• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    The invention relates to a primary spring for a rail vehicle, having a central support element (4) having a longitudinal axis (5), a spring element and a receiving element (7), wherein at least two fluid-filled chambers (11, 12) are provided, which are interconnected are to exchange depending on an imposed excitation frequency fluid between the chambers (11,12), whereby the stiffness varies in a frequency dependent manner in the radial direction. In order to ensure a particularly compact design, the invention provides that the spring element is designed as a multilayer thrust spring (6) and at least one inner elastomer layer (8), which is connected to the central carrier element (4), an outer elastomer layer (9) is connected to the receiving element (7), and in each case a stiffening intermediate layer (10) between the elastomer layers (8,9,18), wherein the elastomer layers (8,9,18) with respect to the longitudinal axis (5) have a conical shape and the chambers (11,12) within an elastomer layer (8,9,18) are arranged.
    公开号:AT516913A2
    申请号:T50119/2015
    申请日:2015-02-17
    公开日:2016-09-15
    发明作者:Tobias Faethe
    申请人:Siemens Ag Österreich；
    IPC主号:
    专利说明:

    description
    Primary spring for a rail vehicle Technical area
    The invention relates to a primary spring for a rail vehicle, having a longitudinal axis having central support member, a spring element and a receiving element, wherein the spring element between the central support member and the receiving element is arranged and connected to both the central support member and the receiving element, wherein at least two fluid-filled chambers are provided, which are interconnected to exchange depending on an imposed excitation frequency fluid between the chambers, whereby the stiffness varies in a frequency dependent manner in the radial direction.
    The primary spring is installed in the operating state in a rail vehicle, with a main direction of action along a height direction of the rail vehicle between a chassis frame and a wheel axle of the rail vehicle, wherein the longitudinal axis of the central support element is aligned parallel to the height direction of the rail vehicle.
    State of the art
    The primary springs, also called primary suspension, of a rail vehicle connect at least one wheel axle of the rail vehicle to a chassis frame, which chassis frame can be connected via a secondary suspension to a wagon lower part and carries further components of the rail vehicle. The primary spring mainly serves to transmit the forces between the chassis frame and the wheel axle along a main direction of action.
    The wheel axle connects two wheels of the rail vehicle rigidly with each other, wherein the running surfaces of the wheels conventionally profiled conically, so tapered from the flange to the outside, are to improve the running characteristics in a cornering. However, there are also variants of bogies, in which the wheels are designed as loose wheels, ie without connecting wheel axle, wherein the idler gears are connected by primary spring to the bogie. In these embodiments, the term wheel axle is to be understood as the axis of a single idler gear.
    However, the rigid connection of the wheels by means of the wheel axle and the profiling of the running surfaces lead to overcompensation and vibration excitation in the event of deviations from a theoretical ideal-straight rail guide by means of an excitation frequency, which causes the formation of a rolling motion, also known as sinusoidal running. favored. In the rolling movement, the two wheels of a wheel axle move both parallel in the width direction and in opposite directions in a length direction which corresponds to the direction of travel of the rail vehicle.
    Especially at high speeds, which cause high excitation frequencies, the emergence of a rolling motion is not desirable because on the one hand, the running of the rail vehicle by the rolling motion of the wheel axle is restless and on the other hand, a high wear of the rails and the treads or flanges of the wheels is the result ,
    In order to minimize the effects of the rolling motion at high excitation frequencies, it is therefore necessary for the primary springs to have a high rigidity along the length direction in order to prevent the movement of the wheels relative to one another or the wheel axis in the longitudinal direction to a large extent.
    However, when cornering, the previously required high rigidity along the length direction leads to a negative effect: the wheel axles can not be tangential in the curve arc, causing the wheel flanges of the wheels grind on the rails and the rails or flanges exposed to high wear are. However, a lower stiffness along the length direction would compensate for these effects.
    Since in cornering generally only lower speeds are possible, which also results in low excitation frequencies, the effect of the above-described rolling motion, however, is not significant.
    EP 0 360 783 B1 discloses a primary suspension in which, in addition to a primary spring in the form of a helical spring, a rubber-metal bushing is provided, in which rubber-metal bushing two fluid-filled, diametrically opposite longitudinal chambers are arranged , These chambers communicate with each other or with chambers of other sockets, in order to make the stiffness of the primary suspension arbitrarily adjustable by the fluid exchange between the chambers or the prevention thereof. A disadvantage of this invention, however, is the fact that the primary suspension has both a spring element over which the spring forces are transmitted along the main direction of action, as well as a complicated construction for connecting the rubber-metal bush. Furthermore, the rigidity can be changed only either between two chambers of different primary springs or by additional switching means.
