EP4237308A1 - Ensemble pour transmettre des forces longitudinales dans un véhicule ferroviaire - Google Patents

Ensemble pour transmettre des forces longitudinales dans un véhicule ferroviaire

Info

Publication number
EP4237308A1
EP4237308A1 EP21819044.5A EP21819044A EP4237308A1 EP 4237308 A1 EP4237308 A1 EP 4237308A1 EP 21819044 A EP21819044 A EP 21819044A EP 4237308 A1 EP4237308 A1 EP 4237308A1
Authority
EP
European Patent Office
Prior art keywords
chamber
axle guide
all2
guide bearing
housing element
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.)
Granted
Application number
EP21819044.5A
Other languages
German (de)
English (en)
Other versions
EP4237308B1 (fr
Inventor
Martin Zäch
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.)
Siemens Mobility GmbH
Original Assignee
Siemens Mobility 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 Siemens Mobility GmbH filed Critical Siemens Mobility GmbH
Publication of EP4237308A1 publication Critical patent/EP4237308A1/fr
Application granted granted Critical
Publication of EP4237308B1 publication Critical patent/EP4237308B1/fr
Active legal-status Critical Current
Anticipated expiration legal-status Critical

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
    • B61F5/38—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
    • A—HUMAN NECESSITIES
    • A63—SPORTS; GAMES; AMUSEMENTS
    • A63B—APPARATUS FOR PHYSICAL TRAINING, GYMNASTICS, SWIMMING, CLIMBING, OR FENCING; BALL GAMES; TRAINING EQUIPMENT
    • A63B21/00—Exercising apparatus for developing or strengthening the muscles or joints of the body by working against a counterforce, with or without measuring devices
    • A63B21/008—Exercising apparatus for developing or strengthening the muscles or joints of the body by working against a counterforce, with or without measuring devices using hydraulic or pneumatic force-resisters
    • A63B21/0083—Exercising apparatus for developing or strengthening the muscles or joints of the body by working against a counterforce, with or without measuring devices using hydraulic or pneumatic force-resisters of the piston-cylinder type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G9/00—Resilient suspensions of a rigid axle or axle housing for two or more wheels
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G9/00—Resilient suspensions of a rigid axle or axle housing for two or more wheels
    • B60G9/02—Resilient suspensions of a rigid axle or axle housing for two or more wheels the axle or housing being pivotally mounted on the vehicle, e.g. the pivotal axis being parallel to the longitudinal axis of the vehicle
    • 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
    • B61F5/308—Axle-boxes mounted for movement under spring control in vehicle or bogie underframes incorporating damping devices
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D7/00—Steering linkage; Stub axles or their mountings
    • B62D7/06—Steering linkage; Stub axles or their mountings for individually-pivoted wheels, e.g. on king-pins
    • B62D7/14—Steering linkage; Stub axles or their mountings for individually-pivoted wheels, e.g. on king-pins the pivotal axes being situated in more than one plane transverse to the longitudinal centre line of the vehicle, e.g. all-wheel steering
    • B62D7/142—Steering linkage; Stub axles or their mountings for individually-pivoted wheels, e.g. on king-pins the pivotal axes being situated in more than one plane transverse to the longitudinal centre line of the vehicle, e.g. all-wheel steering specially adapted for particular vehicles, e.g. tractors, carts, earth-moving vehicles, trucks
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
    • F16F9/00—Springs, vibration-dampers, shock-absorbers, or similarly-constructed movement-dampers using a fluid or the equivalent as damping medium
    • F16F9/10—Springs, vibration-dampers, shock-absorbers, or similarly-constructed movement-dampers using a fluid or the equivalent as damping medium using liquid only; using a fluid of which the nature is immaterial
    • F16F9/14—Devices with one or more members, e.g. pistons, vanes, moving to and fro in chambers and using throttling effect
    • F16F9/145—Devices with one or more members, e.g. pistons, vanes, moving to and fro in chambers and using throttling effect involving only rotary movement of the effective parts
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
    • F16F9/00—Springs, vibration-dampers, shock-absorbers, or similarly-constructed movement-dampers using a fluid or the equivalent as damping medium
    • F16F9/10—Springs, vibration-dampers, shock-absorbers, or similarly-constructed movement-dampers using a fluid or the equivalent as damping medium using liquid only; using a fluid of which the nature is immaterial
    • F16F9/14—Devices with one or more members, e.g. pistons, vanes, moving to and fro in chambers and using throttling effect
    • F16F9/16—Devices with one or more members, e.g. pistons, vanes, moving to and fro in chambers and using throttling effect involving only straight-line movement of the effective parts
    • F16F9/18—Devices with one or more members, e.g. pistons, vanes, moving to and fro in chambers and using throttling effect involving only straight-line movement of the effective parts with a closed cylinder and a piston separating two or more working spaces therein
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H48/00—Differential gearings
    • F16H48/06—Differential gearings with gears having orbital motion
    • F16H48/08—Differential gearings with gears having orbital motion comprising bevel gears

