WO2020062129A1

WO2020062129A1 - Elastic wheel for rail vehicle, elastic wheel assembly and rail vehicle

Info

Publication number: WO2020062129A1
Application number: PCT/CN2018/108571
Authority: WO
Inventors: 戚援; 侯传伦; 王慎; 宁烨; 蒋涛; 黄振兴
Original assignee: 中车戚墅堰机车车辆工艺研究所有限公司
Priority date: 2018-09-29
Filing date: 2018-09-29
Publication date: 2020-04-02
Also published as: AU2018443227A1

Abstract

Provided is an elastic wheel (10) for a rail vehicle, the elastic wheel comprising a wheel hoop (110), a wheel core (140), and a vibration damping element (120) located between the wheel hoop (110) and the wheel core (140), wherein the wheel core (140) is provided with annular grooves (149), which are inwardly recessed relative to side faces (111a, 111b) of the wheel hoop (110) in an axial direction and are used for accommodating and mounting a wheel-mounted brake disc (200).

Description

Elastic wheel for rail vehicle, elastic wheel assembly and rail vehicle

Technical field

The invention belongs to the technical field of rail vehicles, and relates to elastic wheels for rail vehicles, in particular to an elastic wheel for rail vehicles capable of mounting wheel-mounted brake discs, an elastic wheel assembly with wheel-mounted brake discs, and an elastic wheel assembly equipped with the Rail vehicle.

Background technique

With the acceleration of urbanization, urban rail transit with economic, environmental protection and convenience has become an important choice to solve urban traffic problems. As conventional rail vehicles such as subways mostly use rigid wheels, as the vehicle runs faster and the axle weight increases, the noise and vibration during the operation of the vehicle become more and more serious, which seriously affects the urban environment and the normal life of residents along the line. It also reduces passenger comfort.

An elastic wheel is an elastic damping material such as vibration damping rubber embedded between the wheel hub and the wheel center. Depending on the damping and damping effect of the rubber material, it can effectively reduce wheel-rail noise and mitigate the impact and vibration between the wheel-rail.

Elastic wheels are usually used in conjunction with at least a part of the braking device. However, the existing design of elastic wheels does not take into account the requirements when used with the braking device and the interaction between the braking device and the elastic wheel, especially This is the case where a wheel-mounted brake disc is used.

Summary of the Invention

According to an aspect of the present disclosure, there is provided an elastic wheel for a rail vehicle, including a wheel hub, a wheel center, and a vibration damping element located between the wheel hub and the wheel center, wherein the wheel center is provided for receiving and installing the wheel. An annular groove of a brake disc that is recessed in the axial direction with respect to the side of the wheel hub.

According to an embodiment of the present disclosure, an elastic wheel for a rail vehicle, wherein a groove wall on a side of the annular groove near the vibration damping element is provided with a step surface, and a side surface of the step surface opposite to the wheel hub is provided. The sinking depth is such 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 of the above embodiments, an elastic wheel for a rail vehicle, wherein a portion of a groove wall of a side of the annular groove near the vibration damping element is configured to be braked relative to the wheel There is room in the disk for radial clearance.

The elastic wheel for a rail vehicle according to another embodiment of the present disclosure or any one of the above embodiments, further comprising a pressure ring, which is detachably fixedly installed at a notch of the wheel center, so that the pressure ring A ring-shaped inner cavity for accommodating the vibration-damping element is formed by enclosing a radially outer edge portion of the wheel center and the wheel hub.

According to another embodiment of the present disclosure or any of the above embodiments, an elastic wheel for a rail vehicle, wherein a surface of the annular cavity and / or at least a part of a groove wall of the annular groove is coated with a heat insulation layer.

According to another embodiment of the present disclosure or any one of the above embodiments, the damping element is made of a rubber material capable of withstanding an operating temperature of 150 ° C. or more.

The elastic wheel for a rail vehicle according to another embodiment of the present disclosure or any one of the above embodiments, wherein the pressure ring and the radially outer edge portion of the wheel center are arranged substantially symmetrically left and right.

According to another embodiment of the present disclosure or any of the above embodiments, the pressure wheel is fixedly opposed to each other on a radially outer edge portion of the wheel center by a fastening screw.

