Multi-part rail wheel and wheel set for rail vehicle, in particular low-chassis rail vehicle

Abstract

The invention relates to a multi-part rail wheel having a rim (8), having a wheel body (9) made of a light metal material, which wheel body has a hub opening (14) in which a contact surface (20, 21) is provided, on which an outer ring (17, 18) of a rolling bearing (15, 16) is supported in use or which contact surface is connected in use to an outer surface of a shaft or shaft end, the rail wheel also has at least one elastomer (10) arranged between the rim (8) and the wheel body (9), by means of which the rim (8) is elastically supported on the wheel body (9). In order to achieve good corrosion resistance, high resistance against mechanical actions, and to avoid current damage in the wheel bearing, the invention provides that at least the contact surfaces (20, 21) in the hub opening (14) of the wheel body (9) are covered with an electrically insulating oxide layer (OX) produced by electrochemical anodic oxidation. The invention also relates to a wheel set for a rail vehicle having such a rail wheel.

Description

Technical Field

[0001] The invention relates to a multi-part rail wheel, comprising a rim, a wheel body made of a light metal material, the wheel body having a hub opening, a contact surface being provided in the hub opening, the outer ring of a rolling bearing being supported on the contact surface during use, or the contact surface being connected to the outer surface of an axle or an axle end during use, the rail wheel also comprising at least one elastomer arranged between the rim and the wheel body, the rim being elastically supported on the wheel body via the elastomer. Background Art

[0002] Such rail wheels consisting of several components are also referred to in the technical terminology as "hybrid rail wheels" and are used in particular on so-called "inverted portal bridges" in low-floor vehicles such as trams or urban light rails. Examples of such rail wheels are shown on the homepage of the applicant at:

[0003] https: / / www.bochumer-verein.de / das-superleichte-bvv-hybridrad-with-aluminium-felge-zweilteilig / and https: / / www.bochumer-verein.de / das-superleichte-bvv-hybridrad-with-aluminium-felge-dreitei lig / (each retrieved on 2021.11.17), and are described in detail, for example, in WO 2018 / 046745 A1.

[0004] Likewise, the invention relates to a wheelset for a rail vehicle, for example a low-floor rail vehicle, which is equipped with such rail wheels.

[0005] Examples of wheelsets for low-floor vehicles which are equipped with rail wheels of the type presented here in a floating manner are available at:

[0006] As shown at https: / / www.bochumer-verein.de / die-bvv-niederflur-radsaetze-mit-losradlagerung / (retrieved on 2021.11.09).

[0007] In the case of floating wheels of low-floor wheelsets, the floating bearings result in special requirements for the design of the opening of the wheel hub that accommodates the wheel bearing. In addition, a brake disk can be fixed to the corresponding rail wheel, on which a brake system held on the corresponding vehicle acts, or the relevant wheel is coupled to a drive system in order to transmit drive energy directly to the wheel during driving operation. In hybrid rail wheels, the wheel body is made of light metal material, in particular aluminum material, and since the materials used have significantly lower fatigue strength properties, such fixing of the brake disk or the components required for coupling to the drive system is a significant problem in practice.

[0008] However, a rail wheel of the type described here can be used not only for low-floor wheel sets but also for conventional wheel sets or also for special designs such as independent wheel suspensions.

[0009] Unless otherwise stated, all mechanical properties given in this text of materials which can be used for producing the rail wheel according to the invention were determined on the basis of DIN EN 13262 and the FKM guideline “Calculated strength proof of mechanical components”.

[0010] Typically, the wheel bodies of rubber-resilient rail wheels are manufactured from high-strength steel alloys, for example 42CrMo4, 34CrNiMo6 or 30CrNiMo8 according to DIN EN ISO 683, which, with normal roughness of the component surface, have a permissible alternating strength of 206 MPa, 225 MPa or even 244 MPa, which meets the safety requirements for rail vehicles.