Definitions

  • the invention relates to an arrangement for transmitting longitudinal forces in a rail vehicle.
  • a hydraulic axle guide bearing is known from publication EP 1 457 706 A1, with which the driving behavior of rail vehicles is optimized both when cornering and when driving straight ahead.
  • the basic prerequisite for this optimization is a wheelset whose alignment in relation to the rail or is adjustable in relation to a traveled curve.
  • the hydraulic axle guide bearing for a rail vehicle described in publication EP 1 457 706 A1 comprises a guide pin and at least one spring element which is arranged between the guide pin and a control arm eye of an axle guide.
  • the spring element includes a hydraulic bushing having an outer housing and an inner housing.
  • the outer housing encloses the inner housing at a radial distance, so that an annular gap is formed.
  • a (rubber) elastic element is arranged in the annular gap in such a way that there are two diametrically opposed chambers, which serve as the first chamber or second chamber are referred to, at least partially limited.
  • the two chambers are filled with hydraulic fluid.
  • the two chambers are connected to one another via an internal overflow channel.
  • a shift of fluid between the two chambers is achieved through the overflow channel, so that a required low longitudinal rigidity when cornering and a required high rigidity in the case of a curve-free or drive straight is enough .
  • This setting also achieves low-wear and low-noise travel in a curve of the rail.
  • This optimized alignment of the wheelset is made possible by the hydraulic axle guide bearing, which has the lowest possible longitudinal rigidity when cornering and with a curve-free or must have a very high level of stiffness when driving in a straight line.
  • HLeA hydrophillic axle guide bearings with external connection
  • the first chamber and the second chamber each have a connection that is with an external connection “HLeA” is routed to the outside. This makes it possible to connect or separate the two chambers externally via a connecting line. to allow the two chambers to be coupled to other components, as described below.
  • FIG. 5 shows two wheel sets RS1, RS2 of a rail vehicle, which are connected in a known manner to a bogie DGST of a rail vehicle via hydraulic axle guide bearings ALL1 to ALL4.
  • the first wheel set RS 1 is connected to the bogie DGST via two hydraulic axle guide bearings ALL1 and ALL2, which have external connections and are designed as described above.
  • a first axle guide bearing ALL1 has two (diametrically) opposite chambers KAM11, KAM12, which serve as the first chamber KAM11 or be referred to as the second chamber KAM12.
  • the second chamber KAM12 is arranged in front of the first chamber KAM11.
  • a second axle guide bearing ALL2 has two (diametrically) opposite chambers KAM21, KAM22, which act as the first chamber KAM21 or be referred to as the second chamber KAM22.
  • the second chamber KAM22 is arranged in front of the first chamber KAM21.
  • the first chamber KAM11 of the first axle guide bearing ALL1 is connected to the first chamber KAM21 of the second axle guide bearing ALL2 for fluid exchange via external connections.
  • the second chamber KAM12 of the first axle guide bearing ALL1 is connected to the second chamber KAM22 of the second axle guide bearing ALL2 for fluid exchange via external connections.
  • the second wheel set RS2 is connected to the bogie DGST via two hydraulic axle guide bearings ALLS and ALL4, which have external connections and are designed as described above.
  • a first axle guide bearing ALLS has two diametrically opposed chambers KAM31, KAM32, which serve as the first chamber KAM31 and be referred to as the second chamber KAM32.
  • the first chamber KAM31 is arranged in front of the second chamber KAM32.
  • a second axle guide bearing ALL4 has two diametrically opposed chambers KAM41, KAM42, which act as the first chamber KAM41 and be referred to as the second chamber KAM42.
  • the first chamber KAM41 is arranged in front of the second chamber KAM21.