The elastic wheel for a rail vehicle according to another embodiment of the present disclosure or any one of the above embodiments, wherein a cross section of the annular inner cavity and the vibration damping element is a V-shaped cross section.

The elastic wheel for a rail vehicle according to another embodiment of the present disclosure or any one of the above embodiments, wherein an included angle of the V-shaped cross section is greater than or equal to 60 ° and less than or equal to 160 °.

The elastic wheel for a rail vehicle according to another embodiment of the present disclosure or any one of the above embodiments, wherein the radial outer edge portion of the wheel center and the pressure ring respectively form a second gap with respect to the wheel hub, so The second gap has an upper horizontal section, a vertical section, and a lower horizontal section, wherein the vertical section is substantially perpendicular to the upper horizontal section and the lower horizontal section, and the upper horizontal section and the lower horizontal section pass through the vertical section. The segments are connected.

According to another embodiment of the present disclosure or any of the above embodiments, an elastic wheel for a rail vehicle, wherein the exit of the upper horizontal section stops at an axial side end face of the elastic wheel, and the exit of the lower horizontal section and the The annular inner cavity communicates.

The elastic wheel for a rail vehicle according to another embodiment of the present disclosure or any one of the above embodiments, wherein a distance between the upper horizontal section, the lower horizontal section, and the vertical section is greater than or equal to 1 mm and less than or equal to 8 mm.

According to another embodiment of the present disclosure or any of the above embodiments, an elastic wheel for a rail vehicle, wherein the wheel center is provided with a straight spoke plate, and annular grooves are formed on both sides of the straight spoke plate, respectively.

The elastic wheel for a rail vehicle according to another embodiment of the present disclosure or any one of the above embodiments, wherein the straight spoke plate is formed with a first hole for installing a shear-proof pin and a second hole for installing a fixing bolt.

According to another embodiment of the present disclosure or any of the above embodiments, an elastic wheel for a rail vehicle is provided, wherein the hub is provided with a hub hole for mounting the elastic wheel on an axle, and the annular groove is close to the vehicle. An oil injection hole is provided on the groove wall on one side of the hub hole.

The elastic wheel for a rail vehicle according to another embodiment of the present disclosure or any one of the above embodiments, wherein the depth of the annular groove is set so that the side of the wheel hub is opposite to the working surface of the wheel-mounted brake disc. Basically flush.

The elastic wheel for a rail vehicle according to another embodiment of the present disclosure or any one of the above embodiments, wherein the rail vehicle is a light rail vehicle, a tram, or a subway vehicle.

According to yet another aspect of the present disclosure, there is provided an elastic wheel assembly with a wheel-mounted brake disc, which includes:

Elastic wheels for rail vehicles as described above; and

Wheel-mounted brake discs

The wheel-mounted brake disc is fixedly installed in an annular groove of a wheel center of the elastic wheel for a rail vehicle.

According to an elastic wheel assembly according to an embodiment of the present disclosure, the wheel-mounted brake disc is fixedly mounted on a wheel center of the elastic wheel for a rail vehicle by a fixing bolt and a shear pin.

According to still another aspect of the present disclosure, a rail vehicle is provided, including:

Elastic wheels for rail vehicles as described above; and

Braking device with wheel-mounted brake discs;

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 operations of the present invention will become more apparent from the following description and drawings.

BRIEF DESCRIPTION OF THE DRAWINGS

The above and other objects and advantages of the present invention will be made more complete and clear from the following detailed description in conjunction with the accompanying drawings, in which the same or similar elements are denoted by the same reference numerals.

FIG. 1 is a front view of an elastic wheel for a rail vehicle according to an embodiment of the present invention.

Fig. 2 is a cross-sectional view of the elastic wheel of the embodiment shown in Fig. 1 in the A-A section.

Fig. 3 is a cross-sectional view of the wheel center of the elastic wheel of the embodiment shown in Fig. 1 in the A-A section.

FIG. 4 is a partially enlarged structural diagram of a second gap in the elastic wheel of the embodiment shown in FIG. 1.

