WO2017157740A1

WO2017157740A1 - Running gear for a rail vehicle

Info

Publication number: WO2017157740A1
Application number: PCT/EP2017/055459
Authority: WO
Inventors: Andreas Kienberger; Martin Teichmann; Thilo Hoffmann
Original assignee: Siemens Ag Österreich
Priority date: 2016-03-17
Filing date: 2017-03-08
Publication date: 2017-09-21
Also published as: EP3390196A1; AT518973B1; CN209581501U; ES2861591T3; PL3390196T3; EP3390196B1; AT518973A1

Abstract

The invention relates to a running gear for a rail vehicle, having at least one first wheel pair (2) or at least one first wheelset and having active wheel control or wheelset control. In order to to create advantageous design conditions, according to the invention, at least one actuator unit (4) and at least one passive elastic bearing (5) having frequency-dependent and amplitude-dependent static and increased dynamic stiffness are arranged on the running gear in effective parallel connection with the actuator unit (4), the actuator unit (4), loaded quasi-statically, exerts an actuating function on the position, and in particular on the location of the first wheel pair (2) or the first wheelset, and the elastic bearing (5) couples the first wheel pair (2) or the first wheelset with a dynamic stiffness. The separation between the generation of the dynamic stiffness and the positioning of the first wheel pair (2) or the first wheelset results in the advantage that the actuator unit (4) can be implemented compactly and economically. The actuator unit does not fulfill any safety-critical functions and therefore, in the design and validation of the actuator unit's control and software, no safety-relevant aspects have to be taken into account. This results in a particularly economic solution.

Description

Suspension for a rail vehicle

The invention relates to a chassis for a rail vehicle, with at least a first pair of wheels or at least a first set of wheels and an active wheel control or

Wheel set control.

Bogies for rail vehicles must have a high

Driving safety have. This can be improved, for example, by the arrangement of an active wheel control or wheel set control. The targeted placement of wheels or wheelsets by actively twisting the same around their

Hochachsen serves in a known way to unstable

To prevent driving conditions.

Furthermore, the ride comfort by avoidance

increased disturbing vibrations in a rail vehicle.

In addition, the active wheel control or

Wheel set control a reduction in the wear of wheels and rails.

In the prior art, for example, DE 10 2009 041 110 AI describes fluidic actuators and their arrangement in a chassis for rail vehicles. In one

Embodiment is the interaction of two

Actuators shown which u.a. the steering angle of

Set wheelsets around their vertical axes.

A first actuator characterizes a first wheel set

quasistatic steering angle excursion in one

Frequency range of about 0.5Hz to 1.0Hz.

A second actuator provides a second set of wheels in a frequency range of about 4.0Hz to 8.0Hz. These are u.a. Dynamic steering angle excursion, which causes a compensation of introduced via a track in the chassis disturbances.

The actuators are connected via handlebars with the wheelsets. About a not shown in DE 10 2009 041 110 AI coupling of the wheelsets can be impressed on the one wheelset Stellbewegung also be transferred to the other wheelset.

The mentioned approach has in its known form the

Has the disadvantage that with the second actuator an active, i. a component comprising a controller compensates for dynamic disturbances introduced by a track into the chassis and thus fulfills a safety-critical function.

In the context of design and validation of the wheelset management therefore safety-relevant aspects (e.g.

Failure scenarios) not only for mechanical components but also for software modules, for example.

EP 0 870 664 B1 shows a method and a device for wheel set guidance of rail vehicles. By way of example, a device is shown in which the setting angle of wheelsets is generated by a two-chamber fluid bushing. A swing arm connects the wheel set with a chassis frame. The fluid sleeve is disposed between the swing arm and the chassis frame. Their chambers are mutually connected with fluid via appropriate connections

applied, whereby a relative movement between the

Swing arm and the chassis frame is generated.

The mentioned approach has in its known form the

Disadvantageous that the fluid bushing be designed as a safety-relevant component for the fulfillment of their task in the setting of wheelset angles as active component, i. must have a control.