  • the first chamber KAM31 of the first axle guide bearing ALL3 is connected to the first chamber KAM41 of the second axle guide bearing ALL4 for fluid exchange via external connections.
  • the second chamber KAM32 of the first axle guide bearing ALL3 is connected to the second chamber KAM42 of the second axle guide bearing ALL4 for fluid exchange via external connections. If the rail vehicle, seen in the direction of travel FRTR, is cornering RKV to the right, then fluid is transferred from the first chamber KAM41 of the second axle guide bearing ALL4 into the first chamber KAM31 of the first axle guide bearing ALLS.
  • the described arrangement and connection of the chambers couples the movement of the right and left wheel set side and an advantageous movement behavior of the wheel set results from a corresponding longitudinal force transmission.
  • the invention relates to an arrangement for the transmission of longitudinal forces in a rail vehicle with a first and a second hydraulic axle guide bearing, with a wheel set and with a bogie of the rail vehicle.
  • Each axle guide bearing has an outer housing member and an inner housing member, and a first and a second chamber filled with a fluid.
  • the two chambers are arranged opposite one another between the two housing elements, so that when the position of the inner housing element relative to the outer housing element changes, the volume of the two chambers changes alternately via fluid exchange.
  • Each axle guide bearing has two external connections, with each chamber of the axle guide bearing being connected to one external connection each.
  • Each axle guide bearing is connected via the associated housing elements both to the bogie and to the wheel set in order to transmit longitudinal forces generated by the rail vehicle during travel between the wheel set and the bogie.
  • the longitudinal forces cause the change in the relative position of the inner housing element to the outer housing element and thus the alternating volume change in the two chambers due to the fluid exchange.
  • a first chamber of the first axle guide bearing is connected to a first chamber of the second axle guide bearing via a damping element for fluid exchange.
  • a second chamber of the first axle guide bearing is directly connected to a second chamber of the second axle guide bearing for fluid exchange.
  • stiffness is also introduced or increased in the system via the damping element. This influences .
  • the first th axle guide bearing and the second axle guide bearing arranged in front of the respective first chamber.
  • the outer housing element encloses the inner housing element at a radial distance, so that an annular gap is formed.
  • a (rubber) elastic element is arranged in the annular gap in such a way that it forms the two opposite chambers.
  • the first chamber of the axle guide bearing is connected to a first connection via a first channel, which runs inside the inner housing element.
  • This first connection is arranged as part of the inner housing element on the outside of the axle guide bearing.
  • the second chamber is connected to a second port via a second passage extending inside the inner housing member. This second connection is arranged as part of the inner housing element on the outside of the axle guide bearing.
  • the damping element is designed as a cylinder filled with the fluid and having an integrated plunger.
  • the plunger is arranged in such a way that the fluid in the first two chambers, which acts on the plunger during the fluid exchange, causes a damped movement of the plunger in the cylinder.
  • the cylinder has a total cylinder volume which is divided into a first partial cylinder volume and a second partial cylinder volume via the movably mounted plunger, so that depending on the direction of movement of the plunger during fluid exchange an alternating wise change in volume of the first partial cylinder volume and the second partial cylinder volume by the stamp.
  • the first partial cylinder volume is connected to the first chamber via an external connection of the first axle guide bearing, while the second partial volume cylinder is connected to the first chamber via an external connection of the second axle guide bearing.