[0011] However, if the wheel body is made of a high-strength aluminum forging alloy that provides sufficient corrosion resistance, for example, an aluminum material known from DIN EN 13981-4 with the EN material number EN-AW 6082 or the EN material number EN-AW 6110A, only alternating strengths of typically 35 MPa to 55 MPa can be provided. However, in order to be able to clamp the elastomer between the rim made of steel and the wheel body formed from a light metal material in a permanent and reliable manner, a hybrid wheel is proposed in the already mentioned WO 2018 / 046745 A1, in which a retracted, pressed-in or adhesively shrunk support made of a high-strength material, in particular steel, is provided on the inner side of the wheel body, relative to which the clamping is performed. This type of support can also be used to fix a brake disc or a drive clutch by means of a suitable screw fixing device and allows, for example, a wheel body made of one of the aforementioned aluminum forging alloys to be given the required larger stress cross section, so that the cyclic stresses occurring in the wheel body during use are within the range permitted by the material used.

[0012] Practical experiments have shown that hybrid rail wheels are subject to inadmissible wear despite the above-mentioned measures, in particular in the area of ​​the hub opening of their wheel body, which (in the case of floating bearings) accommodates the rolling bearings required for rotatably mounting the wheels on the respective axle journals. Summary of the invention

[0013] Against this background, the object of the present invention is to provide a rail wheel which reliably meets the requirements imposed on its wear resistance.

[0014] Furthermore, a wheelset for a rail vehicle, in particular for a low-floor vehicle, should be specified which has an optimized service life.

[0015] With regard to a rail wheel, the invention achieves this object in that the rail wheel has at least the features specified in claim 1 .

[0016] With regard to a wheelset, the invention achieves the above-mentioned object in that such a wheelset is equipped with a rail wheel designed according to the invention.

[0017] Advantageous embodiments of the invention are specified in the dependent claims and are explained in greater detail below together with the general inventive concept.

[0018] Thus, the multi-part rail wheel according to the invention has, in accordance with the prior art described at the outset, a rim (preferably made of a wear-resistant steel alloy), a wheel body made of a light metal material, the wheel body having a hub opening, in which a contact surface is provided, on which the outer ring of a rolling bearing rests during use, or which contact surface is connected during use to the outer surface of an axle (e.g. of a wheelset) or an axle stub (e.g. of an independent wheel suspension), and an elastomer arranged between the rim and the wheel body, by means of which the rim is elastically supported on the wheel body. In particular in the case of a floating bearing, preferably at least two contact surfaces are provided in the hub opening, on which the outer rings of two rolling bearings rest during use. In contrast, for use in a rigid wheelset, a single contact surface provided in the hub opening is sufficient to produce a secure connection (in particular a force-fitting or friction-fitting connection) between the contact surface and the outer surface of the axle or the axle stub. It can be provided that two or more elastomers are arranged between the rim and the wheel body, by means of which the rim is elastically supported on the wheel body.

[0019] According to the invention, at least the contact surface in the hub opening of the wheel body is covered with an oxide layer produced by electrochemical anodization. When two or more contact surfaces are arranged in the hub opening of the wheel body, it can be provided that all contact surfaces are covered with an oxide layer produced by electrochemical anodization.

[0020] According to the invention, a wheelset for a rail vehicle comprises two rail wheels constructed according to the invention, which are connected with their contact surfaces to the outer surface of an axle or an axle end. The connection is preferably a force-fit or friction-fit connection, which can be produced, for example, by pressing in and / or shrinking.

[0021] The wheelset can be, for example, a wheelset for a low-floor rail vehicle. According to the invention, the wheelset for a low-floor rail vehicle comprises a portal bridge having an axle center extending along a longitudinal axis and two journals, one of the journals being located at a first end section of the axle center and a second of the journals being located at a second end section of the axle center that is configured opposite the first end section, wherein the journals point outwardly away from the axle center, and the wheelset also comprises two rail wheels configured according to the invention that are rotatably supported on the journals of the portal bridge in a floating manner by at least one rolling bearing, the rolling bearing being mounted with an inner ring on the corresponding journal and resting with the circumferential surface of the outer ring on a contact surface that is provided in a hub opening of a wheel body of the rail wheel.