    From DE 103 10 634 Al a Achslenkerlager is known in which between the handlebar bolt and handlebar eye, a hydraulic sleeve is arranged, which bushing has two diametrically opposed chambers, wherein the chambers are interconnected by an overflow channel. The chambers and the overflow line are filled with fluid, which vibrates in push-pull to a forced excitation frequency as a liquid column and thus has vibration-damping properties. When a switching frequency which can be influenced via the channel geometry is exceeded, the rigidity of the axle guide bearing changes in the longitudinal direction. However, such a socket is not suitable for use in a primary spring, as in any case additionally a spring element for transmitting the forces along the main direction of action must be provided and the socket must be connected by elaborate design measures to the primary spring.
    EP 1 346 166 B1 describes a hydraulic spring with two chambers, which are arranged above one another in the direction of the main direction of action and connected by a connecting channel, wherein a spring element in the form of a multi-layered thrust spring forms the underside of one of the chambers. Such a hydraulic spring is not suitable frequency-dependent to change the stiffness in the radial direction.
    Object of the invention
    It is therefore an object of the present invention to overcome the disadvantages of the prior art and to provide a primary spring between a chassis frame and a wheel axle of a rail vehicle, which is characterized by a compact design and thereby depending on an imposed excitation frequency, the stiffness in radial Changed direction.
    Presentation of the invention
    This object is achieved by a primary spring having the features of patent claim 1. Advantageous embodiments of the invention are defined in the respective dependent claims.
    The invention relates to a primary spring for a rail vehicle, having a longitudinal axis having central support member, a spring element and a receiving element, wherein the spring element between the central support member and the receiving element is arranged and connected to both the central support member and the receiving element, wherein at least two fluid-filled chambers are provided, which are interconnected to exchange depending on an imposed excitation frequency fluid between the chambers, whereby the stiffness varies in a frequency dependent manner in the radial direction.
    It is provided according to the invention that the spring element is designed as a multilayer thrust spring and at least one inner elastomer layer which is connected to the central carrier element, an outer elastomer layer which is connected to the receiving element, and in each case comprises a stiffening intermediate layer between the elastomer layers, wherein the Elastomer layers with respect to the longitudinal axis have a conical shape and the chambers are arranged within an elastomer layer.
    The arrangement of the chambers in an elastomer layer, the vibration-damping function, which is based on the fluid exchange between the chambers, integrated into the spring element, which is extremely compact due to the expression as a multi-layer thrust spring. Since no moving parts are necessary, the maintenance and the wear of the primary spring are very low. In other
    Words, a primary spring is proposed, which has positive characteristics in terms of size, the number of components, as well as a frequency-dependent change in the stiffness of the multilayer thrust spring in the radial direction allows.
    The principle of action of multi-layered thrust springs is based on the fact that two side surfaces of an elastomer layer are shifted against each other and the elastomer layer thereby absorbs shear stresses. Thus, force is transmitted along a main direction of operation substantially parallel to the side surfaces. A stiffening layer is arranged in each case between two elastomer layers of a multi-layered thrust spring so that each elastomer layer can only have a precisely defined maximum elastic deformation without being plastically deformed.
    Due to the conical shape of the elastomer layers and forces can be absorbed in the axial direction of the thrust spring.
    In addition, by reducing the forces on the wheel, due to the frequency-dependent change in stiffness, the attachments are subjected to less stress, so that the chassis frame or bogie can be made smaller. This also leads to an energy saving potential compared to bogies with conventional primary springs and increased maintenance intervals. Another positive side effect is the reduced noise emission.
    The central support element, the receiving element, the elastomer layers (except for the chambers) and the intermediate layers of the primary spring will generally be rotationally symmetrical about the longitudinal axis of the central support element. The term "conical shape" not only fall components in the form of a truncated cone, where an inclined line is the generatrix of the component, but also components whose
    Generating a curved line whose distance from the axis of rotation increases along the axis of rotation (= the longitudinal axis of the central support member). In particular, forms are included, where the curvature of the generatrix increases along the axis of rotation, the component thus has a bell shape. Combined forms are also possible, ie forms where the generatrix is partly a straight line and partly a curved line. An example of this is shown in Figs. 2 and 3, where the elastomeric and intermediate layers in the upper part have the shape of a truncated cone shell and in the lower part the shape of a bell.
    In order to make the rigidity of the multilayered thrust spring variable frequency-dependent along a defined direction, a variant of a primary spring according to the invention provides that a first section and a second section of the thrust spring are defined by a graduation plane which runs through the longitudinal axis of the central support element, wherein at least one first chamber is disposed in the first section and at least one second chamber is arranged in the second section, and the at least one first chamber is connected to the at least one second chamber, wherein, depending on the excitation frequency, an exchange of fluid between the at least one first chamber and the at least one second chamber takes place.
