A safety tire assembly for rail transportation

Abstract

The present invention discloses a safety tire assembly for rail transit, including a rim, a pneumatic tire and an inner support body, wherein the rim is mounted on an axle, the pneumatic tire is covered outside the rim, the inner support body is annularly mounted on the rim, and is located inside the pneumatic tire without contacting the pneumatic tire, the inner support body is made of non-metallic material as a whole, and a buffer layer is arranged on the inner support body except for one side in contact with the rim, and the inner support body can rotate relative to the rim when the tire is deflated or burst. After the tire bursts or deflates, the inner support body contacts the crown of the tire, bears the load, prevents the vehicle body from overturning, and can resist the impact caused by the explosion, so that the vehicle can continue to move forward, and the inner support body can rotate around the rim, with little loss of driving force, so that the vehicle can travel a long distance relying on its own power, and can directly return to the maintenance station.

Description

Technical Field

[0001] The invention belongs to the technical field of rail transportation, and in particular relates to a safety tire assembly for rail transportation. Background Art

[0002] With the rapid development of China's economy, cities are getting bigger and bigger, and the population is getting denser and denser. In order to improve the transportation capacity and efficiency of cities, public transportation has begun to develop in a three-dimensional way. In the past 20 years, rail transit modes such as cloud rail, sky rail, digital rail, smart rail and light rail have begun to emerge. Rail vehicles using pneumatic tires have strong climbing ability, especially in large cities with mountainous, hilly and karst landforms. They have gradually been widely recognized for their low construction cost, strong carrying capacity and urban sightseeing and tourism functions.

[0003] The main components of pneumatic tires are rubber and steel wire or aramid composite materials, and their failure modes are mainly blowout and deflation. Although the service life of pneumatic tires can be improved by strengthening maintenance, the changes in the bonding characteristics between rubber and steel wire or aramid, and the fatigue fracture life of steel wire or aramid are still unpredictable, so blowout and deflation still exist.

[0004] In the prior art, the common pneumatic tire assembly used in rail transit vehicles is composed of a tubeless pneumatic tire, a one-piece 15° deep groove rim and an external auxiliary safety wheel, such as Figure 1 As shown in the figure, the external auxiliary safety wheel is made of metal and is wrapped with a layer of elastomer. After a tire bursts or deflates, one side of the tire bead will slide into the deep groove, causing the tire bead to derail. The burst or deflated tire loses its load-bearing capacity and driving force. The vehicle relies on the support of the auxiliary safety wheel to avoid overturning. It can travel slowly for 3-5 kilometers and wait for rescue after the passengers are evacuated. After the external auxiliary safety wheel has traveled 3-5 kilometers, the elastomer will be worn or fall off, leaking metal material. If the vehicle continues to travel, the metal material will easily spark when rubbing against the track surface, damaging the road surface and causing greater safety hazards.

[0005] Due to the particularity of rail transit, the departure intervals between different trains are short and there are many vehicles running on the track. In order not to affect the operation of other vehicles, new requirements are now proposed: vehicles running on the track can still maintain a certain speed after the tire on the road-bearing wheel is burst or deflated, and rely on the vehicle's own power to drive away from the dangerous area and return to the maintenance station. That is, after the tire on the road-bearing wheel is burst or deflated, the mileage can reach more than 40 kilometers. Summary of the invention

[0006] The present invention intends to provide a safety tire assembly for rail transit, which can bear the vehicle load after the tire bursts or deflates, so that the vehicle can travel a certain distance under its own power and return to a maintenance station.

[0007] To this end, the technical solution adopted by the present invention is: a safety tire assembly for rail transit, including a rim, a pneumatic tire and an inner support body, the rim is mounted on the axle, the pneumatic tire is covered outside the rim, the inner support body is installed on the rim in an annular shape, and is located inside the pneumatic tire without contacting the pneumatic tire, the inner support body is made of non-metallic material as a whole, and a buffer layer is provided on the inner support body except for one side in contact with the rim, and when the tire is deflated or burst, the inner support body can rotate relative to the rim.

