A friction coupling wheel pair and a rail vehicle applying the same

Abstract

The present invention discloses a friction coupling wheel set and a rail vehicle applying the same, which comprises a wheel axle and wheels respectively arranged at both ends of the wheel axle; an annular groove is provided on the outer side of the wheel, the annular groove is matched with an intermediate disc and the intermediate disc is located in the annular groove, a friction structure is provided on the opposite surfaces of the annular groove and the intermediate disc, a transmission disc is provided on the side of the intermediate disc away from the wheel, a plurality of pre-tightening springs and mutually matching concave-convex structures are provided on the opposite surfaces of the intermediate disc and the transmission disc, a safety ring structure is provided in the concave-convex structure, the safety ring structure is connected with an adjusting device installed on the transmission disc, and the position of the safety ring structure in the axial direction of the wheel axle can be adjusted through the adjusting device to switch the connection form between the intermediate disc and the transmission disc. The friction coupling wheel set of the present invention has a simple structure and reasonable design, can well balance the curve performance, greatly reduce the wear of the wheel set at the same time, has good economy and great application prospect.

Description

Technical Field

[0001] The present invention belongs to the technical field of road and bridge engineering, and relates to a friction coupling wheel set and a rail vehicle applying the same. Background Art

[0002] A wheel set is the part of a locomotive or vehicle that contacts the rail, and is composed of two left and right wheels firmly pressed on the same axle. The function of the wheel set is to ensure the running and steering of the locomotive or vehicle on the rail, bear all the static and dynamic loads from the locomotive or vehicle, transmit them to the rail, and transmit the loads generated by the unevenness of the line to each component of the locomotive or vehicle. In addition, the driving and braking of the locomotive or vehicle also act through the wheel set.

[0003] At present, there are two forms of wheel sets. One is the conventional wheel set, in which the wheel axle is rigidly connected to the wheels respectively arranged at both ends. When passing through a straight line or a large-radius curve, this kind of wheel set can maintain an automatically centered state, but when passing through a small-radius curve, it is difficult to maintain an automatically centered state, which affects its passing performance. And because the rotational speed of the outer wheel on the track is significantly greater than that of the inner wheel, the maximum speed difference between its inner and outer wheels is lower than the length difference between the inner and outer sides of the small-radius curve, resulting in the outer wheel slipping. Therefore, the outer wheel wears significantly more seriously, and its service life will be seriously affected after long-term use. At the same time, it will also greatly damage the rail. The other is the independent wheel set, that is, the left and right wheels are installed on the axle through bearings, and the left and right wheels can rotate independently. The speed difference between the inner and outer wheels automatically adapts to the distance difference between the inner and outer sides of the small-radius curve, and it has good passing ability for small-radius curves. However, when passing through a straight track or a large-radius curve, it cannot be automatically centered. Since the vehicle will be affected by external interference during operation, the wheels will inevitably deviate laterally, and once they deviate, it is difficult to return to the correct position, causing the wheel flange to lean against the track for a long time, resulting in wheel-rail wear and noise pollution.

[0004] Therefore, it is of great practical significance to develop a wheel set that can well balance the curve performance on the basis of having straight-line performance. Summary of the Invention

[0005] The purpose of the present invention is to overcome the defects of the existing wheel set with poor performance on small-radius curve bends and serious wear, and provide a wheel set that can well balance the curve performance, specifically a friction coupling wheel set. When the intermediate disk and the transmission disk of this wheel set are in close contact (i.e., in the functional mode state), it can achieve the asynchronous rotation of the wheel and the wheel axle under specific conditions, thereby reducing wheel wear and improving the curve performance of the wheel set. At the same time, the connection form between the intermediate disk and the transmission disk can be switched through the adjustment device, and the operation is simple, with great application prospects.