It must be in the context of interpretation and validation not only for the fluid socket itself but also for their

Control and its software safety-related aspects such. Failure Scenarios are considered.

EP 0 759 390 B1 describes a method for wheel set guidance of rail vehicles. Be over a running in the direction of the transverse axis of the chassis coupling device Wheel sets deflected in opposite directions to each other and set radially to a track to be traversed.

The mentioned approach has in its known form the

Disadvantage of a complex construction with a high need for installation space in a chassis on. In particular, in embodiments of chassis with low

Space available due to internally mounted wheelsets, arranged drive units, etc., the coupling device is difficult to use.

The invention is therefore based on the object to provide a comparison with the prior art improved chassis.

According to the invention this object is achieved with a chassis of the type mentioned,

in which at least one actuator unit and in operative parallel connection to the actuator unit are arranged on the chassis, at least one passive elastic bearing with frequency- and amplitude-dependent static and increased dynamic rigidity,

in which the actuator unit, quasi-statically loaded, exerts an actuating function on the position and in particular the position of the first pair of wheels or of the first gearset, and in which the elastic bearing couples the first pair of wheels or the first gearset with a dynamic rigidity.

The inventively combined arrangement of the elastic bearing and the actuator unit is in relation to the mechanical effect of a parallel circuit. It causes the required dynamic stiffness of the

Wheelset pairing or wheelset guide as a passive element, i. executed without control devices

Elastic bearing is generated and the dynamic loads of the actuator unit can be reduced.

The elastic bearing generates primarily stiffnesses in the radial direction of its end face, ie with a corresponding arrangement or position of the elastic bearing in a chassis, in Direction of the chassis longitudinal axis and in the direction of

Suspension axle.

The use of the elastic bearing gives the advantage of a compact, safe and cost-effective solution in

Application scenarios that require large spring travel and a defined damping effect at the same time. A

Alternative to an elastic bearing according to the invention is a complex and consisting of several components storage by means of elastomer or steel springs and a parallel vibration damper.

Furthermore, use of the elastic bearing according to the invention is advantageous in application scenarios in which low and high exciter frequencies occur. Here is due to the

Damping effect of the elastic bearing increases ride comfort and reduces the risk of damage to components of the chassis when the exciter and natural frequencies overlap.

By the use of the elastic bearing according to the invention with its increased dynamic stiffness

safety-critical functions fulfilled by the elastic bearing and the actuator unit exercises quasi-static loaded, a safety-critical positioning function.

It can therefore be made compact and inexpensive. Since it does not fulfill a safety-critical function, the design and validation of its control and its

Software no safety-relevant aspects are considered. This results in a particularly favorable solution

The actuator unit can, for example, with a

Chassis frame and a wheel bearing or a Radsatzlager be connected. It can be arranged at various locations on the chassis, resulting in a high, especially in limited space conditions important flexibility in the arrangement of components in the chassis. Furthermore, the separation according to the invention is the generation of the dynamic stiffness and the placement of wheels

advantageous in a product portfolio with chassis with and without active wheel control or wheelset control. at

Trolleys with active wheel control or wheel set control elastic bearing and actuator units are arranged in chassis without active wheel control or wheelset although elastic bearings, but no actuator units.

Corresponding interfaces to chassis components can be carried out uniformly for chassis with and without active wheel control or wheelset control.

A preferred solution results if the actuator unit has at least one pneumatic actuator.

The pneumatic actuator may be derived from the compressed air system of the vehicle, as e.g. used for braking systems are fed. Would the actuator unit also the

must apply dynamic stiffness of the wheel or the Radsatzführung, air would be unsuitable as a medium for the generation of a force. The required elasticity and rigidity could not be applied with pneumatic actuators of known embodiments, or the pneumatic actuators would have to be dimensioned large in terms of the available space in the chassis for the conversion of small pressures into large forces. By the

However, according to the invention use of a pneumatic actuator in relation to the mechanical effect in parallel elastic bearings for the application of dynamic stiffness, a compact design of the pneumatic actuator is possible in an advantageous manner.