    When fluid passes from the at least one first chamber into the at least one second chamber connected to the first chamber and there is an exchange of fluid between the chambers, the rigidity of the entire multilayered thrust spring changes. By means of the sections defined by the dividing plane, in which the chambers are located, the direction along which the rigidity changes can be precisely adjusted. For example, the dividing plane in the installed state of the primary spring can be normal to a length direction of the rail vehicle, so that the rigidity along this length direction is variable.
    It goes without saying that in alternative embodiments, the at least one first and second chamber can be divided even further, so that fluid is exchanged between more than two chambers.
    According to a preferred embodiment of a primary spring according to the invention, the at least one first and at least one second chamber is arranged in the inner elastomer layer, which lies closest to the central carrier element, and / or in the outer elastomer layer which is closest to the receiving element. The two elastomer layers are particularly suitable for receiving the chambers, since these elastomer layers are most easily accessible in terms of manufacturing technology in order to mold the hollow fluid chamber or to be able to remove the push spring during manufacture.
    If the chambers are arranged in the inner elastomer layer, a further preferred embodiment of the invention provides that the at least one first chamber is connected to the at least one second chamber via a connecting line and that the connecting line is guided at least partially through the central carrier element. Such an arrangement of the connecting line ensures that this is not performed for the most part by the elastomer layers. Since the central support member is preferably made of steel, the stability of the connecting line, which may be embodied for example as a bore parallel to the longitudinal axis of the support element, at least given without having to take further measures. On the other hand, when passing through one of the elastomer layers, a hole would not be sufficient, since the elastomer layer would also expand along the connecting line due to the pressure in the connecting line.
    If the chambers are arranged in the outer elastomer layer, it is provided in a further preferred embodiment variant of the invention that the connecting line between the at least one first and the at least one second chamber extends at least partially through the receiving element. This ensures, analogously to the leadership by the central support element, the stability of the connecting line. Of course, this does not exclude that the connection line is continued outside the receiving element, something through a channel or a pipe.
    In alternative embodiments of the invention, the connecting line extends at least partially through a stiffening intermediate layer, which intermediate layer adjoins the inner or outer elastomer layer. Depending on the arrangement of the chambers in the inner or outer elastomer layer, the corresponding intermediate layer which adjoins the chambered elastomer layer is to be understood. In this case, the intermediate layer itself can consist, for example, of two concentric plates which are connected to one another, preferably welded or glued, with respect to the longitudinal axis of the central carrier element, wherein the plates are designed such that together they form a channel in the connected state serves as a connecting line. This can be achieved for example by a recess on at least one of the plates, wherein the recess is arranged on the side facing the respective other plate.
    In further alternative embodiments, the connecting line is connected to a pump, so that the pressure in the chambers and thus the radial stiffness of the multilayer thrust spring can be influenced independently of the imposed excitation frequency. By the pump, the chambers are thus actively controlled, so that the radial position of the wheelset in the arc is directly influenced. About the dimensioning of the connecting line, a corresponding absorber effect can be achieved. Particular consideration should be given to the relationship between the length and the cross-section of the connecting line, the size or geometry of the cross-sectional area of the connecting line and the viscosity of the fluid.
    In a further preferred embodiment, means for interrupting the fluid exchange between the at least one first chamber and the at least one second chamber are arranged in the connecting line. As a means for interrupting, for example, an electromagnetically actuated valve can be used. An interruption of the fluid exchange can also be achieved, for example, by an increase in the pressure in the connecting line, so that the rigidity of the multilayered thrust spring is increased by the pressure-filled chambers. By a measuring arrangement, the excitation frequency can be measured and the pressure build-up can be changed depending on the excitation frequency. Also can be realized by the narrowing of the cross section of the connecting line active control of rigidity depending on various parameters, such as travel speed or loading.
    In order to increase the length of the connecting line and make the diameter of the cross section of the connecting line influenced, is provided in other preferred embodiments that connecting line first - at least for the most part - circular or spiral in relation to the longitudinal axis, that the connecting line secondly - at least for the most part - meandering third in relation to the longitudinal axis, or that the third connecting line - at least for the most part - both circular or spiral and meandering sections has. Thus, the ratio of length and cross-sectional area of the connecting line is adjustable in a simple manner.
    According to a particularly preferred embodiment of a primary spring according to the invention, the at least one first chamber, the at least one second chamber and the connecting line form a closed fluid system which is completely filled with fluid and the fluid flows through the fluid system. By providing a closed fluid system, an additional control of the fluid exchange is no longer necessary. The connecting line is dimensioned so that, depending on the excitation frequency, an exchange of fluid can take place. It is thus achieved that, on the one hand, the fluid can pass from at least one first into at least one second chamber in a range of the excitation frequency and thus the rigidity of the multilayer thrust spring is lower and, on the other hand, in a different range of the excitation frequency (at higher frequencies ), the exchange of fluid is prevented, and the primary spring in both sections of the multilayer thrust spring has an equal rigidity. This is achieved by the per se known principle of vibration damping by means of oscillating liquid columns, wherein the system of chambers and connecting line represents a vibratory system with specific natural frequencies. If the liquid column oscillates in the opposite direction to the forced excitation frequency, then this acts as a vibration absorber, whereby the rigidity in the radial direction is increased at high excitation frequencies with appropriate dimensioning.
