WO2008043248A1

WO2008043248A1 - Damping wheel

Info

Publication number: WO2008043248A1
Application number: PCT/CN2007/002699
Authority: WO
Inventors: Xuejun Yin
Original assignee: Xuejun Yin
Priority date: 2006-09-21
Filing date: 2007-09-12
Publication date: 2008-04-17
Also published as: CN1931611A; WO2008043248A8; CN100544972C

Abstract

A damping wheel comprises a wheel body (1). A connector (4) with ribs or a convex-concave structure is set in the non-tread surface of the wheel body. The inner surface of a restrictor (3) corresponding to the connector (4) is provided with ribs or a concave-convex structure. A damper (2) is arranged between the connector (4) and the restrictor (3) or among the connector (4), the wheel body (1) and the restrictor (3). The damping wheel according to the present invention can reduce the rolling noise vibration of the wheel and decrease the wear of both the wheel and track effectively.

Description

Vibration reduction wheel

The present invention relates to components for rail vehicles, and more particularly to a vehicle wheel that runs on rails such as railways, subways, urban railways, elevated light rails, and high-speed railways. Background technique

Modern rail transit is developing in the direction of heavy load and high speed. It brings convenience to people's production and life, and also brings vibration and noise interference. In addition, due to the large axle of the vehicle and the high speed, the wheel vibration is large. The serious wear of the wheels and tracks not only increases the maintenance cost of the vehicle operation, but also seriously affects the safety and comfort of the vehicle operation. Scientific research has found that during the operation of the rail vehicle, the wheel-rail noise is the main sound source when the train is traveling at speeds below 250km/h, and the noise of the wheel vibration radiation is an important part of the wheel-rail noise, reducing the impact on the wheels. The vibration force can greatly reduce the vibration of the wheel, thereby reducing the rolling noise. "Finite Element Analysis of Low Noise Wheel Damping Control", Vol. 27, No. 1, China Railway Science, January 2006 [Article ID: 1001- 4632 ( 2006 ) 01- 0094- 05] on existing wheel surfaces The damping control technology scheme has been measured and analyzed. It is concluded that the damping loss factor of the wheel after surface damping treatment is greatly improved compared with the damping loss factor of the rigid wheel, which can achieve the purpose of effective vibration reduction and noise reduction. Since the damping material consumes vibration energy by generating a shear-based resistance opposite to the direction in which the vibration is forced, the contact area of the damping material with the wheel, that is, the actual working area of the damping body material subjected to shearing force and vibration damping The effect of noise reduction is roughly proportional. However, in the prior art wheel surface damping control scheme discussed in the foregoing article, the constraining layer is made of a material having a substantially uniform thickness, and the effective working area of the damping material is only the actual area covered by the wheel, and thus such technical solutions are The size of the non-working surface of the wheel is severely restricted, and the vibration and noise reduction effects that can be achieved are also very limited, so that such a wheel is difficult to achieve the desired vibration and noise reduction effect. Summary of the invention

The object of the present invention is to overcome the above-mentioned drawbacks, and provide a vibration-damping wheel whose surface area is subjected to shear deformation and whose actual working area is larger than the surface area of the wheel covered, which can absorb vibration energy quickly and effectively, relieves self and track wear, and prolongs service life. . The invention is realized by the invention, comprising: a wheel body, a connecting body with a rib or a convex-concave structure is fixedly disposed on the non-working surface of the wheel body, and the inner surface of the restraining body corresponding to the connecting body has a rib structure or a concave-convex structure, the damping body It is disposed between the connecting body and the binding body or between the connecting body, the wheel body and the binding body.

