Wheel mainly for vehicles with low floor level

Abstract

The invention relates to a vehicle wheel, especially for low-floor vehicles, which has a wheel hub mounted on a fixed axle and a heating flange, rubber tire or similar heating surface in frictional contact with the vehicle wheel hub, and further comprises additional fittings on the outer side heating surface of the wheel hub, e.g. It has a mechanism for clamping a gear part or a brake disc for transferring torque between the wheel hub and the structural parts to be clamped. In essence, since the mechanism suitable for alternating clamping of the structural parts is of implantable design, it has at least one fastening mechanism spatially separated from the mechanism suitable for alternating clamping of the additional structural parts on the outer side surface of the wheel hub (7).

Description

The invention relates to a vehicle wheel, which is mainly intended for low-floor vehicles. Such a vehicle wheel generally has a wheel hub rotatably mounted on a fixed axle and a running flange, tire or similar running surface in elastic connection with the vehicle wheel hub. Furthermore, the wheel hub has a mounting structure on the outer end surface for connecting additional components for transmitting torque, such as a drive unit or a brake disc. In the following description we mainly talk about rail-mounted vehicles, however, the same statements are also valid for non-rail-mounted, i.e. road vehicles, since the running flange connected to the vehicle wheel hub can be replaced by a tire or any other running element. As an example, we mention that the vehicle wheel according to the invention can be advantageously used in buses, especially low-floor buses, especially buses providing urban public transport or trolleybuses. As is known, in vehicles, we primarily distinguish between wheels that are driven and those that are undriven, i.e. with a “freewheel” bearing. As a further distinguishing feature, we can refer to wheels that are equipped with brakes. The construction currently varies depending on the type of vehicle wheel. In the case of a driven vehicle wheel, the vehicle wheel is in a driving connection with a motor via a gear. A freewheeling vehicle wheel, on the other hand, is mounted on the axle so that it can rotate freely. The connection of the driven vehicle wheel to the transmission and the engine in known vehicles only allows for cumbersome assembly and disassembly. In particular, in low-floor vehicles, which are becoming increasingly important, especially in urban public transport, a particular problem is that there is relatively little space available for the arrangement of the transmission and the engine. In order to maintain the required minimum width inside the low-floor vehicle, the engine and transmission are generally arranged outside the wheels in conventional vehicles. In contrast, the vehicle wheelbase is precisely determined by the track gauge in rail-mounted vehicles. In order to avoid having to make the vehicle too large, the transmission and the drive motor are arranged in the smallest possible space. In known rail-mounted vehicles, the drive is usually located next to the vehicle wheel and the torque is transmitted from the transmission, for example via a cardan drive, to the vehicle wheel. A further requirement, especially in rail-mounted vehicles with a low floor level, is that the space between the two axles of the bogie must remain free for the seats. So-called hub drives are known, in which the hub of the vehicle wheel is connected to the drive via a gear, such a solution is described, for example, in patent specifications DE-3507232 and EP-626286. However, such hub drives are relatively expensive, and their assembly and disassembly are cumbersome and time-consuming. Also known are so-called hub motors, in which the vehicle wheel is directly connected to the drive, i.e. without the interposition of a gear. However, these are even more expensive to manufacture. Furthermore, gears fixed to the vehicle wheel rim are also known, which create a drive connection between the drive and the vehicle tire. Such solutions are known, for example, from the patent specifications EP-464929, EP-579084 and US-4913258. Individually driven wheels with pressed-on gears are advantageous in terms of space requirements, but changing a vehicle wheel is cumbersome due to the gear being very difficult to remove. Similarly, when using a bevel gear, the entire gear must always be removed when changing a vehicle wheel, which is very cumbersome. The present invention aims to eliminate the above shortcomings, i.e. to create an improved solution that can be easily used as both a driven and a free-wheeling vehicle wheel with or without additional components, and can be equipped with additional structural units, such as brakes, if necessary. It is also our aim to make it very quick and easy to convert a vehicle wheel from a driven to a non-driven version (or vice versa) or to equip a vehicle wheel with brakes. The set task was solved according to the present invention in the vehicle wheel of the type mentioned in the introduction by the fact that the vehicle wheel has a wheel hub rotatably mounted on an axle and a running flange, tire or similar heating element in elastic connection with the wheel hub, and furthermore, on the outer front surface of the wheel hub there is a fastening structure for connecting additional assemblies (for example, a gear unit part or a brake disc) for transmitting torque between the wheel hub and the structural parts to be connected. Its essence is that the first fastening structure of the vehicle wheel is designed to receive any of the torque-transmitting additional assemblies (for example, a gear unit or a brake disc), and furthermore, the wheel hub has a second fastening structure on its outer side that receives at least one additional assembly that does not transmit torque (for example, a cover, a sealing ring, or a connecting piece), separate from the first fastening structure. The vehicle wheel according to the invention can therefore be used as a driven or even a free-wheeling vehicle wheel, since the wheel hub can be provided with a drive or a brake disc, or even a cover or the like, as desired. Such a universally applicable structure of the vehicle wheel also significantly simplifies the production of other structural parts of the vehicle, since it is not necessary to produce