Composite shock absorption and noise reduction locomotive wheel rim structure

Abstract

The utility model discloses a locomotive wheel rim structure with composite shock absorption and noise reduction, which relates to the technical field of wheel rims and comprises a rim body and a tire bead, the tire bead is welded at the edge of the rim body, a support layer is welded between the rim body and the tire bead, and a rubber embedded layer is fixedly mounted in the support layer. The rubber embedded layer is fixedly connected with the rim body, the first spoke and the second spoke are fixedly connected to the edge of the rim body, one end of the first spoke is fixedly connected with one end of the second spoke, the rubber embedded layer can absorb vibration energy through deformation of the rubber embedded layer by means of the viscoelasticity characteristic of rubber, mechanical energy is converted into heat energy, and the heat energy is dissipated; the transmission of high-frequency vibration is effectively buffered and weakened, the tire noise is reduced, the first spoke and the second spoke are asymmetrically arranged along the center line of the rim body, and the phases of vibration signals received by different spokes are inconsistent, so that the vibration signals interfere with each other and counteract each other in the transmission process, and the resonance phenomenon is avoided.

Description

Technical Field

[0001] This utility model relates to the field of wheel rim technology, and in particular to a composite vibration damping and noise reduction locomotive wheel rim structure. Background Technology

[0002] The locomotive wheel rim is an important component of the locomotive wheel. Located on the outer circumference of the wheel, it is mainly used to install and fix the tire (or tire bead) and, together with the tire, bears the functions of supporting the weight of the locomotive, transmitting driving and braking forces, and buffering road impacts.

[0003] However, existing locomotive wheel rim structures have significant shortcomings in vibration reduction and noise reduction. Traditional symmetrical spoke designs result in a regular distribution of vibration transmission paths, which easily resonate with the locomotive's natural frequencies, amplifying vibration intensity and exacerbating component wear and vehicle vibration. The insufficient damping characteristics of single-metal materials make them prone to becoming noise radiation sources under high-frequency vibrations, and their high sound reflectivity prevents effective energy absorption, creating blind spots in suppressing high-frequency tire noise, mid-frequency structural noise, and low-frequency resonance noise. Furthermore, the lack of aerodynamic optimization in the structural design leads to aerodynamic noise generated by airflow turbulence separation at high speeds, and the internal regular cavities may form resonance cavities, exacerbating noise in specific frequency bands. Utility Model Content

[0004] The purpose of this invention is to solve the problems of high vibration transmission efficiency and significant noise in the existing technology, and to propose a composite vibration reduction and noise reduction locomotive wheel rim structure.

[0005] To achieve the above objectives, the present invention adopts the following technical solution: a composite vibration damping and noise reduction locomotive wheel rim structure, comprising a rim body and a tire bead, the tire bead being welded to the edge of the rim body, a support layer being welded between the rim body and the tire bead, a rubber insert being fixedly installed inside the support layer, and a first spoke and a second spoke being fixedly connected to the edge of the rim body, with one end of the first spoke being fixedly connected to one end of the second spoke.

[0006] Preferably, the first and second spokes are arranged asymmetrically along the center line of the rim, and a damping block is fixedly installed on the surface of the first spoke.

[0007] Preferably, a filling frame is fixedly installed inside the rim, and a support frame is fixedly connected between two adjacent filling frames.

[0008] Preferably, the support frame and the infill frame form a honeycomb structure, and the support frame and the infill frame are arranged alternately.

[0009] Compared with the prior art, the advantages and positive effects of this utility model are as follows:

[0010] 1. In this utility model, the viscoelastic properties of rubber are utilized through the rubber interlayer. When the wheels are excited by the road surface and vibrate during the vehicle's operation, the rubber interlayer can absorb the vibration energy through its own deformation, converting mechanical energy into heat energy and dissipating it. This effectively buffers and weakens the transmission of high-frequency vibrations, reducing tire noise. The first and second spokes are asymmetrically arranged along the center line of the rim, breaking the periodic law of vibration transmission in the traditional symmetrical spoke structure. This asymmetrical design makes the transmission path of vibration between the rim and spokes more complex. The vibration signals received by different spokes are not in phase, thus interfering with and canceling each other during transmission, avoiding the occurrence of resonance, effectively reducing the transmission of vibration energy to the vehicle body, and improving driving stability.