    The relationship between the line volume and the fluid volume is also important for the function of a self-regulating fluid system. If there is too much fluid inside the connection line and too little in the chambers, this can lead to pressure surges and damage the chambers. In the opposite case, the line is too small, so that the fluid exchange is difficult and slowed down.
    In order to allow elastic deformation of the at least two chambers by supplied or derived fluid and thereby to achieve a change in the pressure and the rigidity in one of the sections of the multilayered thrust spring, it is provided that the conversion of the at least two fluid-filled chambers is elastic.
    In a further particularly preferred embodiment it is provided that the amount of fluid exchanged at a low excitation frequency via the connecting line is greater than that at a high excitation frequency, so that the rigidity of the multilayer thrust spring and thus the primary spring in the radial direction at a low excitation frequency lower is as at a high excitation frequency. The spatial position of this radial direction is dependent on the mutual arrangement of the first and second chamber. It may be in the assembled state of the primary spring, e.g. extend in the longitudinal direction of the rail vehicle or in the width direction of the rail vehicle.
    At low speeds with the resulting low excitation frequencies, the stiffness of the multilayer thrust spring is lower than at high speeds and the resulting high excitation frequencies. Thus, for example, a rolling motion is counteracted at high speeds and yet the wheel axle can be at tangential tangential to an arc of a curve at low speeds, so that track and wheels are equally protected.
    The object stated in the introduction is also achieved by a chassis, in particular a bogie, with at least one wheel axle, a chassis frame and at least one primary spring according to the invention, wherein the dividing plane of the multilayered push spring is aligned parallel to the wheel axle. As a result, the force acting on the chassis frame is transmitted via the at least one primary spring into the at least one wheel axle along a main direction of action (along a height direction of the rail vehicle). The orientation of the dividing plane ensures that the first and second sections of the multi-layered thrust spring and the first and second chambers arranged in the sections are aligned along the length direction of the rail vehicle, so that the fluid exchange and, accordingly, also the change of rigidity along the length direction take place ,
    The chassis two primary springs according to the invention are usually provided per wheel, one - seen in the longitudinal direction of the rail vehicle - in front of the wheel axle and one behind the wheel axle.
    It is also conceivable that the first chamber of a primary spring is connected to the second chamber of a further primary spring, so that a fluid exchange between two different primary springs takes place.
    In one embodiment variant, it is provided that the central carrier element of the at least one primary spring is connected to the wheel axle and the receiving element of the at least one primary spring is connected to the chassis frame. Thus, the power transmission between the wheel axle and chassis frame can be accomplished in a simple manner.
    According to a preferred embodiment variant, at least one decoupling layer, preferably a plain bearing or a laminated spring, is arranged between the multi-layered thrust spring and the wheel axle in order to relieve the at least one elastomer layer which has the chambers along the main direction of effect parallel to the height direction. Since the load-bearing cross-section of the elastomer layer weakened by the first or second chamber is reduced, the decoupling layer is provided to transmit the force along the direction parallel to the height direction
    Main direction of action. The elastomer layers having a chamber are supported on the wheel axle by the decoupling layer, whereby the
    Elastomer layers are closed so to speak along the height direction.
    In an alternative embodiment of the invention, it is provided that the central support element of the at least one primary spring is connected to the chassis frame and the receiving element of the at least one primary spring with the wheel axle and / or that at least one Entkoppelungsschicht, preferably a sliding bearing or a laminated spring between the multilayer Thrust spring and the chassis frame is arranged to relieve the at least one elastomer layer, which has the chambers, along the height direction parallel to the main direction of action. This represents an alternative connection of the primary spring to chassis frame and wheel axle, which is preferable for certain designs. The advantages of this connection essentially correspond to the aforementioned.
    It should be noted that the spring element could in principle also be designed as a single-layer thrust spring, ie only an elastomer layer is provided, which is then connected to the central carrier element and to the receiving element, wherein the elastomer layer with respect to the longitudinal axis has a conical shape and the chambers within the Elastomer layer are arranged. In this case, only the stiffening intermediate layers would be omitted, in particular all related to the chambers variants of the thrust spring would be the same. The elastomer layer should then not be supported on the wheel axle by a decoupling layer, ie not be closed short along the height direction.