Wherein, the connecting body may be a separate rib or a plate with a rib or a concave-convex structure on the surface, and the fixed connection between the connecting body and the wheel body may be welding, riveting, bonding, card slot, fastener or tight The firmware is connected and guaranteed to have sufficient strength and joint stiffness. The connecting body may also be part of the wheel body itself, for example, when the wheel is manufactured, the rib is directly formed on the surface of the spoke; the damping body may be arranged continuously between the connecting body and the restraining body, or may be spaced apart. The material stiffness of the joint body and the restraint body is greater than the stiffness of the damping material, and the material of the damping body may be a solid damping material or a liquid damping material. Commonly used solid damping materials include modified asphalt, high damping polyurethane, high damping rubber, soft metal lead tin, etc. Commonly used liquid damping materials include silicone oil and modified damping asphalt which becomes liquid at working temperature. In addition, the damping body of the present invention further comprises a synthetic material obtained by adding other additives to the damping material as a base, such as adding short fibers and cloud powder to increase the internal damping of the damping material; adding rubber powder can increase the elasticity of the material; adding metal Fiber can increase the thermal conductivity of the material. The use of these polymer materials or synthetic materials as damping bodies can also achieve good vibration and noise reduction effects. When a liquid damping material is used, the periphery of the damping layer is sealed, and a spacer for maintaining the thickness of the damping layer may be disposed in the middle.

The thickness of the damping body in the normal direction of each convex-concave structure surface is smaller than that of other directions, and the total area of the single side of the damping body is larger than the surface area of the wheel covered by the damping body. The rib or convex-concave structure extends in a direction substantially perpendicular to the bending peaks of the main curved undulations of the wheel body, preferably circumferentially or/and radially along the wheel side. The cross-sectional shape of the convex portion or the groove portion in the rib or convex W structure may be an arc shape, a trapezoidal shape, a triangular shape, a rectangular shape, a meander shape, an L shape, an arch shape, a watt shape or a wave shape.

In order to reduce the weight and reduce the cost, and to increase the effective working area of the damping material as much as possible, a cavity or a sandwich structure may be arranged on the connecting body or/and the restraining body, and a damping material, a sound absorbing material and a foaming are arranged in the cavity. The material, the high specific gravity material or the bulk material thereof, or the small wall of the cavity wall connected to the external space.

In the present invention, the constraining damping structure composed of the connecting body, the damping body and the restraining body is disposed on one side or both sides of the wheel body, and may be provided with multiple layers, and the constraining structure in different constrained damping structures The rib extension directions are parallel or perpendicular to each other. It is also possible to provide reinforcing ribs between adjacent ribs on the constraining body in the same layer or different constraining damping structures in which the rib extending directions intersect each other in the same layer. Preferably, the ribs of the binding body are continuously arranged to preferentially ensure the constraint. The restraining stiffness of the body, preferably the rib extensions of the different restraining body damping structures are perpendicular to each other. Since the damping coefficient of the constrained damping structure layer is high in the present invention, in many cases, only one side can achieve a good vibration damping effect, and the cost can be effectively saved. When the constraining damping structure composed of the connecting body, the damping body and the restraining body is disposed on both sides of the wheel body, the extending directions of the ribs of the constraining structure in the two-sided constraining damping structure may be parallel to each other or may be perpendicular to each other. The constraining structure is locked to the wheel body by fasteners, rivets, bonds, elastic clips, or the locking structure is locked to the wheel body by a card slot or a retaining edge formed on the rail, or by a high elastic adhesive Or a high-strength damping material firmly bonds the constraining structure to the wheel surface.

The invention greatly increases the effective contact with the damping body by providing a connecting body between the wheel body and the damping body, and using the convex-concave structure provided on the connecting body or the convex-concave structure combined with the wheel body to cooperate with the binding body. The area, the actual working area of the damping body subjected to shear deformation is significantly increased, so that the damping body can absorb the vibration energy of the wheel more effectively, reduce the rolling noise generated by the wheel, and then control the vibration and noise of the wheel from the source. At the same time, it effectively reduces the rail and wheel wear caused by the vibration release energy of the wheel, thereby obtaining good vibration and noise reduction effects, greatly improving the service life of the wheel and the track and the safety and comfort of the train operation. DRAWINGS

Figure 1 is a schematic view of the structure of the present invention.

Figure 2 is a second schematic view of the structure of the present invention.

Figure 3 is a third schematic view of the structure of the present invention.

Figure 4 is a fourth schematic view of the structure of the present invention.

Figure 5 is a fifth schematic view of the structure of the present invention.

Fig. 6 is an enlarged view of a portion A of Fig. 5.

