Railway vehicle resilient wheel

Abstract

The application discloses a kind of elastic wheels of rail vehicle, wherein first rubber outer ring, first stiffness plate and first rubber inner ring are sequentially provided between wheel rim and wheel core, second rubber outer ring, second stiffness plate and second rubber inner ring are sequentially provided between wheel rim and pressure ring, and pressure ring is connected with wheel core by fastener.The rubber outer ring, rubber inner ring and stiffness plate of the present application are matched by concave-convex lotus edge structure, which prevents the tangential dislocation rotation between the rubber outer ring and the rubber inner ring.Meanwhile, the stiffness plate made of metal material sandwiched between the rubber outer ring and the rubber inner ring greatly improves the overall circumferential tangential shear strength of the rubber outer ring and the rubber inner ring, avoiding large displacement dislocation caused by rubber elastic deformation and solving the problem of sluggishness of elastic wheel.Meanwhile, the concave-convex structure of lotus leaf edge is arranged on the rubber ring, which greatly reduces the processing procedure and reduces the processing difficulty compared with arranging groove on metal part.

Description

Technical Field

[0001] This invention relates to the field of elastic wheel structure technology for rail vehicles, and more specifically, to an elastic wheel for rail vehicles. Background Technology

[0002] Existing resilient rail vehicle wheels mainly consist of a wheel rim, wheel hub, pressure ring, rubber ring, and wheel bolts. Compressed rubber blocks are housed within the cavity between the wheel rim, wheel hub, and pressure ring, acting as a damping unit to reduce vibration and noise. The various wheel components are connected as a whole by bolts and other fasteners. The existing resilient rail vehicle wheels rely on friction between the rubber blocks and the metal parts (wheel rim, wheel hub, pressure ring) to prevent misalignment or slippage between the wheel rim, wheel hub, and pressure ring, thus preventing wheel sluggishness.

[0003] In resilient rail vehicle wheels, to reduce wheel slack, the friction between the rubber and metal components is typically increased. For example, CN202121536416.7 discloses an anti-slack resilient rail vehicle wheel comprising a wheel rim, a wheel center, a pressure ring, a first rubber ring, and a second rubber ring. The first rubber ring is installed between the wheel rim and the wheel center, and the second rubber ring is installed between the wheel rim and the pressure ring. The pressure ring is connected to the wheel center by fasteners. The inner ring surface of the wheel rim is divided into a first inner ring surface and a second inner ring surface. The wheel center and / or the outer ring surface of the pressure ring are provided with a first boss or a second groove arranged circumferentially. The first inner ring surface and / or the second inner ring surface are provided with a first groove or a second boss that mates with the first boss or the second groove. This patent, by setting an anti-shear structure on the wheel, simplifies the wheel's structure as much as possible while possessing anti-slack functionality and improving the reliability of the anti-slack resilient rail vehicle wheel. Although this patent can effectively increase the friction between the rubber and metal components, the single anti-slip method has the following drawbacks:

[0004] First, it is necessary to machine grooves corresponding to those in the rubber ring in metal parts such as wheel rims, wheel cores and pressure rings, which is a complex and difficult process.

[0005] Secondly, the protrusions and grooves on the rubber ring and the metal parts need to be aligned one by one. High precision control is required when installing or pressing the rubber ring. Furthermore, the unevenness of the rubber installation can easily lead to excessive local stress, resulting in a false lag phenomenon. That is, during use, the wheel is subjected to cyclical force, and the stress is released, causing a one-time misalignment between the wheel and the rubber.

[0006] During operation, it is still difficult to avoid a small number of slipping elastic wheels on rail vehicles, posing a threat to train operation safety. Therefore, there is a need for a low-cost solution to the safety hazards of these elastic wheels, which rely solely on the friction of the contact surface for anti-slip. Summary of the Invention

[0007] The technical problem to be solved by the present invention is that the existing elastic wheels of rail vehicles use a single method to enhance the friction between the rubber ring and the metal parts, which is prone to stress concentration during the installation process, causing the elastic wheels of rail vehicles to fail. The present invention provides an elastic wheel for rail vehicles.

[0008] The objective of this invention is achieved through the following technical solution:

[0009] A flexible wheel for rail vehicles includes a wheel rim, a wheel core, a pressure ring, a rubber outer ring, a rubber inner ring, and a stiffening plate. A first rubber outer ring, a first stiffening plate, and a first rubber inner ring are sequentially disposed between the wheel rim and the wheel core. A second rubber outer ring, a second stiffening plate, and a second rubber inner ring are sequentially disposed between the wheel rim and the pressure ring. The wheel rim is fixedly connected to the first and second rubber outer rings, the wheel core is fixedly connected to the first rubber inner ring, and the pressure ring is fixedly connected to the second rubber inner ring. The pressure ring is connected to the wheel core by fasteners.