    Brief description of the figures
    To further explain the invention, reference is made in the following part of the description to the figures, from the further advantageous embodiments, details and further developments of the invention can be found. The figures are to be understood as exemplary and are supposed to set out the character of the invention, but in no way restrict it or even render it conclusively. Show it:
    1 is a plan view of a primary spring according to the invention; FIG. 2 is a sectional view taken along line AA of FIG. 1; FIG. 3 is a sectional view taken along the line BB of FIG
    Embodiment of the invention
    In Figure 1, pointing in the image plane height direction 1, a length direction 2 and a width direction 3 are located. A dividing plane 13 which is normal to the length direction 2 defines a first portion 14 and a second portion 15 of the primary spring.
    Figure 2 shows the structure of a primary spring according to the invention, wherein the image plane is spanned by the height direction 1 and the length direction 2 and the width direction 3 points out of the image plane. The primary spring comprises a multi-layered thrust spring 6, in the center of which a central carrier element 4 is arranged, the longitudinal axis 5 of which runs parallel to the height direction 1 and corresponds to the main direction of action of the primary spring. The central support element 4 is designed in this embodiment as a shaft made of metal, whose lateral surface is curved outwards in a cone shape, that is, away from the longitudinal axis 5. On the central support element 4 sits an inner elastomer layer 8 of the multilayer thrust spring 6, which is connected to the carrier element 4. Furthermore, the multilayer thrust spring 6, in this embodiment, two further elastomer layers 18, wherein the number of others
    Elastomer layers 18 can vary and depends on the total force to be transmitted and the required stiffness. A stiffening intermediate layer 10, for example made of metal, which connects the respective elastomer layers 8, 9, 18, is in each case arranged between two elastomer layers 8, 8, 18. An outer elastomer layer 9, ie the elastomer layer which is furthest away from the longitudinal axis 5, is connected to a receiving element 7. The receiving element 7 is configured in the illustrated embodiment as an annular carrier body with an attachable lid, wherein the receiving element 7 can be connected via the lid, for example with a chassis frame of a bogie, whereby a force is introduced into the multilayered thrust spring 6. In alternative embodiments, the receiving element 7 corresponds to the outermost intermediate layer 10, which surrounds the outer elastomer layer 9.
    The dividing plane 13, which extends through the longitudinal axis 5 of the support element 4 and is normal to the length direction 2, defines the first portion 14 and the second portion 15 of the multilayered thrust spring 6 as seen in FIG. In the first section 14, a first chamber 11 is arranged, which is connected to a second chamber 12 arranged in the second chamber 12 via a connecting line 16. Both the two chambers 11,12 and the connecting line 16 are completely filled with fluid.
    The two chambers 11,12 are located in the inner elastomer layer 8 and are not connected to each other except for the connection line 16. The chambers 11, 12 may be configured either as cavities in the inner elastomer layer 8 or as balloon-type bags embedded in the inner elastomer layer 8. In order to seal the chambers 11,12 or to allow the assembly of the primary spring is an inner
    Intermediate layer 19, which is arranged between the inner elastomer layer 8 and the central support element 4, viewed in the vertical direction 1, designed in two parts, with a part above the chambers 11,12 and a part below the chambers 11,12 is arranged. Both parts of the inner intermediate layer 19 are welded to the central support element 4.
    The embodiment shown in the figures relates to a variant of the invention, in each of which a first chamber 11 and a second chamber 12 are provided. However, it goes without saying that more than a first 11 and second chamber 12 are conceivable instead of one chamber. The first chambers 11 are arranged in the first section 14 and the second chambers 12 in the second section 15. On the one hand, alternative variants can provide that the chambers 11, 12 are distributed in a circumferential direction in a single elastomer layer 8, 9 or radially in a plurality of elastomer layers 8, 9 relative to the longitudinal axis 5.
    The two chambers 11, 12 are filled with a fluid which has predetermined properties with respect to the viscosity, the temperature range in which the fluid is ready for use, and with regard to leakage detection. By means of the connecting line 16, the chambers 11,12 are connected to each other, so that fluid between the first chamber 11 and the second chamber 12 can be replaced. The transformations of the chambers 11,12 are made elastic.
    In a further alternative embodiment, in addition to the dividing plane 13, a further dividing plane, which likewise runs through the longitudinal axis 5 of the central carrier element 4, may be provided, which in each case in turn defines a further first and second section. Each of the further sections is assigned at least one further first and second chamber, which are connected by a further connecting line, so that a second, separate from the first, fluid system is formed. It is also conceivable to connect the first to the second fluid system.