It is favorable if the actuator unit has at least one first hydraulic actuator.

In particular, for vehicles in which hydraulic systems are designed to perform certain functions (e.g., the function of

Braking systems in trams) are used, the use of the first hydraulic actuator is advantageous because In the vehicle anyway to be provided facilities can be used.

Due to the different compressibility properties of liquids and gases, hydraulic actuators are preferable to pneumatic actuators, especially with limited space available, since these allow higher pressures and thus can be dimensioned smaller to achieve the same actuating forces smaller than pneumatic actuators.

The first hydraulic actuator may for example be designed as a first hydraulic cylinder.

An advantageous embodiment is obtained when the

Actuator at least a second hydraulic

Actuator, which is connected downstream of a pressure booster, wherein the pressure booster translates a pneumatic pressure into a hydraulic pressure and is fed with the hydraulic pressure of the second hydraulic actuator.

This achieves high flexibility in the arrangement.

Instead of in terms of space available in the chassis large pneumatic actuator will be a compact

Pressure intensifier and a compact, second hydraulic actuator used, i. a large component is replaced by two small components. Depending on the

Space available in the chassis, this possibility may prove to be beneficial.

The invention is based on

Embodiments explained in more detail.

They show by way of example:

Fig. 1: A side view of a first, exemplary

Embodiment of a chassis according to the invention, wherein a section of a chassis frame, a first pair of wheels and a first swing arm are shown and, between the chassis frame and the arranged first oscillating arm, a Aktuatoremheit and an elastic bearing are shown

A side view of a first exemplary embodiment of a chassis according to the invention, wherein a chassis frame and a first pair of wheels, a second pair of wheels, a first swing arm and a second swing arm are shown and arranged between the first swing arm and the second swing arm actuator unit and a between the first swing arm and the

Chassis frame arranged elastic bearing are shown

A side view of a first exemplary embodiment of a chassis according to the invention, wherein a section of a chassis frame, a first pair of wheels, and a first swing arm are shown and arranged on the chassis frame actuator, arranged between the actuator and the first swing arm mechanical power booster and a between the

Chassis frame and the first swing arm

arranged elastic bearing can be shown

A sectional view of an exemplary

Execution of a pneumatic actuator,

A sectional view of an exemplary

Design of a pressure booster with a downstream hydraulic actuator, and

A sectional view of an exemplary

Execution of a pneumatic muscle. A section of a first, exemplary variant of a chassis according to the invention shown in side view in FIG. 1 comprises a detail of a chassis frame 1 and a first pair of wheels 2. Furthermore, a wheel bearing 12, a first swing arm 10 and a wheel bearing housing 13 are shown.

The chassis frame 1 is part of a primary sprung plane of the chassis and the first pair of wheels 2, the wheel bearing 12, the first swing arm 10 and the wheel bearing housing 13 belong to a non-sprung plane of the chassis.

Between the chassis frame 1 and the first swing arm 10 is for the generation of a dynamic rigidity, a passive elastic bearing 5 with frequency and

amplitude-dependent static and increased dynamic

Stiffness provided. It is designed as a cylindrical hydraulic jack and arranged between the first swing arm 10 and the chassis frame 1 in corresponding recesses in the first swing arm 10 and the chassis frame 1. The circular base of the hydraulic bush is parallel to one through the directions of a

Chassis longitudinal axis 14 and a chassis high axis 15 spanned plane arranged.

The hydraulic bushing comprises a cylindrical

Housing outer part 16, a cylindrical housing inner part 17 and a cylindrical pin 18. The housing outer part 16, the housing inner part 17 and the bolt 18 are arranged coaxially. The housing inner part 17 is between the

Housing outer part 16 and the bolt 18 is provided.

