CN110962501A - Elastic wheel for railway vehicle, elastic wheel assembly and railway vehicle - Google Patents

Elastic wheel for railway vehicle, elastic wheel assembly and railway vehicle Download PDF

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Publication number
CN110962501A
CN110962501A CN201811147075.7A CN201811147075A CN110962501A CN 110962501 A CN110962501 A CN 110962501A CN 201811147075 A CN201811147075 A CN 201811147075A CN 110962501 A CN110962501 A CN 110962501A
Authority
CN
China
Prior art keywords
wheel
resilient
center
brake disc
resilient wheel
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.)
Pending
Application number
CN201811147075.7A
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Chinese (zh)
Inventor
戚援
侯传伦
王慎
宁烨
蒋涛
黄振兴
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.)
CRRC CHANGZHOU TECH-MARK INDUSTRIAL Co.,Ltd.
CRRC Qishuyan Institute Co Ltd
Original Assignee
CRRC Qishuyan Institute Co Ltd
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 CRRC Qishuyan Institute Co Ltd filed Critical CRRC Qishuyan Institute Co Ltd
Priority to CN201811147075.7A priority Critical patent/CN110962501A/en
Publication of CN110962501A publication Critical patent/CN110962501A/en
Pending legal-status Critical Current

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Classifications

    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60BVEHICLE WHEELS; CASTORS; AXLES FOR WHEELS OR CASTORS; INCREASING WHEEL ADHESION
    • B60B17/00Wheels characterised by rail-engaging elements
    • B60B17/0027Resilient wheels, e.g. resilient hubs
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60BVEHICLE WHEELS; CASTORS; AXLES FOR WHEELS OR CASTORS; INCREASING WHEEL ADHESION
    • B60B17/00Wheels characterised by rail-engaging elements
    • B60B17/0006Construction of wheel bodies, e.g. disc wheels
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60BVEHICLE WHEELS; CASTORS; AXLES FOR WHEELS OR CASTORS; INCREASING WHEEL ADHESION
    • B60B17/00Wheels characterised by rail-engaging elements
    • B60B17/0006Construction of wheel bodies, e.g. disc wheels
    • B60B17/0024Construction of wheel bodies, e.g. disc wheels with noise reducing means

Abstract

The invention provides an elastic wheel for a railway vehicle, an elastic wheel assembly and the railway vehicle, and belongs to the technical field of railway vehicles. The elastic wheel for the railway vehicle comprises a wheel rim, a wheel center and a damping element positioned between the wheel rim and the wheel center, wherein an annular groove which is used for accommodating and installing a wheel-mounted brake disc and is concave relative to the side surface of the wheel rim in the axial direction is arranged on the wheel center. The invention can realize reasonable installation of the wheel-mounted brake disc on the elastic wheel, and the elastic wheel can bear the heat load generated by the wheel-mounted brake disc, and has excellent vibration and noise reduction performance, long service life and good bearing performance.

