High-elasticity locomotive wheel structure self-adaptive to track deformation

Abstract

The utility model discloses a high-elasticity locomotive wheel structure self-adaptive to track deformation, which relates to the technical field of locomotive wheel adaptive to tracks and comprises a wheel body, a positioning frame is fixedly mounted at the center of the wheel body, a support rod is arranged on the inner side of the positioning frame, and a first rotating rod is rotatably connected to the edge of the support rod. The positioning frame and the supporting rod are connected through the arrangement of the first rotating rod and the second rotating rod, and when a track deformation part is encountered, the first rotating rod and the second rotating rod can rotate so that the angle of the wheel can be rapidly adjusted within a short time; and the metal elastic piece is arranged between the first rotating rod and the second rotating rod to support the first rotating rod and the second rotating rod, and the overall structural stability is guaranteed in the rotating process of the first rotating rod and the second rotating rod.

Description

Technical Field

[0001] This utility model relates to the field of locomotive wheel adaptation to track technology, and in particular to a highly elastic locomotive wheel structure that adapts to track deformation. Background Technology

[0002] Locomotive wheels are one of the most important components of a locomotive, typically consisting of a rim, hub, and spokes. The rim is the part that directly contacts the track.

[0003] For example, CN220517886U discloses a low-wear locomotive wheel, including a wheel body, an installation groove on the outer side of the wheel body, a wear-resistant layer embedded in the installation groove, a heat dissipation mechanism on the wheel body, and several ventilation channels arranged in a ring on the wheel body, with the two ends of the ventilation channels connected to the heat dissipation mechanism and the installation groove respectively.

[0004] However, in existing technologies, the lack of elastic deformation capability in wheels prevents them from adhering well to the track surface, resulting in uneven distribution of contact force between the wheel and track during operation. This unevenness becomes more pronounced when track deformation occurs, causing certain parts of the wheel to bear greater pressure and thus accelerating wheel wear. For the track, the wheel's inability to adapt to deformation increases the impact force on the track, especially at deformed areas, accelerating track wear. This not only shortens the track's lifespan but also increases the cost and frequency of track maintenance. Utility Model Content

[0005] The purpose of this invention is to solve the problem in the existing technology that the wheel cannot adapt to deformation, which increases the impact force on the track, especially at the deformation point, and accelerates the wear rate of the track. This not only shortens the service life of the track, but also increases the cost and frequency of track maintenance. Therefore, this invention proposes a highly elastic locomotive wheel structure that adapts to track deformation.

[0006] To achieve the above objectives, the present invention adopts the following technical solution: a highly elastic locomotive wheel structure that adapts to track deformation, comprising a wheel body, a positioning frame fixedly installed at the center of the wheel body, a support rod provided on the inner side of the positioning frame, a first rotating rod rotatably connected to the edge of the support rod, a connecting rod fixedly installed at one end of the first rotating rod, a second rotating rod rotatably connected to the outer wall of the connecting rod, a metal spring sheet fixedly installed on one side of the first rotating rod, and one side of the metal spring sheet overlapping one side of the second rotating rod.

[0007] Preferably, a limiting ring is fixedly installed on one side of the wheel body, and the axis of the limiting ring coincides with the axis of the support rod.

[0008] Preferably, a protective sleeve is fixedly connected between the support rod and the wheel body, and the positioning frame is fixedly installed on the inner wall of the protective sleeve.

[0009] Preferably, a positioning protrusion is fixedly installed at the edge of the support rod, and the first rotating rod is rotatably mounted on the positioning protrusion.

[0010] Preferably, a limiting frame is fixedly installed on the inner wall of the positioning frame, and a limiting rod is fixedly installed inside the limiting frame.

[0011] Preferably, one end of the second rotating rod is rotatably connected to the limiting rod, and the second rotating rod is located inside the limiting rod.

[0012] Compared with the prior art, the advantages and positive effects of this utility model are as follows:

[0013] 1. In this utility model, a first rotating rod and a second rotating rod are set to connect the positioning frame and the support rod. When encountering a deformed part of the track, the first rotating rod and the second rotating rod will rotate to make the wheel quickly adjust its angle in a short time, so as to ensure that the wheel body can adapt to the deformation of the track. Furthermore, a metal spring is set between the first rotating rod and the second rotating rod to support the first rotating rod and the second rotating rod, ensuring the overall structural stability during the rotation of the first rotating rod and the second rotating rod.

