CN219809322U

CN219809322U - Vibration absorber for resonant vibration of a rotating body and rail vehicle wheel having a vibration absorber

Info

Publication number: CN219809322U
Application number: CN202222993304.5U
Authority: CN
Inventors: 弗朗茨·穆拉瓦
Original assignee: Bochumer Verein Verkehrstechnik GmbH
Current assignee: Bochumer Verein Verkehrstechnik GmbH
Priority date: 2022-11-10
Filing date: 2022-11-10
Publication date: 2023-10-10
Anticipated expiration: 2032-11-10

Abstract

The utility model relates to a vibration absorber (1, 1 ') for resonant vibration of a rotating body, in particular a rail wheel (9), comprising a plurality of tongues (4, 4 ') which are separated from one another by intermediate layers made of a damping material (5, 5 '), which are rigidly connected to the rotating body in at least one point and are coupled to the rotating body over a large area in the remaining region, wherein the respective tongues (4, 4 ') and the respective intermediate layers made of the damping material (5, 5 ') are geometrically coordinated with one another and the damping material (5, 5 ') is coordinated with respect to the shore hardness thereof such that the tongues (4, 4 ') vibrate at the resonant frequency of the rotating body to be damped and the respective tongues (4, 4 ') vibrate such that they compress and relax the damping material (5, 5 ') of the intermediate layers.

Description

Vibration absorber for resonant vibration of a rotating body and rail vehicle wheel having a vibration absorber

Technical Field

The utility model relates to a vibration absorber for resonant vibrations of a rotating body, in particular of a rail vehicle wheel, having a plurality of vibratable tongues which are separated from one another by an intermediate layer made of a damping material, which tongues are rigidly connected to the rotating body in at least one point and are coupled to the rotating body over a large area in the remaining region.

The utility model further relates to a rail vehicle wheel having one or more such vibration absorbers.

Background

Such vibration absorbers are also known as "wheel sound absorbers" and dampen vibrations of the rail wheel, which lead to rolling noise and harshness noise

For this purpose, the natural frequency of the vibration absorber corresponds to the wheel vibration to be eliminated. The cushioning material in the intermediate layer dampens vibrations of the individual sheets or plates. Due to the consistency of the disturbing natural frequencies of the absorber and the wheel, an effective vibration damping of the resonance of the rail wheel results.

Disclosure of Invention

In order to solve this object, the vibration absorber described at the outset is characterized in particular in that the respective tongue and the respective intermediate layer made of damping material are coordinated with each other in terms of their geometry and in terms of their shore hardness, so that the tongues vibrate at the resonance frequency of the rotator to be damped and the individual tongues vibrate such that they compress and relax the damping material of the intermediate layer there.

It is provided that the individual plates or plates of the wheel sound absorber vibrate at the same frequency, but with different phases and different amplitudes, i.e. with respect to each other, the damping material is thus strongly deformed and thereby irreversibly removes vibration energy from the rotating body and converts it into thermal energy.

The strong damping of the damper serves for broadband resonance of the wheel sound absorber, so that no exact significant agreement with the natural frequency of the railway wheel is required. The weak shift of the resonance frequency of the rotating body, which is due to the use effort, is therefore likewise not critical, and can be in the range of a few percent in rail wheels. As effective buffering is maintained almost entirely over time.

The coupling of the wheel sound absorber to the rotary body is ideally carried out by means of a base plate which is embodied as a mounting plate and/or carrier plate and which can be fastened to the rail wheel. The mounting plate and/or the carrier plate is a functional component of the vibrating rotator.

It is provided that the intermediate space between two adjacent metal layers, in particular between two tongues, is partially or completely filled with a buffer material. Depending on the acoustic properties to be met.

In practice, wheel sound absorbers with a hardness of the cushioning material in the range of 1 Shore (Shore) to 32 Shore and an intermediate layer thickness of the cushioning material in the range of 1mm to 5mm, respectively, have proven to be advantageous.