Description

Elastic wheel for railway vehicle, elastic wheel assembly and railway vehicle
Technical Field
The invention belongs to the technical field of railway vehicles, relates to an elastic wheel for a railway vehicle, and particularly relates to an elastic wheel for a railway vehicle, which can be provided with a wheel-mounted brake disc, an elastic wheel assembly with a wheel-mounted brake disc and a railway vehicle provided with the elastic wheel assembly.
Background
With the acceleration of the urbanization process, urban rail transit with the advantages of economy, environmental protection, convenience and the like becomes an important choice for solving the urban traffic problem. Because rail vehicles such as traditional subways mostly adopt rigid wheels, along with the fact that the running speed of the vehicles becomes fast and the axle load increases, noise and vibration in the running process of the vehicles are more and more serious, the urban environment and normal life of residents along the line are seriously affected, and the riding comfort of passengers is also reduced.
The elastic wheel is formed by embedding elastic damping materials such as damping rubber between a wheel rim and a wheel center of the wheel, and can effectively reduce wheel rail noise and alleviate impact and vibration between wheel rails by means of the damping effect of the rubber materials.
Resilient wheels are typically used in conjunction with at least a portion of the braking device, however, existing resilient wheel designs do not take into account the requirements of use in conjunction with the braking device and the interaction between the braking device and the resilient wheel, particularly in the case of wheel mounted brake disc braking devices.
Disclosure of Invention
According to one aspect of the present disclosure, a resilient wheel for a rail vehicle is provided, comprising a rim, a center, and a damping element between the rim and the center, wherein the center is provided with an annular groove recessed in an axial direction with respect to a side of the rim for receiving and mounting a brake disc mounted on the wheel.
According to an embodiment of the present disclosure, a groove wall of the annular groove on a side close to the damping element is provided with a step surface, and a depth of the step surface sinking relative to a side surface of the rim is set so that a first gap for heat dissipation can be formed between the wheel-mounted brake disc and the step surface.
According to another embodiment of the present disclosure or any one of the above embodiments, a part of a groove wall of the annular groove on a side close to the vibration damping element is configured to have a clearance space in a radial direction with respect to the wheel-mounted brake disc.
According to another embodiment of this disclosure or any embodiment above, the resilient wheel for rail vehicles further comprises a pressing ring, wherein the pressing ring is detachably and fixedly mounted at the notch of the wheel center, so that an annular inner cavity for accommodating the vibration reduction element is formed by the pressing ring, the radially outer edge of the wheel center and the wheel rim in a surrounding manner.
According to another embodiment of the present disclosure or any embodiment above, the elastic wheel for a rail vehicle, wherein a surface of the annular inner cavity and/or at least a part of a groove wall of the annular groove is coated with a thermal insulation layer.
According to another embodiment of the present disclosure or any embodiment above, the elastic wheel for rail vehicles, wherein the damping element is made of a rubber material capable of withstanding an operating temperature of 150 ℃ or above 150 ℃.
According to another embodiment of the present disclosure or any one of the above embodiments, the elastic wheel for a rail vehicle, wherein the compression ring is arranged substantially bilaterally symmetrically to a radially outer edge portion of the wheel center.
According to another embodiment of the present disclosure or any one of the above embodiments, the elastic wheel for a rail vehicle, wherein the compression rings are fixedly installed on a radially outer edge portion of the wheel center in an opposite direction by fastening screws.
According to another embodiment of the present disclosure or any embodiment above, the elastic wheel for rail vehicles, wherein the cross section of the annular inner cavity and the damping element is a V-shaped section.
According to another embodiment of the present disclosure or any embodiment above, the elastic wheel for a rail vehicle, wherein an included angle of the V-shaped cross section is greater than or equal to 60 ° and less than or equal to 160 °.
According to another embodiment of the present disclosure or any one of the above embodiments, the radial outer edge of the wheel center and the pressing ring form a second gap with respect to the wheel rim, respectively, the second gap having an upper horizontal segment, a vertical segment and a lower horizontal segment, wherein the vertical segment is substantially perpendicular to the upper horizontal segment and the lower horizontal segment, and the upper horizontal segment and the lower horizontal segment are communicated through the vertical segment.
According to another embodiment of the present disclosure or any embodiment above, the outlet of the upper horizontal section is terminated at an axial side end surface of the elastic wheel, and the outlet of the lower horizontal section is communicated with the annular inner cavity.