[0006] To achieve the above purpose, the present invention provides the following technical solutions:

[0007] A friction coupling wheelset comprises a wheel axle and wheels respectively arranged at two ends of the wheel axle;

[0008] The wheel is provided with an annular groove on the outside, the annular groove matches the intermediate disk and the intermediate disk is located in the annular groove, the opposite surface of the annular groove and the intermediate disk is provided with a friction structure for increasing friction, the intermediate disk is provided with a transmission disk away from the wheel side, the opposite surfaces of the intermediate disk and the transmission disk are provided with a plurality of preload springs (used to apply preload force to the friction structure so that it can have a relatively large static friction force, which is convenient for smooth torque transmission) and concave-convex structures that match each other, a safety ring structure is provided in the concave-convex structure, the safety ring structure is connected to the adjustment device installed on the transmission disk, and the position of the safety ring structure in the axial direction of the wheel shaft can be adjusted by the adjustment device to switch the connection form between the intermediate disk and the transmission disk. The function of the safety ring structure is that it can be moved axially along the gap in the concave-convex structure by the adjustment device, and can abut against the transmission disk along the outer direction of the shaft (this state is the functional mode) or against the intermediate disk along the inner direction of the shaft (this state is the safety mode).

[0009] The friction coupling wheelset of the present invention has a simple structure and a reasonable design. When the safety ring structure of the wheelset can resist the transmission plate along the outward direction of the shaft (i.e., the functional mode state), it can realize the asynchronous rotation of the wheel and the wheel axle under specific conditions, thereby reducing wheel wear and improving the cornering performance of the wheelset. At the same time, the connection form between the intermediate plate and the transmission plate can be switched through the adjustment device. The operation is simple and the application prospect is very bright.

[0010] There are two connection modes between the intermediate disk and the transmission disk of the present invention, one is a functional mode (the safety ring structure can abut against the transmission disk along the axial outward direction), and the other is a safety mode (the safety ring structure can abut against the intermediate disk along the axial inward direction).

[0011] The state of the functional mode is that the position of the safety ring structure is against the transmission disc. At this time, the wheelset moves on the track, and the wheel is subjected to the torque of the rail and then transmitted to the transmission disc. Since the outer end of the transmission disc is an interference fit with the wheel axle, the torque is finally transmitted to the wheel axle. At this time, the wheel axle and the wheel rotate at the same speed, which is consistent with the ordinary wheelset; when the wheelset passes through a straight line or a large radius curve, it can maintain the automatic centering function like an ordinary wheelset, and when encountering a small radius curve, the wheel-rail torque on the outer side of the track increases sharply, and the preload spring makes the friction structure have a certain static friction force. When the torque between the wheel and the rail is greater than the torque of the friction structure, the wheel tends to rotate relative to the middle disc at first, and then the middle disc moves a certain distance (the radius of the hemispherical protrusion) toward the outer direction of the axis under the action of the friction structure before it starts to rotate. The function of the functional mode is mainly to achieve asynchronous rotation of the wheel and the wheel axle under specific conditions, thereby reducing the wear of the wheel.

[0012] The state of the insurance mode is that the position of the insurance ring structure abuts against the middle disk, that is, the middle disk can no longer move axially (along the outer direction of the axis) towards the driving disk. That is, the function of the hemispherical protrusion is locked. At this time, there is no relative movement between the middle disk and the driving disk, and the function is locked. The overall structure composed of the wheel, the middle disk and the driving disk in this mode (insurance mode) is basically the same as that of the ordinary wheel set in the prior art, and each part can be regarded as an integral body and cooperate with the wheel axle.

[0013] As a preferred technical solution:

[0014] For a friction coupling wheel set as described above, the annular groove is circular and coaxial with the wheel.

[0015] For a friction coupling wheel set as described above, the friction structure includes an outer friction plate fixed on the middle disk and an inner friction plate fixed in the annular groove. The function of the inner and outer friction plates is to transmit the torque of the wheel to the middle disk.

[0016] For a friction coupling wheel set as described above, the inner friction plate includes an inner friction plate fixing part and an inner friction plate friction acting part;