[0014] 2. In this utility model, a positioning frame is set to connect with the wheel body, and a limit frame is set on the inner side of the positioning frame to determine the position of the second rotating rod, so as to prevent the first rotating rod and the second rotating rod from being misaligned. It is used in conjunction with the upper limit ring and protective sleeve of the wheel body to prevent the wheel body from having too large a range of motion, which would affect the structural stability, and to ensure that external contamination does not enter the connection part. Attached Figure Description

[0015] Figure 1 This is a three-dimensional structural diagram of a highly elastic locomotive wheel structure that adapts to track deformation, as proposed in this utility model.

[0016] Figure 2 This is a three-dimensional structural diagram of the support rod and positioning frame of a highly elastic locomotive wheel structure that adapts to track deformation, as proposed in this utility model.

[0017] Figure 3 This is a three-dimensional structural diagram of the second rotating rod and the first rotating rod of a highly elastic locomotive wheel structure that adapts to track deformation, as proposed in this utility model.

[0018] Figure 4 This is a schematic diagram of the positioning frame planar structure of a highly elastic locomotive wheel structure that adapts to track deformation, as proposed in this utility model.

[0019] Legend: 1. Wheel body; 2. Support rod; 3. Protective sleeve; 4. Limiting ring; 5. Positioning frame; 6. Limiting frame; 7. Second rotating rod; 8. First rotating rod; 9. Connecting rod; 10. Positioning protrusion; 11. Metal spring; 12. Limiting rod. Detailed Implementation

[0020] To better understand the above-mentioned objectives, features, and advantages of this utility model, the present utility model will be further described below with reference to the accompanying drawings and embodiments. It should be noted that, unless otherwise specified, the embodiments and features described in these embodiments can be combined with each other.

[0021] Many specific details are set forth in the following description in order to provide a full understanding of the present invention. However, the present invention may also be implemented in other ways different from those described herein. Therefore, the present invention is not limited to the specific embodiments disclosed in the following specification.

[0022] Example 1: As Figure 1 , Figure 2 , Figure 3 and Figure 4 As shown, this utility model provides a highly elastic locomotive wheel structure that adapts to track deformation, including a wheel body 1, a positioning frame 5 fixedly installed at the center of the wheel body 1, a support rod 2 provided on the inner side of the positioning frame 5, a first rotating rod 8 rotatably connected to the edge of the support rod 2, a connecting rod 9 fixedly installed at one end of the first rotating rod 8, a second rotating rod 7 rotatably connected to the outer wall of the connecting rod 9, a metal spring sheet 11 fixedly installed on one side of the first rotating rod 8, and one side of the metal spring sheet 11 overlapping one side of the second rotating rod 7;

[0023] A limiting ring 4 is fixedly installed on one side of the wheel body 1. The axis of the limiting ring 4 coincides with the axis of the support rod 2. A protective sleeve 3 is fixedly connected between the support rod 2 and the wheel body 1. The positioning frame 5 is fixedly installed on the inner wall of the protective sleeve 3.

[0024] The specific settings and functions of this embodiment are described below. The wheel body 1 is connected to the track. During its movement along the track, the metal spring 11 can support the first rotating rod 8 and the second rotating rod 7, and determine the angle between the first rotating rod 8 and the second rotating rod 7, so as to ensure the stability of the wheel body 1. When the shape of the track changes during the movement, the wheel body 1 can rotate quickly to adapt to the deformation of the track. The first rotating rod 8 is rotatably connected to the second rotating rod 7 through the connecting rod 9.

[0025] The metal spring 11 is fixedly installed on one side of the first rotating rod 8, and its other side is attached to the second rotating rod 7. When the actual wheel body 1 rotates, both the first rotating rod 8 and the second rotating rod 7 will rotate, changing the angle between the wheel body 1 and the support rod 2. The presence of the metal spring 11 gives the wheel body 1 strong elasticity, which can adapt well to changes in the shape of the track.

[0026] A limit ring 4 is provided on the wheel body 1 to determine the maximum rotation angle of the wheel body 1. After the limit ring 4 contacts the support rod 2, the angle of the wheel body 1 cannot be further adjusted. At the same time, a protective sleeve 3 is provided between the support rod 2 and the wheel body 1 to prevent external pollutants from entering the connection part between the wheel body 1 and the support rod 2, thus playing a role in protecting the structure.

