Load self-adapting horizontal wheel outer support body and horizontal wheel assembly for rail transit
By using load-adaptive bearing components and low-hardness composite material design, the wear and tear of the horizontal wheel external support and the damage to the track beam are solved, achieving efficient and safe support force provision and a simplified maintenance process.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- GUIZHOU TIRE
- Filing Date
- 2026-05-11
- Publication Date
- 2026-06-09
AI Technical Summary
Existing horizontal wheel support structures frequently provide additional support when the vehicle turns at high speeds, resulting in high wear and tear. Furthermore, the base material is prone to damaging the track beam after wear and failure. The outer diameter is too small to provide sufficient support, leading to high maintenance costs and low efficiency.
The system employs load-adaptive bearing components, including an elastic layer and a solid bearing ring. The outer support body is made of a composite material with a hardness lower than that of the track beam. The elastic layer provides initial support force, while the solid bearing ring intervenes to provide dominant support when the load increases. The rationally designed ring groove and semi-circular concave arc structure achieve radial and axial limiting, facilitating maintenance.
It extends the service life of the pressure-bearing solid ring, reduces wear and maintenance costs, ensures sufficient support for vehicles under extreme conditions, improves operational efficiency and safety, and simplifies the maintenance process.
Smart Images
Figure CN122166167A_ABST
Abstract
Description
Technical Field
[0001] This invention belongs to the technical field of horizontal wheel external support body, specifically relating to a load-adaptive horizontal wheel external support body and horizontal wheel assembly for rail transit. Background Technology
[0002] In the field of rail transit, especially straddle-type monorail transit, horizontal tires are generally installed on both sides of the bogie to ensure stable vehicle movement along the track and prevent rollover. These are accompanied by external horizontal wheel supports as a safety emergency device. Under ideal conditions, the external horizontal wheel supports only contact the track surface and provide support after the horizontal tires fail. However, in daily operation, situations where vehicles turn at excessively high speeds occasionally occur. This causes the external horizontal wheel supports, which are meant to be a safety emergency device, to be frequently subjected to passive pressure, providing additional support and sharing the load of the tires. Consequently, abnormal wear and tear occurs on the external horizontal wheel supports.
[0003] Currently, the mainstream horizontal wheel outer supports mainly fall into two categories: aluminum alloy base with an outer ring bonded to a rubber layer, and aluminum alloy base with a polyurethane outer sleeve. The former, because the rubber layer is integrally bonded to the base, requires replacement of the entire unit upon wear, resulting in significant waste and high maintenance costs. While the latter allows for individual replacement of the outer polyurethane sleeve, the use of multiple bolts for fixing leads to complex disassembly and assembly processes, high maintenance costs, and severely impacts vehicle operation and maintenance efficiency. Furthermore, since both types of outer supports use aluminum alloy as the base material, its hardness is far greater than that of the track beam surface. When the outer elastomer completely wears down, the hard metal base will directly contact and rub against the track beam, easily causing irreparable scratches and other damage to the track beam surface. While reducing the outer diameter of the horizontal wheel outer support can prevent abnormal wear during daily operation, an excessively small outer diameter cannot provide sufficient support in emergency situations, thus losing the most basic function of a safety emergency device. Summary of the Invention
[0004] The present invention aims to provide a load-adaptive horizontal wheel outer support and horizontal wheel assembly for rail transit, which has an adaptive load response, prevents abnormal wear of the outer support, and solves the problems of high overall replacement cost after wear and tear, easy damage to the track beam after the rubber layer wears and fails, and insufficient support force due to the small outer diameter of the support body.