[0017] The inner friction plate fixing part is integrally annular, and there are multiple inner friction plate friction acting parts (in the shape of a circular arc segment) arranged circumferentially on its circumferential surface. There are gaps between adjacent inner friction plate friction acting parts. The middle disk is provided with protrusions with smooth surfaces at the positions corresponding to the gaps (the number of protrusions with smooth surfaces is the same as that of the gaps, and this number can also be increased or decreased. And setting one on each of the inner diameter side and the outer diameter side of the outer friction plate is for uniform force when jacking up). The inner friction plate fixing part is provided with a plurality of through holes at the positions corresponding to the gaps. Through these through holes, the inner friction plate fixing part can be fixed in the annular groove of the wheel by using fixing parts (bolts). That is, the inner friction plate friction acting parts protrude on the inner friction plate fixing part. When the inner friction plate is in contact with the outer friction plate, the protrusions with smooth surfaces are located in the gaps between the inner friction plate friction acting parts. When the two friction plates start to slide, the protrusions with smooth surfaces will slide onto the inner friction plate friction acting parts along the trend, causing the middle disk to move in the direction away from the inner friction plate as a whole. At this time, the pre-tightening spring will be compressed, and the gap between the two disks between the middle disk and the driving disk will also be filled, and the two wheels on both sides can rotate independently;

[0018] Since the inner friction plate friction acting parts are block-shaped protrusions, when the protrusions with smooth surfaces on the surface of the middle disk come into contact with the inner friction plate friction acting parts, it is only for an instant. Then, if you want to continue to rotate independently, it is necessary to satisfy that the force of the wheel-rail torque is sufficient to jack up the protrusions with smooth surfaces on the middle disk;

[0019] In other words, in order to complete independent rotation, two conditions need to be met. First, the wheel-rail torque is greater than the static friction torque of the inner and outer friction plates under preload. Second, the force of the wheel-rail torque must be continuously sufficient to lift the bulge on the smooth surface of the intermediate disk. Once the force of the wheel-rail torque is not enough to lift the bulge on the smooth surface at a certain moment, the wheelset loses its independent rotation function and becomes an ordinary wheelset.

[0020] In the friction coupling wheelset described above, the protrusion with smooth transition on the surface is a hemispherical protrusion. The protection scope of the present invention is not limited to this, and only a feasible technical solution is given here. If the protrusion is in the shape of a spherical segment, a semi-ellipsoid, or an ellipsoid segment, it is also applicable.

[0021] In a friction coupling wheel pair as described above, there are two groups of concave-convex structures, which are coaxial. One group of concave-convex structures includes an outer convex ring formed by the middle disk extending outward along the axial direction of the wheel shaft and an outer concave ring on the transmission disk that matches the outer convex ring. The other group of concave-convex structures includes an inner convex ring formed by the middle disk extending inward along the axial direction of the wheel shaft and an inner concave ring on the transmission disk that matches the inner convex ring. The diameter of the outer convex ring is larger than that of the inner convex ring. The protection scope of the present invention is not limited to this. Those skilled in the art can set the concave-convex structure according to actual needs. Only a feasible technical solution is given here.

[0022] In the friction coupling wheelset as described above, the safety ring structure has two groups, one group is an outer safety ring arranged between the outer convex ring and the outer concave ring, and the other group is an inner safety ring arranged between the inner convex ring and the inner concave ring;

[0023] The plurality of preload springs are arranged between the two groups of concave-convex structures and each preload spring is sleeved outside the guide column. The guide column includes a transmission disc guide column and an intermediate disc guide column. One of the transmission disc guide column and the intermediate disc guide column is a hollow structure, and the other structure is inserted into the hollow structure to complete the installation of the guide column. The number of guide columns can be set according to the number of preload springs. Its function is to limit the position and arrangement direction of the preload springs, and at the same time provide a certain margin for the relative movement of the intermediate disc and the transmission disc. When the preload spring is compressed, the intermediate disc guide column can move along the transmission disc guide column at the same time. Also, because the two safety rings are against the transmission disc in the functional mode, there is a gap between the two discs. When the preload spring is compressed, the entire intermediate disc can move toward the transmission disc. The present invention is provided with two sets of safety rings, which not only increases the reliability of the equipment to a certain extent, but also can avoid the situation where the gap between the intermediate disc and the transmission disc is uneven. There are 16 preload springs distributed circumferentially. Of course, those skilled in the art can increase or decrease the number of preload springs according to actual needs.