[0027] Example 2: Figure 2 , Figure 3 and Figure 4 As shown, a positioning protrusion 10 is fixedly installed at the edge of the support rod 2, the first rotating rod 8 is rotatably installed on the positioning protrusion 10, a limiting frame 6 is fixedly installed on the inner side wall of the positioning frame 5, a limiting rod 12 is fixedly installed inside the limiting frame 6, one end of the second rotating rod 7 is rotatably connected to the limiting rod 12, and the second rotating rod 7 is located inside the limiting rod 12.

[0028] The overall effect of this embodiment is that the positioning protrusion 10 determines the position of the first rotating rod 8 and simultaneously determines the rotation center of the first rotating rod 8. When the first rotating rod 8 rotates, the position of the connecting rod 9 will also be changed, thereby driving the second rotating rod 7. The other end of the second rotating rod 7 is rotatably connected to the limiting rod 12 on the inner side of the limiting frame 6, which can determine the rotation center of the second rotating rod 7 and ensure the structural stability of the first rotating rod 8 and the second rotating rod 7.

[0029] The usage and working principle of this device: The wheel body 1 is connected to the track. During its movement along the track, the metal spring 11 can support the first rotating rod 8 and the second rotating rod 7, and determine the angle between the first rotating rod 8 and the second rotating rod 7, so as to ensure the stability of the wheel body 1. When the shape of the track changes during the movement, the wheel body 1 will also rotate to adapt to the change of the track.

[0030] The first rotating rod 8 rotates around the positioning protrusion 10 and drives the second rotating rod 7 and the limiting rod 12 to rotate through the connecting rod 9, thereby changing the angle between the wheel body 1 and the support rod 2. The presence of the metal spring 11 gives the wheel body 1 strong elasticity, which can adapt well to changes in the shape of the track. A limiting ring 4 is set on the wheel body 1 to determine the maximum rotation angle of the wheel body 1. When the limiting ring 4 contacts the support rod 2, the angle of the wheel body 1 cannot be further adjusted. At the same time, a protective sleeve 3 is set between the support rod 2 and the wheel body 1 to prevent external contaminants from entering the connection between the wheel body 1 and the support rod 2.

[0031] The above description is merely a preferred embodiment of the present utility model and is not intended to limit the present utility model in any other way. Any person skilled in the art may make changes or modifications to the above-disclosed technical content to create equivalent embodiments for application in other fields. However, any simple modifications, equivalent changes, and modifications made to the above embodiments based on the technical essence of the present utility model without departing from the technical solution of the present utility model shall still fall within the protection scope of the technical solution of the present utility model.

Claims

1. A highly elastic locomotive wheel structure that adapts to track deformation, comprising a wheel body (1), characterized in that: A positioning frame (5) is fixedly installed at the center of the wheel body (1). A support rod (2) is provided on the inner side of the positioning frame (5). A first rotating rod (8) is rotatably connected to the edge of the support rod (2). A connecting rod (9) is fixedly installed at one end of the first rotating rod (8). A second rotating rod (7) is rotatably connected to the outer wall of the connecting rod (9). A metal spring (11) is fixedly installed on one side of the first rotating rod (8). One side of the metal spring (11) overlaps one side of the second rotating rod (7).

2. The highly elastic locomotive wheel structure with adaptive track deformation according to claim 1, characterized in that: A limiting ring (4) is fixedly installed on one side of the wheel body (1), and the axis of the limiting ring (4) coincides with the axis of the support rod (2).

3. The highly elastic locomotive wheel structure with adaptive track deformation according to claim 1, characterized in that: A protective sleeve (3) is fixedly connected between the support rod (2) and the wheel body (1), and the positioning frame (5) is fixedly installed on the inner wall of the protective sleeve (3).

4. The highly elastic locomotive wheel structure with adaptive track deformation according to claim 1, characterized in that: A positioning protrusion (10) is fixedly installed at the edge of the support rod (2), and the first rotating rod (8) is rotatably installed on the positioning protrusion (10).

5. The highly elastic locomotive wheel structure with adaptive track deformation according to claim 1, characterized in that: A limiting frame (6) is fixedly installed on the inner wall of the positioning frame (5), and a limiting rod (12) is fixedly installed inside the limiting frame (6).

6. The highly elastic locomotive wheel structure with adaptive track deformation according to claim 1, characterized in that: One end of the second rotating rod (7) is rotatably connected to the limiting rod (12), and the second rotating rod (7) is located inside the limiting rod (12).

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