FIG. 5 is a cross-sectional view of an elastic wheel assembly according to an embodiment of the present invention, taken along a section AA ′.

detailed description

For brevity and descriptive purposes, the principles (including structure) of the present invention are described herein primarily with reference to exemplary embodiments thereof. However, those skilled in the art will readily recognize that the same principles (including structures) can be equivalently applied to all types of elastic wheels, and any such changes 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, which illustrate specific exemplary embodiments. Mechanical and structural changes may be made to these embodiments without departing from the spirit and scope of the invention. Furthermore, although a feature of the invention is disclosed in connection with only one of several implementations / embodiments, this feature may be combined with other implementations if it may be desirable and / or advantageous for any given or identifiable function / One or more of the other features of the embodiment. Therefore, the following description should not be considered in a limiting sense, and the scope of the invention is defined by the appended claims and their equivalents.

Although it is appropriate to describe the numerical ranges and parameters of the broad scope of the invention, the values set forth in the specific examples are reported as accurately as possible. Any numerical value, however, inherently includes certain errors necessarily resulting from standard deviations that are common in their respective test measurements and / or machining. Moreover, all ranges disclosed herein are understood to cover any and all subranges included therein. Where used, the terms "first", "second", etc. do not necessarily indicate any order or priority relationship, but may be used to more clearly distinguish elements from each other.

The orientation terms used in this article are defined relative to the orientation of the elastic wheel in normal use. It should be understood that these directional terms are relative concepts. They are used for relative description and clarification. They can be based on the orientation of the elastic wheel. Changes accordingly.

1 is a front view of an elastic wheel for a rail vehicle according to an embodiment of the present invention; FIG. 2 is a cross-sectional view of the elastic wheel of the embodiment shown in FIG. 1 on the AA section; The cross section of the wheel center of the elastic wheel of the embodiment shown in FIG. 1 on the AA section; FIG. 4 shows a partially enlarged structural view of the second gap in the elastic wheel of the embodiment shown in FIG. 1; FIG. 5 shows A cross-sectional view of an elastic wheel assembly according to an embodiment of the present invention in the AA ′ section. Wherein, the cross section shown in FIG. 2 is an A-A cross section 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 shown in FIG. 2.

The elastic wheel 10 and the elastic wheel assembly 100 according to an embodiment of the present invention will be described below with reference to FIGS. 1 to 5.

As shown in FIG. 1, the elastic wheel 10 mainly includes a wheel hub 110 (which may also be referred to as a “rim”), a wheel center 140, and, for example, a ring-shaped damping element 120 disposed between the wheel hub 110 and the wheel center 140. The damping element 120 may be made of a material having elastic damping properties, such as a rubber material, so that the elastic wheel 10 has functions of reducing wheel-rail noise, mitigating impact and vibration between the wheel-rail and the like.

In an embodiment, a hub hole 150 is provided at the center of the wheel center 140. The hub hole 150 is used to mount the elastic wheel 10 on an axle (not shown in the figure). For example, the hub hole 150 may pass through one end of the axle. Press fit. According to the orientation of the elastic wheel 10 relative to the axle during use, as shown in FIG. 2, the right side of the elastic wheel 10 is axially outside and the left side of the elastic wheel 10 is axially inside. In the wheel pair of the axle, two elastic The axially inner sides of the wheels 10 face each other. It will be understood that the "axial" of the elastic wheel 10 is substantially the same as the "axial" of the axle, and that it is perpendicular to the "radial" of the elastic wheel 10. In this way, the left and right side surfaces of the wheel hub 110 are an axially inner side surface 111a and an axially outer side surface 111b, respectively.

In an embodiment, the elastic wheel 10 further includes a pressure ring 130. The pressure ring 130 may be implemented in the form of a flange, for example, on an axially outer side (such as the right half side) of the radial outer edge 145 of the wheel center 140. A notch 146 can be provided, and the pressure ring 130 can be detachably fixed and installed on the radial outer edge 145 of the wheel center 140, for example, positioned and installed in the notch 146 and through a plurality of fastening screws 131 (for example, uniform in the circumferential direction) A plurality of distributed fastening screws 131) are fixed on the radially outer edge portion 145 of the wheel center 140. In this way, the pressure ring 130, the radial outer edge portion 145 of the wheel center 140 with the notch 146, and the wheel hub 110 may surround and form an annular inner cavity for receiving the vibration damping element 120. It will be understood that the shape and size of the annular inner cavity may be designed substantially corresponding to the shape and size of the vibration damping element 120.