[0024] A friction coupling wheel set as described above, wherein the adjustment device comprises an adjustment main plate, a bearing I, a bearing II, a bearing III, a nut I, a nut II, a nut III, a large gear, a small gear I, a small gear II and a clamping plate;

[0025] The adjusting main board is provided with three through holes, on which bearings I, II and III are respectively installed;

[0026] The bearing I, bearing II and bearing III are respectively equipped with nuts I, nut II and nut III, one end of nuts I, nut II and nut III are respectively installed with pinion I, large gear and pinion II, the other ends of nuts I and nut III are respectively connected to one end of threaded rod I and threaded rod II, the other ends of threaded rod I and threaded rod II are respectively connected to outer safety ring and inner safety ring, threaded rod I is coaxial with nut I, threaded rod II is coaxial with nut III, pinion I and pinion II are located on both sides of large gear and mesh with large gear at the same time, pinion I, large gear and pinion II are provided with clamping plates for fixing pinion I, large gear and pinion II on the side away from adjustment main board, and friction plates for increasing friction are provided at corresponding positions of large gear and clamping plate;

[0027] There are a total of multiple (four) adjusting devices, which are arranged circumferentially on the transmission disk, that is, four threaded rods fixed to the inner and outer safety rings are distributed circumferentially, passing through the transmission disk and being acted upon by the adjusting device, and the inner and outer safety rings are moved by their threaded rods and nuts, which are matched with the inner ring of the bearing and rotated by the large and small gears. Due to the meshing of the gears, the two small gears can rotate in the same direction and at the same speed, and the thread distribution of the threaded rods is also consistent, so that when a small gear is turned, the inner and outer safety rings can move simultaneously;

[0028] The inner and outer safety rings move in a stroke, or stop against the transmission plate, or stop against the middle plate. When reaching the end of these two strokes, the friction plate on the clamping plate fits with the friction plate on the large gear to fix the gear. Specifically, when the outer small gear is moved so that the inner and outer safety rings reach the desired position, the clamping plate clamps the gear to prevent it from rotating, locking the position of the inner and outer safety rings. The clamping plate is fixed to the adjustment main board through various components. The protection scope of the present invention is not limited to this. Only one feasible technical solution is given here. Other forms of adjustment devices can also be applied to the present invention as long as they can achieve synchronous adjustment of the inner and outer safety rings.

[0029] In a friction coupling wheelset as described above, the wheel is matched with the wheel axle through a wheel bearing (only the wheel bearing is connected between the wheel and the wheel axle, and the other parts have no matching relationship, leaving a gap), and an annular protrusion is provided on the wheel axle for limiting the position of the wheel bearing, and the transmission plate is interference fit with the wheel axle, thereby completing the axial limitation of the entire device.

[0030] In addition, the present invention provides a rail vehicle applying a friction coupling wheel pair as described above.

[0031] Beneficial effects:

[0032] The friction coupling wheel pair of the present invention has a simple structure and reasonable design. When the safety ring structure of the wheel pair can abut against the driving disc along the outer axial direction (i.e., the functional mode state), it can achieve the asynchronous rotation of the wheel and the wheel shaft under specific conditions, thereby reducing wheel wear and improving the curve performance of the wheel pair. At the same time, the connection form between the intermediate disc and the driving disc can be switched through the adjusting device. When the position of the safety ring structure abuts against the intermediate disc (i.e., the safety mode state, which is applied when the performance of the wheel pair is unreliable to ensure the normal operation of the wheel pair), there will be no relative movement between the intermediate disc and the driving disc at this time, and the function is locked. It is equivalent to an ordinary wheel pair, and its mode switching operation is simple and has great application prospects. Description of the drawings

[0033] Figure 1 is an overall schematic diagram of the friction coupling wheel pair of the present invention;

[0034] Figure 2 is a cross-sectional schematic diagram of the wheel, driving disc and intermediate disc of the friction coupling wheel pair of the present invention;

[0035] Figure 3 is Figure 2 a schematic diagram after removing the preloading spring;

[0036] Figure 4 is an exploded view of the adjusting device of the present invention;

[0037] Figure 5 is a schematic diagram after all the adjusting devices are assembled with the inner and outer safety rings;

[0038] Figure 6 is a sectional view of the friction coupling wheel pair of the present invention;

[0039] Figure 7 and 8 are schematic diagrams of different perspectives of the assembly of the inner and outer friction plates respectively;

