WO2008043248A1 - Damping wheel - Google Patents
Damping wheel Download PDFInfo
- Publication number
- WO2008043248A1 WO2008043248A1 PCT/CN2007/002699 CN2007002699W WO2008043248A1 WO 2008043248 A1 WO2008043248 A1 WO 2008043248A1 CN 2007002699 W CN2007002699 W CN 2007002699W WO 2008043248 A1 WO2008043248 A1 WO 2008043248A1
- Authority
- WO
- WIPO (PCT)
- Prior art keywords
- damping
- wheel
- vibration
- restraining
- rib
- Prior art date
Links
Classifications
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
- F16F9/00—Springs, vibration-dampers, shock-absorbers, or similarly-constructed movement-dampers using a fluid or the equivalent as damping medium
- F16F9/30—Springs, vibration-dampers, shock-absorbers, or similarly-constructed movement-dampers using a fluid or the equivalent as damping medium with solid or semi-solid material, e.g. pasty masses, as damping medium
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60B—VEHICLE WHEELS; CASTORS; AXLES FOR WHEELS OR CASTORS; INCREASING WHEEL ADHESION
- B60B17/00—Wheels characterised by rail-engaging elements
- B60B17/0006—Construction of wheel bodies, e.g. disc wheels
- B60B17/0013—Construction of wheel bodies, e.g. disc wheels formed by two or more axially spaced discs
- B60B17/0017—Construction of wheel bodies, e.g. disc wheels formed by two or more axially spaced discs with insonorisation means
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60B—VEHICLE WHEELS; CASTORS; AXLES FOR WHEELS OR CASTORS; INCREASING WHEEL ADHESION
- B60B17/00—Wheels characterised by rail-engaging elements
- B60B17/0065—Flange details
- B60B17/0068—Flange details the flange being provided on a single side
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
- F16F15/00—Suppression of vibrations in systems; Means or arrangements for avoiding or reducing out-of-balance forces, e.g. due to motion
- F16F15/02—Suppression of vibrations of non-rotating, e.g. reciprocating systems; Suppression of vibrations of rotating systems by use of members not moving with the rotating systems
- F16F15/04—Suppression of vibrations of non-rotating, e.g. reciprocating systems; Suppression of vibrations of rotating systems by use of members not moving with the rotating systems using elastic means
- F16F15/08—Suppression of vibrations of non-rotating, e.g. reciprocating systems; Suppression of vibrations of rotating systems by use of members not moving with the rotating systems using elastic means with rubber springs ; with springs made of rubber and metal
Definitions
- the present invention relates to components for rail vehicles, and more particularly to a vehicle wheel that runs on rails such as railways, subways, urban railways, elevated light rails, and high-speed railways. Background technique
- the constraining layer is made of a material having a substantially uniform thickness, and the effective working area of the damping material is only the actual area covered by the wheel, and thus such technical solutions are
- the size of the non-working surface of the wheel is severely restricted, and the vibration and noise reduction effects that can be achieved are also very limited, so that such a wheel is difficult to achieve the desired vibration and noise reduction effect.
- the object of the present invention is to overcome the above-mentioned drawbacks, and provide a vibration-damping wheel whose surface area is subjected to shear deformation and whose actual working area is larger than the surface area of the wheel covered, which can absorb vibration energy quickly and effectively, relieves self and track wear, and prolongs service life. .
- the invention is realized by the invention, comprising: a wheel body, a connecting body with a rib or a convex-concave structure is fixedly disposed on the non-working surface of the wheel body, and the inner surface of the restraining body corresponding to the connecting body has a rib structure or a concave-convex structure, the damping body It is disposed between the connecting body and the binding body or between the connecting body, the wheel body and the binding body.
- the connecting body may be a separate rib or a plate with a rib or a concave-convex structure on the surface, and the fixed connection between the connecting body and the wheel body may be welding, riveting, bonding, card slot, fastener or tight
- the firmware is connected and guaranteed to have sufficient strength and joint stiffness.
- the connecting body may also be part of the wheel body itself, for example, when the wheel is manufactured, the rib is directly formed on the surface of the spoke; the damping body may be arranged continuously between the connecting body and the restraining body, or may be spaced apart.
- the material stiffness of the joint body and the restraint body is greater than the stiffness of the damping material
- the material of the damping body may be a solid damping material or a liquid damping material.
- Commonly used solid damping materials include modified asphalt, high damping polyurethane, high damping rubber, soft metal lead tin, etc.
- Commonly used liquid damping materials include silicone oil and modified damping asphalt which becomes liquid at working temperature.
- the damping body of the present invention further comprises a synthetic material obtained by adding other additives to the damping material as a base, such as adding short fibers and cloud powder to increase the internal damping of the damping material; adding rubber powder can increase the elasticity of the material; adding metal Fiber can increase the thermal conductivity of the material.
- damping bodies can also achieve good vibration and noise reduction effects.
- a liquid damping material When a liquid damping material is used, the periphery of the damping layer is sealed, and a spacer for maintaining the thickness of the damping layer may be disposed in the middle.