In a cylindrical area with circular

Base between the housing outer part 16 and the

Housing inner part 17, a blowing spring 19, a first chamber 20, a second chamber 21 and support springs, not shown, are arranged. Between the housing inner part 17 and the bolt 18, an annular channel 22 is provided which does not over

shown connecting channels connecting the first chamber 20 with the second chamber 21. The first chamber 20, the second chamber 21 and the annular channel 22 are filled with a heat and cold resistant fluid. A radial loading of the elastic bearing 5 in relation to the cylindrical contour of the hydraulic bushing causes the fluid to escape from the first chamber 20 into the second chamber 21 via the annular channel 22, or the expanding spring 19 to expand. Depending on the frequency of the load, one or the other process dominates. At low frequencies, the dynamic stiffness of the hydraulic bush is determined by the stiffnesses of the suspension springs. With the frequency, the flow resistance of the fluid and thus the dynamic stiffness increases. At high frequencies, the fluid is too sluggish to flow through the annulus 22 and the volume balance is increased across the inflation spring 19, thereby stabilizing the dynamic stiffness at a high level. The hydraulic bushing has a stabilizing, springing and damping effect primarily in the plane of her

Base area, i. in the direction of the suspension longitudinal cause 14 and in the direction of the chassis high axis 15. In addition to a stabilization of the primary sprung plane and the non-sprung plane of the chassis is a

vibration-mechanical decoupling of the two levels

achieved from each other. An actuator unit 4 is connected in parallel to the elastic bearing 5 with respect to the mechanical mode of action. It is thereby achieved that the resulting rigidity of the arrangement of the elastic bearing 5 and the actuator unit 4 corresponds to the sum of the stiffnesses of these two components.

The actuator unit 4 is connected to the chassis frame 1 and the first swing arm 10 via a first pivot joint 23 and a second pivot joint 24. The first pivot 23 is disposed between the actuator unit 4 and the first swing arm 10, the second pivot 24 between the

Actuator 4 and the chassis frame 1. The actuator unit 4 is arranged with respect to their position in such a way that the actuating force generated by it acts in parallel with respect to the direction of the chassis longitudinal axis 14.

For receiving the first rotary joint 23 and the second rotary joint 24, corresponding recesses and devices are arranged on the chassis and the actuator unit 4. The illustrated installation location of the actuator unit 4 corresponds to an advantageous embodiment, but fundamentally different for the inventive arrangement

Positions on the chassis conceivable.

The actuator unit 4 has, for example

pneumatic actuator 6, a first hydraulic

Actuator, a pressure booster 8 with a downstream, second hydraulic actuator 7, a linear drive or a pneumatic muscle 26 on.

An exemplary embodiment of a pneumatic

Actuator 6 is shown in Fig. 4, an exemplary embodiment of a pressure booster 8 with a downstream, second hydraulic actuator 7 in Fig. 5 and an exemplary embodiment of a pneumatic muscle 26 in Fig. 6.

The actuator 4 generates a force in the direction of the chassis longitudinal axis 14, whereby the non-sprung plane of the chassis relative to the primary sprung plane of the chassis moved and an adjustment of position and position of the first pair of wheels 2 is made.

The elastic bearing 5 transmits dynamic, the actuator unit 4 quasi-static loads.

This has the advantage that the actuator unit 4 can be made compact and inexpensive.

Furthermore, it is favorable that the actuator unit 4 does not fulfill safety-critical functions as an active component and therefore in the design and validation of the control the actuator 4 and their software no security-relevant aspects must be considered. Safety-critical functions are fulfilled by the elastic bearing 5 as a passive component.

In contrast to FIG. 1, FIG. 2 shows a second,

exemplary embodiment of a chassis according to the invention, in which in addition to a chassis frame 1, a first pair of wheels 2 and a first swing arm 10, a second pair of wheels 3 and a second swing arm 11 are shown.

An actuator unit 4 is pivotally connected to the first swing arm 10 and the second swing arm 11 via a first pivot joint 23 and a second pivot joint 24.

The first pivot 23 is disposed between the actuator unit 4 and the first swing arm 10, the second

Swivel joint 24 between the actuator unit 4 and the second swing arm 11.

The actuator unit 4 is arranged with respect to their position in such a way that the actuating force generated by it acts in parallel with respect to the direction of the chassis longitudinal axis 14.