According to another embodiment of this disclosure or any embodiment above, the resilient wheel for rail vehicles, wherein the distance between the upper horizontal segment, the lower horizontal segment and the vertical segment is greater than or equal to 1mm and less than or equal to 8 mm.
According to another embodiment of the present disclosure or any one of the above embodiments, the elastic wheel for a rail vehicle, wherein a straight spoke plate is provided on the wheel core, and annular grooves are formed on both sides of the straight spoke plate.
According to another embodiment of the present disclosure or any one of the above embodiments, the elastic wheel for a rail vehicle, wherein the straight web is formed with a first hole for mounting a shear pin and a second hole for mounting a fixing bolt.
According to another embodiment of the present disclosure or any one of the above embodiments, a hub hole for mounting the elastic wheel on an axle is provided on the wheel center, and an oil injection hole is provided on a groove wall of the annular groove on a side close to the hub hole.
According to another embodiment of the disclosure or any embodiment above, the annular groove is set to a depth such that the side surface of the rim is substantially flush with the running surface of the wheel mounted brake disc.
According to another embodiment of this disclosure or any embodiment above, the rail vehicle is a light rail car, a tram or a subway vehicle.
In accordance with yet another aspect of the present disclosure, there is provided a resilient wheel assembly with a brake disc, comprising:
the resilient wheel for a railway vehicle as described in any of the above; and
a brake disc is mounted on the wheel;
wherein the wheel-mounted brake disc is fixedly installed in an annular groove of a wheel center of the elastic wheel for the rail vehicle.
According to an embodiment of the present disclosure, the wheel-mounted brake disc is fixedly mounted on the wheel center of the elastic wheel for a railway vehicle through a fixing bolt and a shear pin.
According to still another aspect of the present disclosure, there is provided a rail vehicle, including:
the resilient wheel for a railway vehicle as described in any of the above; and
a brake device having a wheel-mounted brake disc;
wherein the wheel-mounted brake disc is fixedly installed in an annular groove of a wheel center of the elastic wheel for the rail vehicle.
The rail vehicle according to another embodiment of the present disclosure, wherein the rail vehicle may be a light rail vehicle, a tram, or a subway vehicle.
The above features and operation of the present invention will become more apparent from the following description and the accompanying drawings.
Drawings
The above and other objects and advantages of the present invention will become more apparent from the following detailed description when taken in conjunction with the accompanying drawings, in which like or similar elements are designated by like reference numerals.
Fig. 1 is a front view of an elastic wheel for a railway vehicle according to an embodiment of the present invention.
Fig. 2 is a cross-sectional view of the resilient wheel of the embodiment shown in fig. 1 at section a-a.
Fig. 3 is a cross-sectional view of the center of the wheel of the resilient wheel of the embodiment shown in fig. 1, taken at section a-a.
Fig. 4 is a partially enlarged structural view of a second clearance in the resilient wheel of the embodiment shown in fig. 1.
Fig. 5 is a cross-sectional view of a resilient wheel assembly at section a-a' in accordance with an embodiment of the present invention.
Detailed Description
For the purposes of simplicity and explanation, the principles of the invention (including the structure) are described herein with reference primarily to exemplary embodiments thereof. However, those skilled in the art will readily recognize that the same principles (including configurations) apply equally to all types of resilient wheels, and that any such variations do not depart from the true spirit and scope of this patent application. Moreover, in the following description, reference is made to the accompanying drawings that illustrate certain exemplary embodiments. Mechanical and structural changes may be made to these embodiments without departing from the spirit and scope of the invention. In addition, while a feature of the invention may have been disclosed with respect to only one of several implementations/embodiments, such feature may be combined with one or more other features of the other implementations/embodiments as may be desired and/or advantageous for any given or identified function. The following description is, therefore, not to be taken in a limiting sense, and the scope of the present invention is defined by the appended claims and their equivalents.
Notwithstanding that the numerical ranges and parameters setting forth the broad scope of the invention are suitable, the numerical values set forth in the specific examples are reported as precisely as possible. Any numerical value, however, inherently contains certain errors necessarily resulting from the standard deviation found in their respective testing measurements and/or machining. Moreover, all ranges disclosed herein are to be understood to encompass any and all subranges subsumed therein. Where used, the terms "first," "second," and the like do not necessarily denote any order or priority relationship, but rather may be used to more clearly distinguish one element from another.