- the thickness of the damping body in the normal direction of each convex-concave structure surface is smaller than that of other directions, and the total area of the single side of the damping body is larger than the surface area of the wheel covered by the damping body.
- the rib or convex-concave structure extends in a direction substantially perpendicular to the bending peaks of the main curved undulations of the wheel body, preferably circumferentially or/and radially along the wheel side.
- the cross-sectional shape of the convex portion or the groove portion in the rib or convex W structure may be an arc shape, a trapezoidal shape, a triangular shape, a rectangular shape, a meander shape, an L shape, an arch shape, a watt shape or a wave shape.
- a cavity or a sandwich structure may be arranged on the connecting body or/and the restraining body, and a damping material, a sound absorbing material and a foaming are arranged in the cavity.
- the constraining damping structure composed of the connecting body, the damping body and the restraining body is disposed on one side or both sides of the wheel body, and may be provided with multiple layers, and the constraining structure in different constrained damping structures
- the rib extension directions are parallel or perpendicular to each other. It is also possible to provide reinforcing ribs between adjacent ribs on the constraining body in the same layer or different constraining damping structures in which the rib extending directions intersect each other in the same layer.
- the ribs of the binding body are continuously arranged to preferentially ensure the constraint.
- the restraining stiffness of the body, preferably the rib extensions of the different restraining body damping structures are perpendicular to each other.
- the damping coefficient of the constrained damping structure layer is high in the present invention, in many cases, only one side can achieve a good vibration damping effect, and the cost can be effectively saved.
- the constraining damping structure composed of the connecting body, the damping body and the restraining body is disposed on both sides of the wheel body, the extending directions of the ribs of the constraining structure in the two-sided constraining damping structure may be parallel to each other or may be perpendicular to each other.
- the constraining structure is locked to the wheel body by fasteners, rivets, bonds, elastic clips, or the locking structure is locked to the wheel body by a card slot or a retaining edge formed on the rail, or by a high elastic adhesive Or a high-strength damping material firmly bonds the constraining structure to the wheel surface.
- the invention greatly increases the effective contact with the damping body by providing a connecting body between the wheel body and the damping body, and using the convex-concave structure provided on the connecting body or the convex-concave structure combined with the wheel body to cooperate with the binding body.
- the area, the actual working area of the damping body subjected to shear deformation is significantly increased, so that the damping body can absorb the vibration energy of the wheel more effectively, reduce the rolling noise generated by the wheel, and then control the vibration and noise of the wheel from the source.
- it effectively reduces the rail and wheel wear caused by the vibration release energy of the wheel, thereby obtaining good vibration and noise reduction effects, greatly improving the service life of the wheel and the track and the safety and comfort of the train operation.
- Figure 1 is a schematic view of the structure of the present invention.
- Figure 2 is a second schematic view of the structure of the present invention.
- Figure 3 is a third schematic view of the structure of the present invention.
- Figure 4 is a fourth schematic view of the structure of the present invention.
- Figure 5 is a fifth schematic view of the structure of the present invention.
- Fig. 6 is an enlarged view of a portion A of Fig. 5.
- Figure 7 is a sixth schematic view of the structure of the present invention.
- Figure 8 is a seventh schematic view of the structure of the present invention.
- Figure 9 is a schematic view of the structure of the present invention.
- Figure 10 is a schematic view of the structure of the present invention.
- Fig. 11 is an enlarged view of a portion B of Fig. 10.
- Figure 12 is a schematic view of the structure of the present invention.
- Figure 13 is a perspective view of the structure of the present invention.
- Figure 14 is a schematic view of the structure of the present invention.
- Figure 15 is a thirteenth structural diagram of the present invention.
- Figure 16 is the picture of Figure 15! ) enlarged view.
- Figure 17 is a cross-sectional view taken along line E-E of Figure 1.
- Figure 18 is a fourteenth structural diagram of the present invention.
- Figure 19 is a fifteenth view of the structure of the present invention.
- Figure 20 is a sixteenth structural diagram of the present invention. detailed description
- the vibration damping wheel of the present invention comprises a wheel body 1, a damping body 2 made of high damping rubber, and an aluminum restraining body 3, and aluminum is further disposed between the wheel body 1 and the damping body 2.
- the connecting body 4, the above structures are respectively disposed on the non-working surfaces on both sides of the wheel body 1.
- the connecting body 4 and the damping body 2 are provided with a trapezoidal rib 5 on the side adjacent to the damping body 2, and a side of the binding body 3 adjacent to the damping body 2 is provided with a trapezoidal rib 6 which is interlaced with the connecting body trapezoidal rib 5, and the damping body 2
- the connecting body 4 and the restraining body 3 are vulcanized into one body by the high damping rubber of the damping body 2 in the fitting gap of the connecting body 4 and the restraining body 3. Then, the integrated constraining damping structure composed of the connecting body, the damping body and the restraining body is fixed and adhered to the wheel body by using high-strength adhesive.