Figure 7 is a sixth schematic view of the structure of the present invention.

Figure 8 is a seventh schematic view of the structure of the present invention.

Figure 9 is a schematic view of the structure of the present invention. Figure 10 is a schematic view of the structure of the present invention.

Fig. 11 is an enlarged view of a portion B of Fig. 10.

Figure 12 is a schematic view of the structure of the present invention.

Figure 13 is a perspective view of the structure of the present invention.

Figure 14 is a schematic view of the structure of the present invention.

Figure 15 is a thirteenth structural diagram of the present invention.

Figure 16 is the picture of Figure 15! ) enlarged view.

Figure 17 is a cross-sectional view taken along line E-E of Figure 1.

Figure 18 is a fourteenth structural diagram of the present invention.

Figure 19 is a fifteenth view of the structure of the present invention.

Figure 20 is a sixteenth structural diagram of the present invention. detailed description

Example 1

As shown in FIG. 1 and FIG. 17, the vibration damping wheel of the present invention comprises a wheel body 1, a damping body 2 made of high damping rubber, and an aluminum restraining body 3, and aluminum is further disposed between the wheel body 1 and the damping body 2. The connecting body 4, the above structures are respectively disposed on the non-working surfaces on both sides of the wheel body 1. The connecting body 4 and the damping body 2 are provided with a trapezoidal rib 5 on the side adjacent to the damping body 2, and a side of the binding body 3 adjacent to the damping body 2 is provided with a trapezoidal rib 6 which is interlaced with the connecting body trapezoidal rib 5, and the damping body 2 The connecting body 4 and the restraining body 3 are vulcanized into one body by the high damping rubber of the damping body 2 in the fitting gap of the connecting body 4 and the restraining body 3. Then, the integrated constraining damping structure composed of the connecting body, the damping body and the restraining body is fixed and adhered to the wheel body by using high-strength adhesive. The damper body 2, the restraining body 3 and the connecting body are continuously disposed along the side wall of the wheel body 1, and the ribs of the restraining body 3 and the connecting body also extend circumferentially.

The main mode shape (vibration mode) of the wheel is the column wave bending and the radial bending in the circumferential direction. The embodiment of the present invention mainly exemplifies the ring vibration mode, so the binding body 3 in this embodiment The rib of the connecting body 4 extends in the direction of the ring.

When the train is running on the track to cause the wheel body 1 to vibrate, the vibration is transmitted to the damping body 1 and the restraining body 3 through the connecting body 4 of the rigid material. Due to the constraint of the restraining body, the damping body 2 is forced to produce shearing. Deformation, the damping body 2 has a resistance opposite to the deformation direction due to its damping characteristics. Force, the mechanical energy generated by vibration is converted into heat energy dissipation in a wide frequency range. Due to the arrangement of the convex and concave structures on the connecting body 4 and the binding body 3, the contact and action area of the damping material with the connecting body and the binding body is much larger than the surface area of the wheel body of the covered portion, and the damping force is applied to the curved neutral surface of the wheel body. The acting moment, the damping force generated by the damping body 2 is greatly increased, so that it absorbs the vibration energy more quickly and effectively, and effectively reduces the vibration strength of the wheel. In order to prevent the damping structure from falling off accidentally, a flange 17 is provided on the wheel body, and the flange is directly formed on the wheel body, and may of course be formed by welding or bonding, and may be continuous or intermittent. Since the control is carried out from the source, the noise generated by the vibration and the resulting wear of the wheel and the track are also greatly reduced, so that the service life of the wheel and the track and the comfort and safety of the train operation are greatly improved.

According to actual needs, the constraining damping structure composed of the connecting body, the damping body and the restraining body may be disposed on a part of the non-working surface of the wheel or even on all non-working surfaces, and may be disposed on both sides of the wheel, or only Set on one side. The connecting body and the restraining body should give priority to the selection of the profile of the same molding process. For example, the aluminum profile which is integrally die-casted in this embodiment is firm and beautiful, accurate in size and light in weight. The constrained damping structure is preferably disc-shaped, and the ribs on the connecting body and the constraining body are disposed in a circumferential direction. As for the cross-sectional shape of the rib, in addition to the trapezoid, it may be curved, triangular, rectangular, T-shaped, L-shaped, arch-shaped, tile-shaped or wavy, and the like, and a good effect can be achieved. In order to ensure that the vibration can be transmitted in time, the connecting body and the wheel body must be tightly and firmly connected together.