As used herein, directional terms are defined relative to the orientation of the resilient wheel during normal use, it being understood that these directional terms are relative concepts that are used for relative description and clarity and that may vary accordingly as the orientation of the resilient wheel varies.
FIG. 1 illustrates a front view of a resilient wheel for a railway vehicle in accordance with one embodiment of the present invention; FIG. 2 is a cross-sectional view of the resilient wheel of the embodiment of FIG. 1 taken at section A-A; FIG. 3 is a cross-sectional view of the center of the wheel of the resilient wheel of the embodiment of FIG. 1 at section A-A; FIG. 4 is an enlarged partial block diagram of a second clearance in the resilient wheel of the embodiment of FIG. 1; figure 5 is a cross-sectional view of a resilient wheel assembly at section a-a' in accordance with one embodiment of the present invention. Wherein the cross-section illustrated in fig. 2 is a section a-a of the elastic wheel 10 in fig. 1, and the elastic wheel assembly 100 is formed by fixedly mounting an example wheel-mounted brake disc 200 on the elastic wheel 10 illustrated in fig. 2.
The resilient wheel 10 and resilient wheel assembly 100 of one embodiment of the present invention are illustrated in conjunction with fig. 1-5.
As shown in fig. 1, the resilient wheel 10 mainly includes a rim 110 (which may also be referred to as a "rim"), a wheel center 140, and a vibration reduction element 120, for example, annularly arranged, between the rim 110 and the wheel center 140, and the vibration reduction element 120 may be made of a material having elastic damping characteristics, for example, a rubber material, so that the resilient wheel 10 has functions of reducing wheel-rail noise, mitigating impact and vibration between wheel rails, and the like.
In one embodiment, the hub hole 150 is provided at a central position of the wheel center 140, and the hub hole 150 is used for mounting the elastic wheel 10 on an axle (not shown), for example, the hub hole 150 may be press-fitted with an interference fit with one end of the axle. Depending on the orientation of the resilient wheel 10 relative to the axle during use, the right side of the resilient wheel 10 as shown in fig. 2 is axially outboard, and the left side of the resilient wheel 10 is axially inboard; in the wheel set of the axle, the axially inner sides of the two resilient wheels 10 are facing. It will be appreciated that the "axial" direction of the resilient wheel 10 is substantially the same as the "axial" direction of the axle and that it is perpendicular to the "radial" direction of the resilient wheel 10. Thus, the left and right side surfaces of the tire 110 are the axial inner surface 111a and the axial outer surface 111b, respectively.
In an embodiment, the elastic wheel 10 further includes a pressing ring 130, the pressing ring 130 may be implemented in the form of a flange, for example, and a notch 146 may be provided on an axially outer side (e.g., right half) of the radially outer edge portion 145 of the wheel center 140, and the pressing ring 130 may be detachably and fixedly mounted on the radially outer edge portion 145 of the wheel center 140, for example, and fixedly mounted in the notch 146 and fixed on the radially outer edge portion 145 of the wheel center 140 by a plurality of fastening screws 131 (e.g., a plurality of fastening screws 131 uniformly distributed in a circumferential direction). Thus, the compression ring 130, the radially outer edge 145 of the hub 140 having the cutout 146, and the tire 110 can enclose an annular cavity therebetween for receiving the damping element 120. It will be appreciated that the shape and size of the annular interior cavity may be designed substantially corresponding to the shape and size of the damping element 120.
It should be noted that, in the case that the pressing ring 130 is detachably designed with respect to the wheel center 140 to form an annular inner cavity for accommodating the damping element 120, the elastic wheel 10 can be disassembled and assembled only by using a tool such as a wrench during wheel maintenance, so that the operation of replacing the parts such as the rim 110 and the damping element 120 is easily realized, the maintainability of the elastic wheel 10 is improved, and the use and maintenance costs of the elastic wheel 10 are reduced.
In particular, the pressure ring 130 may be disposed substantially side-to-side symmetric with the radially outer edge 145 of the wheel center 140, and the annular inner cavity is therefore also substantially side-to-side symmetric.
In particular, the cross section (i.e., the radial section) of the annular inner cavity and the damping element 120 is a V-shaped section, so that the damping element 120 can bear not only the radial compressive load but also the axial transverse load (for example, when passing through a track curve), which is beneficial to improving the overall bearing capacity of the elastic wheel. Optionally, the included angle of the V-shaped cross section is greater than or equal to 60 ° and less than or equal to 160 °, further preferably, the included angle of the V-shaped cross section is greater than or equal to 90 ° and less than or equal to 120 °, so that the axial stiffness and the radial stiffness can be better matched, the overall bearing capacity of the elastic wheel is improved, and the safety of the vehicle when passing through a curve is enhanced; more preferably, the included angle of the V-shaped section is more than or equal to 100 degrees and less than or equal to 120 degrees, the axial stiffness and the radial stiffness are reasonably matched, the integral bearing capacity of the elastic wheel is improved, and the safety of the vehicle passing through a curve is further enhanced; preferably, the angle of the V-shaped cross-section is, for example, 110 °.