- the damper body 2, the restraining body 3 and the connecting body are continuously disposed along the side wall of the wheel body 1, and the ribs of the restraining body 3 and the connecting body also extend circumferentially.
- the main mode shape (vibration mode) of the wheel is the column wave bending and the radial bending in the circumferential direction.
- the embodiment of the present invention mainly exemplifies the ring vibration mode, so the binding body 3 in this embodiment
- the rib of the connecting body 4 extends in the direction of the ring.
- the vibration is transmitted to the damping body 1 and the restraining body 3 through the connecting body 4 of the rigid material. Due to the constraint of the restraining body, the damping body 2 is forced to produce shearing. Deformation, the damping body 2 has a resistance opposite to the deformation direction due to its damping characteristics. Force, the mechanical energy generated by vibration is converted into heat energy dissipation in a wide frequency range.
- the contact and action area of the damping material with the connecting body and the binding body is much larger than the surface area of the wheel body of the covered portion, and the damping force is applied to the curved neutral surface of the wheel body.
- the acting moment, the damping force generated by the damping body 2 is greatly increased, so that it absorbs the vibration energy more quickly and effectively, and effectively reduces the vibration strength of the wheel.
- a flange 17 is provided on the wheel body, and the flange is directly formed on the wheel body, and may of course be formed by welding or bonding, and may be continuous or intermittent. Since the control is carried out from the source, the noise generated by the vibration and the resulting wear of the wheel and the track are also greatly reduced, so that the service life of the wheel and the track and the comfort and safety of the train operation are greatly improved.
- the constraining damping structure composed of the connecting body, the damping body and the restraining body may be disposed on a part of the non-working surface of the wheel or even on all non-working surfaces, and may be disposed on both sides of the wheel, or only Set on one side.
- the connecting body and the restraining body should give priority to the selection of the profile of the same molding process.
- the aluminum profile which is integrally die-casted in this embodiment is firm and beautiful, accurate in size and light in weight.
- the constrained damping structure is preferably disc-shaped, and the ribs on the connecting body and the constraining body are disposed in a circumferential direction.
- the cross-sectional shape of the rib in addition to the trapezoid, it may be curved, triangular, rectangular, T-shaped, L-shaped, arch-shaped, tile-shaped or wavy, and the like, and a good effect can be achieved.
- the connecting body and the wheel body In order to ensure that the vibration can be transmitted in time, the connecting body and the wheel body must be tightly and firmly connected together.
- the vibration-damping wheel of the present invention comprises a wheel body 1, a damping body 2 composed of a modified damping asphalt which is liquid at a working temperature, and an aluminum alloy plate restraint 3, which is further disposed between the wheel body 1 and the damping body 2.
- the connecting body 4 made of an aluminum alloy material is provided, and the connecting body 4 is riveted at a plurality of points or firmly connected to both sides of the wheel body 1 and the hub by a lead-tin alloy multi-point plug welding.
- the outer surface of the connecting body 4 has a triangular rib 5, and the side of the constraining body 3 adjacent to the damping body 2 has a triangular rib 6 which is alternately engaged with the rib 5.
- the damping body 2 is disposed in the fitting gap between the connecting body 4 and the restraining body 3, and the three are integrally connected by a plurality of fasteners (not shown).
- the damper body 2, the restraining body 3 and the connecting body 4 are spaced apart along the side wall of the wheel body 1. .
- the lead-tin alloy may be cast on the open end of the damping structure, and after it is cured, the sealing layer 10 is formed to close the damping body layer chamber.
- the vibration-damping wheel of the present invention comprises a wheel body 1, a damping body 2 made of solid high-damping polyurethane, and a binding body 3 formed by injection molding of engineering plastic, and rigidity is also provided between the wheel body 1 and the damping body 1.
- the connecting body 4 is a plurality of "L" shaped metal rings with rectangular ribs 5 fixed to the wheel body 1 by fasteners 18, and the side of the restraining body 3 adjacent to the damping body 1 There are rectangular ribs 6 that are interdigitated with the rectangular ribs 5.
- the damper body 2 is filled in the fitting gap of the wheel body 1, the connecting body 4, and the restraining body 3.
- the ribs of the restraining body 3 and the connecting body 4 are disposed in a circumferential direction perpendicular to the side wall of the wheel body 1.
- the vibration-damping wheel of the present invention comprises a wheel body 1, a constraining body 3 made of FRP material, an aluminum plate as a connecting body 4 and a ring-shaped rib 5 having a rectangular cross section of aluminum welded thereon, convex
- the rib 5 is matched with the rectangular rib 6 provided on the restraining body 3, and a solid modified asphalt added with fibers is disposed between the connecting body 4 and the restraining body 3 as the damper body 2, and the above-mentioned constraint damping is performed by using a high-strength damping material.
- the structural bond is fixed to the surface of the spoke of the wheel body.
- the bonding layer should be as thin as possible to ensure high bonding rigidity.
- an additional layer of damping is added while ensuring the joint strength and the joint rigidity, thereby improving the damping of the rail.