Furthermore, a wheel sound absorber with a tongue length in the range of between 100mm and 600mm and/or a tongue width in the range of between 5mm and 100mm and/or a tongue thickness in the range of between 1mm and 5mm, respectively, has proved to be advantageous.

Preferably, the tongue which is capable of vibrating is made of metal. Suitable main metals for the sheet material are, for example, steel or aluminum.

The rail wheel described at the outset is characterized by a rim in which a circumferential recess with undercut is provided, on which the vibration absorber can be fastened by means of screws inserted into the recess.

If the screw has a screw head in the form of a T-head or countersunk head for the purpose of clamping the recess, the connection is particularly easy to produce and still reliable.

Drawings

The utility model will be further elucidated below on the basis of the drawings, which show only preferred embodiments. The drawings show:

fig. 1A: a first embodiment of the vibration absorber according to the utility model with a flat contact surface is shown from a front perspective,

fig. 1B: the vibration absorber in figure 1A is from a rear perspective,

fig. 2A: a second embodiment of the vibration absorber according to the utility model with a cylindrical abutment surface is from an internal perspective,

fig. 2B: the vibration absorber in figure 2A is a perspective view from the outside,

fig. 3: a rail wheel having a plurality of vibration absorbers of fig. 2A fixed thereto, and

fig. 4: the rail wheel in fig. 3 is in a sectional view along section IV depicted in fig. 3.

Detailed Description

Fig. 1A shows a first embodiment of a vibration absorber 1 according to the utility model from a front perspective view, with a flat contact surface 2. Fig. 1B shows a perspective view of the vibration absorber 1 in fig. 1A from the rear. The vibration absorber 1 shown in fig. 1A and 1B relates to a wheel sound absorber that acts mainly in the axial direction ("axial absorber"). The vibration absorber 1 has a base plate 3 with a flat (i.e. planar) contact surface 2 for contact with a planar surface of a rail wheel (not shown in fig. 1A and 1B). The shock absorber 1 has alternating layers of tongues 4 and cushioning material 5. A screw hole 6 may be provided at a position between both end portions of the vibration absorber 1. Around the screw hole 6, the layer of cushioning material 5 is interrupted and replaced by at least one metallic intermediate piece 7, so that a fixed screw connection can be made at this location. The individual layers (base plate 3+ tongue 4+ intermediate sheet 7) may be glued, riveted, snap-fit or welded at this location, i.e. around the screw holes 6.

The intermediate space between two adjacent metal layers, for example between two tongues 4, may (unlike that shown in fig. 1A and 1B) not be completely, but only partially filled with cushioning material 5, in order to achieve the desired acoustic properties; in this case, a slit without the cushioning material 5 is constituted.

It is also possible (unlike that shown in fig. 1A and 1B) to have the base plate 3 (and possibly the cushioning material 5 adjacent thereto) be the same size as the tongue 4 in terms of its radial width, instead of having a reduced radial width (as shown in fig. 1A and 1B). The radial width of the base plate 3 can be selected according to the available installation space, wherein in short-distance tracks, due to the smaller position situation, the variant shown in fig. 1A and 1B with reduced radial extension of the base plate 3 is generally used, whereas in long-distance tracks, a standard configuration (not shown in fig. 1A and 1B) with complete radial extension of the base plate 3 is generally used.

At the ends of the vibration absorbers 1, notches 8 are provided, which can be embodied in a semicircular fashion and enable the two vibration absorbers 1 to be screwed in a bridging manner by means of screws. But the tightening may also be performed by circular or other shaped holes in the base plate 3. By means of the fixed screwed and matched contact surface 2, the base plate 3 performs essentially the same vibration as the contact surface of the rail wheel. The tongues 4 execute vibrations with phase shift at the same frequency, which vibrations lead to a deformation of the damping material or damping material 5 and thus to a damping of the vibrations. Energy is thereby removed from the wheel vibrations, which energy can no longer be output as acoustic sound energy.