It should be noted that the damping element 120 may be a circular ring structure or a segmented structure, and the specific structure is not limited to the above embodiment.
As shown in fig. 1 to 5, the wheel center 140 may be provided with an annular groove 149 that is recessed in the axial direction with respect to the side surface of the rim 110, and the annular groove 149 may be provided on both sides of the wheel center 140. The annular groove 149 is used to receive and mount the wheel mounted brake disk 200 (shown in fig. 5), and thus, the number and/or shape of the annular groove 149 may be designed accordingly according to the structure of the wheel mounted brake disk 200. In one embodiment, the wheel center 140 is provided with annular grooves 149 on both the axially inner and axially outer sides thereof, thereby allowing for the positioning and mounting of the wheel mounted brake rotor pair.
In one embodiment, the wheel center 140 is provided with a relatively thin straight web 141, the center portion and the radially outer edge portion 145 of the wheel center 140 are connected by the straight web 141, and on both sides of the straight web 141, annular grooves 149 as shown in fig. 2 and 3 are formed, respectively. The straight webs 141 and the corresponding annular grooves 149 may be formed, for example, by casting, forging, or machining.
Specifically, the pair of wheel-mounted brake discs may be fixedly mounted on the wheel center 140 by a plurality of fixing bolts 211 (as shown in fig. 5), and in order to resist a large braking force generated during braking, the wheel-mounted brake discs 200 of the pair of wheel-mounted brake discs are further fixed on the wheel center 140 by a plurality of anti-shear pins 210 (as shown in fig. 5); correspondingly, the straight web 141 is formed with a number of first holes 142 for mounting the shear pins 210 and a number of second holes 143 for mounting the fixing bolts. In this way, the reliability of the operation of the wheel-mounted brake disc 200 can be ensured, and the first holes 142 and the second holes 143 are separately provided, so that the characteristics of low machining accuracy requirement and low cost of the second holes 143 are utilized, the number of the first holes 142 having the shear-proof function can be reduced, and the cost of the elastic wheel assembly 100 can be reduced.
The number of the first holes 142 is smaller than the number of the second holes 143, the number of the first holes 142 may be 4 or more than 4, and the number of the second holes 143 may be 8 or more than 8. The first holes 142 are uniformly arranged in the circumferential direction of the straight web 141, and the second holes 143 may be uniformly arranged in the circumferential direction, for example, on both sides of the first holes 142.
Therefore, the wheel mounted brake disc 200 can be conveniently mounted on both sides of the straight web 141 of the wheel center 140 by the fixing bolts 211 and the anti-shear pins 210.
The applicant considers that, in the case that the wheel-mounted brake disc 200 is fixedly installed in the annular groove 149, the wheel-mounted brake disc 200 is liable to generate a large amount of heat (i.e., braking heat) due to braking friction under braking conditions, particularly in a railway vehicle under high-speed and heavy axle weight conditions, and such braking heat is very liable to be transmitted to the vibration damping element 120 through the wheel center 140 or the like in contact with the wheel-mounted brake disc 200, resulting in that the vibration damping element 120 is liable to operate under high-temperature conditions for a long time or to be damaged, and further affecting the overall performance of the elastic wheel 10, thereby reducing the service life of the elastic wheel. To this end, in an embodiment, a step surface 148 is provided on a groove wall of the annular groove 149 on a side (i.e., a radially outer side) close to the damping element 120, and the step surface 148 is set to a depth where it is depressed with respect to the side surface 111a or 111b of the rim 110, so that a first gap 147 (shown in fig. 5) for heat dissipation can be formed between the brake disk 200 and the step surface 148, and the first gap 147 forms a corresponding interval in the axial direction; in this way, not only the braking heat generated by the wheel-mounted brake disk 200 can be radiated from the first gap 147 by means of, for example, ventilation and heat radiation. Moreover, a part of the groove wall of the annular groove 149 on the side close to the vibration damping element 120 is configured to have an opening space (i.e. a radial opening space) in the radial direction relative to the wheel-mounted brake disc 200, for example, the groove wall forms a circumferential opening with the brake disc 20, the radial opening space correspondingly formed by the groove wall can be opened relative to the wheel-mounted brake disc 200, under the condition that the wheel center size is the same, the friction radius of the wheel-mounted brake disc 200 is not easily affected by the radial size of the annular groove 149, which is beneficial to increasing the friction radius of the wheel-mounted brake disc 200 and improving the braking force of the rail vehicle. In addition, the first gap 147 and the clearance space are also beneficial to avoid the brake caliper from interfering with the side surface of the wheel in case of abrasion of the wheel-mounted brake disc 200. It will be appreciated that a clearance for heat dissipation is easily formed between the groove wall of the annular groove 149 on the side close to the hub hole 150 (i.e., the radially inner side) and the wheel disc 200; if desired, a stepped structure similar to the stepped surface 148 may also be formed on the groove wall.