- the vibration damping wheel of the present invention comprises a wheel body 1, a damping body 1 composed of silicone oil and a color steel plate restraining body 3, and a steel connecting body is further disposed between the wheel body 1 and the damping body 2. 4.
- the constraining damping structure composed of the connecting body, the damping body and the restraining body is welded and fixed on the wheel body 1.
- the connecting body 4 and the damping body 2 are provided with a rectangular rib 5 on the side adjacent to the damping body 2, and the adjacent side of the binding body 3 and the damping body 2 are provided with a rectangular rib 6 which is interlaced with the rectangular rib 5 of the connecting body, and is convex.
- Both the rib 5 and the rib 6 are provided with a cavity, and the cavity is filled with iron sand as the damping body 8 in the cavity.
- the lead water can be sealed at the open end and solidified after sealing (not shown) Out).
- the damping body 2 is disposed in the matching gap of the connecting body 4 and the binding body 3, and a distance fixing member 7 for holding the thickness of the damping layer is disposed in the fitting gap, and a sealing layer 10 for preventing leakage of the liquid damping material is disposed at the end surface. And the connecting body and the binding body are fixed together by the sealing layer material.
- the method of setting the cavity is often adopted, but the air inside the cavity is easy to resonate and amplify certain frequencies, so in this embodiment, it is empty.
- Some specific materials are placed in the cavity to prevent the occurrence of symbiosis.
- the present embodiment is not suitable because the centrifugal force is large, the bulk material is easily distributed unevenly, and eccentricity is formed.
- a sound absorbing material may be disposed in the cavity to absorb the acoustic energy in the cavity, or a foaming material may be disposed to make it unable to resonate. If the damping material is provided, in addition to preventing air resonance, additional damping is provided, which is advantageous for further reduction. The vibration of the wheel can achieve good results.
- the vibration-damping wheel of the present invention directly adheres the hollow annular connecting body 4 to the wheel body 1 at a certain interval by using a high-strength adhesive, and the connecting body 4 cooperates with the restraining body 3 in the wheel body 1
- a damping body 2 of a high damping epoxy polyurethane material is disposed between the connecting body 4 and the restraining body 3, and the restraining body 3 is fixed to the wheel body 1 by a riveting bolt (not shown) while being connected to the wheel body 4.
- a foaming material 9 is disposed in the cavity.
- the adhesive used must have a stiffness after curing which is greater than the stiffness of the material of the damper.
- the connection between the connector and the wheel body can also be directly soldered if the process permits.
- the vibration-damping wheel of the present invention directly processes an annular rib as a connecting body 4 when machining the wheel body 1, and the rib is interlaced with the rib 6 on the iron-bound body 3, and short fibers are added.
- a damping body 2 composed of a high damping rubber is disposed between the restraining body and the wheel body, and the restraining body and the wheel body are vulcanized and coupled by the damping body layer.
- the connecting body and the wheel body are rolled and formed together, the bonding material is omitted, the joint strength and rigidity are large, and the restraining structure is not easy to fall off, and is safe and reliable.
- the vibration damping wheel of the present invention is different from the seventh embodiment in that, in order to increase the rigidity of the binding body, the binding body adopts an aluminum rib plate 3a, a honeycomb plate 3b, and a flat plate 3c to form an integrated sandwich structure. .
- the sandwich structure can achieve greater stiffness with the same amount of material, strengthen the constraints, and achieve weight reduction.
- the difference between the present embodiment and the first embodiment is that the constraining damping structure composed of the connecting body 4, the damping body 2, and the restraining body 3 attached to the wheel body 1 is provided with two layers, and It is fixed to the wheel body by a lock bolt (not shown). Since this structure further enlarges the actual working area of the damping material subjected to the shearing force, the vibration and noise reduction performance is more remarkable.
- the constrained damping structure provided on the wheel body can also exceed two layers.
- the present embodiment differs from the embodiment 9 in that the connecting body and the restraining body located in the middle of the two-layer constrained damping structure are integrated to form an intermediate restraint body 15 having ribs on both sides. This can reduce the joining process of the constrained damping structure, save the bonding material, and increase the strength of the system.
- the difference between this embodiment and the embodiment 9 is that the rib directions of the adjacent constrained damping structure layers are changed from being arranged in parallel to each other to be perpendicular to each other. That is, the direction of the rib of the damping structure layer is arranged close to the wheel body 1 side, and the direction of the rib of the outer constraining damping structure layer is set radially.
- the rib directions of the constrained damping structures disposed on both sides of the wheel can also be arranged in a mutually perpendicular form, that is, one side is disposed radially along the other side of the ring, whether it is a single layer or multiple layers, Can have a very good effect.
- the damping wheel of the present invention is fixedly disposed on the wheel body 1 with a retaining edge 16 for restraining damping of the connecting body 4, the damping body 2 and the restraining body 3 by using a retaining groove formed on the wheel surface.
- the structure is firmly fixed to the surface of the wheel body.
- a rib of a constrained damping structure Straight to the inside of the wheel, extending along the hoop; the other rib of the constraining damping structure is perpendicular to the wheel web, extends in the hoop direction, and is only disposed to the middle or 2/3 of the side of the spoke. This arrangement achieves the best results when the wheel weight is limited.