[0011] 2. In this utility model, a complete shock absorption and noise reduction structure is formed by a symmetrical irregular hexagonal structure and two trapezoidal structures. When subjected to force, the pressure can be evenly distributed to each side, reducing local stress concentration and effectively buffering the impact force of the wheel during driving. The air columns in the honeycomb structure form a Helmholtz resonant cavity, which can consume sound energy through air vibration and absorb noise in a specific frequency band. Attached Figure Description

[0012] Figure 1 This is a three-dimensional structural diagram of a composite vibration reduction and noise reduction locomotive wheel rim structure proposed in this utility model;

[0013] Figure 2 This is a schematic diagram of the first and second spokes of a composite vibration reduction and noise reduction locomotive wheel rim structure proposed in this utility model;

[0014] Figure 3 This is a schematic diagram of the internal planar structure of the rim of a locomotive wheel rim structure with composite shock absorption and noise reduction proposed in this utility model.

[0015] Legend: 1. Rim; 2. Support layer; 3. Bead; 4. Rubber insert; 5. First spoke; 6. Second spoke; 7. Damping block; 8. Filler frame; 9. Support frame. Detailed Implementation

[0016] 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.

[0017] 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.

[0018] Example 1: As Figure 1 and Figure 2 As shown, this utility model provides a composite vibration reduction and noise reduction locomotive wheel rim structure, including a rim body 1 and a tire bead 3. The tire bead 3 is welded to the edge of the rim body 1. A support layer 2 is welded between the rim body 1 and the tire bead 3. A rubber insert 4 is fixedly installed inside the support layer 2. A first wheel spoke 5 and a second wheel spoke 6 are fixedly connected to the edge of the rim body 1. One end of the first wheel spoke 5 is fixedly connected to one end of the second wheel spoke 6. The first wheel spoke 5 and the second wheel spoke 6 are asymmetrically arranged along the center line of the rim body 1. A damping block 7 is fixedly installed on the surface of the first wheel spoke 5.

[0019] The specific settings and functions of this embodiment are described in detail below. In terms of material and structural matching, the rubber insert 4 in the support layer 2 utilizes the viscoelastic properties of rubber. When the wheels are excited by the road surface and vibrate during the locomotive's operation, the rubber insert 4 can absorb the vibration energy through its own deformation, convert the mechanical energy into heat energy and dissipate it, effectively buffering and weakening the transmission of high-frequency vibration and reducing tire noise. The design and materials adopted by the rim body 1, together with the rubber insert 4 and the support layer 2, form an elastic buffer system, further improving the shock absorption performance.

[0020] In terms of the wheel spoke layout, the first spoke 5 and the second spoke 6 are arranged asymmetrically along the center line of the rim body 1, breaking the periodic law of vibration transmission in the traditional symmetrical wheel spoke structure. This asymmetrical design makes the transmission path of vibration between the rim and the spokes more complex. The vibration signals received by different spokes are not in phase, so they interfere with and cancel each other during transmission, avoiding the generation of resonance, effectively reducing the transmission of vibration energy to the vehicle body, and improving driving stability.

[0021] In terms of damping enhancement measures, the damping block 7 installed on the surface of the first spoke 5 can further absorb the vibration energy of the spoke through the damping characteristics of its own material. When the first spoke 5 vibrates, the damping block 7 vibrates synchronously with the first spoke 5. The viscoelastic material inside it undergoes shear deformation, which consumes the vibration energy. It has a significant effect on suppressing low and medium frequency vibrations, thereby reducing the noise caused by spoke vibration.

[0022] From a vibration reduction perspective, the synergistic vibration reduction effect of the multi-layer structure significantly reduces the vibration intensity transmitted from the wheels to the locomotive body, effectively reducing wear on locomotive parts caused by vibration, extending the service life of the locomotive, and providing a smoother riding experience for passengers, thus improving comfort. In terms of noise reduction, the combination of the rubber insert 4, the asymmetrical arrangement of the first and second spokes 5 and 6, and the damping block 7 comprehensively suppresses high-frequency tire noise, resonance noise, and spoke vibration noise, significantly reducing the noise level during locomotive operation, reducing noise pollution to the surrounding environment, and making the interior environment quieter. In addition, the asymmetrical spoke design optimizes vibration transmission and can also improve the force distribution of the wheels to a certain extent, enhancing the strength and reliability of the wheel structure, and improving the overall performance and safety of the locomotive.

[0023] Example 2: Figure 3 As shown, a filling frame 8 is fixedly installed inside the rim 1, and a support frame 9 is fixedly connected between two adjacent filling frames 8. The support frame 9 and the filling frame 8 form a honeycomb structure, and the support frame 9 and the filling frame 8 are arranged alternately.