  • the plunger is coupled to a spring and to a damper connected in parallel therewith in order to dampen the movement of the plunger.
  • An intended damping is set by the spring and by the damper, which is dependent on the position of the plunger and/or its direction of movement.
  • the damping element is as necessary. adjustable narrowing of the line, which dampens the movement of the fluid.
  • the present invention converts unstable natural modes of the rail vehicle into stable natural modes.
  • the driving stability of the rail vehicle is increased by the present invention.
  • the present invention achieves, via the two lines, that the damping element can be positioned at any point on the rail vehicle.
  • the damping element can be positioned at any point on the rail vehicle.
  • the damping element connected via external lines makes it possible to advantageously install this damping element at a location with a sufficiently large installation space and thus possibly also to be arranged far away from the wishbone bearings.
  • the individual stiffnesses of the axle guide bearings and the individual damping of the axle guide bearings as well as the damping in the hydraulic system result in an overall stiffness and an overall damping.
  • the present invention achieves suitable or optimal parameter ranges for stiffness and damping.
  • FIG. 2 shows a sectional view of the hydraulic axle guide bearing shown in FIG. 1,
  • 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
  • FIG. 4 shows details of the damping element shown in FIG. 3, and FIG. 5 shows the prior art described above in the introduction.
  • FIG. 1 shows a hydraulic axle guide bearing ALL with external connections ANSCHL1, ANSCHL2, which forms an essential element of the present invention
  • FIG. 2 shows a sectional view of the hydraulic axle guide bearing ALL shown in FIG.
  • the axle guide bearing ALL has two external connections ANSCHL1, ANSCHL2, to which respective connecting lines LTG1, LTG2 are attached.
  • the hydraulic axle guide bearing ALL has an outer housing element GEHA and an inner housing element GEHI.
  • the outer housing element GEHA encloses the inner housing element GEHI at a radial distance, so that an annular gap RGS is formed.
  • a (rubber) elastic element GEE is arranged in the annular gap RGS in such a way that it forms two opposite chambers KAMI, KAM2, each with a chamber volume.
  • the two chambers KAMI, KAM2 contain a fluid FLU and can be coupled to chambers of another axle guide bearing via the two external connections ANSCHL1, ANSCHL2 and via the respective connecting lines LTG1, LTG2. This is described in more detail in FIG.
  • the first chamber KAMI is connected to the first connection ANSCHL1 via a first channel KANI, which runs inside the inner housing element GEHI.
  • the first connection ANSCHL1 is part of the inner housing element GEHI here and is arranged on the outside of the axle guide bearing ALL.
  • the second chamber KAM2 is connected to the second connection ANSCHL2 via a second channel KAN2, which also runs inside the inner housing element GO.
  • the second connection ANSCHL2 is part of the inner housing element GEHT and is arranged on the outside of the wishbone bearing ALL.
  • a change in the position of the outer housing element GEHA relative to the inner housing element GEHT causes a pressure change in the two chambers KAMI, KAM2, so that the volumes of the two chambers KAMI, KAM2 change alternately.
  • volume of the first chamber KAMI increases, then the volume of the second chamber decreases and vice versa.
  • the change in the relative position of the two housing elements GO, GEHA is caused by longitudinal forces that arise when the rail vehicle is running and are transmitted from a wheel set to the outer housing element GEHA, from this to the inner housing element GO and from there to a bogie of the rail vehicle.
  • FIG. 3 shows, with reference to FIG. 1 and FIG. 2, the arrangement according to the invention for the transmission of longitudinal forces in a rail vehicle.
  • the first wheel set RS 1 is connected to a bogie DGST of the rail vehicle via two axle guide bearings ALL1, ALL2.
  • the wheel set RS1 is connected to an outer housing element GEHA of a first axle guide bearing ALL1 or a second axle guide bearing ALL2.