[0040] Among them, 1 - wheel axle, 2 - wheel, 3 - drive disk, 4 - adjusting device, 41 - adjusting main board, 42 - bearing I, 43 - bearing II, 44 - bearing III, 45 - nut I, 46 - nut II, 47 - nut III, 48 - pinion I, 49 - large gear, 410 - pinion II, 411 - pressing plate, 5 - intermediate disk, 6 - preloading spring, 7 - inner safety ring, 8 - outer safety ring, 9 - outer friction plate, 10 - inner friction plate, 11 - drive disk guide post, 12 - intermediate disk guide post, 13 - inner convex ring, 14 - outer convex ring, 15 - wheel bearing, 16 - threaded rod I, 17 - annular protrusion, 18 - hemispherical protrusion, 19 - inner friction plate fixing hole, 20 - inner friction plate fixing part, 21 - inner friction plate friction acting part. Detailed implementation manners

[0041] The following further elaborates on the detailed implementation manners of the present invention in conjunction with the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of the present invention, rather than all of the embodiments.

[0042] In the description of the present invention, it should be understood that the orientation or positional relationship indicated by the terms "upper", "lower", "front", "rear", "left", "right", "top", "bottom", "inner", "outer", etc. is based on the orientation or positional relationship shown in the accompanying drawings. It is only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be construed as a limitation to the present invention.

[0043] Embodiment 1

[0044] A friction coupling wheel pair, as Figures 1 to 8 shown, includes a wheel axle 1 and wheels 2 respectively arranged at both ends of the wheel axle 1;

[0045] On the outer side of the wheel 2, there is a circular ring groove coaxial with the wheel 2. The circular ring groove is matched with the intermediate disk 5 and the intermediate disk 5 is located in the circular ring groove. The opposite surfaces of the circular ring groove and the intermediate disk 5 are provided with a friction structure. The friction structure includes an outer friction plate 9 fixed on the intermediate disk 5 and an inner friction plate 10 fixed in the circular ring groove. The inner friction plate 10 includes an inner friction plate fixing part 20 and an inner friction plate friction acting part 21. The inner friction plate fixing part 20 is integrally annular, and a plurality of inner friction plate friction acting parts 21 are circumferentially arranged on its circumferential surface. There is a gap between adjacent inner friction plate friction acting parts 21. The intermediate disk 5 is provided with a hemispherical protrusion 18 (a protrusion with a smooth surface) corresponding to the gap, and an inner friction plate fixing hole 19 is opened at the gap. The inner friction plate fixing part 20 can be fixed on the circular ring groove through the inner friction plate fixing hole 19;

[0046] On the side of the intermediate disk 5 away from the wheel 2, there is a transmission disk 3. On the opposite surfaces of the intermediate disk 5 and the transmission disk 3, there are 16 preloading springs 6 and two sets of coaxial concave-convex structures that match each other. One set of concave-convex structures includes an outer convex ring 14 formed by the intermediate disk 5 extending outward along the axial direction of the wheel shaft 1 and an outer concave ring on the transmission disk 3 that matches the outer convex ring 14. The other set of concave-convex structures includes an inner convex ring 13 formed by the intermediate disk 5 extending inward along the axial direction of the wheel shaft 1 and an inner concave ring on the transmission disk 3 that matches the inner convex ring 13. The diameter of the outer convex ring 14 is greater than that of the inner convex ring 13, and a safety ring structure is provided in each of the above two sets of concave-convex structures. One set is an outer safety ring 8 arranged between the outer convex ring 14 and the outer concave ring, and the other set is an inner safety ring 7 arranged between the inner convex ring 13 and the inner concave ring. The inner safety ring 7 and the outer safety ring 8 are connected to four adjusting devices 4 installed circumferentially on the transmission disk 3;

[0047] The adjusting device 4 includes an adjusting main board 41, bearing I 42, bearing II 43, bearing III 44, nut I 45, nut II 46, nut III 47, large gear 49, pinion I 48, pinion II 410, and pressing plate 411;

[0048] Three through holes are opened on the adjusting main board 41, and bearing I 42, bearing II 43, and bearing III 44 are respectively installed thereon;