[0022] The invention is based on the recognition that in hybrid wheels, whose wheel bodies are made of light metal and which are to be mounted in a floating manner on the axle of a wheelset for a rail vehicle, additional measures are required to avoid an interaction between the inner surface of the hub opening of the wheel body and the outer ring of the rolling bearing, by means of which the rail wheel is mounted on the axle journal of the wheelset. According to the invention, these measures consist in that the hub opening of the wheel body, which serves as a receptacle for a rolling bearing, in particular designed as a roller bearing, is subjected to a special surface treatment, namely electrochemical anodizing.

[0023] By means of this treatment, which is also referred to as "anodizing" in professional terms, according to the invention, an oxide layer is specifically produced on at least the contact surface of the inner surface section of the hub opening that constitutes the wheel body (the outer ring of the rolling bearing contacts this contact surface during use, or the contact surface is connected to the outer surface of the shaft or the shaft end during use), and the thickness and density of this oxide layer exceed the thickness and density of the natural oxide layer that is naturally formed on the surface of the wheel body due to the contact between the light metal material of the wheel body and the ambient atmosphere.

[0024] It has surprisingly been found that this oxide layer, which is artificially forced to form by targeted treatment, is already sufficient to increase the wear and abrasion resistance of the contact surface to such an extent that the requirements imposed on the service life of the rail wheel are reliably met.

[0025] The oxide layer provided according to the invention also helps to ensure high corrosion resistance in the material contact area between the wheel body made of light metal and the outer ring of the rolling bearing, usually made of rolling bearing steel known for this purpose, or the outer surface of the shaft or shaft end.

[0026] According to the invention, an oxide layer produced by electrochemical anodic oxidation is provided at least in the region of a contact surface provided in the bearing opening of a wheel body, which contact surface is provided for a corresponding rolling bearing or for a shaft or for an axle end, which has the further advantage that the oxide layer acts as an electrically insulating barrier. In this way, the oxide layer prevents an unintentional flow of current, for example from the wheel body via the wheel bearing arrangement to the axle journal, and in this way reliably prevents bearing damage which could otherwise be triggered by the current flow.

[0027] Typically, when rail wheels are used in floating bearings, rail wheels of the type according to the invention are supported on axle journals corresponding to these rail wheels via two rolling bearings, such as roller bearings. In this practically important case, two contact surfaces are therefore present in the bearing opening, which are covered in the manner according to the invention with an oxide layer produced by electrochemical anodizing.

[0028] The resistance of the rail wheel according to the invention when used in a floating wheel bearing can be further improved in that not only the contact surface corresponding to the respective rolling bearing is covered with an oxide layer in the manner according to the invention, but also, when the contact surface forms a section of the inner surface of the hub opening of the wheel body, the inner surface of the hub opening is covered as a whole with an oxide layer produced by electrochemical anodizing.

[0029] It has proven to be particularly advantageous here if the wheel body is also at least partially covered on its free outer side outside the hub opening with an oxide layer formed according to the invention by electrochemical anodizing. This has the advantage that a high corrosion resistance is also achieved on the outer side of the wheel body that is exposed to the weather and at the same time the surface has an increased resistance to mechanical attack, which during use may include, for example, stone chipping that occurs during driving. The resistance to corrosion and mechanical damage achieved by the oxide layer produced according to the invention is so high that additional measures such as painting can be dispensed with. In the case of color-coated rail wheels in the prior art, the complex checks required for integrity and any maintenance work that may be required can be reduced to a minimum in this way.

[0030] In order to utilize the advantages of the oxide layer provided according to the invention as comprehensively as possible, the wheel body can be covered entirely with the electrochemically produced oxide layer.

[0031] In order to clamp the elastomer between the rim and the wheel body, a clamping piece clamped relative to the wheel body can be provided in a known manner (see WO 2018 / 046745 A1). The clamping piece is typically configured as a clamping ring, which is located on a suitable circumferential shoulder of the wheel body.

[0032] If the clamping element of the rail wheel according to the invention, which is optionally present, is also to be given optimized stability and corrosion resistance, this can also be achieved by at least partially covering the clamping element with an oxide layer produced by electrochemical anodization. It has proven to be particularly advantageous here if the clamping element is covered with an oxide layer produced by electrochemical anodization at least in the region of its surface which is in contact with the elastomer.