[0010] The first and second stiffening plates are shaped like lotus leaves with smooth transitions. The first outer and inner rubber rings in contact with the first stiffening plate, and the second outer and inner rubber rings in contact with the second stiffening plate, all have concave-convex structures matching the shape of their lotus leaf-shaped structures. When the outer rubber ring, stiffening plates, and inner rubber rings are pressed together, the lotus leaf-shaped concave-convex structures, like mortise and tenon joints, prevent tangential misalignment and rotation between the outer and inner rubber rings. The metal stiffening plate sandwiched between the outer and inner rubber rings significantly improves the overall circumferential tangential shear strength of the outer and inner rubber rings, avoiding large displacement misalignment caused by elastic deformation of the rubber and solving the sluggishness problem of elastic wheels.

[0011] Furthermore, the ruffled edge structure is in the circumferential direction, and the radius of curvature of the ruffled edge relative to the center of the circle is set to 0.105-1.57. Preferably, the radius is set to 0.42.

[0012] Furthermore, the flared edge structures of the rubber outer ring, rubber inner ring, and stiffness plate are evenly distributed at intervals with flared edge structures of the same or different sizes.

[0013] Furthermore, the leaf-shaped edge structures on the first and second stiffness plates are evenly distributed around the entire circumference of the stiffness plates.

[0014] Furthermore, the leaf-shaped structures on the first and second stiffness plates are evenly spaced on the stiffness plates.

[0015] Furthermore, the inner diameter of the wheel rim is a conical convex surface, and the wheel core and pressure ring are assembled into a conical concave surface, with the combined radial cross section having a V-shaped structure.

[0016] Furthermore, the fixed connection method includes hot vulcanization bonding, which connects the wheel rim to the rubber outer ring, the wheel core and the pressure ring to the rubber inner ring as a whole, to avoid slippage between the metal parts and the rubber outer ring.

[0017] Furthermore, the surfaces of the first stiffening plate and the second stiffening plate are subjected to sandblasting or sandblasting and phosphating treatment to increase surface roughness and improve friction.

[0018] Furthermore, the first rubber outer ring and the second rubber outer ring are either separate structures or integrated structures.

[0019] Furthermore, the rubber outer ring, rubber inner ring, and stiffness plate are distributed in segments between the wheel rim, wheel core, and pressure ring.

[0020] Compared with existing technologies, the beneficial effects are:

[0021] This invention employs a multi-layered structure of an outer rubber ring, an inner rubber ring, and a stiffening plate. The contact surfaces are fitted together using a textured, lotus-leaf-like structure, preventing tangential misalignment and rotation between the outer and inner rubber rings. Simultaneously, the metal stiffening plate sandwiched between the outer and inner rubber rings significantly improves the overall circumferential tangential shear strength of the outer and inner rubber rings, preventing large displacement misalignment caused by elastic deformation of the rubber and solving the sluggishness problem of elastic wheels.

[0022] During the assembly of the flexible wheel, the concave-convex structure of the outer and inner rubber rings serves a positioning function, preventing excessive local stress caused by uneven rubber installation during installation or press-fitting. Furthermore, applying functional grease to the contact areas between the outer and inner rubber rings and the rigid plate not only lubricates during press-fitting but also, in conjunction with the concave-convex structure, improves the positional accuracy of the installation, avoiding false lag caused by localized stress concentration due to uneven assembly and press-fitting compression. Moreover, after drying, it provides a certain degree of adhesion, further increasing the sliding resistance between the rubber components and the rigid plate.

[0023] This invention sets a lotus leaf-shaped concave-convex structure on a rubber ring, which greatly reduces the number of processing steps and the processing difficulty compared to setting grooves on metal parts. Attached Figure Description

[0024] Figure 1 Exploded view of the elastic wheel structure of the rail vehicle described in this invention;

[0025] Figure 2 This is a diagram showing the bonding structure between the wheel rim and the rubber outer ring.

[0026] Figure 3This is a diagram showing the bonding structure between the wheel core and the first rubber inner ring.

[0027] Figure 4 This is a diagram showing the bonding structure between the pressure ring and the second rubber inner ring.