[0005] Therefore, the technical solution adopted by the present invention is as follows: a load-adaptive horizontal wheel outer support for rail transit, comprising an outer support body and a load-adaptive pressure-bearing component circumferentially embedded in the outer periphery of the outer support body. The load-adaptive pressure-bearing component includes an elastic layer and a pressure-bearing solid ring placed within the elastic layer. The outer periphery of the outer support body is provided with an annular groove, and a semi-circular concave arc structure is provided at the middle position of the bottom of the annular groove. The inner end of the elastic layer matches the contour of the annular groove, thereby achieving radial and axial limiting after installation. The inner end of the elastic layer is provided with an annular cavity for placing the pressure-bearing solid ring. When in an unloaded state, there is a gap between the outer end of the pressure-bearing solid ring and the annular cavity. When a load is present, the elastic layer can provide initial support force. When the load gradually increases until the elastic layer is compressed to the geometric limit, the annular cavity is compressed to completely enclose the pressure-bearing solid ring, and at the same time, the pressure-bearing solid ring intervenes and provides further support force as the main pressure-bearing part.
[0006] As a preferred embodiment of the above solution, the outer support body is made of flame-retardant composite material, abandoning the traditional aluminum alloy or steel matrix and innovatively using a composite material with a hardness lower than that of the track beam surface. The Barcol hardness of the outer support body is 35HBa to 70HBa, and the hardness value is lower than that of the surface hardness of the track beam surface. Therefore, after the wear and failure of the load-bearing component, the outer support body will not cause damage to the track beam surface when it directly contacts it. Thus, even in extreme cases where the elastic layer completely wears out and fails, the exposed outer support body directly contacts the track beam surface. Since its hardness is much lower than that of the track beam, only the outer support body will wear out, and it will not cause irreparable damage to the expensive track beam surface.
[0007] A further preferred embodiment is that the outer wall of the elastic layer is provided with anti-slip grooves at intervals on the left and right sides, which is a reasonable design.
[0008] More preferably, the cross-sectional profile of the pressure-bearing solid ring and the cross-sectional profile of the ring cavity are both circular. When there is no load, the inner end of the pressure-bearing solid ring fits into the ring cavity, and the maximum gap between the outer end and the ring cavity is 1mm to 5mm. The size design is reasonable. The tensile modulus of the pressure-bearing solid ring is greater than that of the elastic layer, thereby preventing the deformation of the pressure-bearing solid ring caused by the compression of the ring cavity under load. The design is reasonable and suitable for the complex and ever-changing rail transit operating environment.
[0009] More preferably, the elastic layer is made of a polymer material with a Shore hardness of 50SHA to 90SHA and a tensile strength of 5 MPa to 25 MPa. The Shore hardness of the pressure-bearing solid ring is higher than that of the elastic layer, and the tensile modulus of the pressure-bearing solid ring is greater than that of the elastic layer, ensuring that the compression of the elastic layer will not affect the pressure-bearing solid ring, which is a reasonable design.
[0010] The present invention also employs a horizontal wheel assembly for rail transit vehicles, including a rim and a horizontal tire mounted on the rim. As described above, a load-adaptive horizontal wheel external support for rail transit is coaxially fixedly installed on one side of the horizontal tire for buffering and support during vehicle cornering or emergency conditions.
[0011] The beneficial effects of this invention are:
[0012] (1) Compared with the horizontal wheel outer support body, which uses rubber layer and substrate as an integral bonding, resulting in abnormal wear and tear and can only be replaced as a whole, this solution uses a load-adaptive bearing component circumferentially embedded on the outer periphery of the outer support body. The load-adaptive bearing component includes an elastic layer and a bearing solid ring. The elastic layer can provide initial support force, and at the same time, as the load increases, the ring cavity gradually tightens until it completely wraps the bearing solid ring. When the load is not large, the elastic layer deforms to provide support force, which can effectively reduce the contact stiffness of the bearing solid ring, reduce unnecessary friction heat generation and abnormal wear of the bearing solid ring, and significantly extend the bearing solid ring. As the load increases and reaches its geometric limit, the elastic layer is compressed to completely enclose the pressure-bearing solid ring. The pressure-bearing solid ring then intervenes and dominates the load-bearing, compensating for the lack of support after the failure of the horizontal tire. The pressure-bearing solid ring provides strong rigid support, ensuring that the vehicle still has sufficient support and anti-rollover capability under extreme conditions, thus ensuring driving safety. The load-adaptive bearing component is selected to function according to various pressure conditions. This design eliminates the need for the outer support body to reduce its outer diameter to avoid wear, thereby retaining sufficient safety redundancy space. The concept is novel and the design is ingenious.