so many different structural units depending on the different customer needs, since with the solution according to the invention a wide range of customer needs can be satisfied with a few modular elements. For example, it may be necessary to use more driven wheels for trams running on higher gradients, while for trams running on flat terrain, most of these can be omitted. Thus, the vehicle manufacturer can manufacture the structural units and assemblies of the vehicle wheel according to the invention independently of the current order requirements, and the vehicle manufactured for the warehouse can be manufactured in accordance with the requirements of the present invention. HU 220 936 Bl hand units can be used to assemble structures that meet the current needs. By spatially separating the torque transmission from the fastenings, the installation and removal of the vehicle wheel is significantly simplified. According to a further feature of the invention, the first fastening device has structural elements, such as teeth, suitable for releasably connecting the additional torque transmitting assembly, such as a gear unit, and providing a rotationally rigid and form-locking connection between them. It is also advisable to have a design in which the first fastening device has a seat formed in the wheel hub and at least two fastening units, mainly consisting of a threaded hole and a pin or screw, which are arranged at the same distance from the axis of rotation and in the same angular position. According to a further feature of the invention, the second fastening device has at least two threaded holes and a pin or fastening screw connected thereto, which are arranged at the same distance from the axis of rotation and in the same angular position. In the case of a driven vehicle wheel, it is advantageous to have a design in which the first fastening device has an adapter ring which is provided with a spline, which engages with the spline of a hollow shaft arranged around the axle. Furthermore, the hollow shaft is in driving connection with the splined shaft or gear of the drive. The fitting connecting one or both fastening devices is preferably connected via a central threaded bore. The hollow shaft is in a non-positive connection with the wheel hub by a fastening element guided through the central bore, preferably by a screw, and preferably by the interposition of a pressure plate. It is also advisable to have a design in which the adapter ring is formed as a single piece, preferably by casting, together with the spur gear and the wheel hub. In the case of a non-driven and braked vehicle wheel, a design in which a brake disc is fixed to the wheel hub by means of the front fixing mechanism, and a brake caliper adapter holding the brake caliper is fixed to the axle is suitable. According to a further feature of the invention, in order to seal the rotors from the stators, a sealing ring is fixed to the wheel hub by means of the second fixing device, which is preferably provided with a labyrinth seal. In the vehicle wheel according to the invention, a design in which the second fastening device is arranged to receive a covering element and / or a cover may be advantageous. The invention is described in more detail with reference to the attached drawing, which shows an exemplary embodiment of the solution according to the invention. In the drawing: - Figure 1a is a flow view of the bogie of a low-floor rail-mounted vehicle; - Figure lb. is a side view of the solution according to Figure la.; - Figure 2 is a cross-section of an exemplary embodiment of a vehicle wheel according to the invention; - Figure 3a shows an embodiment of the vehicle wheel according to Figure 2, which is a driven vehicle wheel but is not equipped with a brake, also in cross-section; - Figure 3b shows a cross-section of a version of the vehicle wheel according to Figure 2, which is a free-wheeling vehicle wheel and is not equipped with a brake; - Figure 3c shows a cross-section of a vehicle wheel according to Figure 2, which is free-wheeling but equipped with a disc brake. In Fig. la. and lb. the bogie 1 of a low-floor rail-mounted vehicle is shown in top view and side view. The bogie 1 has two axles 2 in a known manner, of which the wheels 3 of one are driven, which are located on the right in Fig. la. and lb., while the wheels 3 of the left axle are free-wheeling. The bogie 1 is connected to the superstructure of the rail vehicle, which is not shown separately, by means of a suspension in a known manner. In particular, in the case of low-floor vehicles, the space between the vehicle wheels 3 of the axles 2 must be left free in order to ensure that the passengers can pass through without steps. Accordingly, there is no possibility of installation in the wheelbase L[ between the vehicle wheels 3 of the axle 2. In addition, it is advisable, and often required, to leave the section between the axles of the bogie 1, i.e. the wheelbase L2, free in order to achieve optimal space utilization in the seating arrangement and to provide adequate space for the legs. This means that relatively little space is available for driving the vehicle wheels 3. In the illustrated exemplary embodiment, the two driven vehicle wheels 3 are each connected to a motor 4 arranged longitudinally, i.e. in the direction of travel, which transmits the torque to the driven vehicle wheels 3 via a gear 5. Both the driven and non-driven vehicle wheels 3 can optionally be equipped with brakes 6. As already mentioned above, the removal of the driven vehicle wheel in particular is relatively complicated with known vehicle wheel attachment methods, since first the brakes 6 must be completely dismantled, then the drive 5 must be dismantled and pulled off the vehicle wheel 3, and only then can the vehicle wheel 3 be replaced. In addition to the above, the known axles with non-driven and driven wheels have different designs, which makes retrofitting to meet different requirements difficult, and in many cases even impossible. Therefore, vehicles and their structural parts are mostly manufactured according to the customer's requirements. Figure 2 shows an exemplary embodiment of the vehicle wheel 3 according to the invention, which is for a rail vehicle. The vehicle wheel 3 can optionally be formed in one piece, but in this case it has a separate running flange 21, which is connected to the wheel hub 7 via a flexible element 22 (Figure 