    The connecting line 16 in the example shown extends to a large extent by channels in the central support member 4 itself and is connected to the main direction of action in the upper side of the central support member 4 by means of a U-shaped connecting piece of a first chamber connected to the first channel 11 (parallel to Longitudinal axis 5 extends) in a second chamber 12 connected to the second channel (which also runs parallel to the longitudinal axis 5). The channels of the connecting line 16 are each connected by a bore radially to the longitudinal axis 5 with the respective chamber 11,12. Instead of the U-shaped connecting piece, it is likewise conceivable to provide a radial connecting bore, so that the connecting line 16 runs completely in the central carrier element 4.
    However, this represents only one of many possible variants of the design of the connecting line 16. Thus, instead of the two channels, an annular or spiral connecting line 16 can also be provided, which runs essentially in the circumferential direction of the central carrier element 4. In this case, the connecting line 16 may also be performed several times around the central support element 4, before it opens into the second chamber 12.
    In an alternative embodiment variant, the chambers 11, 12 are not arranged in the inner elastomer layer 8 but in the outer elastomer layer 9. In this case, the connecting line 16 extends through the receiving element 7. For this purpose, the receiving element for connection to the chambers 11,12 usual manner each have a radial bore in the radial direction. This radial bore is part of the connecting line 16 and is either to a
    Connection channel connected, which runs completely in the interior of the receiving element 7 or the radial bore passes through the receiving element 7 completely, wherein the connecting line 16 is formed by a arranged on the outside of the receiving element 7 pipe or channel system. The course of the connecting line 16 may be formed in the circumferential direction of the thrust spring 6 circular or spiral.
    It is also conceivable that the connecting line 16 is arranged in that intermediate layer 10 which lies between the inner elastomer layer 8 and the further elastomer layer 18 adjacent thereto, provided that the chambers 11, 12 are arranged precisely in the inner elastomer layer 8 or in that Intermediate layer 10 is arranged, which is located between the outer elastomer layer 9 and the adjacent thereto further elastomer layer 18, provided that the chambers 11,12 are arranged flat in the inner elastomer layer 9. For this purpose, this intermediate layer 10 consists of two plate elements, which are formed concentrically with respect to the longitudinal axis 5, and tightly connected to each other, preferably welded, are. The connecting line 16 itself is arranged in the intermediate space between the two plate elements. For example, the connecting line can be incorporated as a groove or recess in at least one of the plate elements.
    Another possibility for the design of the connecting line 16, which is alternatively conceivable for all variants, represents a meandering course. In this case, the largest dimension of the connecting line 16 extends substantially in the direction of height direction 1. For example, the connecting line 16 extends in a section in the height direction 1 up to a first extremum at which the course is reversed and runs up to a second extremum against the height direction 1, so that at arcuate transitions at the extremes of a sine wave more similar
    History results. This section can be repeated as often as required, depending on the available space, until the connecting line opens into the other chamber 11,12.
    Through the connection line 16, fluid in the entire fluid system, so the chambers 11,12 and the connecting line 16 can move freely. As a result, at low excitation frequencies, typically less than 1 Hz, or individual constant loads, fluid can be carried from the first 11 to the second chamber 12 or vice versa. If, for example, the first chamber 11 is deformed, fluid can pass into the second chamber 12 so that the deformation is assisted. If the load changes, so that the second chamber 12 is deformed, fluid flows back into the first chamber 11. If the primary spring is not loaded along the length direction 2, an equilibrium is established in the fluid system and fluid is distributed uniformly in the chambers 11, 12 and the connecting line 16.
    However, at high excitation frequencies, usually above 1 Hz, the load direction in the length direction 2 changes so fast that the fluid, due to the configuration of the connecting line 16, no longer has sufficient time and is too sluggish, as it were, between the chambers 11, 12 to be replaced. In the chambers 11, 12 a pressure builds up due to the incompressible fluid and the elastic transformations, which ensures that the primary spring is less yielding in the direction of the length direction 2 and therefore has a higher rigidity. Unilateral deformations, as described above, can no longer occur and a rolling motion can thereby be effectively suppressed.
    Alternatively, by a corresponding design of the connecting line 16, ie the dimensioning of the cross-sectional area of the connecting line 16 or by a corresponding ratio between cross-sectional area and length of the connecting line 16, the per se known principle of vibration damping by means of oscillating liquid columns in a closed fluid system, comprising the chambers 11 , 12 and the connecting line 16, be exploited, since the fluid system is a vibratory system with specific natural frequencies. If the liquid column oscillates in the opposite direction to the forced excitation frequency, then this acts as a vibration absorber, whereby the rigidity in the radial direction is increased at high excitation frequencies with appropriate dimensioning.
    Figure 3 shows that the two chambers 11,12 are not connected to each other in the circumferential direction, but only by the connecting line 16. Also, the two-part design of the inner intermediate layer 19 is particularly easy to recognize.