Example 2

As shown in FIG. 2, the vibration-damping wheel of the present invention comprises a wheel body 1, a damping body 2 composed of a modified damping asphalt which is liquid at a working temperature, and an aluminum alloy plate restraint 3, which is further disposed between the wheel body 1 and the damping body 2. The connecting body 4 made of an aluminum alloy material is provided, and the connecting body 4 is riveted at a plurality of points or firmly connected to both sides of the wheel body 1 and the hub by a lead-tin alloy multi-point plug welding. The outer surface of the connecting body 4 has a triangular rib 5, and the side of the constraining body 3 adjacent to the damping body 2 has a triangular rib 6 which is alternately engaged with the rib 5. The damping body 2 is disposed in the fitting gap between the connecting body 4 and the restraining body 3, and the three are integrally connected by a plurality of fasteners (not shown). The damper body 2, the restraining body 3 and the connecting body 4 are spaced apart along the side wall of the wheel body 1. .

In order to prevent the damping material from leaking out during use, the lead-tin alloy may be cast on the open end of the damping structure, and after it is cured, the sealing layer 10 is formed to close the damping body layer chamber. Example 3

As shown in FIG. 3, the vibration-damping wheel of the present invention comprises a wheel body 1, a damping body 2 made of solid high-damping polyurethane, and a binding body 3 formed by injection molding of engineering plastic, and rigidity is also provided between the wheel body 1 and the damping body 1. The connecting body 4 is a plurality of "L" shaped metal rings with rectangular ribs 5 fixed to the wheel body 1 by fasteners 18, and the side of the restraining body 3 adjacent to the damping body 1 There are rectangular ribs 6 that are interdigitated with the rectangular ribs 5. The damper body 2 is filled in the fitting gap of the wheel body 1, the connecting body 4, and the restraining body 3. The ribs of the restraining body 3 and the connecting body 4 are disposed in a circumferential direction perpendicular to the side wall of the wheel body 1.

Example 4

As shown in FIG. 4, the vibration-damping wheel of the present invention comprises a wheel body 1, a constraining body 3 made of FRP material, an aluminum plate as a connecting body 4 and a ring-shaped rib 5 having a rectangular cross section of aluminum welded thereon, convex The rib 5 is matched with the rectangular rib 6 provided on the restraining body 3, and a solid modified asphalt added with fibers is disposed between the connecting body 4 and the restraining body 3 as the damper body 2, and the above-mentioned constraint damping is performed by using a high-strength damping material. The structural bond is fixed to the surface of the spoke of the wheel body. When bonding with high-strength damping materials, the bonding layer should be as thin as possible to ensure high bonding rigidity. In this embodiment, since the connecting body and the rail body are bonded by a high-strength damping material, an additional layer of damping is added while ensuring the joint strength and the joint rigidity, thereby improving the damping of the rail.

Example 5

As shown in FIG. 5 and FIG. 6, the vibration damping wheel of the present invention comprises a wheel body 1, a damping body 1 composed of silicone oil and a color steel plate restraining body 3, and a steel connecting body is further disposed between the wheel body 1 and the damping body 2. 4. The constraining damping structure composed of the connecting body, the damping body and the restraining body is welded and fixed on the wheel body 1. The connecting body 4 and the damping body 2 are provided with a rectangular rib 5 on the side adjacent to the damping body 2, and the adjacent side of the binding body 3 and the damping body 2 are provided with a rectangular rib 6 which is interlaced with the rectangular rib 5 of the connecting body, and is convex. Both the rib 5 and the rib 6 are provided with a cavity, and the cavity is filled with iron sand as the damping body 8 in the cavity. In order to prevent the iron sand from leaking out during use, the lead water can be sealed at the open end and solidified after sealing (not shown) Out). The damping body 2 is disposed in the matching gap of the connecting body 4 and the binding body 3, and a distance fixing member 7 for holding the thickness of the damping layer is disposed in the fitting gap, and a sealing layer 10 for preventing leakage of the liquid damping material is disposed at the end surface. And the connecting body and the binding body are fixed together by the sealing layer material.