2). The wheel hub 7 is rotatably mounted on a stationary axle 2 in rolling bearings 23. HU 220 936 Bl According to the invention, the outer face of the wheel hub 7 is provided with a first fastening device B1, which is designed to receive any of the structural units for transmitting torque between the wheel hub 7 and the associated structural parts. In the present case, the fastening device B1 has a radial seat 8 formed in the hub 7. In the first fastening device B1, various fastening methods can be used to fasten the additional torque-transmitting structural elements or assemblies, for example, holes 24 can be used for this. The holes 24 are preferably arranged at the same distance from the axis of rotation of the vehicle wheel 3 and are distributed in the same angular position along the circumference, and can optionally be provided with an internal thread, for example for threaded connection with fastening screws 16. Instead of the holes 24, pins can also be used on the wheel hub 7 (this diagram is not shown separately). The purpose of the 24 holes, pin connections, screw connections and other fastening methods used in the first B1 fastening structure is to universally and reliably fasten and lock any of the additional assemblies and structural units to be installed, which participate in the transmission of torque, and to prevent them from rotating relative to the wheel hub 7. According to the invention, for the fastening of any of the additional assemblies or structural parts not involved in the transmission of the driving or braking torque, at least one second fastening device B2 is provided on the outer part of the wheel hub 7, which is spatially separated from the first fastening device B1. The second fastening device B2 may consist, for example, of holes 25, which may be provided with an internal thread. Instead of the threaded holes 25, pin or screw connections or other known fastening methods may also be used. In the 8 nests shown in Figure 2, depending on whether the vehicle wheel 3 is braked or driven, various additional structural parts can be attached alternately, which will be discussed in more detail below. 3a. Fig. 3a shows a further embodiment of the vehicle wheel 3 according to Fig. 2, which is designed as a driven wheel for a low-floor rail-mounted vehicle, but is not provided with a brake. This vehicle wheel 3 is connected to a longitudinally arranged and not separately illustrated gear, of which only the drive splined shaft 11 is shown here. The first fastening device B1 according to the invention also has a radial seat 8 and is provided with an adapter ring 9, which is arranged in the seat 8 and is secured by means of 16 fastening screws in the threaded holes 24 of the wheel hub 7, in this case. In order to further prevent centering and relative rotation, additional, i.e. complementary locking elements can be used on the hub 7 and the adapter ring 9 (not shown separately). In the exemplary embodiment according to Fig. 3a, the adapter ring 9 of the first fastening unit B1 is provided with a spline 10, through which the torque of the rotary drive, not shown separately here, is transmitted to the driven vehicle wheel 3. The torque is transmitted via the splined shaft of the gear to a hollow shaft 12, the spline 10' of which is connected positively and non-positively to the spline 11 of the adapter ring 9. For the purpose of proper force locking, according to the invention, a connecting piece 26 has been provided on the wheel hub 7, which, however, does not participate in the transmission of torque, but only in the fastening, and in the present case is fastened with 18 fastening screws in the threaded holes 25 of the wheel hub 7, which all belong to the second fastening structure B2 according to the invention. This connecting piece 26 is provided with a central bore 27, through which a central screw 13 with a pressure plate 14 interposed therebetween connects the tubular axle 12 to the wheel hub 7 in a force-locking manner. Instead of the central screw 13 and the central bore 27, other fastening methods can of course be used. It should also be noted that the pressure plate 14 is not necessarily necessary for all designs. However, it is essential for the design according to the invention to spatially separate the transmission of torque from the transmission of the fastening force, namely by using separate first and second fastening structures B1 and B2. This makes the installation and removal of the driven vehicle wheel 3 considerably simpler, since, for example, the brake structure or the drive components can be easily removed and installed, without the need for complicated and time-consuming disassembly of the drive and the loosening of tight-fitting connections. In Fig. 3b, a non-driven and non-braked, i.e. free-wheeling, embodiment of the vehicle wheel 3 according to the invention is shown. In this case, only a cover 28 is fixed to the outer front side of the wheel hub 7 on the vehicle wheel 3 by means of the second fixing device B2 according to the invention. The second fixing device B2 has 18 fixing screws here, which are connected to the threaded holes 25 of the wheel hub 7. Since no torque transmission takes place here, no torque transmission structural unit is fixed to the wheel hub 7 in the radial housing 8. If necessary, the housing 8 can be closed with a protective or covering element to protect it from dirt (not shown separately). Finally, Fig. 3c shows a further embodiment of the vehicle wheel 3 according to the invention, which is a non-driven vehicle wheel but is equipped with a brake. In this case, the driven vehicle wheel 3 is equipped with a special brake disc 17 on the wheel hub 7 instead of the adapter ring 9 (Fig. 3a) used otherwise, as part of the first fastening device B1, and is fastened to the wheel hub 7 via 16 fastening screws. A brake caliper 20 is connected to the correct axle 2 via a brake caliper adapter 19, the brake shoes of which are not shown separately. This fastening can be done using 29 fastening screws. The hub 7 and the brake disc 17 therefore rotate together, while the caliper 20 is stationary. For the purpose of sealing between the rotating and stationary parts, a sealing ring 30 is used, which is provided with a labyrinth seal 31. The sealing ring 30 is fixed to the hub 7 by the second fixing device B2, which in this case consists of 18 fixing screws connected to the threaded holes 25 of the hub 7.