  • an inner housing element GEHI of the first axle guide bearing ALL1 or of the second axle guide bearing ALL2 is connected to the bogie DGST.
  • the first axle guide bearing ALL1 has two (diametrically) opposite chambers KAM11, KAM12, which are referred to as the first chamber KAM11 and the second chamber KAM12.
  • the second axle guide bearing ALL2 has two (diametrically) opposite chambers KAM21, KAM22, which are referred to as the first chamber KAM21 and the second chamber KAM22.
  • the two hydraulic axle guide bearings ALL1 and ALL2 each have two external connections with which the respective chambers KAM11, KAM12, KAM21, KAM22 are connected for fluid exchange.
  • the first axle guide bearing ALL1 and the second axle guide bearing ALL2 are the respective second chambers KAM12, KAM22 in front of the respective first chambers KAM11, KAM21.
  • the second chamber KAM12 of the first axle guide bearing ALL1 is directly connected to the second chamber KAM22 of the second axle guide bearing ALL2.
  • the first chamber KAM11 of the first wishbone bearing ALL1 is connected to the first chamber KAM21 of the second Axle guide bearing ALL2 connected via a damping element DDE.
  • the fluid in the second chamber KAM22 of the second axle guide bearing ALL2 is transferred in the direction of the second chamber KAM12 of the first axle guide bearing ALL1.
  • the second wheel set RS2 is connected to a bogie DGST of the rail vehicle via two axle guide bearings ALL3, ALL4.
  • An example here is the wheel set RS2 with an outer housing element GEHA of an axle guide bearing designated as the third axle guide bearing ALL3 or connected to an axle guide bearing referred to as the fourth axle guide bearing ALL4.
  • the third axle guide bearing ALL3 has two (diametrically) opposite chambers KAM31, KAM32, which act as the first chamber KAM31 or be referred to as the second chamber KAM32.
  • the fourth axle guide bearing ALL4 has two (diametrically) opposite chambers KAM41, KAM42, which act as the first chamber KAM41 or be referred to as the second chamber KAM42.
  • the two hydraulic axle guide bearings ALL3 and ALL4 each have two external connections, with which the respective chambers KAM31, KAM32, KAM41, KAM42 are connected for fluid exchange.
  • the respective first chambers KAM31, KAM41 are located in front of the respective second chambers KAM32, KAM42 arranged .
  • the second chamber KAM32 of the third axle guide bearing ALL3 is directly connected to the second chamber KAM42 of the fourth axle guide bearing ALL4.
  • the first chamber KAM31 of the third axle guide bearing ALL3 is connected to the first chamber KAM41 of the fourth axle guide bearing ALL4 via a damping element EDE.
  • the fluid of the second chamber KAM32 of the third axle guide bearing ALL3 is transferred in the direction of the second chamber KAM42 of the fourth axle guide bearing ALL4.
  • FIG. 4 shows details of the exemplary damping element EDE shown in FIG.
  • the damping element EDE is shown here as a cylinder ZYL with an integrated stamp STP, with the stamp STP acting on a spring FD and on a damper DE, which is connected in parallel to the spring FD.
  • the cylinder ZYL has a total cylinder volume filled with the fluid FLU, which is divided into a first partial cylinder volume and a second partial cylinder volume via the movably mounted plunger STP.
  • the spring FD and the damper DE are used to set an intended damping as a function of the position of the stamp or depending on the direction of movement of the stamp STP.
  • the direction of movement of the stamp STP is determined by the direction of movement of the fluid FLU.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Health & Medical Sciences (AREA)
  • Orthopedic Medicine & Surgery (AREA)
  • Transportation (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Biophysics (AREA)
  • Combustion & Propulsion (AREA)
  • General Health & Medical Sciences (AREA)
  • Physical Education & Sports Medicine (AREA)
  • Chemical & Material Sciences (AREA)
  • Combined Devices Of Dampers And Springs (AREA)
  • Vehicle Body Suspensions (AREA)
  • Bearings For Parts Moving Linearly (AREA)
  • Support Of The Bearing (AREA)