It should be noted that in the case where the pressure ring 130 is detachably designed with respect to the wheel center 140 to form an annular inner cavity for accommodating the vibration damping element 120, when the wheel is overhauled and maintained, only a tool such as a wrench is needed. The elastic wheel 10 can be disassembled and assembled, and the operation of replacing the parts such as the wheel hub 110 and the vibration 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.

Specifically, the pressure ring 130 may be disposed substantially symmetrically with respect to the radial outer edge 145 of the wheel center 140, and thus the annular inner cavity is also substantially symmetrical with respect to the left and right.

Specifically, the cross-section (that is, the radial section) of the annular cavity and the vibration damping element 120 is a V-shaped cross section. In this way, the vibration damping element 120 can not only bear a radial compression load but also an axial lateral load (for example, When passing the track curve), it is beneficial to improve the overall bearing capacity of the elastic wheel. Optionally, the included angle of the V-shaped section is greater than or equal to 60 ° and less than or equal to 160 °, and further preferably, the included angle of the V-shaped section is greater than or equal to 90 ° and less than or equal to 120 °, which can make the axial stiffness and The radial rigidity is better matched, improving the overall bearing capacity of the elastic wheels, and enhancing the safety of the vehicle when passing through the curve; it is even more preferred that the included angle of the V-shaped section is greater than or equal to 100 ° and less than or equal to 120 °, and the shaft Obtaining the most reasonable matching of the radial stiffness and the radial stiffness is more conducive to the improvement of the overall bearing capacity of the elastic wheels, and further enhances the safety of the vehicle when passing through the curve; better, the included angle of the V-shaped section is, for example, 110 °.

It should be noted that the vibration damping element 120 may be a ring structure or a block structure, and the specific structure is not limited to the above embodiment.

Continuing as shown in FIGS. 1 to 5, the wheel center 140 may be provided with annular grooves 149 recessed from the side of the wheel hub 110 in the axial direction, and the annular grooves 149 may be provided on both sides of the wheel center 140. The annular grooves 149 are used to receive and install the wheel-mounted brake disc 200 (as shown in FIG. 5). Therefore, the number and / or shape of the annular grooves 149 can be designed according to the structure of the wheel-mounted brake disc 200. In one embodiment, both the axially inner side and the axially outer side of the wheel center 140 are provided with annular grooves 149, so that they can be used to position and install wheel-mounted brake disc pairs.

In one embodiment, a relatively thin straight spoke plate 141 is provided on the wheel center 140. The central portion of the wheel core 140 and the radial outer edge portion 145 are connected by the straight spoke plate 141. On both sides, annular grooves 149 as shown in FIGS. 2 and 3 are formed, respectively. The straight spoke plate 141 and the corresponding annular groove 149 may be formed by, for example, casting, forging, or machining.

Specifically, the wheel-mounted brake disc pair can be fixed on the wheel center 140 by a plurality of fixing bolts 211 (as shown in FIG. 5). In order to resist the large braking force generated during braking, the wheel-mounted brake disc pair The pair of wheel-mounted brake discs 200 are also fixed on the wheel center 140 by a plurality of shear-proof pins 210 (as shown in FIG. 5); correspondingly, the straight spoke plate 141 is formed with a plurality of shear-proof pins 210. The first hole 142 and a plurality of second holes 143 for fixing bolts. In this way, the reliability of the work of the wheel-mounted brake disc 200 can be ensured, and the first hole 142 and the second hole 143 are separately provided, which takes advantage of the low processing accuracy requirements and low cost of the second hole 143, which can reduce The number of the first holes 142 having the anti-shear function reduces the cost of the elastic wheel assembly 100.

The number of the first holes 142 is smaller than the number of the second holes 143. For example, the number of the first holes 142 may be four or more, and the number of the second holes 143 may be eight or more. The first holes 142 are uniformly arranged in the circumferential direction of the straight spoke plate 141, and the second holes 143 may be uniformly arranged in the circumferential direction, for example, arranged on both sides of the first hole 142.