[0028] The components include: 1. Wheel rim, 2. Wheel core, 3. Pressure ring, 4. Rubber outer ring, 5. First stiffness plate, 6. First rubber inner ring, 7. Second stiffness plate, 8. Second rubber inner ring, and 9. Fasteners. Detailed Implementation

[0029] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of the present invention, and not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the scope of protection of the present invention.

[0030] It should be noted that if the embodiments of the present invention involve directional indications (such as up, down, left, right, front, and back), these directional indications are only used to explain the relative positional relationships and movement of the components in a specific posture (as shown in the accompanying drawings). If the specific posture changes, the directional indications will also change accordingly. If the embodiments of the present invention involve descriptions such as "first" and "second," these descriptions are for descriptive purposes only and should not be construed as indicating or implying their relative importance or implicitly specifying the number of technical features indicated. Therefore, features defined with "first" and "second" may explicitly or implicitly include at least one of those features.

[0031] In the description of this invention, it should be noted that, unless otherwise explicitly specified and limited, the terms "installed," "equipped with," "connected," etc., should be interpreted broadly. For example, "connection" can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection or an indirect connection through an intermediate medium; it can be a connection within two components. Those skilled in the art can understand the specific meaning of the above terms in this invention based on the specific circumstances.

[0032] Example 1

[0033] A flexible wheel for a rail vehicle includes a wheel hub 1, a wheel core 2, a pressure ring 3, a rubber outer ring 4, a rubber inner ring, and a stiffening plate. The outer rubber ring 4, a first stiffening plate 5, and a first rubber inner ring 6 are sequentially arranged between the wheel hub and the wheel core 2. The outer rubber ring 4, a second stiffening plate 7, and a second rubber inner ring 8 are sequentially arranged between the wheel hub 1 and the pressure ring 3. The pressure ring 3 is connected to the wheel core 2 by fasteners 9.

[0034] A rubber outer ring 4 is bonded to the inner wall surface of the wheel rim 1. The outer ring 4 has evenly spaced, wavy, convex-concave, smoothly transitioning lotus leaf-shaped edge structures along its circumference. The lotus leaf structures are all the same size, with an arc of 0.42 relative to the center. A first rubber inner ring 6 is bonded to the outer wall surface of the wheel core 2. The edge of the first rubber inner ring 6 has a smooth, convex-concave, lotus leaf-shaped edge structure corresponding to one side of the outer ring 4. A second rubber inner ring 8 is bonded to the outer wall of the pressure ring 3, and it has a smooth, convex-concave, lotus leaf-shaped edge structure corresponding to the other side of the outer ring 4. A first stiffening plate 5, matching the convex-concave structures of the outer ring 4, the first rubber inner ring 6, and the second rubber inner ring 8, is provided between them. A second stiffening plate 7, matching the convex-concave structures of the outer ring 4 and the second rubber inner ring 8, is also provided between them.

[0035] Example 2

[0036] like Figure 1-4 A type of elastic wheel for rail vehicles includes a wheel hub 1, a wheel core 2, a pressure ring 3, a rubber outer ring 4, a rubber inner ring, and a stiffening plate. The outer rubber ring 4, a first stiffening plate 5, and a first rubber inner ring 6 are sequentially arranged between the wheel hub and the wheel core 2. The outer rubber ring 4, a second stiffening plate 7, and a second rubber inner ring 8 are sequentially arranged between the wheel hub 1 and the pressure ring 3. The pressure ring 3 is connected to the wheel core 2 by fasteners 9.

[0037] The inner wall surface of the wheel rim 1 is a regular conical surface, on which a V-shaped rubber outer ring 4 is bonded and fixed. The entire circumference of the rubber outer ring 4 has a wavy, smoothly transitioning ruffled edge structure. The ruffled edge structure can be evenly spaced in size, with an arc relative to the center of the circle set to 0.42. The outer wall of the wheel core 2 is a sloped surface, on which a first rubber inner ring 6 is bonded and fixed. The edge of the first rubber inner ring 6 has a smooth ruffled edge structure corresponding to one side of the rubber outer ring 4. The outer wall of the pressure ring 3 is a sloped surface, on which a second rubber inner ring 8 is bonded and fixed, with a smooth ruffled edge structure corresponding to the other side of the rubber outer ring 4. A first stiffening plate 5, matching the ruffled edge structure of both the rubber outer ring 4 and the first rubber inner ring 6, is provided between them. A second stiffening plate 7, matching the ruffled edge structure of both the rubber outer ring 4 and the second rubber inner ring 8, is provided between them.