Due to the actuating force of the first swing arm 10 and the second swing arm 11 are shifted from each other and thereby set positions and positions of the first pair of wheels 2 and the second pair of wheels 3.

Incidentally, the principle shown in FIG. 2 corresponds to the embodiment variant shown in FIG. 1.

Fig. 3 shows a side view of a third, exemplary embodiment variant, wherein a section of a

Chassis frame 1 and a first pair of wheels 2 are shown. Furthermore, a first swing arm 10 is shown.

An actuator unit 4 is connected via a second pivot 24 articulated to the chassis frame 1. Via a first sliding block 30, the actuator unit 4 is connected to a mechanical force translator 9. This is designed as a lever 27 with a first link 28 and a second link 29.

The first sliding block 30 is provided in the, arranged on a lower end of the lever 27, first link 28. Between the lower end and an upper end of the lever 27, a third pivot 25 is arranged, via which the lever 27 is connected to the first swing arm 10.

For receiving the second rotary joint 24, the first sliding block 30 and the third rotary joint 25 are on the chassis, the actuator unit 4 and the lever 27th

corresponding recesses and devices arranged.

On the upper end of the lever 27 and in the second rocker 29 fixedly connected to the first rocker arm 10, a second sliding block 31 is arranged.

Depending on positions of the first sliding block 30, the third rotary joint 25 and the second sliding block 31, a translation of the actuating force generated by the actuator 4 results in reaction forces which act in areas of the second sliding block 31 and the third rotary joint 25 on the first swing arm 10 ,

There are other dimensions, positions and positions of the lever 27, the first link 28 and the second link 29 are possible in addition to the dimensions shown, installation positions and installation positions. These dimensions, positions and positions as well as the arrangement of the third pivot 25 and the second

Sliding block 31 on the lever 27 can be selected depending on a distance to be bridged between the actuator unit 4 and the first swing arm 10.

For example, when replacing the actuator unit 4 in a larger or smaller variant, it is possible to replace only the lever 27 and leave the first swing arm 10 unchanged.

Incidentally, the principle shown in Fig. 3 corresponds to that embodiment variant shown in Fig. 1.

4 is a sectional view of an exemplary embodiment of a pneumatic actuator 6 is shown. The pneumatic actuator 6 is an exemplary one

Embodiment of the actuator unit 4 described in FIGS. 1 to 3.

It is designed as a double-acting pneumatic cylinder and comprises, in addition to a first piston 32, a piston seal 39, a cylinder tube 36, a cylinder tube seal 40, a bottom cover 37, a bottom cover seal 41, a

Bearing cap 38, a Lagerdeckeldichtung 42, a first piston rod 43, a scraper ring 46 and a bearing bush 47th

The piston seal 39 prevents the pressure on one side of the first piston 32 from being able to equalize over the opposite side. It is designed as an O-ring in this embodiment, but it can e.g. also one

Double cup cuff are used.

The bottom cover 37 and the bearing cap 38 are made of die-cast aluminum, the first piston rod 43 from

Quenched and tempered steel. The wiper ring 46 prevents a

Ingress of dirt into the pneumatic cylinder.

On a left end of the first piston rod 43, a first recess 48 for receiving the first rotary joint 23 shown in FIGS. 1 and 2 or the first sliding block 30 shown in FIG. 3 is arranged on a right end of the bottom cover 37 a second recess 49 for the second shown in FIGS. 1 to 3

Swivel 24.

The pneumatic actuator 6 is connected via a first port 54 and a second port 55 to the compressed air system of the vehicle.

A first piston surface 57 and a second piston surface 58 can be acted upon with compressed air. According to the well-known educational rule, according to which a force results from the product of a pressure and a surface, a first piston force 63 is formed, which in the direction of

Pneumatic cylinder longitudinal axis runs. Both the extension and retraction movements of the first piston 32 are controlled by means of compressed air and the first piston force 63 formed.

The pneumatic actuator 6 is arranged with respect to its position in such a manner that the first piston force 63 in the direction of that shown in FIGS. 1 to 3

Suspension longitudinal axis 14 acts.