Therefore, the wheel-mounted brake disc 200 can be conveniently installed on both sides of the straight spoke plate 141 of the wheel center 140 through the fixing bolt 211 and the shear pin 210.

The applicant considers that in the case where 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 (ie, brake heat) due to braking friction under braking conditions. Especially for rail vehicles under high speed and heavy axle conditions, these brake heats are very easily transmitted to the damping element 120 through the wheel center 140 and the like that are in contact with the wheel-mounted brake disc 200, resulting in the damping element 120 being prone to high temperatures for a long time. Working under the working conditions or easy to damage, and then affect the overall performance of the elastic wheel 10, thereby reducing the service life of the elastic wheel. For this reason, in an embodiment, a groove wall 149 on a side of the annular groove 149 near the damping element 120 (ie, radially outward) is provided with a stepped surface 148, and the stepped surface 148 is opposite to the

side surface

111 a or 111 b of the wheel hub 110. The sinking depth, so that a first gap 147 for heat dissipation can be formed between the wheel-mounted brake disc 200 and the stepped surface 148 (as shown in FIG. 5), and the first gap 147 forms a corresponding distance in the axial direction; Not only can the braking heat generated by the wheel-mounted brake disc 200 be dissipated from the first gap 147 through, for example, ventilation and heat dissipation. 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 a clearance space (ie, a radial clearance space) in the radial direction with respect to the wheel-mounted brake disc 200, such as the groove wall and the brake The disc 20 forms a circumferential notch, and the radial clearance space corresponding to the groove wall can be allowed 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. The influence of the radial size of the annular groove 149 is beneficial to increase the friction radius of the wheel-mounted brake disc 200 and improve the braking force of the rail vehicle. In addition, the first gap 147 and the clearance space are also beneficial to avoid interference between the brake caliper and the side of the wheel when the wheel-mounted brake disc 200 is worn. It will be understood that a gap for heat dissipation is easily formed between the groove wall on the side of the annular groove 149 near the hub hole 150 (that is, the radially inner side) and the wheel-mounted brake disc 200; A step structure similar to the step surface 148 is formed.

It should be noted that the annular groove 149 may have groove walls corresponding to both sides of the radial inner side 1491 (see FIG. 3) and the radial outer side 1492 (see FIG. 3). Trough wall.

In an embodiment, the size of the first gap 147 in the axial direction may be 5 mm to 15 mm (for example, 8 mm). The stepped surface 148 of the annular groove 149 corresponding to the side of the pressure ring 130 may be partially formed by the groove wall, and other parts may be formed by the pressure ring 130, for example, by configuring the outer side surface of the pressure ring 130 to be an annular groove inside the axial direction. Part of the groove wall of 149 is symmetrical (as shown in Figure 2).

In the case of considering braking heat, in one embodiment, the surface of the annular inner cavity where the damping element 120 is installed may be coated with a thermal insulation layer, for example, the contact interface between the damping element 120 and the wheel center 140 and the pressure ring 130 Corresponding thermal insulation layer is sprayed on, so that the braking heat transfer to the vibration damping element 120 can be reduced; in another embodiment, the groove wall of the annular groove 149 can also be coated with a thermal insulation layer to reduce the braking heat transfer. To the vibration reduction element 120. The heat-insulating layer may be specifically, but not limited to, a material such as a ceramic fiber heat-insulating anticorrosive coating for metal.

In consideration of braking heat, in one embodiment, the vibration damping element 120 may be made of a rubber material capable of withstanding an operating temperature of 150 ° C or higher. The vibration damping element 120 may specifically, but not limited to, have a resistance to Made of elastic materials such as high temperature synthetic rubber. In this way, the heat resistance of the vibration damping element 120 can be improved, the service life of the elastic wheel 10 can be extended, or the maintenance operation thereof can be reduced.

It will be understood that, in the above-exemplified 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, and the vibration damping element 120 uses a material having high temperature Elastic rubber materials with good performance, etc., can be implemented in any combination, of course, all of them can be implemented simultaneously; at the same time, the negative impact of the wheel-mounted brake disc 200 on the performance of the elastic wheel 10 can be minimized. For example, it is beneficial to improve the service life of the elastic wheel 10.