[0008] As a preferred option in the above scheme, the rim adopts a tubeless rim, which includes a rim body, a locking ring and a retaining ring. One end of the outer ring of the rim body is set to a flat bottom, and the retaining ring is set between one end of the rim body and the inflated tire. The bead seat angle between the other end of the outer ring of the rim body and the retaining ring is 5° or 15°, the inner support body is installed in the middle straight part of the outer ring of the rim body, and the locking ring is set between the rim body and the retaining ring to prevent the retaining ring from withdrawing.

[0009] Further preferably, the inner support body consists of at least two support units.

[0010] Further preferably, a sealing ring is provided between the rim body and the retaining ring, and the sealing ring is located on a side of the locking ring away from one end of the outer ring of the rim body.

[0011] Further preferably, the angle between the bead heel and bead toe of the pneumatic tire is 2°-12° greater than the angle of the rim bead seat.

[0012] More preferably, the angle from the bead heel to the bead toe of the pneumatic tire is 25°, and the angle of the rim bead seat is 15°.

[0013] Further preferably, a safety gap is left between the inner support body and the inner ring of the pneumatic tire, and the safety gap is not greater than the minimum height of the vehicle body from the ground.

[0014] Further preferably, the distance between the side of the inner support body close to the rim and the toe of the pneumatic tire is not greater than 5 mm, the inner support body comprises an outer ring away from the rim and an inner ring arranged close to the rim, the inner ring and the outer ring are connected by a middle rib, the bottom of the inner ring is warped upward, the distance between the side of the inner ring away from the rim and the axis of the rim is greater than the distance between the toe of the pneumatic tire and the rim, and the difference between the two is not less than 2 mm.

[0015] Further preferably, the hardness of the buffer layer is between Shore hardness A50-D50, and the thickness of the buffer layer is not greater than 10 mm.

[0016] More preferably, the inner support body is made of a high-strength flame-retardant non-metallic material with a tensile strength of not less than 70 MPa and a thermal deformation temperature of not less than 300°C.

[0017] Beneficial effects of the present invention:

[0018] 1) High safety performance; after a tire bursts or deflates, the inner support body contacts the crown of the tire, bears the load, prevents the vehicle body from overturning, and can resist the impact of the explosion, allowing the vehicle to continue to move forward. At the same time, the tread rubber of the crown of the tire contacts the road surface, which will not damage the road surface or cause friction and fire, avoiding greater safety hazards;

[0019] 2) Long mileage; at the moment of tire burst or deflation, the inner support body bears the load, the sidewall will not fold, and when sliding inward, it will be blocked by the two ends of the inner ring of the support body. The two tire beads will not fall off the wheel rim and remain fixed on the rim bead seat. Torque can be transmitted between the tire bead and the rim bead seat, and the inner support body can rotate around the rim, with little driving force loss. The vehicle can travel a long distance relying on its own power, so it can directly return to the maintenance station;

[0020] 3) Simple installation and maintenance; during installation, first install the various support units of the inner support body inside the tire, then insert the tire and inner support body assembly into the rim body along the axis direction of the rim, then assemble the retaining ring and sealing ring, and finally install the locking ring. During disassembly, remove the locking ring, sealing ring, and retaining ring in turn, and then axially separate the tire and inner support body assembly from the rim body along the axis direction of the rim. It is best to disassemble the various support units of the inner support body. BRIEF DESCRIPTION OF THE DRAWINGS

[0021] Figure 1 The invention relates to a rail transit tire assembly according to the prior art.

[0022] Figure 2 It is the installation schematic diagram of the present invention.

[0023] Figure 3 It is a stereogram of the present invention when it is normally used.

[0024] Figure 4 It is a schematic diagram of the tire of the present invention when it is deflated or burst.

[0025] Figure 5 Schematic diagram of the inner support body in the present invention.

[0026] Figure 6 for Figure 5 Side view of.

[0027] Figure 7 It is a schematic diagram of the rim in the present invention.