[0033] In the case where connection areas for connecting an electrically conductive cable connection ("bridge") are provided on the outer surface of the wheel body and / or of the optionally present clamping element, the outer surface of the wheel body, the rim and / or of the optionally present clamping element, except for the connection areas, can be covered with an oxide layer produced by electrochemical anodization. The respective connection area should be excluded from the oxide layer in order to ensure in the connection area in question that the transition resistance between the connected cable and the corresponding component "wheel body" or "clamping element" is minimized, to which the electrically conductive cable connection is connected, respectively.

[0034] Methods for targeted electrochemical anodization are sufficiently known to those skilled in the art. In the case of a wheel body made of aluminum, as is preferred according to the invention, the naturally occurring oxide layer can be successfully enhanced by a factor of 50 to 5000 using known anodization methods. Typically, the oxide layer thus produced and provided according to the invention has a thickness of 10 μm to 160 μm, in particular 30 μm to 140 μm.

[0035] In order to electrochemically produce the oxide layer provided according to the present invention, the wheel body to be treated is placed in a pool consisting of a conductive liquid and an electrolyte, and a DC power supply is connected so that the wheel body is used as an anode in an electrochemical process. Typically, sulfuric acid or oxalic acid is used as an electrolyte. Additionally, a rod-shaped cathode, for example, is immersed in an electrolyte pool, which is typically made of stainless steel, lead or aluminum. In the voltage field thus formed, when hydrogen is released at the cathode, oxygen-containing anions are produced, which move toward the surface of the wheel body. There, the anions react with the aluminum material of the wheel body, thereby producing an aluminum oxide layer firmly attached to the free surface of the wheel body. The oxide layer thus formed includes a thin, almost non-porous, completely dense and electrically insulating so-called barrier layer, and a significantly thicker, slightly porous and conductive covering layer, which is formed by the chemical reaction of the barrier layer with the electrolyte. The wheel body should remain without the surface of the oxide layer, which can be covered in a known manner, for example, by means of a paint known to the prior art for this purpose. A more detailed description of known methods for the electrochemical anodization of light metal materials which are suitable for the purposes of the present invention can be found in “Galvanotechnik” by Nasser Kanani (Hanser-Verlag, München; 3.Aufl. 2020) .

[0036] The invention has proven to be particularly advantageous when the wheel body of the rail wheel according to the invention is made of an aluminum material, in particular an aluminum forging alloy of the type mentioned at the outset. In the present embodiment, the oxide layer produced by electrochemical anodization consists of at least 87.1% by weight of Al 2 O 3 The remaining components consist of other oxides, which are formed by alloying components that are contained in the aluminum material of the wheel body in addition to aluminum and form oxides during the electrochemical anodizing process. 2 O 3 A content of at least 95.0% Al has been shown to be particularly advantageous for optimizing resistance. Accordingly, an advantageous embodiment of the invention provides that the oxide layer produced by electrochemical anodization consists of at least 95.0% Al by mass. 2 O 3 composition.

[0037] The wheelset for a rail vehicle according to the invention comprises two rail wheels constructed according to the invention, which are preferably connected with their contact surfaces to the outer surface of the axle, or a single wheel connected to the axle end, for example by a force-fitting or friction-fitting connection.

[0038] The wheelset for a low-floor rail vehicle according to the present invention comprises:

[0039] a portal bridge having a shaft center extending along the longitudinal axis and two journals, one of the two journals being located at a first end section of the shaft center and the second journal being located at a second end section of the shaft center which is arranged opposite the first end section, wherein the two journals point outwardly away from the shaft center,

[0040] and

[0041] - Two rail wheels constructed according to the invention, which are rotatably supported on an axle journal of the portal bridge in a floating manner via at least one rolling bearing, which rolling bearing is seated with its inner ring on the corresponding axle journal and rests with its outer ring on a contact surface arranged in a hub opening of the wheel body of the rail wheel, wherein in practice typically two rolling bearings are provided for each rail wheel. BRIEF DESCRIPTION OF THE DRAWINGS

[0042] The present invention is further explained below with the aid of the accompanying drawings showing exemplary embodiments.