As shown in FIG. 5, the wheel-mounted brake disc 200 has corresponding working surfaces for braking, that is, the working

surfaces

201 a and 201 b. In one embodiment, by setting the depth at which each annular groove 149 sinks, The side surfaces 111a, 111b of the wheel hub 110 are substantially flush with the working surface of the wheel-mounted brake disc 200, for example, the axial inner side surface 111a is flush with the working surface 201a of the wheel-mounted brake disc 200, and the axial outer side 111b It is substantially flush with the working surface 201b of the wheel-mounted brake disc 200. In this way, it is ensured that the wheel profile meets the limit requirements, and at the same time, it is convenient to install and remove the brake caliper of the basic braking device.

As shown in FIG. 2 and FIG. 4, in an embodiment, the radial outer edge portion 145 and the pressure ring 130 of the wheel center 140 are respectively formed with respect to the wheel hub 110 so as to simultaneously allow the vibration damping element 120 to generate radial deformation and The axially deformed second gap 121 adopts a labyrinth design. The second gap 121 has an upper horizontal section 1211, a vertical section 1212, and a lower horizontal section 1213. The vertical section 1212 is substantially perpendicular to the upper horizontal section 1211 and the lower horizontal section. 1213, the upper horizontal section 1211 and the lower horizontal section 1213 through 1212 are connected through the vertical, radial horizontal section 1211 and the lower horizontal section 1213 may each gap h _1, the horizontal section 1211 of outlet axis beyond the elastic wheel 10 To the lateral end surface, the exit of the lower horizontal section 1213 communicates with the annular inner cavity. With the gap design of this structure, when the elastic element 120 of the elastic wheel 10 only generates a radial deformation (for example, h ₁ ), it basically does not affect the distance h _{2 of} its vertical section 1212, so it does not substantially affect the reduction of its allowable reduction. The amount of axial deformation of the vibration element 120; similarly, when the elastic element 120 of the elastic wheel 10 generates only the amount of axial deformation (such as h ₂ ), it does not substantially affect the distance h ₂ between the upper horizontal section 1211 and the lower horizontal section 1213, Thus, the amount of radial deformation of the vibration-damping element 120 that it can tolerate is not substantially affected; in this way, the clearance between the radial deformation and the axial deformation of the elastic wheel 10 (h ₁ and h ₂ ) is well solved. The problem of mutual influence makes the elastic wheel avoid contact wear between the wheel hub 110 and the wheel center 140 and the pressure ring 130 under normal operating conditions, which improves the safety of the elastic wheel 10 and also extends the elastic wheel 10 At the same time, the advantages of the elastic wheel 10 can also be maximized, so that the elastic wheel 10 can rely on the elastic damping characteristics of the vibration damping element 120 to fully play the role of reducing wheel-rail noise and vehicle vibration, and improving passenger comfort. Has excellent vibration and noise reduction performance.

It should be noted that the structures of the two second gaps 121 shown in FIG. 2 are basically similar, for example, they are symmetrically designed on the left and right sides and have the same size. The second gap 121 can simultaneously allow radial and axial deformations of the vibration damping element 120, and the amount of the allowed radial deformation is determined by the distance h ₁ between the upper horizontal section 1211 and the lower horizontal section 1213. The allowed axial deformation The amount is determined by the spacing h _{2 of the} vertical segments 1212. The distance h ₁ between the upper horizontal section 1211 and the lower horizontal section 1213 and the distance h ₂ between the vertical section 1212 can be set according to specific requirements. For example, the distance between the upper horizontal section 1211 and the lower horizontal section 1213 are both h _{1. The} vertical section The interval h _{2 of} 1212 may also be equal to h ₁ , h ₂ and h ₁ are 1 mm-8 mm, and more preferably, h ₁ and h ₂ are 2 mm-6 mm, specifically 3 mm, respectively.

Specifically, as shown in FIG. 1, several (for example, four) ground return wires may be provided between the pressure ring 130 and the wheel hub 110 to implement the current ground return function of the elastic wheel 10.