Fig. 2A shows a perspective view from the inside of a second embodiment of a vibration absorber 1 'according to the utility model, with a cylindrical contact surface 2'. Fig. 2B shows a perspective view of the vibration absorber 1' in fig. 2A from the outside. Features already described in connection with fig. 1A and 1B are labeled with corresponding reference numerals in fig. 2A and 2B. The vibration absorber 1' shown in fig. 2A and 2B relates to a wheel sound absorber, which primarily acts in a radial direction ("radial absorber").

The vibration absorber 1' has a base plate 3' with a cylindrically curved abutment surface 2' for abutment against a cylindrical surface of a rail wheel (not shown in fig. 1A and 1B), for example below the rim. The shock absorber 1' has alternating layers of tongues 4' and cushioning material 5 '. Screw holes 6 'may also be provided at a location between the two ends of the vibration absorber 1'. Around the screw hole 6', the layer of cushioning material 5' is interrupted and replaced by at least one metallic intermediate layer 7', so that a fixed screw connection can be achieved at this point. The individual layers (base plate 3'+ tongue 4' + intermediate piece 7 ') may be glued or welded at this location, i.e. around screw holes 6'.

The intermediate space between two adjacent metal layers, for example between two tongues 4', may (unlike that shown in fig. 2A and 2B) not be completely, but only partially filled with cushioning material 5', in order to achieve the desired acoustic properties; in this case, a slit without the cushioning material 5' is constituted.

At the ends of the vibration absorbers 1', notches 8' are provided, which can be embodied in a semicircular fashion and enable the bridging of the two vibration absorbers 1' by means of screws. But the tightening may also be performed by circular or other shaped holes in the base plate 3'. By means of the fixed screwed and matched contact surface 2', the base plate 3' performs essentially the same vibration as the contact surface of the rail wheel. The tongues 4 'execute vibrations with phase shift at the same frequency, which vibrations lead to a deformation of the cushioning material or cushioning material 5' and thus to a damping of the vibrations. Energy is thereby removed from the wheel vibrations, which energy can no longer be output as acoustic sound energy.

Fig. 3 shows a rail wheel 9 on which a plurality of the vibration absorbers 1' of fig. 2A are fixed. Features already described in connection with fig. 1A to 2B are labeled with corresponding reference numerals in fig. 3. The rail wheel 9 has a hub 10 (which can be pressed into the axle of the wheel set) in its inner region and a rim 11 with a lane flange 12 and a running surface 13 in its outer region. The shock absorber 1' is screwed with the rim 11 of the railway wheel 9. In order to achieve this, a circumferential recess 14 is provided in the rail wheel 9, in particular in the rim 11 thereof, into which a screw 15 having a specially shaped screw head 16 can be introduced and can be fastened by a nut 17. Tightening is further described below in connection with fig. 4.

Fig. 4 shows a section through the rail wheel 9 in fig. 3 along the section IV depicted in fig. 3. Features already described in connection with fig. 1A and 3 are labeled with corresponding reference numerals in fig. 4. The groove 14 formed in the wheel rim 11 widens inwardly and thus has a undercut. The screw head 16 of the screw 15 corresponds in shape to the recess 14 and thus widens towards its end, so that the screw head 16 can positively hold the screw 15 in the recess 14. The screw head 16 may, for example, be shaped as a T (e.g., a T-head screw) so that it can be removed from the recess 14 or reinserted by rotation through approximately 90 °. The vibration absorber 1 'can be inserted on the screw 15 in such a way that the screw hole 6' is inserted through and then the mounting nut 16 by the screw 15 introduced into the recess 14. The base plate 3' is in this case in contact with its contact surface 2' with a corresponding (in this case cylindrical) contact surface 18 of the rail wheel 9, so that vibrations of the rail wheel 9 can be transmitted to and damped by the vibration absorber 1 '.