[0013] (2) The inner end of the elastic layer matches the contour of the annular groove, and a semi-circular concave arc structure is provided at the middle position of the bottom of the annular groove. The elastic layer is embedded in the main body of the outer support and can achieve radial and axial limiting through the semi-circular concave arc structure. Therefore, when the elastic layer wears to the limit, it is not necessary to scrap the entire composite matrix as in traditional adhesive products. It is only necessary to disassemble and replace the load adaptive bearing component in the annular groove, which greatly saves material costs. The radial and axial limiting through the semi-circular concave arc structure not only ensures the stability during operation, but also facilitates quick disassembly and assembly by maintenance personnel, significantly shortening maintenance time, improving vehicle operating efficiency, and solving the problem of complicated disassembly and assembly of traditional installation and locking methods.
[0014] In summary, this invention has advantages such as load self-adaptation, convenient disassembly and maintenance, novel concept, and ingenious design. Attached Figure Description
[0015] Figure 1 This is a schematic diagram of the structure of the present invention.
[0016] Figure 2Figure a is a cross-sectional view of a load-adaptive bearing component embedded in the outer periphery of the outer support body. Figure a shows the unloaded state, and Figure b shows the state when the load increases to the point where the elastic layer reaches its geometric limit. Detailed Implementation
[0017] The present invention will be further described below with reference to the embodiments and accompanying drawings:
[0018] Combination Figure 1 — Figure 2 As shown, a load-adaptive horizontal wheel outer support for rail transit consists of an outer support body 1 and a load-adaptive pressure-bearing component 2 circumferentially embedded on the outer periphery of the outer support body 1. The load-adaptive pressure-bearing component 2 consists of an elastic layer 21 and a pressure-bearing solid ring 22 placed within the elastic layer 21. The outer periphery of the outer support body 1 is provided with an annular groove, and a semi-circular concave arc structure 11 is provided at the middle position of the bottom of the annular groove. The inner end of the elastic layer 21 matches the contour of the annular groove, thereby achieving radial and axial limiting after installation. The inner end of the elastic layer 21 is provided with an annular cavity 211 for accommodating the pressure-bearing solid ring 22.
[0019] When there is no load, there is a gap between the outer end of the pressure-bearing solid ring 22 and the ring cavity 211. When there is a load, the elastic layer 21 can provide initial support force. When the load gradually increases to the point that the elastic layer 21 is compressed to the geometric limit, the ring cavity 211 is compressed to completely wrap around the pressure-bearing solid ring 22. At the same time, the pressure-bearing solid ring 22 intervenes and provides further support force as the main pressure-bearing part.
[0020] The outer support body 1 is preferably made of flame-retardant composite material. The Barcol hardness of the outer support body 1 is 35HBa to 70HBa, and the hardness value is lower than the surface hardness of the track beam surface. Therefore, when the load adaptive bearing component 2 wears and fails, the outer support body 1 will not cause damage to the track beam surface when it directly contacts it.
[0021] The outer wall of the elastic layer 21 is provided with anti-slip grooves 212 at intervals on the left and right sides.
[0022] The outer support body 1 is preferably made of flame-retardant composite material, and the hardness of the outer support body 1 is lower than the surface hardness of the track beam. The material of the outer support body 1 can be fiber-reinforced composite material, such as carbon fiber or glass fiber reinforced epoxy resin matrix composite material. To further improve the wear resistance of the material, fillers such as nano-silica can be added to the vinyl ester resin or other resin matrix.
[0023] The cross-sectional profile of the pressure-bearing solid ring 22 and the cross-sectional profile of the ring cavity 211 are both circular or elliptical, preferably circular. When there is no load, the inner end of the pressure-bearing solid ring 22 fits into the ring cavity 211, and the maximum gap between the outer end and the ring cavity 211 is 1mm to 5mm.
[0024] The elastic layer 21 is preferably made of a polymer material with a Shore hardness of 50SHA to 90SHA and a tensile strength of 5 MPa to 25 MPa. The Shore hardness of the pressure-bearing solid ring 22 is higher than that of the elastic layer 21, and the tensile modulus of the pressure-bearing solid ring 22 is greater than that of the elastic layer 21.
