Combined locomotive wheel

Abstract

The utility model provides a combined locomotive wheel, which relates to the technical field of locomotive wheels and comprises a wheel mechanism, the wheel mechanism comprises a hub, and a transmission rod is arranged in the hub. According to the utility model, the assembled wheel mechanism is installed on the locomotive to ensure that the transmission rod is in butt joint with the transmission system of the locomotive and is stably fixed on the locomotive, then the position and the angle of the wheel are adjusted to ensure that the wheel is correctly assembled and is in perfect butt joint with the transmission system of the locomotive, and the wheel is rotated to check whether the transmission bearing runs smoothly or not; starting a locomotive to perform a low-speed running test, observing the running condition of the wheel to ensure that the wheel is stable and reliable in the transmission process, checking whether the reinforcing shell, the hub and the central ring hole are kept firm in the running process or not, and finally, regularly checking the abrasion condition of each part of the wheel mechanism, especially a transmission bearing and a transmission rod. And firm connection between the reinforcing shell and the center ring hole is ensured, lubrication and maintenance are carried out when necessary, and the service life of the wheel is prolonged.

Description

Technical Field

[0001] The utility model relates to the technical field of locomotive wheels, in particular to a combined locomotive wheel. Background Art

[0002] Locomotive wheels are key components in the railway transportation system, and their performance and reliability directly affect the operating safety and efficiency of the locomotive. Traditional locomotive wheels are usually cast or forged from a single material. Although they have high strength and wear resistance, when faced with complex operating environments and long-term use, various parts of the wheels are prone to varying degrees of wear and fatigue, affecting their service life and safety. With the continuous increase in demand for railway transportation, especially in high-speed and heavy-load railway applications, the wheel system requires frequent inspection and replacement, which increases maintenance costs and operational difficulties. Therefore, developing a combined locomotive wheel that can increase service life and reduce maintenance costs has become an important research direction in the current railway transportation field.

[0003] Existing locomotive wheels have some significant defects in actual use. Although the integral wheel has a simple structure, after long-term operation, the wear of various components will inevitably lead to the need to replace the entire wheel, which not only increases the maintenance cost, but also leads to prolonged locomotive downtime, affecting transportation efficiency. In addition, the manufacturing and maintenance process of the integral wheel is relatively complicated, requiring a high level of process and equipment investment. During actual operation, the friction and impact force between the wheel and the track will cause uneven wear of various parts of the wheel, especially the transmission bearing and transmission rod, which are difficult to replace or repair separately after wear, further increasing the cost of use and maintenance difficulty. At the same time, during operation, the traditional wheel lacks a flexible adjustment mechanism and cannot adjust the angle and position of the wheel according to actual needs, affecting the docking accuracy and operation stability of the transmission system. Therefore, we provide a combined locomotive wheel. Utility Model Content

[0004] The utility model aims to solve the shortcomings in the prior art and provide a combined locomotive wheel.

[0005] In order to achieve the above-mentioned purpose, the utility model adopts the following technical scheme: a combined locomotive wheel, comprising: a wheel mechanism, the wheel mechanism comprising a hub, a transmission rod is arranged in the hub, a reinforcement shell is arranged on one side of the hub, a transmission bearing is arranged between the hub and the transmission rod, and a center ring hole is arranged on the outer surface of the transmission bearing.

[0006] As a preferred embodiment, a reinforcement mechanism is provided on the side of the wheel hub away from the reinforcement shell, and the reinforcement mechanism includes a reinforcement ring, a partition frame is provided in the reinforcement ring, a damping shaft housing is provided at one end of the partition frame away from the reinforcement ring, a damping wheel is provided in the damping shaft housing, a baffle is provided on one side of the damping wheel, and a support ring plate is provided between the reinforcement ring and the partition frame.

[0007] As a preferred embodiment, one side of the reinforcement ring is fixedly connected to the side of the wheel hub away from the reinforcement shell, both ends of the partition frame plate are fixedly connected to the reinforcement ring, the outer surface of the partition frame plate is nested in the support ring plate, the outer surface of the damping shaft shell is nested in the reinforcement ring, the outer surface of the damping wheel rotates with the damping shaft shell, and the outer surface of the baffle is nested in one end of the damping shaft shell.

[0008] As a preferred implementation, one end of the central annular hole is fixedly connected to one side of the wheel hub, and the outer surface of the reinforcement shell is embedded in the outer surfaces of the wheel hub and the central annular hole.