Fig. 3 and 4 show only by way of example the fastening of the vibration absorber 1' ("radial absorber") of fig. 2A and 2B to the rail wheel 9. The vibration absorber 1 ("axial absorber") of fig. 1A and 1B can also be fastened to the rail wheel 9 in a corresponding manner, wherein instead of the cylindrical contact surface 18, a suitably planar contact surface, for example a contact surface extending radially in the region of the wheel disk, must be selected for fastening to the rail wheel 9. Other ways of tightening, such as by screwing screws into threads provided in the railway wheel or shock absorber 1, 1', may be used instead of the tightening shown in fig. 3 and 4, both when fixing the "radial absorber" and when fixing the "axial absorber". Likewise, through holes for tightening can be provided in the rail wheel (for example in the region of the wheel disc). Finally, instead of the illustrated one-piece rail wheel ("one-piece"), a multipart rail wheel may also be provided, which has, for example, a wheel disc and a tire.

Description of the reference numerals

1. 1': vibration absorber

2. 2': abutment surfaces (of substrates 3, 3')

3. 3': substrate board

4. 4': tongue piece

5. 5': cushioning material

6. 6': screw hole

7. 7': middle sheet

8. 8': notch

9: rail wheel

10: hub

11: rim of wheel

12: lane flange

13: action surface

14: groove

15: screw bolt

16: screw head

17: nut

18: the abutment surface (of the rail wheel 9).

Claims

1. A vibration absorber (1, 1 ') for resonant vibration of a rotating body, in particular a rail wheel (9), having a plurality of tongues (4, 4 ') which are separated from one another by an intermediate layer made of a damping material (5, 5 ') and can vibrate, which tongues are rigidly connected to the rotating body at least in one point and are coupled to the rotating body over a large area in the remaining region,

it is characterized in that the method comprises the steps of,

the individual tongues (4, 4 ') and the individual intermediate layers made of the damping material (5, 5') are coordinated with respect to their geometry and the damping material (5, 5 ') is coordinated with respect to their Shore hardness, so that the tongues (4, 4') vibrate at the resonance frequency of the rotary body to be damped and the individual tongues (4, 4 ') vibrate such that they compress and relax the damping material (5, 5') of the intermediate layers.

2. The vibration absorber (1, 1') according to claim 1,

it is characterized in that the method comprises the steps of,

the vibration absorber (1, 1 ') has a base plate (3, 3') which is designed as a mounting plate and/or carrier plate.

3. The vibration absorber (1, 1') according to claim 1 or claim 2,

it is characterized in that the method comprises the steps of,

the intermediate space between adjacent two metallic layers, in particular between two tongues (4, 4 '), is partially or completely filled with a buffer material (5, 5').

4. A vibration absorber (1, 1') according to any one of claims 1 to 3,

it is characterized in that the method comprises the steps of,

the hardness of the cushioning material (5, 5 ') is in the range of 1 to 32 Shore, and the thickness of the intermediate layer of the cushioning material (5, 5') is in the range of 1 to 5mm, respectively.

5. The vibration absorber (1, 1') according to any one of claims 1 to 4,

it is characterized in that the method comprises the steps of,

the length of the tongues (4, 4 ') is in the range of between 100mm and 600mm and/or the width of the tongues (4, 4 ') is in the range of between 5mm and 100mm and/or the thickness of the tongues (4, 4 ') is in the range of between 1mm and 5mm, respectively.

6. The vibration absorber according to any one of claims 1 to 5,

it is characterized in that the method comprises the steps of,

the tongue (4, 4') capable of vibrating is made of metal.

7. Rail wheel (9) with a vibration absorber (1, 1') according to any one of claims 1 to 6,

it is characterized in that the method comprises the steps of,

the rail wheel (9) has a rim (11) in which a circumferential undercut groove (14) is provided, to which the vibration absorber (1, 1') can be fastened by means of screws (15) inserted into the groove (14).

8. Rail wheel (9) according to claim 7,

it is characterized in that the method comprises the steps of,

the screw (15) has a screw head (16) for clamping the recess (14), which is embodied as a T-head or countersunk head.