[0043] It shows that:

[0044] Figure 1 :To follow along Figure 2 The section along the section line AA indicated in FIG. 1 shows a rail wheel supported on an axle journal provided on the end section of the portal bridge;

[0045] Figure 2 : A rail wheel is shown in a front view as viewed from the free end side of the rail wheel facing away from the portal bridge;

[0046] Figure 3 :With Figure 1 The corresponding cross-sectional view shows the Figure 1 and Figure 2 The wheel body of a railway wheel is shown in FIG. DETAILED DESCRIPTION

[0047] exist Figure 1 and Figure 2 , a rail wheel 1 is shown which is rotatably mounted on an axle journal 2 of a portal bridge 3. Alternatively, the rail wheel 1 can be non-rotatably connected to the axle or axle stub. The axle journal 2 is integrally molded on a cheek 4 which in turn is integrally molded on the axle center 5 of the portal bridge 3 in such a way that the cheek 4 is located on an end section 6 of the axle center 5 corresponding to the cheek 4 and the axle journal 2 is supported laterally away from the axle center 5 by the cheek 4. In order to minimize the weight of the portal bridge 3, a through hole 7 is introduced into the axle journal 2 which leads from the free end side of the axle journal 2 to the side of the cheek 4 corresponding to the axle center 5.

[0048] The portal bridge 3 comprises a second arrangement of cheeks and journals, which is constructed in the same manner and on which a rail wheel (not shown here) is mounted, which is constructed corresponding to the rail wheel 1. This second arrangement is arranged mirror-symmetrically with respect to the center of the portal bridge 3 to the arrangement of cheeks 4 and journals 2 with the rail wheel 1, on an end section (not shown here) of the axle center 5, which is also constructed at the end of the axle center 5 which is opposite the first end section 6.

[0049] The rail wheel 1, the portal bridge 3 and the second rail wheel supported on the portal bridge are part of a wheelset which can have further components or devices in a conventional manner. These components or devices include, for example, a braking device for braking the rail wheel, a drive device for driving the rail wheel and / or a spring damping system by means of which the wheelset can be resiliently coupled to the frame of a low-floor rail vehicle, for example a tram, in a manner known per se. In this context, Figure 1 and Figure 2 2 , which is intended to accommodate a brake device, in particular a brake disk, or a drive device and is fixed to the wheel body 9 in the region of the connection zone by means of a clamping screw 27 screwed into a support 27 ′.

[0050] The rail wheel 1 shown here as an example of a rail wheel for a wheelset is composed in a manner known from the prior art explained at the beginning of this text, consisting of a rim 8, a wheel body 9 and an elastomer 10 arranged at regular intervals between the rim 8 and the wheel body 9, by means of which the rim 8 is elastically supported on the wheel body 9.

[0051] In order to clamp the elastomer 10 between the rim 8 and the wheel body 9, a clamping ring 11 is provided, which is fixed to the wheel body 9 by means of a clamping bolt 12 screwed into a support 12' in a manner described, for example, in WO 2018 / 046745 A1.

[0052] The wheel body 9 is electrically conductively connected to the clamping ring 11 via clamping bolts 12 and corresponding supports 12'. The electrical connection between the rim 8 and the wheel body 9 is established, for example, in the manner described in WO 2020 / 234286 A1, via an electrical bridge 13, which, with a cable connection arranged at one end, abuts against the end face of the rim 8 facing away from the portal bridge 3 in a first connection area 25, and with a cable connection arranged at the other end, abuts against the free end face of the clamping ring 11 in a second connection area 24. Alternatively, the second connection area 24 of the cable connection can abut against the free end side of the wheel body 9.

[0053] The wheel body 9 is made of an aluminum material, for example a standardized aluminum forging alloy with the EN material number EN-AW 6082, and has a hub opening 14 through which the axle journal 2 of the portal bridge 3 , which corresponds to the rail wheel 1 , is guided.

