303 is similar in its basic function and its basic structure of the chassis 103, so that only the differences should be discussed here. In particular, similar components are provided with reference numerals increased by the value 200, while identical components are provided with identical reference numerals. Unless otherwise stated below, reference is made expressly to the above statements with regard to the features and properties of these components.
  • the difference of the chassis 303 to the chassis 103 is that the first
  • Actuator 310.1 and the second actuator 310.2 of the coupling assembly 308 each have two actuators 310.3, which act on different suspension sides each between a wheel bearing housing 107 of the associated wheelset 104.1 and 104 2 and the bogie frame 105.
  • the actuators 310.3 thereby form first to fourth actuator units 310.8 to 310.1 1, the first actuator unit 310.8 and the third actuator unit 310.10 forming the first actuator device 310.1, while the second actuator unit 1 10.9 and the fourth actuator unit 310.1 1 form the second actuator 310.2.
  • the first actuator 310.1 and the second actuator 310.2 are in turn arranged and hydraulically coupled by a coupling device 311, that in the first transverse displacement Q1 of the first gearset 104.1, a first deflection of the first actuator 310.1 and the second actuator 310.2 to generate the second transverse displacement Q2 of the second set of wheels 104.2 is actuated.
  • the respective actuator 310.3 comprises an im
  • Substantially cylindrical elastic chamber element 310.12 which is received in a first interface element in the form of a substantially cylindrical housing 310.13.
  • a second interface element in the form of a substantially cylindrical bolt 310.14 is received substantially centrally in the chamber element 310.12.
  • the axes of the chamber element 310.12, the housing 310.13 and the bolt 310 14 extend substantially collinear in the rest state shown in FIGS. 7 and 8 (in the straight, even track) and substantially parallel to the vehicle's vertical axis (z-axis).
  • the bolt 310.14 projects beyond the chamber element 310.12 and the housing 310.13 on both sides in the axial direction, wherein the ends of the bolt 310.14 are pivotally received in a fork-shaped connecting element 310.7, which in turn is rigidly secured to the respective wheel bearing housing 107.
  • the housing 310.13 in turn is rigidly attached to the bogie frame 105.
  • the elastic chamber element 310.12 is subdivided into four quadrants, wherein it delimits in each quadrant a hydraulic working space 310.5, 310.6, 310.15, 310.16 which can be filled with a working medium (for example a hydraulic fluid) under elastic deformation of the chamber element 310.12.
  • a working medium for example a hydraulic fluid
  • the chamber element 310.12 is formed in the present example of a correspondingly elastic material (such as a rubber material, an elastomer or the like), which upon filling of the working space 310.5, 310.6, 310.15, 310.16 is deformed and leads to a corresponding relative movement between the housing 310.13 and the bolt 310.14, which ultimately leads to a relative movement between the bogie frame 105 and the associated wheel 104.1 and 104.2.
  • a correspondingly elastic material such as a rubber material, an elastomer or the like
  • the bolt 310.14 When the first hydraulic working space 310.5 is filled, the bolt 310.14 is displaced in a first direction parallel to the vehicle transverse direction (y-direction), thus generating the first transverse displacement Q1 or the second transverse displacement Q2. Also in the present example, a configuration with an Ago nesting and antagonists is realized by the bolt 310.14 when filling the (arranged in the diametrically opposite quadrant) second hydraulic working space 310.6 in a direction opposite to the first direction second direction parallel to the vehicle transverse direction (y-direction) moved becomes. As a result, one of the first transverse displacement Q1 is opposite third
  • Transverse displacement Q3 (see Figure 9) or one of the second transverse displacement Q2 opposite fourth transverse displacement Q4 of the associated wheelset 104.1 and 104.2 is generated.
  • Transversal displacements Q1 to Q4 of the two wheelsets 104.1 and 104.2 be realized by the hydraulic working spaces 310.5 and 310.6 of arranged on the same side of the chassis actuator units 310.8 to 310 1 1 of the actuator 310.1 and 310.2 are coupled via the coupling device 31 1 crosswise with each other.
  • the first hydraulic working space 310.5 of the first actuator unit 310.8 is connected via a simple hydraulic line 311.1