- In the present embodiment, since a cavity is provided inside the connecting body and the restraining body, iron sand is provided in the cavity. This method can effectively increase the weight of the wheel body, higher quality Inertial impedance can be provided, and the friction between the sand particles can provide damping, thus further improving the anti-vibration ability of the wheel body, and the noise reduction effect is better in the high frequency region, so the vibration and noise reduction effect is better.

In the actual application process, in order to reduce the weight of the material and reduce the cost, the method of setting the cavity is often adopted, but the air inside the cavity is easy to resonate and amplify certain frequencies, so in this embodiment, it is empty. Some specific materials are placed in the cavity to prevent the occurrence of symbiosis. However, when the wheel speed is high, the present embodiment is not suitable because the centrifugal force is large, the bulk material is easily distributed unevenly, and eccentricity is formed. At this time, a sound absorbing material may be disposed in the cavity to absorb the acoustic energy in the cavity, or a foaming material may be disposed to make it unable to resonate. If the damping material is provided, in addition to preventing air resonance, additional damping is provided, which is advantageous for further reduction. The vibration of the wheel can achieve good results.

Example 6

As shown in FIG. 7, the vibration-damping wheel of the present invention directly adheres the hollow annular connecting body 4 to the wheel body 1 at a certain interval by using a high-strength adhesive, and the connecting body 4 cooperates with the restraining body 3 in the wheel body 1 A damping body 2 of a high damping epoxy polyurethane material is disposed between the connecting body 4 and the restraining body 3, and the restraining body 3 is fixed to the wheel body 1 by a riveting bolt (not shown) while being connected to the wheel body 4. A foaming material 9 is disposed in the cavity. For the cylindrical construction procedure, no additional material is placed in the rib cavity of the restraining body 3, and a plurality of small holes 19 communicating with the external space are formed on the cavity wall, and the small holes are used as the air damper holes, and the air enters and exits small. The hole consumes energy, which is equivalent to the energy consumption of the small hole in the hydraulic shock absorber, which can suppress the resonance of the cavity and absorb the noise from the outside.

In the operation of fixing the joint using the adhesive as described in the present embodiment, the adhesive used must have a stiffness after curing which is greater than the stiffness of the material of the damper. The connection between the connector and the wheel body can also be directly soldered if the process permits.

Example 7

As shown in FIG. 8, the vibration-damping wheel of the present invention directly processes an annular rib as a connecting body 4 when machining the wheel body 1, and the rib is interlaced with the rib 6 on the iron-bound body 3, and short fibers are added. A damping body 2 composed of a high damping rubber is disposed between the restraining body and the wheel body, and the restraining body and the wheel body are vulcanized and coupled by the damping body layer.

In the embodiment, the connecting body and the wheel body are rolled and formed together, the bonding material is omitted, the joint strength and rigidity are large, and the restraining structure is not easy to fall off, and is safe and reliable. As shown in FIG. 9, the vibration damping wheel of the present invention is different from the seventh embodiment in that, in order to increase the rigidity of the binding body, the binding body adopts an aluminum rib plate 3a, a honeycomb plate 3b, and a flat plate 3c to form an integrated sandwich structure. . The sandwich structure can achieve greater stiffness with the same amount of material, strengthen the constraints, and achieve weight reduction.

Example 9

As shown in FIG. 10 and FIG. 11, the difference between the present embodiment and the first embodiment is that the constraining damping structure composed of the connecting body 4, the damping body 2, and the restraining body 3 attached to the wheel body 1 is provided with two layers, and It is fixed to the wheel body by a lock bolt (not shown). Since this structure further enlarges the actual working area of the damping material subjected to the shearing force, the vibration and noise reduction performance is more remarkable.

Based on the inventive spirit of the embodiment, the constrained damping structure provided on the wheel body can also exceed two layers.