Claims

PATENT CLAIMS 1. A vehicle wheel, especially for low-floor vehicles, having a wheel hub (7) rotatably mounted on an axle (2) and a running flange (21), a tire or a similar running element in elastic connection with the wheel hub (7), and further comprising a fastening structure on the outer side of the wheel hub (7) for connecting additional assemblies for transmitting torque between the wheel hub (7) and the structural parts to be connected [for example, a part of a gear (5) or a brake disc (17)], characterized in that the first fastening structure (Bl) of the vehicle wheel (3) is designed to accommodate any of the additional torque-transmitting assemblies [for example, a part of a gear (5) or a brake disc (17)], and further comprising at least one outer side of the wheel hub (7) that is separated from the first fastening structure (Bl) has a second mounting structure (B2) for receiving any of the separate, non-torque-transmitting accessory assemblies (e.g., cover (28) or sealing ring (30) or connector (26)).

2. Vehicle wheel according to claim 1, characterized in that the first fastening device (Bl) is designed to be releasably connected to the wheel hub (7) and the additional torque transmission assembly, for example the gear (5), and has structural elements, for example teeth, providing a rotationally rigid and form-locking connection between them.

3. Vehicle wheel according to claim 1 or 2, characterized in that the first fastening device (Bl) has a seat (8) formed in the wheel hub (7) and at least two fastening units consisting mainly of a threaded hole (24) and a pin or fastening screw (16), which are arranged at the same distance from the axis of rotation and in the same angular position.

4. Vehicle wheel according to any one of claims 1-3, characterized in that the second fastening device (B2) has at least two threaded holes (25) and pins or fastening bolts (18) connected thereto, which are arranged at the same distance from the axis of rotation and in the same angular position.

5. A vehicle wheel according to any one of claims 1-3, characterized in that it is installed as a driven vehicle wheel (3), in which the first fastening device (B1) has an adapter ring (9) which is provided with a spline (10), which is connected to the spline (10') of a tubular shaft (12) arranged around the axle (2), and is in driving connection with the spline (11) or gear of the drive, and the tubular shaft (12) is connected to the connecting piece (26) fixed to the fastening device (B2), preferably via a central threaded bore (27), and the tubular shaft (12) is in a non-positive connection with the wheel hub (7) via a fastening element, preferably via a screw (13) guided through the central bore (27), and preferably via the interposition of a pressure plate (14).

6. Vehicle wheel according to claim 5, characterized in that the adapter ring (9) is formed as a single piece together with the spur gear (10) and the wheel hub (7), preferably by casting.

7. Vehicle wheel according to any one of claims 1-3, characterized in that it is installed as a braked vehicle wheel (3), in which a brake disc (17) is fixed to the wheel hub (7) by the first fixing device (B1), and furthermore a brake caliper adapter (19) receiving a brake caliper (20) is fixed to the axle (2).

8. Vehicle wheel according to claim 7, characterized in that a sealing ring (30) is fixed to the wheel hub (7) by means of the second fixing device (B2), which is preferably provided with a labyrinth seal (31).

9. Vehicle wheel according to any one of claims 1-4, characterized in that the second fastening device (B2) is arranged to receive a covering element and / or a cover (28).