- the flange 17 is directly processed thereon, and the thin steel plate which is rolled with corrugated ribs is used as the connecting body 4 and the restraining body 3, and the lead-tin alloy is used.
- the damping body 2 is disposed in the gap between the connecting body 4 and the restraining body 3, and connects the two together.
- the above-mentioned constrained damping structure is pressed into the flange 17 and pressed tightly with the wheel body.
- the contact surface of the connecting body 4 and the wheel body 1 can also be brushed. High-strength damping material for a stronger connection between the two.
- the foamed material 9 is filled in the corrugated cavity of the connecting body 4 to further absorb vibration noise.
- a flat plate may be attached to the outer side of the restraining body corrugated board, and the two may be integrated by electric resistance welding or high-strength damping material.
- the steel plate is used as the connecting body and the restraining body, and the stamping or rolling forming can be performed in large quantities, the cost is low, the joint rigidity and the restraining rigidity are large, and thus the damping is also high.
- the radial setting is crossed.
- the auxiliary constraining damping structure composed of the connecting body 4a, the damping body 2a, and the restraining body 3a.
- the ribs of the bundle body 3 and the restraining body 3a are welded together to keep the ribs of the restraint continuous.
- the hoop and radial ribs of the constraining body are preferentially kept continuous, the ribs of the connecting body are properly interrupted, and the damping material is filled around the connecting body ribs. .
- the wheel body 1 is integrally and intermittently provided with a circumferentially extending protrusion, which is regarded as a connecting body 4, and the binding body 3 is a disk with a corresponding groove, and the binding body 3 is buckled. It is placed on the connecting body 4, and the damping body 2 is disposed in the gap between the two.
- the restraining body 3 is locked to the wheel body 1 by means of a flange (not shown) provided on the wheel wheel.
- the constraining body has a circumferentially extending rib, and also has a radial rib, its radial convexity.
- the ribs can be used as the ribs 25 to increase the rigidity of the restraint and limit the radial vibration of the wheel.
- reinforcing ribs can also be arranged on the outer side of the restraining body. For the sake of aesthetics, for the restraining body with the cavity, the reinforcing rib can be arranged in the cavity, and the good effect can also be achieved.
- the main difference between this embodiment and the embodiment 15 is that the extending direction of the connecting body 4 is a radial direction.
- the constrained damping structure constituted by the restraining body 3, the damper body 2 and the connecting body 4 shown in this example is more suitable for simultaneously controlling the radial vibration of the wheel body 1.
- the wheel webs in the form of flat plates are described.
- the present invention is equally applicable to the wheels with curved surfaces, and it is only necessary to make the connecting surface of the connecting body or/and the binding body and the wheel web into a spoke.
- the corresponding shape of the plate surface can be.
- the rib of the constrained damping structure extends mainly in the circumferential direction, and is directed to the circumferential cylindrical wave vibration mode of the wheel.
- the radial vibration mode of the wheel is also relatively obvious, it is preferable to adopt an embodiment. 11. In the embodiment 14 or the embodiment 16, the vibration damping effect is more remarkable.
- the vibration damping wheel structure of the invention has the advantages of good vibration and noise reduction, long service life, good economic and environmental protection effects, and can be widely applied to vehicles running on rails, subways, urban railways, elevated light rails, high-speed railways and the like.
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- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Physics & Mathematics (AREA)
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Abstract
A damping wheel comprises a wheel body (1). A connector (4) with ribs or a convex-concave structure is set in the non-tread surface of the wheel body. The inner surface of a restrictor (3) corresponding to the connector (4) is provided with ribs or a concave-convex structure. A damper (2) is arranged between the connector (4) and the restrictor (3) or among the connector (4), the wheel body (1) and the restrictor (3). The damping wheel according to the present invention can reduce the rolling noise vibration of the wheel and decrease the wear of both the wheel and track effectively.