[0028] Explanation of the reference numerals: rim 1, rim body 1a, locking ring 1b, retaining ring 1c, sealing ring 1d, pneumatic tire 2, axle 3, inner support body 4, buffer layer 4a, support unit 4b, outer ring 4c, inner ring 4d, middle rib 4e. DETAILED DESCRIPTION

[0029] The present invention will be further described below by way of embodiments and in conjunction with the accompanying drawings:

[0030] like Figure 1-Figure 7 As shown, a safety tire assembly for rail transit mainly consists of a rim 1, a pneumatic tire 2 and an inner support body 4. The rim 1 is mounted on an axle 3, and the pneumatic tire 2 is covered outside the rim 1. Both the pneumatic tire and the rim adopt a tubeless structure. The above is the prior art and will not be repeated here.

[0031] An annular inner support body 4 is also provided on the rim. The inner support body is located inside the pneumatic tire 2 and does not contact the pneumatic tire 2, so that it does not affect the normal driving of the tire, and when the tire is deflated or burst, the inner support body can rotate relative to the rim. In order to prevent hard friction between the inner support body and the tire when the tire is burst or deflated, the inner support body 4 is made of non-metallic material as a whole. In order to prevent the inner support body from hitting the steel wire of the wheel crown due to road impact, a buffer layer 4a is provided on the inner support body 4 except for the side in contact with the rim 1, and the hardness of the buffer layer 4a is between Shore hardness A50-D50, and the thickness of the buffer layer 4a is not more than 10mm, that is, Figure 5 The dimensions G1, G2, G3, and G4 are not greater than 10 mm.

[0032] In order to facilitate the overall installation and disassembly, the rim 1 includes a rim body 1a, a locking ring 1b and a retaining ring 1c, and one end of the outer ring of the rim body 1a is set to be flat, and the retaining ring 1c is set between one end of the rim body 1a and the pneumatic tire 2 to prevent the pneumatic tire from falling off, and the bead seat angle between the other end of the outer ring of the rim body 1a and the retaining ring 1c is 5° or 15°, such as Figure 7 The bead seat is arranged at a certain inclination angle to prevent the two beads of the tire from coming off the rim when the tire is deflated.

[0033] To prevent the retaining ring 1c from withdrawing, the locking ring 1b is arranged between the rim body 1a and the retaining ring 1c. To prevent the gas leakage in the pneumatic tire, a sealing ring 1d is also arranged between the rim body 1a and the retaining ring 1c, and the sealing ring 1d is located on the side of the locking ring 1b away from one end of the outer ring of the rim body 1a. The sealing ring adopts the existing commonly used O-type sealing ring. The inner support body 4 is installed in the middle of the outer ring of the rim body 1a. In order to increase the bearing area, the middle part of the outer ring of the rim body is also set as a straight line.

[0034] To facilitate installation and removal of the support body, the inner support body 4 is composed of at least two support units 4b. Preferably, the inner support body is provided with four support units, which are connected by bolts.

[0035] To ensure that the pneumatic tire and the rim are fitted with an interference fit, the angle between the bead heel and bead toe of the pneumatic tire 2 is 2°-12° greater than the angle of the bead seat of the rim 1. In this embodiment, the angle between the bead heel and bead toe of the pneumatic tire 2 is 25°, and the angle of the bead seat of the rim 1 is 15°.

[0036] In order to prevent the vehicle body from tilting too much when the tire is deflated, a safety gap is left between the inner support body 4 and the inner ring of the pneumatic tire 2, that is, Figure 2 Medium size G, and the safety clearance is not greater than the minimum ground clearance of the vehicle body.

[0037] To prevent the pneumatic tire from slipping, the distance between the side of the inner support body 4 close to the rim 1 and the toe of the pneumatic tire is not greater than 5 mm. Figure 2 The difference between the middle dimensions W1 and W2 does not exceed 5 mm. In this embodiment, the inner support body 4 includes an outer ring 4c away from the rim 1 and an inner ring 4d arranged close to the rim 1, and the inner ring 4d and the outer ring 4c are connected by the middle rib 4e, and the outer ring 4c, the inner ring 4d and the middle rib 4e form an I-shaped cross-section. To facilitate the installation of the support body, the bottom of the inner ring 4d is tilted upward. The distance between the side of the inner ring 4d away from the rim 1 and the axis of the rim 1 is greater than the distance between the toe of the pneumatic tire and the rim 1, and the difference between the two is not less than 2 mm.