[0025] A horizontal wheel assembly for rail transit vehicles consists of a rim 4 and a horizontal tire 3 mounted on the rim 4. As described above, a load-adaptive horizontal wheel outer support for rail transit is coaxially fixed to one side of the horizontal tire 3 for buffering and support during vehicle cornering or emergency conditions.
[0026] When encountering routine low-load conditions, the system primarily relies on the deformation of the relatively soft elastic layer 21 to absorb vibrations and provide support. At this time, the solid bearing ring 22 does not participate in or only participates in the load, effectively reducing contact stiffness, minimizing unnecessary frictional heat generation and abnormal wear, and significantly extending its service life.
[0027] When encountering emergency high-load conditions, as the load increases, such as high-speed cornering or tire failure, the elastic layer 21 is compressed to its limit. At this time, the high-hardness pressure-bearing solid ring 22 intervenes and dominates the force, providing strong rigid support to ensure that the vehicle still has sufficient steering force and anti-rollover capability under extreme conditions, thus ensuring driving safety.
Claims
1. A load-adaptive horizontal wheel support for rail transit, characterized in that: The system includes an outer support body (1) and a load-adaptive bearing component (2) circumferentially embedded in the outer periphery of the outer support body (1). The load-adaptive bearing component (2) includes an elastic layer (21) and a solid bearing ring (22) placed within the elastic layer (21). The outer periphery of the outer support body (1) is provided with an annular groove, and a semi-circular concave arc structure (11) is provided at the middle position of the bottom of the annular groove. The inner end of the elastic layer (21) matches the contour of the annular groove, thereby achieving radial and axial limiting after installation. The elastic layer (21) rests against... The inner end is provided with an annular cavity (211) for placing a pressure-bearing solid ring (22). When there is no load, there is a gap between the outer end of the pressure-bearing solid ring (22) and the annular cavity (211). When there is a load, the elastic layer (21) can provide initial support force. When the load gradually increases to the point that the elastic layer (21) is compressed to the geometric limit, the annular cavity (211) is compressed to completely wrap the pressure-bearing solid ring (22). At the same time, the pressure-bearing solid ring (22) intervenes and provides further support force as the main pressure-bearing part.
2. The load-adaptive horizontal wheel support for rail transit according to claim 1, characterized in that: The outer support body (1) is made of flame-retardant composite material. The outer support body (1) has a Barcol hardness of 35HBa to 70HBa, and the hardness value is lower than the surface hardness of the track beam. Therefore, when the load adaptive bearing component (2) fails due to wear, the outer support body (1) will not cause damage to the track beam when it directly contacts the track beam.
3. The load-adaptive horizontal wheel support for rail transit according to claim 1, characterized in that: The outer wall of the elastic layer (21) is provided with anti-slip grooves (212) spaced apart on the left and right sides.
4. A load-adaptive horizontal wheel support for rail transit according to claim 1, characterized in that: The cross-sectional profile of the pressure-bearing solid ring (22) and the cross-section of the ring cavity (211) are both circular or elliptical. When there is no load, the inner end of the pressure-bearing solid ring (22) fits into the ring cavity (211), and the maximum gap between the outer end and the ring cavity (211) is 1mm to 5mm.
5. A load-adaptive horizontal wheel support for rail transit according to claim 1, characterized in that: The elastic layer (21) is made of a polymer material with a Shore hardness of 50SHA to 90SHA and a tensile strength of 5 MPa to 25 MPa. The Shore hardness of the pressure-bearing solid ring (22) is higher than that of the elastic layer (21), and the tensile modulus of the pressure-bearing solid ring (22) is greater than that of the elastic layer (21).
6. A horizontal wheel assembly for rail transit vehicles, characterized in that: Includes a rim (4) and a horizontal tire (3) mounted on the rim (4). A load-adaptive horizontal wheel support for rail transit, as described in any one of claims 1-5, is coaxially fixed to one side of the horizontal tire (3) for buffering and supporting the vehicle during cornering or emergency conditions.