[0009] As a preferred implementation, the outer surface of the transmission bearing is fixedly connected in the center ring hole.

[0010] As a preferred implementation, the outer surface of the transmission rod is nested in the inner surface of the transmission bearing.

[0011] Compared with the prior art, the advantages and positive effects of the utility model are:

[0012] The utility model installs the assembled wheel mechanism on the locomotive, ensures that the transmission rod is docked with the transmission system of the locomotive and is firmly fixed on the locomotive. Next, adjust the position and angle of the wheel to ensure that it is correctly assembled and perfectly docked with the transmission system of the locomotive, rotate the wheel to check whether the transmission bearing runs smoothly, start the locomotive for a low-speed operation test, observe the running condition of the wheel to ensure that it is stable and reliable during the transmission process, and at the same time check whether the reinforcement shell, wheel hub and center ring hole remain firm during operation. Finally, regularly check the various components of the wheel mechanism, especially the wear of the transmission bearing and the transmission rod, ensure that the connection between the reinforcement shell and the center ring hole is firm, and lubricate and maintain them when necessary to extend the service life of the wheel. BRIEF DESCRIPTION OF THE DRAWINGS

[0013] Figure 1 The utility model provides a structural schematic diagram of a combined locomotive wheel.

[0014] Figure 2 The utility model provides a schematic diagram of the wheel mechanism structure of a combined locomotive wheel.

[0015] Figure 3The utility model provides a schematic diagram of the exploded structure of a wheel mechanism and a reinforcement mechanism of a combined locomotive wheel.

[0016] Figure 4 The utility model is a schematic diagram of the structure of a reinforcement mechanism for a combined locomotive wheel.

[0017] Legend:

[0018] 1. Wheel mechanism; 11. Wheel hub; 12. Transmission rod; 13. Reinforcement shell; 14. Center ring hole; 15. Transmission bearing;

[0019] 2. Reinforcement mechanism; 21. Reinforcement ring; 22. Support ring plate; 23. Partition frame plate; 24. Damping shaft housing; 25. Damping wheel; 26. Shield. DETAILED DESCRIPTION

[0020] In order to more clearly illustrate the overall concept of the utility model, a detailed description is given below in the form of examples in conjunction with the accompanying drawings.

[0021] It should be noted that many specific details are set forth in the following description to facilitate a full understanding of the present invention. However, the present invention can also be implemented in other ways different from those described herein. Therefore, the protection scope of the present invention is not limited to the specific embodiments disclosed below.

[0022] In addition, in the description of the present invention, it should be understood that the terms "center", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", "axial", "radial", "circumferential" and the like indicate orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present invention and simplifying the description, and do not indicate or imply that the referred device or element must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be understood as a limitation on the present invention.

[0023] In the present utility model, unless otherwise clearly specified and limited, the terms "installed", "connected", "connected", "fixed" and the like should be understood in a broad sense. For example, it can be a fixed connection, a detachable connection, or an integral one; it can be directly connected, or indirectly connected through an intermediate medium, it can be the internal connection of two elements or the interaction relationship between two elements. However, if it is indicated as a direct connection, it means that the two connected bodies are not connected through an intermediate structure, but are connected to form a whole only through a connecting structure. For ordinary technicians in this field, the specific meanings of the above terms in the present utility model can be understood according to the specific circumstances.

[0024] In the present utility model, unless otherwise clearly specified and limited, the first feature "above" or "below" the second feature may be that the first and second features are in direct contact, or the first and second features are in indirect contact through an intermediate medium. In the description of this specification, the description with reference to the terms "one embodiment", "some embodiments", "example", "specific example" or "some examples" means that the specific features, structures, materials or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the utility model. In this specification, the schematic representation of the above terms does not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials or characteristics described may be combined in an appropriate manner in any one or more embodiments or examples. Example 1

[0025] like Figure 1-3 As shown, the utility model provides a technical solution: a combined locomotive wheel, comprising: a wheel mechanism 1, the wheel mechanism 1 comprises a wheel hub 11, a transmission rod 12 is arranged in the wheel hub 11, a reinforcement shell 13 is arranged on one side of the wheel hub 11, a transmission bearing 15 is arranged between the wheel hub 11 and the transmission rod 12, the outer surface of the transmission bearing 15 is provided with a center ring hole 14, one end of the center ring hole 14 is fixedly connected to one side of the wheel hub 11, the outer surface of the reinforcement shell 13 is nested in the outer surfaces of the wheel hub 11 and the center ring hole 14, the outer surface of the transmission bearing 15 is fixedly connected in the center ring hole 14, and the outer surface of the transmission rod 12 is nested in the inner surface of the transmission bearing 15.