It should be noted that the annular groove 149 may have groove walls corresponding to both the radially inner side 1491 (see fig. 3) and the radially outer side 1492 (see fig. 3), and in some cases, may have groove walls corresponding to only one side.
In one embodiment, the first gap 147 can have an axial dimension of 5mm to 15mm (e.g., 8 mm). The step surface 148 corresponding to the annular groove 149 on the pressing ring 130 side may be partially formed by a groove wall, and the other portion may be formed by the pressing ring 130, for example, by configuring the outer side surface of the pressing ring 130 to be symmetrical to a part of the groove wall of the annular groove 149 on the axial inner side (as shown in fig. 2).
Considering the case of braking heat, in one embodiment, the surface of the annular cavity in which the damping element 120 is mounted may be coated with a thermal insulation layer, for example, a corresponding thermal insulation layer is sprayed on the contact interface of the damping element 120 with the wheel center 140 and the compression ring 130, so that the transmission of braking heat to the damping element 120 may be reduced; in yet another embodiment, the groove walls of the annular groove 149 may also be coated with a thermal insulation layer to reduce brake heat transfer to the damping element 120. The heat insulation layer can be, but is not limited to, ceramic fiber heat insulation anticorrosive coating for metal and other materials.
Considering the case of braking heat, in an embodiment, the damping element 120 may be made of a rubber material capable of withstanding an operating temperature of 150 ℃ or more than 150 ℃, and the damping element 120 may be made of, but not limited to, an elastic material such as an elastomer having high temperature resistance. In this way, it is possible to improve the heat resistance of the vibration damping element 120, to extend the service life of the elastic wheel 10, or to reduce the maintenance work thereof.
It will be understood that in the above exemplary manner, for example, the first gap 147 for heat dissipation is formed, the groove wall of the annular groove 149 and/or the surface of the annular inner cavity is coated with a heat insulating layer, the damping element 120 is made of an elastic rubber material having good high temperature resistance, and the like, which may be combined arbitrarily, but may be all performed simultaneously; while implemented, the negative impact of the wheel mounted brake disc 200 on the performance of the resilient wheel 10 may be minimized, for example, to facilitate an increase in the useful life of the resilient wheel 10.
As further shown in fig. 5, the brake rotor 200 has corresponding working surfaces, i.e., the working surfaces 201a and 201b, for braking, and in one embodiment, the recessed depth of each annular groove 149 may be set such that the side surfaces 111a and 111b of the rim 110 are substantially flush with the working surfaces of the brake rotor 200, e.g., the axially inner side surface 111a is flush with the working surface 201a of the brake rotor 200 and the axially outer side surface 111b is substantially flush with the working surface 201b of the brake rotor 200. Therefore, the contour of the wheel is ensured to meet the limit requirement, and meanwhile, the brake clamp of the basic brake device is convenient to mount and dismount.
As shown in fig. 2 and 4, in an embodiment, the radially outer edge 145 of the wheel center 140 and the pressing ring 130 are respectively formed with a second gap 121 opposite to the wheel rim 110 for simultaneously accommodating radial deformation and axial deformation of the damping element 120, the second gap 121 is in a labyrinth design and has an upper horizontal segment 1211, a vertical segment 1212 and a lower horizontal segment 1213, wherein the vertical segment 1212 is substantially perpendicular to the upper horizontal segment 1211 and the lower horizontal segment 1213, the upper horizontal segment 1211 and the lower horizontal segment 1213 are communicated with each other through the vertical segment 1212, and the radial gaps of the upper horizontal segment 1211 and the lower horizontal segment 1213 may be h1The outlet of the upper horizontal section 1211 terminates at the axial side end surface of the resilient wheel 10, and the outlet of the lower horizontal section 1213 communicates with the annular interior. With this design of clearance, the resilient element 120 of the resilient wheel 10 is only radially deformed (e.g., h)1) Without substantially affecting the spacing h of its vertical segments 12122So as not to substantially affect the amount of axial deformation of