[0038] In order to increase the mileage of the tire after a blowout or deflation, the inner support body 4 is made of a high-strength flame-retardant non-metallic material, such as a fiber-reinforced composite material, so that when the inner support body and the tire are worn, the flame-retardant component can be released to prevent the inner support body from burning. The tensile strength is not less than 70MPa and the thermal deformation temperature is not less than 300°C. At this time, it can effectively prevent the inner support body from failing or burning due to the heat generated by the friction between the inner support body and the rim or the inflated tire when continuing to drive.

Claims

1. A safety tire assembly for rail transit, comprising a rim (1) and a pneumatic tire (2), wherein the rim (1) is sleeved on an axle (3), and the pneumatic tire (2) is covered outside the rim (1). Features: It also comprises an inner support body (4) arranged in an annular shape, the inner support body (4) being mounted on the rim (1) and being located inside the pneumatic tire (2) without contacting the pneumatic tire (2), the inner support body (4) being made entirely of non-metallic material, and a buffer layer (4a) being arranged on the inner support body (4) except for one side contacting the rim (1), so that when the tire is deflated or burst, the inner support body (4) can rotate relative to the rim (1); A safety gap is left between the inner support body (4) and the inner ring of the pneumatic tire (2), and the safety gap is no greater than the minimum ground clearance of the vehicle body; The distance between the side of the inner support body (4) close to the rim (1) and the toe of the pneumatic tire is not greater than 5 mm. The inner support body (4) comprises an outer ring (4c) away from the rim (1) and an inner ring (4d) arranged close to the rim (1). The inner ring (4d) and the outer ring (4c) are connected via an intermediate rib (4e). The bottom of the inner ring (4d) is tilted upward. The distance between the side of the inner ring (4d) away from the rim (1) and the axis of the rim (1) is greater than the distance between the toe of the pneumatic tire and the rim (1), and the difference between the two is not less than 2 mm.

2. According to the safety tire assembly for rail transit as claimed in claim 1, Features: The rim (1) is a tubeless rim, comprising a rim body (1a), a locking ring (1b) and a retaining ring (1c); one end of the outer ring of the rim body (1a) is arranged to be flat-bottomed; the retaining ring (1c) is arranged between the one end of the rim body (1a) and the pneumatic tire (2); the bead seat angle between the other end of the outer ring of the rim body (1a) and the retaining ring (1c) is 5° or 15°; the inner support body (4) is mounted on the middle straight portion of the outer ring of the rim body (1a); the locking ring (1b) is arranged between the rim body (1a) and the retaining ring (1c) to prevent the retaining ring (1c) from withdrawing.

3. According to the safety tire assembly for rail transit as claimed in claim 1, Features: The inner support body (4) is composed of at least two support units (4b).

4. The safety tire assembly for rail transit according to claim 2, Features: A sealing ring (1d) is also provided between the rim body (1a) and the retaining ring (1c), and the sealing ring (1d) is located on a side of the locking ring (1b) away from one end of the outer ring of the rim body (1a).

5. The safety tire assembly for rail transit according to claim 1, Features: The angle between the bead heel and bead toe of the pneumatic tire (2) is 2°-12° greater than the angle of the bead seat of the rim (1).

6. The safety tire assembly for rail transit according to claim 5, Features: The angle between the bead heel and bead toe of the pneumatic tire (2) is 25°, and the angle of the bead seat of the rim (1) is 15°.

7. The safety tire assembly for rail transit according to claim 1, Features: The hardness of the buffer layer (4a) is between Shore hardness A50-D50, and the thickness of the buffer layer (4a) is no more than 10 mm.

8. The safety tire assembly for rail transit according to claim 1, Features: The inner support body (4) is made of a high-strength flame-retardant non-metallic material with a tensile strength of not less than 70 MPa and a thermal deformation temperature of not less than 300°C.

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