Example 10

As shown in Fig. 12, the present embodiment differs from the embodiment 9 in that the connecting body and the restraining body located in the middle of the two-layer constrained damping structure are integrated to form an intermediate restraint body 15 having ribs on both sides. This can reduce the joining process of the constrained damping structure, save the bonding material, and increase the strength of the system.

Example 11

As shown in Fig. 13, the difference between this embodiment and the embodiment 9 is that the rib directions of the adjacent constrained damping structure layers are changed from being arranged in parallel to each other to be perpendicular to each other. That is, the direction of the rib of the damping structure layer is arranged close to the wheel body 1 side, and the direction of the rib of the outer constraining damping structure layer is set radially.

By this change, the radial or circumferential bending or torsional vibration deformation of the wheel web covered by the constrained damping structure layer can be effectively suppressed at the same time. Based on this principle, the rib directions of the constrained damping structures disposed on both sides of the wheel can also be arranged in a mutually perpendicular form, that is, one side is disposed radially along the other side of the ring, whether it is a single layer or multiple layers, Can have a very good effect.

Example 12

As shown in FIG. 14, the damping wheel of the present invention is fixedly disposed on the wheel body 1 with a retaining edge 16 for restraining damping of the connecting body 4, the damping body 2 and the restraining body 3 by using a retaining groove formed on the wheel surface. The structure is firmly fixed to the surface of the wheel body. a rib of a constrained damping structure Straight to the inside of the wheel, extending along the hoop; the other rib of the constraining damping structure is perpendicular to the wheel web, extends in the hoop direction, and is only disposed to the middle or 2/3 of the side of the spoke. This arrangement achieves the best results when the wheel weight is limited.

Example 13

As shown in FIG. ¹ and FIG. 16, when the wheel body 1 is manufactured, the flange 17 is directly processed thereon, and the thin steel plate which is rolled with corrugated ribs is used as the connecting body 4 and the restraining body 3, and the lead-tin alloy is used. The damping body 2 is disposed in the gap between the connecting body 4 and the restraining body 3, and connects the two together. By using the good elastic deformation ability of the corrugated board, the above-mentioned constrained damping structure is pressed into the flange 17 and pressed tightly with the wheel body. To ensure the tight connection, the contact surface of the connecting body 4 and the wheel body 1 can also be brushed. High-strength damping material for a stronger connection between the two. At the same time, the foamed material 9 is filled in the corrugated cavity of the connecting body 4 to further absorb vibration noise.

This structure is 100% resistant to falling off and is very safe and reliable. In order to strengthen the rigidity of the restraint structure, a flat plate may be attached to the outer side of the restraining body corrugated board, and the two may be integrated by electric resistance welding or high-strength damping material.

In this embodiment, the steel plate is used as the connecting body and the restraining body, and the stamping or rolling forming can be performed in large quantities, the cost is low, the joint rigidity and the restraining rigidity are large, and thus the damping is also high.

Example 14

As shown in FIG. 18, in order to strengthen the anti-vibration and anti-deformation ability of the entire wheel body, in the circumferentially arranged constrained damping structure composed of the connecting body 4, the nibble body 2 and the restraining body 3, the radial setting is crossed. The auxiliary constraining damping structure composed of the connecting body 4a, the damping body 2a, and the restraining body 3a. The ribs of the bundle body 3 and the restraining body 3a are welded together to keep the ribs of the restraint continuous.

In such applications, in order to ensure that the stiffness of the restraining body is not greatly weakened, the hoop and radial ribs of the constraining body are preferentially kept continuous, the ribs of the connecting body are properly interrupted, and the damping material is filled around the connecting body ribs. .

Example 15

As shown in FIG. 19, the wheel body 1 is integrally and intermittently provided with a circumferentially extending protrusion, which is regarded as a connecting body 4, and the binding body 3 is a disk with a corresponding groove, and the binding body 3 is buckled. It is placed on the connecting body 4, and the damping body 2 is disposed in the gap between the two. The restraining body 3 is locked to the wheel body 1 by means of a flange (not shown) provided on the wheel wheel.