[0024] The overall effect of this embodiment is that the filling frame 8 is specifically a hexagonal structure, with two forms: a regular hexagonal structure and a symmetrical irregular hexagonal structure. The supporting frame 9 is specifically a four-sided trapezoidal structure. There is a thickness difference between the two trapezoidal structures; the thicker structure is located at the center of the rim 1, and the thinner structure is located at the edge of the rim 1. The complete vibration damping and noise reduction structure is composed of two regular hexagonal structures, one symmetrical irregular hexagonal structure, and two trapezoidal structures. Its principle is based on structural mechanics and acoustic characteristics. The filling frame 8 adopts a combination of regular hexagonal and symmetrical irregular hexagonal structures. The geometric stability of the hexagon makes it resistant to vibration and noise. When the force is applied, the pressure can be evenly distributed to each side, reducing local stress concentration and effectively buffering the impact force during wheel travel. At the same time, the irregular hexagonal structure breaks the regularity of the resonance frequency, avoiding strong vibration at specific frequencies. The support frame 9 adopts a trapezoidal structure with gradually varying thickness. The design of being thicker in the center and thinner at the edges enhances the support rigidity of the center of the rim 1, while the thin structure at the edges retains appropriate elasticity, allowing the rim 1 to adapt to deformation under different road conditions and absorb vibration energy. The air columns in the honeycomb structure form a Helmholtz resonance cavity, which can consume sound energy through air vibration and absorb noise in specific frequency bands. Furthermore, the friction of the honeycomb wall can also convert sound energy into heat energy.

[0025] In terms of mechanical performance, the honeycomb structure significantly improves the strength and toughness of the rim while reducing weight, reducing structural fatigue and damage caused by vibration, and extending service life. In terms of shock absorption, through structural deformation and energy absorption of the resonant cavity, it effectively suppresses the transmission of vibration generated by road excitation to the vehicle body, improving ride comfort. In terms of noise reduction, the Helmholtz resonant cavity and wall friction work together to specifically attenuate low and medium frequency noise, reduce driving noise, and create a quiet environment. In addition, the gradually thickened support frame 9 optimizes the overall stress distribution of the rim, further enhancing its structural reliability and stability, and improving the overall performance of the motorcycle.

[0026] The device's operation and working principle are as follows: The rubber insert 4, through viscoelasticity, converts the mechanical energy of the wheel's vibration caused by road surface excitation into heat energy, weakening the transmission of high-frequency vibrations. The asymmetrically arranged first spoke 5 and second spoke 6 disrupt the vibration transmission path, causing vibration signals to interfere with and cancel each other out, thus avoiding resonance. The damping block 7 on the surface of the first spoke 5 absorbs the vibration energy of the mid-to-low frequency spokes through the shear deformation of the viscoelastic material. The honeycomb structure, composed of the filling frame 8 and the support frame 9, utilizes the hexagonal geometric stability to disperse impact force; the irregular hexagon breaks the resonance pattern; and the trapezoidal support frame 9, with its gradually varying thickness, balances rigidity and elasticity. Simultaneously, the air columns within the honeycomb structure form a Helmholtz resonant cavity, converting air vibration and sound energy into heat energy, specifically attenuating mid-to-low frequency noise. All structures work together across multiple frequency bands and dimensions to achieve efficient vibration and noise reduction.

[0027] 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 composite shock-absorbing and noise-reducing wheel rim structure for a railway vehicle wheel, comprising a rim body (1) and a bead (3) welded at the edge of the rim body (1), characterized in that: A support layer (2) is welded between the rim body (1) and the tire bead (3). A rubber insert (4) is fixedly installed inside the support layer (2). A first spoke (5) and a second spoke (6) are fixedly connected at the edge of the rim body (1). One end of the first spoke (5) is fixedly connected to one end of the second spoke (6).

2. A composite shock-absorbing and noise-reducing wheel rim structure for a vehicle wheel as defined in claim 1, characterized in that: The first spoke (5) and the second spoke (6) are arranged asymmetrically along the center line of the rim (1), and a damping block (7) is fixedly installed on the surface of the first spoke (5).

3. A composite shock-absorbing and noise-reducing wheel rim structure for a vehicle wheel as defined in claim 1, characterized in that: The rim (1) is fixedly provided with a filling frame (8), and a support frame (9) is fixedly connected between two adjacent filling frames (8).

4. A composite damped and noised reduced wheel rim structure for a railway wheel as defined in claim 3, characterized in that: The supporting frame (9) and the filling frame (8) form a honeycomb structure, and the supporting frame (9) and the filling frame (8) are arranged alternately.

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