the damping element 120 that it can accommodate; similarly, the resilient member 120 of the resilient wheel 10 is only axially deformed (e.g., h)2) Without substantially affecting the spacing h between its upper 1211 and lower 1213 horizontal segments2So as not to substantially affect the amount of radial deformation of the damping element 120 that it can accommodate; thus, the radial deformation and the axial deformation of the elastic wheel 10 are well solved for the deformation clearance (h)1And h2) The problem of mutual influence of the elastic wheel can avoid the contact abrasion between the wheel rim 110 and the wheel center 140 and between the elastic wheel and the compression ring 130 under the normal operation working condition, and the elasticity is improvedThe safety of the wheel 10, while also extending the useful life of the resilient wheel 10; meanwhile, the advantages of the elastic wheel 10 can be exerted to the greatest extent, so that the elastic wheel 10 can fully exert the functions of reducing wheel track noise and vehicle vibration and improving passenger riding comfort by means of the elastic damping characteristics of the vibration damping element 120, and has excellent vibration and noise reduction performance.
It should be noted that the two second gaps 121 shown in fig. 2 are substantially similar in structure, for example, they are designed symmetrically and have the same size. The second gap 121 is capable of simultaneously accommodating radial deformation and axial deformation of the damping element 120, the amount of radial deformation being accommodated by the distance h between the upper 1211 and the lower 1213 horizontal sections1The allowable axial deformation is determined by the spacing h of the vertical segments 12122And (4) determining. The spacing h between the upper 1211 and the lower 1213 may be set according to specific requirements1And the spacing h of the vertical segments 12122For example, the pitch of the upper horizontal section 1211 and the pitch of the lower horizontal section 1213 are both h1Distance h of vertical segment 12122Can also be equal to h1,h2And h1Is 1mm to 8mm, more preferably, h1And h2Is 2mm-6mm, specifically 3 mm.
Specifically, as shown in fig. 1, several (e.g., 4) ground return conductors may be disposed between the pressure ring 130 and the tire 110 to achieve the current ground return function of the resilient wheel 10.
Specifically, as shown in fig. 2 and 3, an oil injection hole 144 may be provided on the wheel center 140 corresponding to the hub hole 150 to perform an oil injection function to the hub hole 150, thereby facilitating assembly and disassembly between the wheel and the axle. Specifically, the oil filling hole 144 is provided on a groove wall of the annular groove 149 on a side close to the hub hole 150, and the oil filling operation is relatively facilitated.
The elastic wheel 10 and the elastic wheel assembly 100 of the above example may be applied to rail vehicles, such as light rail vehicles, trams, etc., especially subway vehicles employing wheel disc braking, and can meet requirements such as vibration damping performance, noise reduction performance, bearing performance, etc., of the subway vehicles under relatively heavy load conditions; the elastic wheel 10 can be designed with a reasonable installation space according to the external dimension of the wheel-mounted brake disc 200, and the influence of the braking heat generated by the wheel-mounted brake disc 200 on the performance of the elastic wheel 10 can be greatly reduced while the wheel-mounted brake disc 200 is reasonably installed.
It should be understood that the above exemplary elastic wheel 10 and elastic wheel assembly 100 do not have the following disadvantages compared to the elastic wheel with the side of the wheel rim as the braking surface (for example, the elastic wheel disclosed in the application No. cn201520788687.x, entitled "elastic wheel for low-floor rail vehicle", which can achieve braking by directly clamping the side of the wheel rim or wheel rim by the braking clamp during braking): (1) the wheel rim has the advantages that the weight of the wheel rim is increased, unsprung mass of a bogie (such as mass directly borne on the surface of a track below a damping suspension) is increased, impact force of a wheel rail is too large, the service life and riding comfort of the wheel rail are affected, meanwhile, material waste is easily caused when the wheel is worn to the limit and the wheel rim is replaced, and (2) the installation radius of a damping element playing a damping role is reduced due to the fact that the position of a brake disc surface needs to be reserved on the wheel rim, the effective number or the volume of the damping element is reduced, and the bearing performance and the damping performance of the elastic wheel are reduced.
The above examples mainly illustrate the resilient wheel for rail vehicles and the corresponding resilient wheel assembly of the present disclosure. Although only a few embodiments of the present invention have been described, those skilled in the art will appreciate that the present invention may be embodied in many other forms without departing from the spirit or scope thereof. Accordingly, the present examples and embodiments are to be considered as illustrative and not restrictive, and various modifications and substitutions may be made therein without departing from the spirit and scope of the present invention as defined by the appended claims.