Specifically, as shown in FIG. 2 and FIG. 3, an oil injection hole 144 may be provided on the wheel center 140 corresponding to the hub hole 150 to implement an oil injection function to the hub hole 150, thereby facilitating assembly and disassembly between the wheel and the axle. Specifically, an oil injection hole 144 is provided on a groove wall of a side of the annular groove 149 near the hub hole 150, and the oil injection operation is relatively more convenient.

The elastic wheels 10 and elastic wheel assemblies 100 of the above examples can be applied to rail vehicles, such as light rail cars, trams, etc., and are particularly suitable for subway vehicles using roulette braking, and can meet the requirements of, for example, subway vehicles under relatively heavy loads. Requirements for vibration damping performance, noise reduction performance, load-bearing performance, etc .; the elastic wheels 10 can be designed with reasonable installation space according to the external dimensions of the wheel-mounted brake disc 200. While the wheel-mounted brake disc 200 is properly installed, it can greatly reduce The influence of the braking heat generated by the wheel-mounted brake disc 200 on the performance of the elastic wheel 10 is described.

It should be understood that the elastic wheel 10 and the elastic wheel assembly 100 in the above example are compared with the solution of the elastic wheel on the side of the wheel hub as a braking surface (for example, the application number is CN201520788687.X, and the name is “Elastic Wheel for Low-Floor Rail Vehicles” "The disclosed elastic wheel can be braked by the brake caliper directly clamping the side of the rim or rim when braking, and it will not cause the following disadvantages caused by this solution: (1) the wheel The increase in hoop weight increases the bogie unsprung mass (such as the mass that is directly carried on the track surface below the damping suspension), resulting in excessive wheel-rail impact forces, affecting wheel-rail life and riding comfort, and at the same time, wheel wear It is easy to cause material waste when replacing the wheel rims. (2) The installation radius of the vibration damping elements is reduced due to the need to reserve the brake disc surface position on the wheel rims, resulting in a reduction in the effective number or volume of vibration damping elements. It reduces the load-bearing performance and vibration damping performance of elastic wheels.

The above examples mainly describe the elastic wheels for rail vehicles and the corresponding elastic wheel assemblies of the present disclosure. Although only some of the embodiments of the present invention have been described, those skilled in the art should understand that the present invention can be implemented in many other forms without departing from the spirit and scope thereof. Therefore, the illustrated examples and implementations are to be regarded as illustrative rather than restrictive, and the present invention may cover various modifications without departing from the spirit and scope of the present invention as defined by the appended claims. With replacement.