The movement of the first piston 32 performs the details described in connection with FIGS. 1 to 3

Stellaufgaben the actuator 4 from.

It is u.a. Also a version as one-sided acted upon by compressed air pneumatic actuator or

for example, different, in the ISO 1219

variants described are used.

Fig. 5 shows a sectional view of an exemplary embodiment of a pressure booster 8 with a

downstream, designed as a second hydraulic cylinder, second hydraulic actuator. 7

The arrangement is an exemplary embodiment of the actuator unit 4 described in FIGS. 1 to 3.

The pressure booster 8 comprises a primary cylinder 66 and a secondary cylinder 67, a second piston 33, a third piston 34 and a second piston rod 44.

A first primary port 68 and a second primary port 69 are connected to the compressed air system of the vehicle.

A third piston surface 59 is over the first

Thereafter, a second piston force 64 is generated and the second piston 33, the second piston rod 44 and the third piston 34 move in the direction of the longitudinal axis of the primary cylinder 66 and of the secondary cylinder 67.

According to the ratio of the third piston surface 59 and the fourth piston surface 60 to a fifth piston surface 61 is due to the second piston force 64 and the

resulting movement of the third piston 34 in the Secondary cylinder 67 constructed a hydraulic pressure acting on a secondary connection 70 to the downstream, second hydraulic actuator 7, a third

Piston force 65 generates and a fourth piston 35 in

Direction of the longitudinal axis of the second hydraulic cylinder moves.

The fourth piston 35 has a sixth piston surface 62. It is smaller than the first piston surface 57 and the second piston surface 58 of the pneumatic actuator 6 described in connection with FIG. 4, since the resulting from the conversion by the pressure booster 8 hydraulic pressure is greater than that of the related 4 described with the compressed air system of the vehicle and provided in the pneumatic actuator 6 prevailing pneumatic pressure. For the generation of the same piston force can therefore be used for the exemplary embodiment of FIG. 5, a second hydraulic actuator 7, which is smaller than the pneumatic actuator 6 described in connection with FIG.

The second hydraulic actuator 7 is arranged with respect to its position in such a way that the third piston force 65 in the direction of that shown in FIGS. 1 to 3

Suspension longitudinal axis 14 acts.

The movement of the fourth piston 35 performs the details described in connection with FIGS. 1 to 3

Stellaufgaben the actuator 4 from.

The pressure booster 8 has not shown recesses and devices for its attachment to the chassis. The second hydraulic actuator 7 comprises on a left end of a third piston rod 45 a third recess 50 for receiving the first rotary joint 23 shown in FIGS. 1 and 2 and the first sliding block 30 shown in FIG At the end of a housing 71, a fourth recess 51 for the second rotary joint 24 shown in FIGS. 1 to 3 is arranged.

The pressure booster 8 and the second hydraulic actuator 7 are in this embodiment, local and functional directly connected to each other, but can also be arranged according to the invention in a local separation and connected to each other via cable routes. In FIG. 6, by way of example, a pneumatic muscle 26, which represents an embodiment variant of the actuator unit 4 shown in FIGS. 1 to 3, is shown in FIG

Sectional view shown.

The pneumatic muscle 26 includes a cylindrical first armature 72, a cylindrical second armature 73, a third port 56, and a cylindrical rubber diaphragm 74. The rubber diaphragm 74 has an aramid yarn insert. Via the third connection 56, the pneumatic muscle 26 is connected to the compressed air system of the vehicle and is supplied with compressed air. The rubber membrane 74 closes the

Compressed air tightly. When an internal pressure is applied, the rubber membrane 74 expands in the radial direction with respect to its circular base, thus creating a

Contraction movement in the direction of its longitudinal axis.

The pneumatic muscle 26 is arranged with respect to its position in such a way that the contraction movement of the rubber membrane 74 runs in the direction of the chassis longitudinal axis 14 shown in FIGS. 1 to 3 and in detail in connection with FIGS. 1 to 3

described actuating tasks of the actuator 4 performs. The pneumatic muscle 26 comprises on a left end of the first armature 72 a fifth recess 52 for receiving the first rotary joint 23 shown in FIGS. 1 and 2 and the first sliding block 30 shown in FIG. 3, respectively, on a right end The second armature 73 is arranged a sixth recess 53 for receiving the second rotary joint 24 shown in FIGS. 1 to 3.