[0038] Example 3

[0039] A flexible wheel for rail vehicles includes a wheel hub 1, a wheel core 2, a pressure ring 3, a rubber outer ring 4, a rubber inner ring, and a stiffening plate. A first rubber outer ring 4, a first stiffening plate 5, and a first rubber inner ring 6 are sequentially arranged between the wheel hub and the wheel core 2. A second rubber outer ring 4, a second stiffening plate 7, and a second rubber inner ring 8 are sequentially arranged between the wheel hub 1 and the pressure ring 3. The pressure ring 3 is connected to the wheel core 2 by fasteners 9.

[0040] The inner wall surface of the wheel rim 1 is a regular V-shaped conical surface. A first rubber outer ring 4 and a second rubber outer ring 4 are respectively bonded and fixed on both sides of the V-shaped conical surface. The edges of the first rubber outer ring 4 and the second rubber outer ring 4 are respectively provided with a wavy, concave-convex, and smooth transition of the lotus leaf edge structure. The arc of the lotus leaf edge structure relative to the center of the circle is set to 0.105-1.57.

[0041] The outer wall of the wheel core 2 is inclined, and a first rubber inner ring 6 is bonded and fixed to its surface. The edge of the first rubber inner ring 6 has a smooth, convex-concave, lotus leaf-shaped edge structure corresponding to the concave-convex structure of the first rubber outer ring 4. The outer wall of the pressure ring 3 is inclined, and a second rubber inner ring 8 is bonded and fixed to its surface, and has a smooth, convex-concave, lotus leaf-shaped edge structure corresponding to the concave-convex structure of the second rubber outer ring 4. A first stiffening plate 5 with a lotus leaf-shaped edge structure matching the concave-convex structure of the first rubber outer ring 4 and the first rubber inner ring 6 is provided between them, and a second stiffening plate 7 with a lotus leaf-shaped edge structure matching the concave-convex structure of the second rubber outer ring 4 and the second rubber inner ring 8 is provided between them.

[0042] Example 4

[0043] A flexible wheel for rail vehicles includes a wheel hub 1, a wheel core 2, a pressure ring 3, a rubber outer ring 4, a rubber inner ring, and a stiffening plate. A first rubber outer ring 4, a first stiffening plate 5, and a first rubber inner ring 6 are sequentially arranged between the wheel hub and the wheel core 2. A second rubber outer ring 4, a second stiffening plate 7, and a second rubber inner ring 8 are sequentially arranged between the wheel hub 1 and the pressure ring 3. The pressure ring 3 is connected to the wheel core 2 by fasteners 9.

[0044] The inner wall surface of the wheel rim 1 is a regular V-shaped conical surface. The two sides of the V-shaped conical surface are respectively fixed with a first rubber outer ring 4 and a second rubber outer ring 4 by hot vulcanization. The edges of the first rubber outer ring 4 and the second rubber outer ring 4 are respectively provided with a wavy, convex, and smooth transition of a lotus leaf edge structure. The arc of the lotus leaf edge structure relative to the center of the circle is set to 0.105-1.57.

[0045] The outer wall of the wheel core 2 is inclined, and a first rubber inner ring 6 is bonded and fixed thereto. The edge of the first rubber inner ring 6 has a smooth, convex-concave, lotus leaf-shaped edge structure corresponding to the concave-convex structure of the first rubber outer ring 4. The outer wall of the pressure ring 3 is inclined, and a second rubber inner ring 8 is bonded and fixed thereto, and has a smooth, convex-concave, lotus leaf-shaped edge structure corresponding to the concave-convex structure of the second rubber outer ring 4. A first stiffness plate 5 with a lotus leaf-shaped edge structure matching the concave-convex structure of the first rubber outer ring 4 and the first rubber inner ring 6 is provided between them, and a second stiffness plate 7 with a lotus leaf-shaped edge structure matching the concave-convex structure of the second rubber outer ring 4 and the second rubber inner ring 8 is provided between them. The surfaces of the first stiffness plate 5 and the second stiffness plate 7 are sandblasted to increase the roughness of the contact surface.

[0046] Example 5

[0047] A flexible wheel for a rail vehicle includes a wheel hub 1, a wheel core 2, a pressure ring 3, a rubber outer ring 4, a rubber inner ring, and a stiffening plate. A first rubber outer ring 4, a first stiffening plate 5, and a first rubber inner ring 6 are sequentially arranged between the wheel hub and the wheel core 2. A second rubber outer ring 4, a second stiffening plate 7, and a second rubber inner ring 8 are sequentially arranged between the wheel hub 1 and the pressure ring 3. The pressure ring 3 is connected to the wheel core 2 by fasteners 9.