Description
减振车轮 技术领域 Vibration reduction wheel
本发明涉及轨道车辆用部件, 尤其是涉及一种铁路、 地铁、 城市铁路、 高架轻轨、 高速铁路等轨道上运行的车辆车轮。 背景技术 The present invention relates to components for rail vehicles, and more particularly to a vehicle wheel that runs on rails such as railways, subways, urban railways, elevated light rails, and high-speed railways. Background technique
现代轨道交通正朝着重载、 高速的方向发展, 在给人们的生产、 生活 带来便捷的同时, 也带来了振动和噪声干扰, 此外由于车辆轴重大, 车速 高, 导致的车轮振动大, 车轮及轨道磨损严重, 不但增加车辆运行的维护 成本, 也严重影响了车辆运行的安全性和舒适性。 科学研究发现, 轨道车 辆运行过程中, 轮轨噪声是列车在 250km/h以下速度行驶时的主要声源, 而车轮振动辐射的噪声是轮轨噪声的重要组成部分, 减少作用在车轮上的 激振力可以使车轮的振动大为降低, 从而可以降低滚动噪声。 2006年 1月 《中国铁道科学》第 27卷第 1期发表的《低噪声车轮阻尼控制的有限元分 析》 [文章编号: 1001- 4632 ( 2006 ) 01- 0094- 05]对现有的车轮表面阻尼控 制技术方案进行了测量分析, 得出了经过表面阻尼处理后的车轮的阻尼损 耗因子较刚性车轮的阻尼损耗因子有大幅提高, 可以达到有效减振降噪目 的的结论。 由于阻尼材料是通过产生与振动受迫方向相反的、 以剪切为主 的阻力来消耗振动能量, 因此阻尼材料与车轮的接触面积, 即阻尼体材料 受剪切力的实际工作面积与减振降噪的效果大致成正比。 而如前述文章中 论述的现有车轮表面阻尼控制技术方案中, 其约束层采用的是厚度基本均 匀的材料, 阻尼材料的有效工作面积仅为车轮被覆盖的实际面积, 因此此 类技术方案受到车轮非工作表面尺寸的严重制约, 其能实现的减振降噪作 用也十分有限, 故而此类车轮难以达到理想的减振降噪效果。 发明内容 Modern rail transit is developing in the direction of heavy load and high speed. It brings convenience to people's production and life, and also brings vibration and noise interference. In addition, due to the large axle of the vehicle and the high speed, the wheel vibration is large. The serious wear of the wheels and tracks not only increases the maintenance cost of the vehicle operation, but also seriously affects the safety and comfort of the vehicle operation. Scientific research has found that during the operation of the rail vehicle, the wheel-rail noise is the main sound source when the train is traveling at speeds below 250km/h, and the noise of the wheel vibration radiation is an important part of the wheel-rail noise, reducing the impact on the wheels. The vibration force can greatly reduce the vibration of the wheel, thereby reducing the rolling noise. "Finite Element Analysis of Low Noise Wheel Damping Control", Vol. 27, No. 1, China Railway Science, January 2006 [Article ID: 1001- 4632 ( 2006 ) 01- 0094- 05] on existing wheel surfaces The damping control technology scheme has been measured and analyzed. It is concluded that the damping loss factor of the wheel after surface damping treatment is greatly improved compared with the damping loss factor of the rigid wheel, which can achieve the purpose of effective vibration reduction and noise reduction. Since the damping material consumes vibration energy by generating a shear-based resistance opposite to the direction in which the vibration is forced, the contact area of the damping material with the wheel, that is, the actual working area of the damping body material subjected to shearing force and vibration damping The effect of noise reduction is roughly proportional. However, in the prior art wheel surface damping control scheme discussed in the foregoing article, the constraining layer is made of a material having a substantially uniform thickness, and the effective working area of the damping material is only the actual area covered by the wheel, and thus such technical solutions are The size of the non-working surface of the wheel is severely restricted, and the vibration and noise reduction effects that can be achieved are also very limited, so that such a wheel is difficult to achieve the desired vibration and noise reduction effect. Summary of the invention
本发明的目的在于克服上述缺陷, 提供一种表面阻尼承受剪切变形的 实际工作面积大于其覆盖的车轮表面积, 能够迅速有效地吸收振动能量 , 减轻自身及轨道磨损、 延长使用寿命的减振车轮。
本发明是这样实现的, 包括车轮本体, 在车轮本体的非工作面上固定 设置带有凸棱或凸凹结构的连接体, 与连接体对应设置的约束体内表面有 凸棱或凹凸结构, 阻尼体设置在连接体与约束体之间或设置在连接体、 车 轮本体与约束体之间。 The object of the present invention is to overcome the above-mentioned drawbacks, and provide a vibration-damping wheel whose surface area is subjected to shear deformation and whose actual working area is larger than the surface area of the wheel covered, which can absorb vibration energy quickly and effectively, relieves self and track wear, and prolongs service life. . The invention is realized by the invention, comprising: a wheel body, a connecting body with a rib or a convex-concave structure is fixedly disposed on the non-working surface of the wheel body, and the inner surface of the restraining body corresponding to the connecting body has a rib structure or a concave-convex structure, the damping body It is disposed between the connecting body and the binding body or between the connecting body, the wheel body and the binding body.