  • Coupling device 311 coupled to the second hydraulic working space 310.6 of the fourth actuator unit 310.11, while the second hydraulic working space 310.6 of the first actuator unit 310.8 via a further simple hydraulic line 31 1.2 of
  • Coupling device 311 is coupled to the first hydraulic working space 310.5 of the fourth actuator unit 310.1 1. The same applies to the first and second hydraulic working spaces 310.5, 310.6 of the second and third actuator units 310.9 and 310.10.
  • one of the actuator devices 310.1 or 310.2 is actuated by a corresponding deflection of the associated wheel unit 104.1 or 104.2, and then in turn actuates the other actuator device 310.2 or 310.1 via the coupling device 311.
  • the first actuator device 310.1 actuates the second actuator device 310.2 in the case of the first transverse displacement Q1 in order to generate the second transverse displacement Q2 via the coupling device 31 second actuator 310.2 at the second transverse displacement Q2 the first
  • Actuator 310.1 for generating the first transverse displacement Q1 on the
  • an active coupling of the transverse displacements Q1 to Q4 by an active coupling device 311 may be provided, as indicated in Figures 5, 6 and 11 by the dashed contour 311.3.
  • an active control device 311.3 can also be provided here which actively influences the coupling of the transverse displacements Q1 and Q2 or Q3 and Q4, for example by influencing the damping or damping characteristic of the coupling during operation via active valves or the like.
  • the transverse displacements can be influenced or adjusted individually or jointly via active hydraulic energy sources of such a control device 31 1.3.
  • an active coupling arrangement 108 is then, for example, an active influence of
  • Coupling of the transverse deflections Q1 to Q4 may be limited. In the present example, however, in addition to the actuator in 310.3, a coupling with respect to
  • the third hydraulic working space 310.15 and the fourth (arranged in diametrically opposite quadrants) fourth hydraulic working space 310.16 are provided for this purpose, which in turn interact in the manner of an agonist and an antagonist.
  • the third hydraulic working space 310.15 is arranged and designed such that, when the third hydraulic working space 310.15 is filled, a first longitudinal displacement L1 extending in the longitudinal direction (x direction) takes place on the associated wheel bearing housing 107.
  • a second longitudinal displacement L1 opposite occurs
  • Coupling device 311 hydraulically coupled to the third hydraulic working space 310.15 of lying on the other side of the chassis second actuator 310.9 coupled.
  • the fourth hydraulic working space 310.16 of the third actuator unit 310.10 is hydraulically coupled via a simple hydraulic line 311.5 of the coupling device 311 to the third hydraulic working space 310.15 of the fourth actuator unit 310.11 (located on the other running gear side).
  • the third hydraulic working spaces 310.15 of the first actuator unit 310.8 and the third actuator unit 310.10 are hydraulically coupled to one another and the fourth hydraulic working spaces 310.16 of the second actuator unit 310.9 and the fourth actuator unit 310.11 are hydraulically coupled to one another.
  • the longitudinal displacements L1 and L2 are coupled to the wheel bearing housings 107 of the wheel sets 104.1 and 104.2 opposite turning movements about the vehicle vertical axis (z-axis) are impressed, as required for example for the radial adjustment of the wheel sets 104.1 and 04.2. This is illustrated in FIG. 6, in which the dashed contours 109 respectively show the rest position of the wheel sets 104.1 and 104.2 from FIG.
  • an active coupling of the longitudinal displacements L1, L2 can be provided by an active coupling device 31 1, as indicated in Figures 5, 6 and 11 by the dashed contour 31 1.3.
  • an active control device 311.3 may be provided, which actively influences the coupling of the longitudinal displacements L1, L2, for example by influencing the damping or damping characteristic of the coupling via active valves or the like during operation.
  • the longitudinal displacements can be influenced or adjusted individually or jointly via active hydraulic energy sources of such a control device 1 1 1.3.
  • active hydraulic energy sources of such a control device 1 1 1.3 By way of example, an active influencing of the deflections of the wheelsets 104, 1 and 104.2 (that is to say, for example, the turning angle and / or the wheelbase) in accordance with the current driving situation is then possible via such an active coupling arrangement 308.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Vehicle Body Suspensions (AREA)