[0049] Bearing I 42, bearing II 43, and bearing III 44 are respectively sleeved with nut I 45, nut II 46, and nut III 47. One end of nut I 45, nut II 46, and nut III 47 is respectively installed with pinion I 48, large gear 49, and pinion II 410. The other end of nut I 45 and nut III 47 is respectively connected to one end of threaded rod I 16 and threaded rod II. The other end of threaded rod I 16 and threaded rod II is respectively connected to the outer safety ring 8 and the inner safety ring 7. Threaded rod I 16 is coaxial with nut I 45, and threaded rod II is coaxial with nut III 47. Pinion I 48 and pinion II 410 are located on both sides of the large gear 49 and are simultaneously meshed with the large gear 49. A pressing plate 411 for fixing pinion I 48, large gear 49, and pinion II 410 is provided on the side away from the adjusting main board 41 of pinion I 48, large gear 49, and pinion II 410. By adjusting the adjusting device 4, the positions of the inner safety ring 7 and the outer safety ring 8 in the axial direction of the wheel shaft 1 can be adjusted to switch the connection form between the intermediate disk 5 and the transmission disk 3;

[0050] The 16 preloading springs 6 are arranged between the two sets of concave-convex structures, and each preloading spring is sleeved outside the guide post. The guide post includes a transmission disk guide post 11 and an intermediate disk guide post 12. Among them, the intermediate disk guide post 12 is a hollow structure, and the transmission disk guide post 11 is inserted into the intermediate disk guide post 12 to complete the installation of the guide post;

[0051] The wheel 2 is fitted to the wheel shaft 1 through a wheel bearing 15, and an annular projection 17 for defining the position of the wheel bearing 15 is provided on the wheel shaft 1. The drive disk 3 is in interference fit with the wheel shaft 1.

[0052] Operating method for mode switching of the friction coupling wheel set of the present invention:

[0053] (1) Functional mode, i.e., the safety ring structure can abut against the drive disk along the outer axial direction;

[0054] The positions of the inner and outer safety rings abut against the drive disk. At this time, the wheel set moves on the track, and the wheel receives the torque from the rail and then transmits it to the drive disk. Since one end on the outer side of the drive disk is in interference fit with the wheel shaft, the torque is finally transmitted to the wheel shaft. At this time, the wheel shaft and the wheel rotate at the same speed, which is the same as that of a normal wheel set. When this wheel set passes through a straight line or a large-radius curve, it can maintain the function of automatic centering like a normal wheel set. When encountering a small-radius curve, the wheel-rail torque on the outer side of the track increases sharply. The pre-tightening spring gives a certain static friction force to the friction structure. When the torque between the wheel and the rail is greater than the torque of the friction structure, initially the wheel has a tendency to rotate relative to the intermediate disk, and then the intermediate disk moves a certain distance (the radius of the hemispherical projection) in the outer axial direction under the action of the friction structure before starting to rotate, that is, the asynchronous rotation of the wheel and the wheel shaft under specific conditions, which plays a role in reducing the wear of the wheel.

[0055] (2) Safety mode, i.e., the safety ring structure can abut against the intermediate disk along the inner axial direction;

[0056] The positions of the inner and outer safety rings abut against the intermediate disk. At this time, the intermediate disk can no longer move axially (along the outer axial direction) towards the drive disk, that is, the function of the hemispherical projection is locked. The overall structure composed of the wheel, the intermediate disk and the drive disk in this mode (safety mode) is basically the same as that of a normal wheel set in the prior art, and each part can be regarded as an integral body and fitted with the wheel shaft.

[0057] It has been verified that the friction coupling wheel set of the present invention has a simple structure and reasonable design. When the safety ring structure of the wheel set abuts against the drive disk along the outer axial direction (i.e., in the functional mode state), it can achieve the asynchronous rotation of the wheel and the wheel shaft under specific conditions, thereby reducing wheel wear and improving the curve performance of the wheel set. At the same time, the connection form between the intermediate disk and the drive disk can be switched through the adjusting device. When the position of the safety ring structure abuts against the intermediate disk (i.e., in the safety mode state, which is applied when the performance of the wheel set is unreliable to ensure the normal operation of the wheel set), there is no relative movement between the intermediate disk and the drive disk, and the function is locked. It is equivalent to a normal wheel set, and its mode switching operation is simple and has great application prospects.

[0058] Embodiment 2

[0059] An orbital vehicle, comprising a friction coupling wheel set and a car body as described in Embodiment 1.

[0060] Although the specific embodiments of the present invention have been described above, those skilled in the art should understand that these are only examples. Without departing from the principles and essence of the present invention, various changes or modifications can be made to these embodiments.