其中, 连接体可以为独立的棱条, 也可以是表面带有凸棱或凹凸结构 的板材, 连接体与车轮本体的固定连接方式可以为焊接、 铆接、 粘接、 卡 槽、 扣件或紧固件连接, 并保证有足够的强度和联接刚度。 连接体还可以 是车轮本体自身的一部分,例如在制造车轮时直接在轮幅表面加工出凸棱; 阻尼体可以在连接体与约束体之间连续地设置, 也可以间隔地设置。 连接 体及约束体的材料刚度大于阻尼材料的刚度, 阻尼体的材料可以是固体阻 尼材料也可以是液体阻尼材料。 常用的固体阻尼材料有改性沥青、 高阻尼 聚氨酯、 高阻尼橡胶、 软金属铅锡等; 常用的液体阻尼材料包括硅油及工 作温度下成液态的改性阻尼沥青等。 此外, 本发明的阻尼体还包括以上述 阻尼材料为基体添加其它添加物获得的合成材料, 如添加短纤维、 云 粉 可以增大阻尼材料内在阻尼; 添加橡胶粉可以增加材料的弹性; 添加金属 纤维可以增加材料的导热性能。 采用这些高分子材料或合成材料做为阻尼 体同样能获得很好的减振降噪效果。 采用液体阻尼材料时, 阻尼层周边要 密封, 中间可以设置用于保持阻尼层厚度的定距件。 Wherein, the connecting body may be a separate rib or a plate with a rib or a concave-convex structure on the surface, and the fixed connection between the connecting body and the wheel body may be welding, riveting, bonding, card slot, fastener or tight The firmware is connected and guaranteed to have sufficient strength and joint stiffness. The connecting body may also be part of the wheel body itself, for example, when the wheel is manufactured, the rib is directly formed on the surface of the spoke; the damping body may be arranged continuously between the connecting body and the restraining body, or may be spaced apart. The material stiffness of the joint body and the restraint body is greater than the stiffness of the damping material, and the material of the damping body may be a solid damping material or a liquid damping material. Commonly used solid damping materials include modified asphalt, high damping polyurethane, high damping rubber, soft metal lead tin, etc. Commonly used liquid damping materials include silicone oil and modified damping asphalt which becomes liquid at working temperature. In addition, the damping body of the present invention further comprises a synthetic material obtained by adding other additives to the damping material as a base, such as adding short fibers and cloud powder to increase the internal damping of the damping material; adding rubber powder can increase the elasticity of the material; adding metal Fiber can increase the thermal conductivity of the material. The use of these polymer materials or synthetic materials as damping bodies can also achieve good vibration and noise reduction effects. When a liquid damping material is used, the periphery of the damping layer is sealed, and a spacer for maintaining the thickness of the damping layer may be disposed in the middle.
所述阻尼体在各凸凹结构表面法向上的厚度小于其它方向尺寸, 阻尼 体的单个侧面总面积大于其覆盖的车轮表面积。 凸棱或凸凹结构的延伸方 向大致垂直于车轮本体的主要弯曲振形的弯曲波峰, 优选地沿车轮侧面环 向或 /和径向设置。凸棱或凸 W结构中的凸起部分或凹槽部分的横截面形状 可以为弧形、 梯形、 三角形、 矩形、 Τ形、 L形、 拱门形、 瓦棱形或波浪形 等形状。 The thickness of the damping body in the normal direction of each convex-concave structure surface is smaller than that of other directions, and the total area of the single side of the damping body is larger than the surface area of the wheel covered by the damping body. The rib or convex-concave structure extends in a direction substantially perpendicular to the bending peaks of the main curved undulations of the wheel body, preferably circumferentially or/and radially along the wheel side. The cross-sectional shape of the convex portion or the groove portion in the rib or convex W structure may be an arc shape, a trapezoidal shape, a triangular shape, a rectangular shape, a meander shape, an L shape, an arch shape, a watt shape or a wave shape.
为减轻重量和降低造价, 并尽可能增大阻尼材料的有效工作面积, 在 连接体或 /和约束体上还可以设置空腔或三明治结构, 空腔内设置阻尼材 料、 吸声材料、 发泡材料、 高比重材料或其构成的散料, 或在空腔壁上设 有与外部空间相连的小孔。 In order to reduce the weight and reduce the cost, and to increase the effective working area of the damping material as much as possible, a cavity or a sandwich structure may be arranged on the connecting body or/and the restraining body, and a damping material, a sound absorbing material and a foaming are arranged in the cavity. The material, the high specific gravity material or the bulk material thereof, or the small wall of the cavity wall connected to the external space.