Abstract

La présente invention concerne un châssis, en particulier pour un véhicule ferroviaire, comprenant un cadre (105) de châssis, un premier ensemble roue (104.1) et un deuxième ensemble roue (104.2), le cadre (105) de châssis s'appuyant par l'intermédiaire d'un mécanisme à ressort, en particulier d'une suspension primaire, sur le premier ensemble roue (104.1) et le deuxième ensemble roue (104.2) et définissant une direction longitudinale, une direction transversale et une direction en hauteur. Le premier ensemble roue (104.1) et le deuxième ensemble roue (104.2) sont couplés l'un à l'autre par un système de couplage (108) de telle manière que le système de couplage (108) génère, lors d'un premier déplacement transversal du premier ensemble roue (104.1) par rapport au cadre (105) de châssis le long de la direction transversale, un deuxième déplacement transversal dans le même sens du deuxième ensemble roue (104.2) par rapport au cadre (105) de châssis le long de la direction transversale. Le système de couplage (108) comprend un premier dispositif actionneur hydraulique (110.1), un deuxième dispositif actionneur hydraulique (110.2) et un dispositif de couplage (111), le premier dispositif actionneur (110.1) agissant entre le premier ensemble roue (104.1) et le cadre (105) de châssis, le deuxième dispositif actionneur (110.2) agissant entre le deuxième ensemble roue (104.2) et le cadre (105) de châssis et le premier dispositif actionneur (110.1) et le deuxième dispositif actionneur (110.2) étant disposés et couplés hydrauliquement l'un à l'autre par le dispositif de couplage (111) de telle manière que, lors du premier déplacement transversal, une première déviation du premier dispositif actionneur (110.1) ait lieu et que le deuxième dispositif actionneur (110.2) soit actionné pour générer le deuxième déplacement transversal.
EP14716599.7A 2013-04-16 2014-04-11 Châssis pourvu d'ensembles roue couplés transversalement Withdrawn EP2986482A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102013103827.1A DE102013103827A1 (de) 2013-04-16 2013-04-16 Fahrwerk mit quergekoppelten Radeinheiten
PCT/EP2014/057413 WO2014170234A1 (fr) 2013-04-16 2014-04-11 Châssis pourvu d'ensembles roue couplés transversalement

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EP2986482A1 true EP2986482A1 (fr) 2016-02-24

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DE (1) DE102013103827A1 (fr)
WO (1) WO2014170234A1 (fr)

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DE102014003506A1 (de) * 2014-03-14 2015-09-17 Carl Freudenberg Kg Hydrobuchsenanordnung
AT516583A1 (de) 2014-11-27 2016-06-15 Siemens Ag Oesterreich Radsatzführung für ein Schienenfahrzeug
EP3205549A1 (fr) * 2016-02-15 2017-08-16 Bombardier Transportation GmbH Ensemble guide d'essieu de roue avec des convertisseurs hydromécaniques longitudinaux et train de roulement associé
KR20180134859A (ko) * 2016-02-15 2018-12-19 봄바디어 트랜스포테이션 게엠베하 길이 방향 유압 기계 컨버터를 갖는 바퀴 축 안내 어셈블리 및 관련 러닝 기어
DE102019129457A1 (de) * 2019-10-31 2021-05-06 Liebherr-Transportation Systems Gmbh & Co Kg Hydromechanisches Radsatzsteuerungssystem für ein Schienenfahrzeug
DE102020216069A1 (de) 2020-12-16 2022-06-23 Siemens Mobility GmbH Anordnung zur Übertragung von Längskräften bei einem Schienenfahrzeug
DE102020216073A1 (de) 2020-12-16 2022-06-23 Siemens Mobility GmbH Anordnung zur Übertragung von Längskräften bei einem Schienenfahrzeug
AT525672B1 (de) * 2022-02-02 2023-06-15 Siemens Mobility Austria Gmbh Fluidische Koppelvorrichtung und Fahrwerk

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WO2014170234A1 (fr) 2014-10-23
DE102013103827A1 (de) 2014-10-16

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