[0054] In the floating bearing arrangement, two rolling bearings 15, 16 designed as roller bearings are mounted on the journal 2 in a known manner, the outer rings 17, 18 of which respectively bear against contact surfaces 20, 21 provided on the inner surface 19 of the hub opening 14. Here, these contact surfaces 20, 21 each occupy a section of the inner surface 19 of the hub opening 14. The position of the rolling bearings 15, 16 on the journal 2 is secured by a cover 22 screwed onto the end face of the journal 2.

[0055] Before the rail wheel 1 is assembled, the wheel body 9 made of aluminum material is subjected to electrochemical anodization, which is carried out in a manner known per se and already explained above. By means of the anodization, an aluminum layer 10 μm to 160 μm thick is produced on the entire outer surface 23 of the wheel body 9, on the inner surface 19 of the hub opening 14 of the wheel body 9 and in particular on the contact surfaces 20, 21. 2 O 3 The mass fraction of the oxide layer OX is at least 87.1%.

[0056] As in Figure 3 As indicated by the outline of the wheel body 9 shown in bold in FIG. 1 , the oxide layer OX covers the outer surface 23 of the wheel body 9 and its inner surface 19 with the contact surfaces 20, 21 and the inner opening 14 in a completely sealed manner in a technical sense, except for the connection surfaces for the so-called grounding contacts, with which the electrical connection is established between the chassis of the rail vehicle and via the electrical bridge 13 to the rim 8 and thus to the rail. The oxide layer OX not only forms an optimal protection against corrosion and abrasion, but also forms an electrical insulation, especially in the region of the contact surfaces 20, 21, by which the flow of current from the journal 2 via the rolling bearings 16, 17 to the wheel body 9 and vice versa is blocked. In order to ensure an optimal electrical transition between the clamping ring 11 and the wheel body 9, the surfaces where the contact occurs between the clamping bolts provided for holding the clamping ring 11 on the wheel body 9 and the wheel body 9, as well as the connection locations of the grounding contacts on the wheel body 9, can be covered by applying a coating agent known from the prior art, such as a suitable paint, in order to avoid the formation of the oxide layer OX there.

[0057] Optionally, the clamping ring 11 can also be provided with an oxide layer produced by electrochemical anodization in order to optimize its resistance to mechanical erosion, such as stone impact. For this purpose, the clamping ring 11 is electrochemically provided with an oxide layer in a manner known per se before the assembly of the rail wheel 1. Before the electrochemical treatment, the connection area 24 on this clamping ring 11, in which the cable connection of the bridge 13 rests on the end face of the clamping ring 11, is covered with a suitable coating agent, such as a paint commonly used for this in the prior art. In this way, the connection surface remains free of an oxide layer and an optimal electrical transition is ensured between the bridge 13, the rim 8, the clamping ring 11 and the wheel body 9. If, as an alternative to this, the connection area 24 is not positioned on the clamping ring 11, but directly on the wheel body 9, this area is similarly covered in order to achieve an optimal electrical transition. In the same way, the connection point for the ground contact on the wheel body is also covered.

[0058] Description of Reference Numerals

[0059] 1 Rail Wheel

[0060] 2 Journal

[0061] 3-port bridge

[0062] 4-port bridge 3 cheek plate

[0063] 5. The middle of the axle of the portal bridge 3

[0064] 6 End section of the central part of the portal bridge 3

[0065] 7Through hole of journal 2

[0066] 8 rims

[0067] 9 wheel body

[0068] 10 Elastomer

[0069] 11 Clamping ring

[0070] 12 Clamping bolts

[0071] 12' (clamping bolt 12) support

[0072] 13 bridge

[0073] 14 Hub opening of wheel body 8

[0074] 15, 16 rolling bearings

[0075] 17, 18 Outer rings of rolling bearings 15, 16

[0076] 19 Inner surface of hub opening 14

[0077] 20, 21 are used for contact surfaces of outer rings 17, 18 of rolling bearings 15, 16