Claims (22)

1. Resilient wheel (10) for a rail vehicle, comprising a rim (110), a center (140), a damping element (120) between the rim (110) and the center (140), characterized in that the center (140) is provided with an annular groove (149) recessed in the axial direction with respect to the sides (111 a, 111 b) of the rim (110) for receiving and mounting a brake disc (200) mounted on a wheel.
2. The resilient wheel (10) for railway vehicles as claimed in claim 1, wherein a groove wall of the annular groove (149) on a side close to the damping element (120) is provided with a step surface (148), and the step surface (148) is set to a depth of sinking with respect to the side surfaces (111 a, 111 b) of the rim (110) so that a first gap (147) for heat dissipation can be formed between the wheel mounted brake disc (200) and the step surface (148).
3. Resilient wheel (10) for railway vehicles as claimed in claim 1, characterized in that a part of the groove wall of the annular groove (149) on the side close to the damping element (120) is configured to present a clearance space in the radial direction with respect to the wheel-mounted brake disc (200).
4. The resilient wheel (10) for railway vehicles according to claim 1 or 2, further comprising a press ring (130), wherein the press ring (130) is detachably and fixedly mounted at the notch (146) of the wheel center (140), so that an annular inner cavity for accommodating the damping element (120) is enclosed between the press ring (130), the radially outer edge portion (145) of the wheel center (140) and the rim (110).
5. Resilient wheel (10) for rail vehicles according to claim 4, characterized in that the surface of the annular inner cavity and/or at least part of the groove wall of the annular groove (149) is coated with a thermal insulation layer.
6. Resilient wheel (10) for railway vehicles according to claim 1, characterized in that said damping element (120) is made of a rubber material able to withstand operating temperatures of 150 ℃ or above 150 ℃.
7. The resilient wheel (10) for railway vehicles according to claim 4, characterized in that the pressure ring (130) is arranged substantially bilaterally symmetrically to the radially outer edge portion (145) of the wheel center (140).
8. The resilient wheel (10) for railway vehicles according to claim 4, wherein the pressure rings (130) are mounted on the radially outer edge portion (145) of the wheel center (140) in facing relation by means of fastening screws (131).
9. Resilient wheel (10) for railway vehicles according to claim 4, characterized in that the cross section of the annular cavity and of the damping element (120) is V-shaped.
10. Resilient wheel (10) for railway vehicles according to claim 9, characterized in that the angle of the V-shaped cross-section is greater than or equal to 60 ° and less than or equal to 160 °.
11. A resilient wheel (10) for a railway vehicle as claimed in claim 4, wherein the radially outer edge (145) of the wheel centre (140) and the pressure ring (130) form a second gap (121) with respect to the wheel rim (110), respectively, the second gap (121) having an upper horizontal segment (1211), a vertical segment (1212) and a lower horizontal segment (1213), wherein the vertical segment (1212) is substantially perpendicular to the upper horizontal segment (1211) and the lower horizontal segment (1213), and wherein the upper horizontal segment (1211) and the lower horizontal segment (1213) communicate via the vertical segment (1212).
12. Resilient wheel (10) for railway vehicles according to claim 10, characterized in that the outlet of the upper horizontal section (1211) ends at the axial side end face of the resilient wheel (10), the outlet of the lower horizontal section (1213) communicating with the annular inner cavity.
13. The resilient wheel (10) for railway vehicles according to claim 10, characterized in that the upper horizontal section (1211), the lower horizontal section (1213) and the vertical section (1212) have a pitch greater than or equal to 1mm and less than or equal to 8 mm.
14. Resilient wheel (10) for rail vehicles according to claim 1, characterized in that a straight web (141) is provided on the wheel center (140), and that an annular groove (149) is formed on each side of the straight web (141).
15. The resilient wheel (10) for railway vehicles as claimed in claim 14, wherein the straight web (141) is formed with a first hole (142) for mounting the anti-shear pin (210) and a second hole (143) for mounting the fixing bolt (211).
16. The resilient wheel (10) for railway vehicles as claimed in claim 1, wherein the wheel center (140) is provided with a hub hole (150) for mounting the resilient wheel (10) on an axle, and the groove wall of the annular groove (149) on a side close to the hub hole (150) is provided with an oil injection hole (144).
17. Resilient wheel (10) for railway vehicles according to claim 1, characterized in that the depression depth of the annular groove (149) is set so that the side faces (111 a, 111 b) of the rim (110) are substantially flush with respect to the running faces (201 a, 201 b) of the brake disc (200).
18. Resilient wheel (10) for rail vehicles according to claim 1, characterized in that it is a light rail vehicle, a tram or a subway vehicle.
19. A resilient wheel assembly (100) with a brake disc mounted thereon, comprising:
resilient wheel (10) for rail vehicles according to any of claims 1 to 18; and
a wheel-mounted brake disc (200);
wherein the wheel-mounted brake disc (200) is fixedly mounted in an annular groove (149) of a wheel center (140) of the elastic wheel (10) for the rail vehicle.
20. The resilient wheel assembly (100) of claim 19, wherein the wheel mounted brake disc (200) is fixedly mounted to the wheel center (140) of the resilient wheel (10) for a railway vehicle by means of a fixing bolt (211) and a shear pin (210).
21. A rail vehicle, comprising:
resilient wheel (10) for rail vehicles according to any of claims 1 to 18; and
a brake device having a wheel-mounted brake disc (200);
wherein the wheel-mounted brake disc (200) is fixedly mounted in an annular groove (149) of a wheel center (140) of the elastic wheel (10) for the rail vehicle.
22. The rail vehicle according to claim 21, characterized in that the rail vehicle is a light rail vehicle, a tram or a subway vehicle.
CN201811147075.7A 2018-09-29 2018-09-29 Elastic wheel for railway vehicle, elastic wheel assembly and railway vehicle Pending CN110962501A (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
CN201811147075.7A CN110962501A (en) 2018-09-29 2018-09-29 Elastic wheel for railway vehicle, elastic wheel assembly and railway vehicle

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
CN201811147075.7A CN110962501A (en) 2018-09-29 2018-09-29 Elastic wheel for railway vehicle, elastic wheel assembly and railway vehicle

Publications (1)

Publication Number Publication Date
CN110962501A true CN110962501A (en) 2020-04-07

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Family Applications (1)

Application Number Title Priority Date Filing Date
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Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2022067600A1 (en) * 2020-09-30 2022-04-07 房明 Light metal structure-dual functional gradient composite material brake disc (drum)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2022067600A1 (en) * 2020-09-30 2022-04-07 房明 Light metal structure-dual functional gradient composite material brake disc (drum)

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