Claims

An elastic wheel (10) for a rail vehicle includes a wheel hub (110), a wheel center (140), and a vibration damping element (120) located between the wheel hub (110) and the wheel center (140), which is characterized in that: The wheel center (140) is provided with an annular groove (149) recessed in the axial direction opposite to the side surface (111a, 111b) of the wheel hub (110) for receiving and installing a wheel-mounted brake disc (200). ).
The elastic wheel (10) for a rail vehicle according to claim 1, wherein a step surface (148) is provided on a groove wall of a side of the annular groove (149) near the vibration damping element (120). ), Setting the stepping depth of the step surface (148) relative to the side surfaces (111a, 111b) of the wheel hub (110) so that the wheel-mounted brake disc (200) and the step surface (148) A first gap (147) for heat dissipation can be formed therebetween.
The elastic wheel (10) for a rail vehicle according to claim 1, wherein a part of a groove wall of the annular groove (149) on a side close to the vibration damping element (120) is configured to be opposed to the The wheel-mounted brake disc (200) has a clearance space in the radial direction.
The elastic wheel (10) for a rail vehicle according to claim 1 or 2, further comprising a pressure ring (130), the pressure ring (130) being detachably fixed to the wheel center (140) The gap (146) is formed so that the pressure ring (130), the radial outer edge portion (145) of the wheel center (140), and the wheel hub (110) are enclosed to receive the reducing ring. The annular cavity of the vibration element (120).
The elastic wheel (10) for rail vehicles according to claim 4, characterized in that the surface of the annular cavity and / or at least part of the groove wall of the annular groove (149) is coated with a heat insulation layer.
The elastic wheel (10) for a rail vehicle according to claim 1, wherein the vibration damping element (120) is made of a rubber material capable of withstanding an operating temperature of 150 ° C or higher.
The elastic wheel (10) for a rail vehicle according to claim 4, wherein the pressure ring (130) and the radial outer edge portion (145) of the wheel center (140) are arranged substantially symmetrically on the left and right sides.
The elastic wheel (10) for a rail vehicle according to claim 4, characterized in that the pressure ring (130) is fixed opposite to each other radially outside the wheel center (140) by a fastening screw (131). On the edge (145).
The elastic wheel (10) for a rail vehicle according to claim 4, wherein the cross section of the annular inner cavity and the vibration damping element (120) is a V-shaped cross section.
The elastic wheel (10) for a rail vehicle according to claim 9, characterized in that the included angle of the V-shaped cross section is greater than or equal to 60 ° and less than or equal to 160 °.
The elastic wheel (10) for a rail vehicle according to claim 4, characterized in that the radially outer edge portion (145) of the wheel center (140) and the pressure ring (130) are opposite to the wheel hub, respectively. (110) A second gap (121) is formed, and the second gap (121) has an upper horizontal section (1211), a vertical section (1212), and a lower horizontal section (1213), wherein the vertical section (1212) is basically It is perpendicular to the upper horizontal section (1211) and the lower horizontal section (1213), and the upper horizontal section (1211) and the lower horizontal section (1213) are connected through the vertical section (1212).
The elastic wheel (10) for a rail vehicle according to claim 10, characterized in that the exit of the upper horizontal section (1211) stops at the axial side end surface of the elastic wheel (10), and the lower horizontal section (1213) The outlet is in communication with the annular inner cavity.
The elastic wheel (10) for a rail vehicle according to claim 10, wherein a distance between the upper horizontal section (1211), the lower horizontal section (1213) and the vertical section (1212) is greater than or equal to 1mm and less than or equal to 8mm.
The elastic wheel (10) for a rail vehicle according to claim 1, characterized in that the wheel center (140) is provided with a straight spoke plate (141), and two sides of the straight spoke plate (141) are respectively An annular groove (149) is formed.
The elastic wheel (10) for a rail vehicle according to claim 14, wherein the straight spoke plate (141) is formed with a first hole (142) for mounting a shear-proof pin (210) and for mounting The second hole (143) of the fixing bolt (211).
The elastic wheel (10) for a rail vehicle according to claim 1, wherein the wheel center (140) is provided with a hub hole (150) for mounting the elastic wheel (10) on an axle, An oil injection hole (144) is provided on a groove wall of a side of the annular groove (149) near the hub hole (150).
The elastic wheel (10) for a rail vehicle according to claim 1, characterized in that the ring groove (149) is set to a depth such that the side surfaces (111a, 111b) of the wheel hub (110) are opposed to each other. The working surfaces (201a, 201b) of the wheel-mounted brake disc (200) are substantially flush.
The elastic wheel (10) for a rail vehicle according to claim 1, wherein the rail vehicle is a light rail vehicle, a tram or a subway vehicle.
An elastic wheel assembly (100) with a wheel-mounted brake disc, which is characterized by comprising:

The elastic wheel (10) for a rail vehicle according to any one of claims 1 to 18; and

Wheel-mounted brake disc (200);

The wheel-mounted brake disc (200) is fixedly installed in an annular groove (149) of a wheel center (140) of the elastic wheel (10) for a rail vehicle.
The elastic wheel assembly (100) according to claim 19, wherein the wheel-mounted brake disc (200) is fixedly mounted on the rail vehicle by a fixing bolt (211) and a shear pin (210). The wheel center (140) of the elastic wheel (10).
A rail vehicle, comprising:

The elastic wheel (10) for a rail vehicle according to any one of claims 1 to 18; and

Braking device with wheel-mounted brake disc (200);

The wheel-mounted brake disc (200) is fixedly installed in an annular groove (149) of a wheel center (140) of the elastic wheel (10) for a rail vehicle.
The rail vehicle according to claim 21, wherein the rail vehicle is a light rail vehicle, a tram, or a subway vehicle.