    A chassis, especially bogie, with a primary spring according to the invention is not shown separately. However, it can be seen from FIGS. 2 and 3 that means are provided on the central carrier element 4 for attachment to a wheel axle, preferably as a conical journal with threaded bores. The receiving element 7 has further means for connection to a chassis frame, preferably holes for receiving screws and a centering for receiving a journal. However, it goes without saying that the connection to the chassis frame can be done via the central support member 4 and the connection to the wheel axle or a wheel bearing on the receiving element 7, if the corresponding means are provided for connection.
    It can also be seen from FIGS. 2 and 3 that a decoupling layer 17 is arranged between the wheel axle and the inner elastomer layer 8 of the thrust spring 6. This serves to ensure the power transmission along the main direction of effect, because due to the
    Weakening of the load-bearing cross-section of the elastomeric layer 8, 9 having the chambers 11, 12 through the chambers 11, 12 could no longer independently transmit the remaining supporting cross-section of the forces to be absorbed. The decoupling layer 17 can be embodied for example as a layer spring or sliding bearing. In the same way, in a reverse installation of the primary spring, so when the central support member 4 is connected to the wheel axle and the receiving element 7 to the chassis frame, the decoupling layer 17 between the chambers 11,12 having elastomer layer 8,9 and the chassis frame arranged.
    List of Reference Numerals: 1 height direction 2 length direction 3 width direction 4 central carrier element 5 longitudinal axis of the central carrier element 4 6 multilayered thrust spring 7 receiving element 8 inner elastomer layer 9 outer elastomer layer 10 stiffening intermediate layer 11 first chamber 12 second chamber 13 graduation plane 14 first section of the thrust spring 6 15 second section of the thrust spring 6 16 connecting line 17 decoupling layer 18 further elastomer layers 19 inner intermediate layer
    权利要求:
    Claims (18)
    [1]
    claims
    1. primary spring for a rail vehicle, having a longitudinal axis (5) having a central support member (4), a spring element and a receiving element (7), wherein the spring element between the central support member (4) and the receiving element (7) is arranged and both is connected to the central support element (4) as well as to the receiving element (7), wherein at least two fluid-filled chambers (11,12) are provided, which are interconnected to depend on an imposed excitation frequency fluid between the chambers (11 , 12), whereby the stiffness in the radial direction varies frequency-dependent, characterized in that the spring element is designed as a multilayer thrust spring (6) and at least one inner elastomer layer (8) which is connected to the central carrier element (4), a outer elastomer layer (9), which is connected to the receiving element (7), and in each case a stiffening intermediate layer (10) between the elastomer layers (8, 9, 18), the elastomer layers (8, 9, 18) having a conical shape with respect to the longitudinal axis (5) and the chambers (11, 12) being disposed within an elastomer layer (8, 9,18) are arranged.
    [2]
    2. Primary spring according to claim 1, characterized in that by a dividing plane (13) which extends through the longitudinal axis (5) of the central support element (4), a first portion (14) and a second portion (15) of the thrust spring (6 ), wherein in the first section (14) at least one first chamber (11) and in the second section (15) at least one second chamber (12) is arranged and the at least one first chamber (11) with the at least one second chamber ( 12), wherein, depending on the excitation frequency, an exchange of fluid takes place between the at least one first chamber (11) and the at least one second chamber (12).
    [3]
    3. Primary spring according to claim 1 or 2, characterized in that in the inner elastomer layer (8) at least a first (11) and at least one second chamber (12) is arranged.
    [4]
    4. Primary spring according to one of claims 1 to 3, characterized in that in the outer elastomer layer (9) at least a first (11) and at least a second chamber (12) is arranged.
    [5]
    5. Primary spring according to claim 3, characterized in that the at least one first chamber (11) with the at least one second chamber (12) via a connecting line (16) are connected and that the connecting line (16) at least partially by the central support element ( 4) is guided.
    [6]
    6. primary spring according to claim 4, characterized in that the connecting line (16) between the at least one first (11) and the at least one second chamber (12) at least partially through the receiving element (7).
    [7]
    7. Primary spring according to claim 3 or 4, characterized in that the connecting line (16) at least partially by a stiffening intermediate layer (10), which intermediate layer (10) adjacent to the inner (8) and outer elastomer layer (9).
    [8]
    8. Primary spring according to one of claims 5 to 7, characterized in that in the connecting line (16) means for interrupting the Fluidaustauschchs between the at least one first chamber (11) and the at least one second chamber (12) are arranged.
    [9]
    9. Primary spring according to one of claims 5 to 8, characterized in that the connecting line (16) extends in a circular or spiral with respect to the longitudinal axis (5).
    [10]
    10. Primary spring according to one of claims 5 to 9, characterized in that the connecting line (16) meander-shaped with respect to the longitudinal axis (5).
    [11]
    11. Primary spring according to one of claims 5 to 10, characterized in that the at least one first chamber (11), the at least one second chamber (12) and the connecting line (16) form a closed fluid system which is completely filled with fluid and that the fluid flows freely through the fluid system.