In this example, the constraining body has a circumferentially extending rib, and also has a radial rib, its radial convexity. The ribs can be used as the ribs ^{25 to} increase the rigidity of the restraint and limit the radial vibration of the wheel. It should be pointed out that such reinforcing ribs can also be arranged on the outer side of the restraining body. For the sake of aesthetics, for the restraining body with the cavity, the reinforcing rib can be arranged in the cavity, and the good effect can also be achieved.

Example 16

As shown in Fig. 20, the main difference between this embodiment and the embodiment 15 is that the extending direction of the connecting body 4 is a radial direction. The constrained damping structure constituted by the restraining body 3, the damper body 2 and the connecting body 4 shown in this example is more suitable for simultaneously controlling the radial vibration of the wheel body 1.

In the above embodiments, the wheel webs in the form of flat plates are described. However, the present invention is equally applicable to the wheels with curved surfaces, and it is only necessary to make the connecting surface of the connecting body or/and the binding body and the wheel web into a spoke. The corresponding shape of the plate surface can be. In the above embodiment, the rib of the constrained damping structure extends mainly in the circumferential direction, and is directed to the circumferential cylindrical wave vibration mode of the wheel. When the radial vibration mode of the wheel is also relatively obvious, it is preferable to adopt an embodiment. 11. In the embodiment 14 or the embodiment 16, the vibration damping effect is more remarkable.

The vibration damping wheel structure of the invention has the advantages of good vibration and noise reduction, long service life, good economic and environmental protection effects, and can be widely applied to vehicles running on rails, subways, urban railways, elevated light rails, high-speed railways and the like.

Claims

Claim

A vibration-damping wheel, comprising a wheel body, characterized in that a connecting body with a rib or a convex-concave structure is fixedly disposed on a non-working surface of the wheel body, and the inner surface of the restraining body corresponding to the connecting body has a rib or a concave A The structure, the damping body is disposed between the connecting body and the binding body or between the connecting body, the wheel body and the binding body.

2. The vibration-damping wheel according to claim 1, wherein the damping body is continuously or spaced apart between the connecting body and the binding body, and the material of the damping body is a solid damping material or a liquid damping material, and the material stiffness of the binding body is greater than The stiffness of the damping material.

3. A vibration-damping wheel according to claim 2, wherein the damping body has a thickness in the normal direction of the convex-concave structure surface that is smaller than the other direction, and the total area of the single side of the damping body is larger than the surface area of the covered wheel.

4. A vibration-damping wheel according to claim 1 wherein the rib or projection structure extends in a direction substantially perpendicular to the bending peak of the main curved undulation of the wheel body, preferably circumferentially or/and radially along the side of the wheel. Settings.

5. The vibration-damping wheel according to claim 4, wherein the convex portion or the concave portion of the rib structure has a cross-sectional shape of an arc shape, a trapezoidal shape, a triangular shape, a rectangular shape, a T shape, and an L shape. Arched, tiled or wavy.

6. The vibration-damping wheel according to claim 1, wherein the connecting body or/and the restraining body are provided with a cavity or a sandwich structure, and the cavity is provided with a damping material, a sound absorbing material, a foaming material, and a high specific gravity. The material or the bulk material of its composition, or a small hole in the cavity wall.

7. The vibration-damping wheel according to claim 1, wherein the connecting body and the wheel body are of a unitary structure.

8. The vibration-damping wheel according to claim 1, wherein the constraining damping structure composed of the connecting body, the damping body and the restraining body is disposed on one side or both sides of the wheel body, and may be provided with multiple layers and different constraint damping. The rib extension directions of the constraining structures in the structure are arranged parallel or perpendicular to each other.

9. The vibration-damping wheel according to claim 8, wherein a reinforcing rib is disposed between adjacent ribs on the constraining body in the same layer or a different constraining damping structure in which the rib extending direction intersects in the same layer. Preferably, the ribs of the restraining body are arranged continuously.

10. The vibration-damping wheel according to claim 8, wherein the restraining structure is fastened The piece, the stud bolt, the elastic clip are locked on the wheel body, or the restraining structure is locked on the wheel body by a slot or a retaining edge on the wheel, or the restraining structure and the wheel body surface are firmly fixed by an adhesive or a damping material. Ground bonding.