[0026] In this embodiment, the outer surface of the transmission rod 12 is nested in the inner surface of the transmission bearing 15 to ensure that the transmission rod 12 can rotate smoothly in the transmission bearing 15. The transmission bearing 15 is embedded and fixed on one side of the hub 11 through the central ring hole 14 on its outer surface. After confirming that one end of the central ring hole 14 has been fixedly connected to one side of the hub 11, the outer surface of the reinforcement shell 13 is nested in the outer surface of the hub 11 and the central ring hole 14 to provide additional support and protection to ensure that each component remains stable during operation. Then, the assembled wheel mechanism 1 is installed on the locomotive to ensure that the transmission rod 12 is docked with the transmission system of the locomotive and is firmly fixed on the locomotive. Next, adjust the position and angle of the wheel to ensure that it is assembled correctly and perfectly docked with the transmission system of the locomotive, and rotate the wheel to check whether the transmission bearing 15 runs smoothly. Start the locomotive for a low-speed operation test, observe the operating status of the wheel, ensure that it is stable and reliable during the transmission process, and check whether the reinforcement shell 13, the hub 11 and the central ring hole 14 remain firm during operation. Finally, regularly check the various components of the wheel mechanism 1, especially the wear of the transmission bearing 15 and the transmission rod 12, ensure that the connection between the reinforcement shell 13 and the center ring hole 14 is firm, and lubricate and maintain them when necessary to extend the service life of the wheel. Through the above steps, the combined locomotive wheel can achieve efficient and stable transmission in actual use, ensuring the safety and reliability of the locomotive operation. Example 2

[0027] like Figure 1-4 As shown, a reinforcement mechanism 2 is provided on the side of the wheel hub 11 away from the reinforcement shell 13, and the reinforcement mechanism 2 includes a reinforcement ring 21, a partition frame 23 is provided in the reinforcement ring 21, a damping shaft housing 24 is provided at one end of the partition frame 23 away from the reinforcement ring 21, a damping wheel 25 is provided in the damping shaft housing 24, a shielding plate 26 is provided on one side of the damping wheel 25, a support ring plate 22 is provided between the reinforcement ring 21 and the partition frame 23, one side of the reinforcement ring 21 is fixedly connected to the side of the wheel hub 11 away from the reinforcement shell 13, both ends of the partition frame 23 are fixedly connected to the reinforcement ring 21, the outer surface of the partition frame 23 is nested in the support ring plate 22, the outer surface of the damping shaft housing 24 is nested in the reinforcement ring 21, the outer surface of the damping wheel 25 rotates with the damping shaft housing 24, and the outer surface of the shielding plate 26 is nested at one end of the damping shaft housing 24.

[0028] In this embodiment, in order to further improve its stability during actual use, a reinforcement mechanism 2 is provided on the side of the hub 11 away from the reinforcement shell 13. The staff can nest the outer surface of the support ring plate 22 in the reinforcement ring 21 and use the partition frame 23 to install it in partitions. A damping shaft shell 24 is provided on the inner surface of the reinforcement ring 21. The staff can insert the outer surface of the transmission rod 12 into the damping wheel 25 and the baffle 26, which can further improve its stability during actual use.

[0029] Working principle:

[0030] like Figure 1-4 As shown, the outer surface of the transmission rod 12 is nested in the inner surface of the transmission bearing 15 to ensure that the transmission rod 12 can rotate smoothly in the transmission bearing 15. The transmission bearing 15 is embedded and fixed to one side of the hub 11 through the central ring hole 14 on its outer surface. After confirming that one end of the central ring hole 14 is firmly connected to one side of the hub 11, the outer surface of the reinforcement shell 13 is nested in the outer surface of the hub 11 and the central ring hole 14 to provide additional support and protection for them, ensuring that each component remains stable during operation.