    [12]
    12. Primary spring according to claim 11, characterized in that the conversion of the at least two fluid-filled chambers (11,12) is elastic.
    [13]
    13. Primary spring according to one of claims 5 to 12, characterized in that the amount of fluid exchanged at a low excitation frequency via the connecting line (16) is greater than that at a high excitation frequency, so that the rigidity of the primary spring in the radial direction at a low excitation frequency is lower than at a high excitation frequency.
    [14]
    14. Chassis, in particular bogie, a rail vehicle, with at least one wheel axle, a chassis frame and at least one primary spring according to one of claims 1 to 13, wherein the dividing plane (13) of the multilayer thrust spring (6) is aligned parallel to the wheel axle.
    [15]
    15. Chassis, in particular bogie, a rail vehicle according to claim 14, characterized in that the central carrier element (4) of the at least one primary spring with the wheel axle and the receiving element (7) of the at least one primary spring is connected to the chassis frame.
    [16]
    16, chassis, in particular bogie, a rail vehicle according to claim 15, characterized in that at least one decoupling layer (17), preferably a sliding bearing or a laminated spring, between the multilayer thrust spring (6) and the wheel axle is arranged around the at least one elastomer layer ( 8, 9), which has the chambers (11, 12), along the direction of elevation (1) parallel to the main direction of action.
    [17]
    17. Suspension, in particular bogie, a rail vehicle according to claim 14, characterized in that the central support element (4) of the at least one primary spring with the chassis frame and the receiving element (7) of the at least one primary spring is connected to the wheel axle.
    [18]
    18 chassis, in particular bogie, a rail vehicle according to claim 17, characterized in that at least one Entkoppelungsschicht (17), preferably a sliding bearing or a laminated spring, between the multilayer thrust spring (6) and the chassis frame is arranged around the at least one elastomer layer ( 8, 9), which has the chambers (11, 12), along the direction of elevation (1) parallel to the main direction of action.
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    同族专利:
    公开号 | 公开日
    EP3259168A1|2017-12-27|
    WO2016131688A1|2016-08-25|
    EP3259168B1|2021-04-21|
    AT516913A3|2017-12-15|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    DE10261756A1|2002-12-30|2004-07-15|Vorwerk Autotec Gmbh & Co.Kg|Elastomer mounting, e.g. for the wishbone at a vehicle chassis, has axial channels through the inner metal section to set the pretension of the inner rubber springs and/or adjust the damping characteristics|
    EP1457707A1|2003-03-10|2004-09-15|Carl Freudenberg KG|Bush for a bearing connecting elastically parts of a running gear|
    WO2005092686A1|2004-03-26|2005-10-06|Ab Skf|Railway bogie|
    CN101929518A|2009-06-17|2010-12-29|东洋橡胶工业株式会社|Suspension device for rolling stock|
    JP2011251683A|2011-09-09|2011-12-15|Toyo Tire & Rubber Co Ltd|Axle spring for vehicle|
    WO2015139857A1|2014-03-19|2015-09-24|Contitech Luftfedersysteme Gmbh|Hydraulic bushing|
    EP0360783B1|1988-09-23|1992-10-21|SGP Verkehrstechnik Gesellschaft m.b.H.|Running gear for railway vehicles|
    FR2645483B1|1989-04-10|1993-04-30|Alsthom Gec|DEVICE FOR ORIENTATION OF AN AXLE OF A RAIL VEHICLE|
    JP2951368B2|1990-06-16|1999-09-20|株式会社ブリヂストン|Rail shaft spring|
    JPH1194010A|1997-09-18|1999-04-09|Sumitomo Metal Ind Ltd|Liquid sealing mount and axle box suspension using it for railway rolling stock|
    DE10064762B4|2000-12-22|2011-02-10|Contitech Luftfedersysteme Gmbh|Hydrofeather with damper|
    DE10310634A1|2003-03-10|2004-09-30|Carl Freudenberg Kg|axle-guide bearing|CN106949181A|2017-05-05|2017-07-14|株洲时代新材料科技股份有限公司|A kind of volute spring and oscillation damping method of use horn mouth formula dividing plate|
    法律状态:
    优先权:
    申请号 | 申请日 | 专利标题
    ATA50119/2015A|AT516913A3|2015-02-17|2015-02-17|Primary spring for a rail vehicle|ATA50119/2015A| AT516913A3|2015-02-17|2015-02-17|Primary spring for a rail vehicle|
    PCT/EP2016/052807| WO2016131688A1|2015-02-17|2016-02-10|Primary spring for a rail vehicle|
    EP16706809.7A| EP3259168B1|2015-02-17|2016-02-10|Primary spring for a rail vehicle|
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