[0078] 22 Cover

[0079] 23 outer surface of wheel body 9

[0080] 24, 25 are used for the connection area of ​​the bridge 13

[0081] 26 Connecting elements

[0082] 27 Clamping bolt

[0083] 27' (clamping bolt 27) support

[0084] OX oxide layer

Claims

1. A multi-part rail wheel having a rim (8), a wheel body (9) made of a light metal material, the wheel body having a hub opening (14), in which abutment surfaces (20, 21) are arranged, on which the outer rings (17, 18) of rolling bearings (15, 16) are supported when in use, or the abutment surfaces are connected to the outer surface of the shaft or the shaft end when in use, the rail wheel also having at least one elastomer (10) arranged between the rim (8) and the wheel body (9), by which the rim (8) is elastically supported on the wheel body (9), characterized in that At least the contact surfaces (20, 21) of the wheel body (9) in the hub opening (14) are covered with an oxide layer (OX) produced by electrochemical anodizing.

2. The rail wheel according to claim 1, characterized in that: The contact surfaces (20, 21) form sections of the inner surface (19) of the hub opening (14) of the wheel body (9), and the inner surface (19) of the hub opening (14) is entirely covered with an oxide layer (OX) produced by electrochemical anodizing.

3. The rail wheel according to claim 1 or 2, characterized in that: At least one section of the outer surface of the wheel body (9) is likewise covered with an oxide layer (OX) produced by electrochemical anodic oxidation.

4. A railway wheel according to any one of the preceding claims, characterised in that In order to clamp the elastic body (10) between the rim (8) and the wheel body (9), a clamping part (11) made of a light metal material is provided which is clamped relative to the wheel body (9).

5. The rail wheel according to claim 4, characterized in that: The clamping element (11) is covered, at least in the region of its surface in contact with the elastomer, with an oxide layer (OX) produced by electrochemical anodic oxidation.

6. The rail wheel according to any one of claims 3 to 5, characterized in that A connection area (24) for connecting an electrically conductive cable connection is provided on the outer surface (23) of the wheel body (9) and / or on the outer surface of the clamping element (11), and the respective outer surface, except for the connection area (24), is completely covered with an oxide layer (OX) produced by electrochemical anodizing.

7. Railway wheel according to any one of the preceding claims, characterized in that The thickness of the oxide layer (OX) present is in each case 10 μm to 160 μm.

8. Railway wheel according to any one of the preceding claims, characterized in that The wheel body (9) is made of an aluminum material, and the oxide layer (OX) produced by electrochemical anodization consists of Al2O3 with a mass fraction of at least 87.1% and other oxides as the remaining components, which are formed by alloy components contained in the aluminum material of the wheel body (9) in addition to aluminum and which form oxides during the electrochemical anodization process.

9. A wheelset for a rail vehicle, comprising two rail wheels (1) configured according to any one of the preceding claims.

10. The wheel set according to claim 9, characterized in that: The rail wheel (1) is connected with its contact surface (20, 21) to the outer surface of the axle or the axle end.

11. The wheelset according to claim 9, which is used for a low-floor rail vehicle, has a portal bridge (3), the portal bridge having an axle center (5) extending along the longitudinal axis and two axle journals (2), one of the two axle journals being located on a first end section (6) of the axle center (5), and the second of the axle journals being located on a second end section of the axle center (5) which is constructed opposite to the first end section (6), wherein: The axle journals point outwards away from the center of the shaft and the wheelset also has two rail wheels (1) designed according to any of the preceding claims, which are rotatably supported on axle journals (2) of a portal bridge (3) in the case of floating support by means of at least one rolling bearing (15, 16), the rolling bearing being arranged with an inner ring on the corresponding axle journal (2) and with the circumferential surface of the outer ring (17, 18) resting on a contact surface (20, 21) which is arranged in a hub opening (14) of a wheel body (9) of the rail wheel (1).

12. The wheel set according to claim 11, characterized in that: The rail wheel (1) is rotatably supported on an axle journal (2) of a portal bridge (3) corresponding to the rail wheel by means of two rolling bearings (15, 16), and each rolling bearing (15, 16) has a corresponding contact surface (20, 21) in a wheel hub opening (14) of a wheel body (9) of the rail wheel (1).

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