Abstract

L'invention concerne un ensemble pour transmettre des forces longitudinales dans un véhicule ferroviaire, comprenant un premier et un second palier de liaison d'essieu hydraulique (ALL1, ALL2), un jeu de roues (RS1), et un cadre rotatif (DGST) du véhicule ferroviaire. Chaque palier de liaison d'essieu (ALL1, ALL2) a un élément de logement respectif (GEHA, GEHI) et une première et une seconde chambre respective (KAM11, KAM12, KAM21, KAM22) remplies d'un fluide (FLU). Dans le cas d'un changement de la position des éléments de logement (GEHI, GEHA) l'un par rapport à l'autre, un fluide est échangé entre des chambres reliées des paliers de liaison d'essieu (ALL1, ALL2). L'échange de fluide est produit par un changement de la position des éléments de logement (GEHI, GEHA) l'un par rapport à l'autre, et le changement de position provoque la transmission de forces longitudinales qui sont transmises entre le jeu de roues (RS1) et le cadre rotatif (DGST) via les paliers de liaison d'essieu (ALL1, ALL2). Une première chambre (KAM11) du premier palier de liaison d'essieu (ALL1) est reliée à une première chambre (KAM21) du second palier de liaison d'essieu (ALL2) via un élément d'amortissement (FDE) afin d'échanger un fluide. Simultanément, une seconde chambre (KAM12) du premier palier de liaison d'essieu (ALL1) est reliée directement à une seconde chambre (KAM22) du second palier de liaison d'essieu (ALL2) afin d'échanger un fluide.
EP21819044.5A 2020-12-16 2021-11-17 Ensemble pour transmettre des forces longitudinales dans un véhicule ferroviaire Active EP4237308B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102020216069.4A DE102020216069A1 (de) 2020-12-16 2020-12-16 Anordnung zur Übertragung von Längskräften bei einem Schienenfahrzeug
PCT/EP2021/081992 WO2022128301A1 (fr) 2020-12-16 2021-11-17 Ensemble pour transmettre des forces longitudinales dans un véhicule ferroviaire

Publications (2)

Publication Number Publication Date
EP4237308A1 true EP4237308A1 (fr) 2023-09-06
EP4237308B1 EP4237308B1 (fr) 2024-11-06

Family

ID=78820272

Family Applications (1)

Application Number Title Priority Date Filing Date
EP21819044.5A Active EP4237308B1 (fr) 2020-12-16 2021-11-17 Ensemble pour transmettre des forces longitudinales dans un véhicule ferroviaire

Country Status (7)

Country Link
US (1) US20240001973A1 (fr)
EP (1) EP4237308B1 (fr)
CN (1) CN116601021B (fr)
DE (1) DE102020216069A1 (fr)
ES (1) ES3045132T3 (fr)
PL (1) PL4237308T3 (fr)
WO (1) WO2022128301A1 (fr)

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Publication number Priority date Publication date Assignee Title
DE102024208626A1 (de) * 2024-09-11 2026-03-12 Siemens Mobility GmbH Hydraulisch angekoppelte Schwingungstilgung

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DE102014003506A1 (de) 2014-03-14 2015-09-17 Carl Freudenberg Kg Hydrobuchsenanordnung
DE102014214055A1 (de) * 2014-07-18 2016-01-21 Siemens Aktiengesellschaft Fahrwerk für ein Schienenfahrzeug
GB2542639A (en) * 2015-09-28 2017-03-29 Bombardier Transp Gmbh Running gear provided with a passive hydraulic wheel set steering system for a rail vehicle
CN106828528A (zh) * 2017-01-03 2017-06-13 株洲九方装备股份有限公司 一种城际轨道车辆车身抗折弯控制方法及装置
CN111232008B (zh) * 2020-03-09 2024-10-22 西南交通大学 铁道车辆转向架自导向径向机构

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US20240001973A1 (en) 2024-01-04
CN116601021B (zh) 2026-03-27
ES3045132T3 (en) 2025-11-27
WO2022128301A1 (fr) 2022-06-23
CN116601021A (zh) 2023-08-15
EP4237308B1 (fr) 2024-11-06
DE102020216069A1 (de) 2022-06-23

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