Claims

1. A friction-coupled wheel set, characterized in that, It includes a wheel axle and wheels respectively arranged at both ends of the wheel axle; An annular groove is provided on the outer side of the wheel. The annular groove is matched with an intermediate disc and the intermediate disc is located within the annular groove. Friction structures are provided on the opposite surfaces of the annular groove and the intermediate disc. A transmission disc is provided on the side of the intermediate disc away from the wheel. Multiple pre-tightening springs and mutually matching concave-convex structures are provided on the opposite surfaces of the intermediate disc and the transmission disc. An insurance ring structure is provided within the concave-convex structure. The insurance ring structure is connected to an adjusting device installed on the transmission disc. The position of the insurance ring structure in the axial direction of the wheel axle can be adjusted through the adjusting device to switch the connection form between the intermediate disc and the transmission disc. There are two groups of the concave-convex structures. The two groups of concave-convex structures are coaxial. One group of the concave-convex structures includes an outer convex ring formed by the intermediate disc extending outward along the axial direction of the wheel axle and an outer concave ring on the transmission disc that matches the outer convex ring. The other group of the concave-convex structures includes an inner convex ring formed by the intermediate disc extending inward along the axial direction of the wheel axle and an inner concave ring on the transmission disc that matches the inner convex ring. The diameter of the outer convex ring is greater than that of the inner convex ring. There are two groups of the insurance ring structures. One group is an outer insurance ring arranged between the outer convex ring and the outer concave ring, and the other group is an inner insurance ring arranged between the inner convex ring and the inner concave ring. The multiple pre-tightening springs are arranged between the two groups of concave-convex structures and each pre-tightening spring is sleeved outside a guiding column. The guiding column includes a transmission disc guiding column and an intermediate disc guiding column. One structure of the transmission disc guiding column and the intermediate disc guiding column is a hollow structure, and the other structure is inserted into the hollow structure to complete the installation of the guiding column. The wheel is matched with the wheel axle through a wheel bearing, and an annular protrusion for defining the position of the wheel bearing is provided on the wheel axle. The transmission disc is in interference fit with the wheel axle.

2. The friction coupling wheel pair according to claim 1, characterized in that, The annular groove is circular and coaxial with the wheel.

3. The friction coupling wheel pair according to claim 1, characterized in that, The friction structure includes an outer friction plate fixed on the intermediate disc and an inner friction plate fixed within the annular groove.

4. The friction coupling wheel pair according to claim 3, characterized in that, The inner friction plate includes an inner friction plate fixing part and an inner friction plate friction acting part; The inner friction plate fixing part is integrally annular, and multiple inner friction plate friction acting parts are circumferentially arranged on its circumferential surface. There are gaps left between adjacent inner friction plate friction acting parts. The intermediate disc is provided with a protrusion with a smooth surface at the position corresponding to the gaps.

5. A friction coupling wheel pair according to claim 4, characterized in that, The protrusion with a smooth surface is a hemispherical protrusion.

6. A friction coupling wheel pair according to claim 1, characterized in that, The adjusting device includes an adjusting main board, bearing I, bearing II, bearing III, nut I, nut II, nut III, a large gear, pinion I, pinion II, and a pressing plate; Three through holes are opened on the adjusting main board, and bearing I, bearing II, and bearing III are respectively installed thereon; The bearing I, bearing II and bearing III are respectively sleeved with nut I, nut II and nut III. One ends of nut I, nut II and nut III are respectively installed with pinion I, large gear and pinion II. The other ends of nut I and nut III are respectively connected with one ends of threaded rod I and threaded rod II. The other ends of threaded rod I and threaded rod II are respectively connected with outer safety ring and inner safety ring. Threaded rod I and nut I are coaxial, and threaded rod II and nut III are coaxial. Pinion I and pinion II are located on both sides of the large gear and mesh with the large gear at the same time. A pressing plate for fixing pinion I, large gear and pinion II is provided on the side of pinion I, large gear and pinion II away from the adjustment main board; There are multiple said adjusting devices, which are circumferentially arranged on the drive disk.

7. An orbital vehicle applying a friction coupling wheel pair as described in any one of claims 1 to 6.

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