By the use of the pneumatic muscle 26, the advantage of a particularly compact design and, due to the arrangement of the rubber membrane 74 with their use

Aramid yarns, achieved a favorable vibration resistance. The use of wheel bearings 12 and wheel bearing housings 13 shown in FIGS. 1 to 3 is exemplary. Arrangements of wheelsets and wheelset bearing housings are also possible according to the invention.

Furthermore, in arrangements according to the invention with more than one actuator unit 4 corresponding to FIGS. 1 to 3 in a chassis, the adjusting movements of the individual are effected

Actuator 4 coordinated with each other to produce, for example, for all wheels in the chassis tangential positions with respect to a track to be traversed.

List of terms

1 chassis frame

2 first pair of wheels

3 second pair of wheels

4 actuator unit

5 elastic bearings

6 Pneumatic actuator

7 Second hydraulic actuator

8 pressure intensifier

9 Mechanical force translator

10 First swing arm

11 second swing arm

12 wheel bearings

13 wheel bearing housing

14 chassis longitudinal axis

15 chassis uprights

16 housing exterior

17 housing inner part

18 bolts

19 inflating spring

20 First Chamber

21 Second Chamber

22 ring channel

23 First swivel

24 Second pivot

25 Third swivel

26 Pneumatic muscle

27 lever

28 First scenery

29 Second scenery

30 First sliding stone

31 Second cornerstone

32 First piston

33 Second piston

34 Third piston

35 Fourth piston 36 cylinder tube

37 bottom lid

38 bearing cover

39 piston seal

40 Z linderrohrdichtung

41 bottom cover gasket

42 bearing cover gasket

43 First piston rod

44 Second piston rod

45 Third piston rod

46 scraper ring

47 bearing bush

48 First recess

49 Second recess

50 third recess

51 Fourth recess

52 fifth recess

53 sixth recess

54 First connection

55 Second connection

56 Third connection

57 First piston surface

58 Second piston surface

59 Third piston surface

60 Fourth piston area

61 Fifth piston surface

62 Sixth piston surface

63 First piston force

64 Second piston force

65 Third piston force

66 primary cylinder

67 secondary cylinders

68 First primary connection

69 Second primary connection

70 secondary connection

71 housing

72 First fitting Second fitting rubber membrane

Claims

claims

1. chassis for a rail vehicle, comprising at least a first pair of wheels or at least a first set of wheels and an active wheel control or wheelset, characterized in that

at least one actuator unit (4) and in operative parallel connection to the actuator unit (4) at least one passive elastic bearing (5) with frequency- and amplitude-dependent static and increased dynamic stiffness are arranged on the chassis,

that the actuator unit (4), quasi-statically loaded, a parking function on the position and in particular the position of the first pair of wheels (2) and the first wheel, and that the elastic bearing (5) the first pair of wheels (2) and the first gear coupled with a dynamic stiffness.

2. Suspension according to claim 1, characterized in that the actuator unit (4) the first pair of wheels (2) and the first wheel set to a chassis frame (1) coupled.

3. Suspension according to claim 1, characterized in that the actuator unit (4) and the elastic bearing (5), the first

Pair of wheels (2) or the first set of wheels to a second

Pair wheels (3) or a second set of wheels.

4. Suspension according to claim 1, characterized in that the actuator unit (4) has at least one pneumatic actuator (6).

5. Suspension according to claim 1, characterized in that the actuator unit (4) has at least one first hydraulic actuator.

6. Suspension according to claim 1, characterized in that the actuator unit (4) has at least one second hydraulic actuator (7) which is a pressure booster (8) downstream, wherein the pressure booster (8) translates a pneumatic pressure into a hydraulic pressure and with the hydraulic pressure of the second hydraulic actuator (7) is fed.