[0031] Next, install the assembled wheel mechanism 1 on the locomotive, ensuring that the transmission rod 12 is accurately connected to the locomotive's transmission system and firmly fixed to the locomotive. Then, adjust the position and angle of the wheel to ensure that it is correctly assembled and seamlessly connected to the locomotive's transmission system. Rotate the wheel to check whether the transmission bearing 15 runs smoothly and ensure that there is no obstruction or abnormal noise. Start the locomotive for a low-speed operation test and observe the operating condition of the wheel to ensure that it is stable and reliable during the transmission process. At the same time, check whether the reinforcement shell 13, the hub 11 and the center ring hole 14 remain firm during operation.

[0032] A reinforcement mechanism 2 is provided on the side of the wheel hub 11 away from the reinforcement shell 13. The staff can embed the outer surface of the support ring plate 22 in the reinforcement ring 21 and install it in partitions using the partition frame 23. A damping shaft shell 24 is provided on the inner surface of the reinforcement ring 21. The staff can insert the outer surface of the transmission rod 12 into the damping wheel 25 and the shield plate 26, which can further improve the stability of the wheel during actual use.

[0033] Finally, regularly check the various components of the wheel mechanism 1, especially the wear of the transmission bearing 15 and the transmission rod 12, to ensure that the connection between the reinforcement shell 13 and the center ring hole 14 is firm. Lubricate and maintain when necessary to extend the service life of the wheel. Through the above steps, the combined locomotive wheel can achieve efficient and stable transmission in actual use, ensuring the safety and reliability of the locomotive operation.

[0034] A person skilled in the art should understand that the discussion of any of the above embodiments is merely illustrative and is not intended to imply that the scope of the present invention (including the claims) is limited to these examples. Under the concept of the present invention, the technical features in the above embodiments or different embodiments may be combined, the steps may be implemented in any order, and there are many other variations of the different aspects of the present invention as described above, which are not provided in detail for the sake of simplicity.

[0035] The present invention is intended to cover all such substitutions, modifications and variations that fall within the broad scope of the appended claims. Therefore, any omissions, modifications, equivalent substitutions, improvements, etc. made within the spirit and principles of the present invention should be included in the scope of protection of the present invention.

Claims

1. A combined locomotive wheel, characterized in that: include: A wheel mechanism (1), the wheel mechanism (1) comprising a wheel hub (11), a transmission rod (12) being arranged in the wheel hub (11), a reinforcement shell (13) being arranged on one side of the wheel hub (11), a transmission bearing (15) being arranged between the wheel hub (11) and the transmission rod (12), and a central annular hole (14) being arranged on the outer surface of the transmission bearing (15).

2. A combined motorcycle wheel according to claim 1, characterized in that: A reinforcement mechanism (2) is provided on a side of the wheel hub (11) away from the reinforcement shell (13), the reinforcement mechanism (2) comprising a reinforcement ring (21), a partition frame plate (23) being provided in the reinforcement ring (21), a damping shaft shell (24) being provided at one end of the partition frame plate (23) away from the reinforcement ring (21), a damping shaft shell (24) being provided in the damping shaft shell (24), a shielding plate (26) being provided on one side of the damping wheel (25), and a supporting ring plate (22) being provided between the reinforcement ring (21) and the partition frame plate (23).

3. A combined motorcycle wheel according to claim 2, characterized in that: One side of the reinforcement ring (21) is fixedly connected to a side of the wheel hub (11) away from the reinforcement shell (13); both ends of the partition frame plate (23) are fixedly connected to the reinforcement ring (21); the outer surface of the partition frame plate (23) is nested in the support ring plate (22); the outer surface of the damping shaft shell (24) is nested in the reinforcement ring (21); the outer surface of the damping wheel (25) and the damping shaft shell (24) rotate with damping; and the outer surface of the shielding plate (26) is nested in one end of the damping shaft shell (24).

4. A combined motorcycle wheel according to claim 1, characterized in that: One end of the central annular hole (14) is fixedly connected to one side of the wheel hub (11), and the outer surface of the reinforcement shell (13) is embedded in the outer surfaces of the wheel hub (11) and the central annular hole (14).

5. A combined motorcycle wheel according to claim 1, characterized in that: The outer surface of the transmission bearing (15) is fixedly connected in the central annular hole (14).

6. A combined motorcycle wheel according to claim 1, characterized in that: The outer surface of the transmission rod (12) is nested in the inner surface of the transmission bearing (15).

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