[0048] The inner wall surface of the wheel rim 1 is a regular V-shaped conical surface. On both sides of the V-shaped conical surface, multiple rubber blocks are evenly spaced and encircled to form a first rubber outer ring 4 and a second rubber outer ring 4. Each rubber block has a wavy, convex, and smooth transition of a lotus leaf edge structure on its edge. The arc of the lotus leaf edge structure relative to the center of the circle is set to 0.105-1.57.

[0049] The outer wall of the wheel core 2 is inclined, and multiple rubber blocks are bonded and fixed around it to form a first inner rubber ring 6. Each rubber block of the first inner rubber ring 6 corresponds to the position of a rubber block of the first outer rubber ring 4, and their concave and convex, smooth, wavy edge structures are matched accordingly. The outer wall of the pressure ring 3 is inclined, and multiple rubber blocks are bonded and fixed around it to form a second inner rubber ring 8. Each rubber block of the second inner rubber ring 8 corresponds to the position of a rubber block of the second outer rubber ring 4, and their concave and convex, smooth, wavy edge structures are matched accordingly. A first stiffness plate 5 with a wavy edge structure matching the concave and convex structures of the first outer rubber ring 4 and the first inner rubber ring 6 is provided between them. A second stiffness plate 7 with a wavy edge structure matching the concave and convex structures of the second outer rubber ring 4 and the second inner rubber ring 8 is provided between them. The surfaces of the first stiffness plate 5 and the second stiffness plate 7 are sandblasted to increase the roughness of the contact surface.

[0050] Obviously, the above embodiments of the present invention are merely examples for clearly illustrating the present invention, and are not intended to limit the implementation of the present invention. Those skilled in the art can make other variations or modifications based on the above description. It is neither necessary nor possible to exhaustively describe all embodiments here. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of the present invention should be included within the scope of protection of the claims of the present invention.

Claims

1. A railway vehicle resilient wheel, characterized in that, The tire includes a rim, a core, a compression ring, a rubber outer ring, a rubber inner ring and a stiffness plate, the inner diameter of the rim is a tapered convex surface, the core and the compression ring are assembled into a tapered concave surface, the combined radial section is a V-shaped structure, the rubber outer ring includes a first rubber outer ring and a second rubber outer ring, the rubber inner ring includes a first rubber inner ring and a second rubber inner ring, and the stiffness plate includes a first stiffness plate and a second stiffness plate. The first rubber outer ring, the first stiffness plate and the first rubber inner ring are sequentially arranged between the rim and the core, the second rubber outer ring, the second stiffness plate and the second rubber inner ring are sequentially arranged between the rim and the compression ring, the rim is fixedly connected with the first rubber outer ring and the second rubber outer ring, the core is fixedly connected with the first rubber inner ring, the compression ring is fixedly connected with the second rubber inner ring, the fixed connection includes hot vulcanization bonding, the compression ring is connected with the core through fasteners, the first stiffness plate and the second stiffness plate are lotus leaf edge structures with smooth transitions, the lotus leaf edge structures are in the circumferential direction, and the size of the lotus leaf edge relative to the radian of the center is set to 0.105-1.57, the first rubber outer ring and the first rubber inner ring in contact with the first stiffness plate and the second rubber outer ring and the second rubber inner ring in contact with the second stiffness plate are provided with concave-convex structures matched with the shape of the lotus leaf edge structures.

2. A railway vehicle resilient wheel according to claim 1, characterised in that, The sizes of the lotus leaf edge structures on the rubber outer ring, the rubber inner ring and the stiffness plate are the same or different, and the lotus leaf edge structures with different sizes are uniformly distributed.

3. A railway vehicle resilient wheel according to claim 1, characterised in that, The lotus leaf edge structures on the first stiffness plate and the second stiffness plate are uniformly distributed on the whole stiffness plate.

4. The railway vehicle resilient wheel according to claim 1, characterized in that, The lotus leaf edge structures on the first stiffness plate and the second stiffness plate are uniformly distributed on the stiffness plate.

5. The railway vehicle resilient wheel according to claim 1, characterized in that, The surfaces of the first stiffness plate and the second stiffness plate are subjected to sand blasting or sand blasting and phosphating treatment.

6. The railway vehicle resilient wheel according to claim 1, characterized in that, The first rubber outer ring and the second rubber outer ring are split type structures or integral type structures.

7. The railway vehicle resilient wheel according to claim 1, characterized in that, The rubber outer ring, the rubber inner ring and the stiffness plate are distributed in a segmented manner between the rim, the core and the compression ring.

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