在本发明中, 由连接体、 阻尼体及约束体构成的约束阻尼结构设置在 车轮本体的一侧或两侧, 并可以设置多层, 不同约束阻尼结构中约束结构
的凸棱延伸方向相互平行或垂直设置。 还可以在同一层内约束体上相邻凸 棱间设置加强筋或在同一层内交叉设置凸棱延伸方向相互交叉的不同约束 阻尼结构, 优选地约束体的凸棱连续设置, 以优先保证约束体的约束刚度, 优选地不同约束体阻尼结构的凸棱延伸交叉方向相互垂直。 由于本发明中 约束阻尼结构层的阻尼系数较高, 许多情况下仅设一侧就可以实现很好的 减振效果, 可以有效的节约成本。 由连接体、 阻尼体及约束体构成的约束 阻尼结构设置在车轮本体两侧时, 两侧约束阻尼结构中约束结构的凸棱延 伸方向可以相互平行, 也可以相互垂直设置。 约束结构通过紧固件、 铆栓、 粘接、 弹性卡夹锁紧在车轮本体上, 或通过轨道上成形的卡槽或挡缘将约 束结构锁定在车轮本体上, 或通过高弹性粘接剂或高强度阻尼材料将约束 结构与车轮表面牢固地粘接在一起。 In the present invention, the constraining damping structure composed of the connecting body, the damping body and the restraining body is disposed on one side or both sides of the wheel body, and may be provided with multiple layers, and the constraining structure in different constrained damping structures The rib extension directions are parallel or perpendicular to each other. It is also possible to provide reinforcing ribs between adjacent ribs on the constraining body in the same layer or different constraining damping structures in which the rib extending directions intersect each other in the same layer. Preferably, the ribs of the binding body are continuously arranged to preferentially ensure the constraint. The restraining stiffness of the body, preferably the rib extensions of the different restraining body damping structures are perpendicular to each other. Since the damping coefficient of the constrained damping structure layer is high in the present invention, in many cases, only one side can achieve a good vibration damping effect, and the cost can be effectively saved. When the constraining damping structure composed of the connecting body, the damping body and the restraining body is disposed on both sides of the wheel body, the extending directions of the ribs of the constraining structure in the two-sided constraining damping structure may be parallel to each other or may be perpendicular to each other. The constraining structure is locked to the wheel body by fasteners, rivets, bonds, elastic clips, or the locking structure is locked to the wheel body by a card slot or a retaining edge formed on the rail, or by a high elastic adhesive Or a high-strength damping material firmly bonds the constraining structure to the wheel surface.
本发明通过在车轮本体与阻尼体之间设置连接体, 利用连接体上设置 的凸凹结构或其与车轮本体组合成的凸凹结构与约束体相配合, 大大增加 了与阻尼体之间的有效接触面积, 使阻尼体承受剪切变形的实际工作面积 显著增大, 这样使阻尼体可以更加有效地吸收车轮的振动能量, 降低车轮 所产生的滚动噪声, 进而从源头对车轮的振动及噪声进行控制, 同时有效 的减轻车轮振动释放能量所导致的钢轨及车轮磨损, 从而获得良好的减振 降噪效杲, 大大提高了车轮和轨道的使用寿命以及列车运行的安全性与舒 适性。 附图说明 The invention greatly increases the effective contact with the damping body by providing a connecting body between the wheel body and the damping body, and using the convex-concave structure provided on the connecting body or the convex-concave structure combined with the wheel body to cooperate with the binding body. The area, the actual working area of the damping body subjected to shear deformation is significantly increased, so that the damping body can absorb the vibration energy of the wheel more effectively, reduce the rolling noise generated by the wheel, and then control the vibration and noise of the wheel from the source. At the same time, it effectively reduces the rail and wheel wear caused by the vibration release energy of the wheel, thereby obtaining good vibration and noise reduction effects, greatly improving the service life of the wheel and the track and the safety and comfort of the train operation. DRAWINGS
图 1为本发明的结构示意图之一。 Figure 1 is a schematic view of the structure of the present invention.
图 2为本发明的结构示意图之二。 Figure 2 is a second schematic view of the structure of the present invention.
图 3为本发明的结构示意图之三。 Figure 3 is a third schematic view of the structure of the present invention.
图 4为本发明的结构示意图之四。 Figure 4 is a fourth schematic view of the structure of the present invention.
图 5为本发明的结构示意图之五。 Figure 5 is a fifth schematic view of the structure of the present invention.
图 6为图 5的 A部放大图。 Fig. 6 is an enlarged view of a portion A of Fig. 5.
图 7为本发明的结构示意图之六。 Figure 7 is a sixth schematic view of the structure of the present invention.
图 8为本发明的结构示意图之七。 Figure 8 is a seventh schematic view of the structure of the present invention.
图 9为本发明的结构示意图之八。
图 10为本发明的结构示意图之九。 Figure 9 is a schematic view of the structure of the present invention. Figure 10 is a schematic view of the structure of the present invention.
图 11为图 10的 B部放大图。 Fig. 11 is an enlarged view of a portion B of Fig. 10.
图 12为本发明的结构示意图之十。 Figure 12 is a schematic view of the structure of the present invention.
图 13为本发明的结构示意图之十一。 Figure 13 is a perspective view of the structure of the present invention.
图 14为本发明的结构示意图之十二。 Figure 14 is a schematic view of the structure of the present invention.
图 15为本发明的结构示意图之十三。 Figure 15 is a thirteenth structural diagram of the present invention.
图 16为图 15的!)部放大图。 Figure 16 is the picture of Figure 15! ) enlarged view.
图 17为图 1的 E— E向剖视图。 Figure 17 is a cross-sectional view taken along line E-E of Figure 1.
图 18为本发明的结构示意图之十四。 Figure 18 is a fourteenth structural diagram of the present invention.
图 19为本发明的结构示意图之十五。 Figure 19 is a fifteenth view of the structure of the present invention.
图 20为本发明的结构示意图之十六。 具体实施方式 Figure 20 is a sixteenth structural diagram of the present invention. detailed description
实施例 1 Example 1
如图 1、 图 17所示本发明减振车轮, 包括车轮本体 1、 高阻尼橡胶构 成的阻尼体 2和铝质的约束体 3,在车轮本体 1与阻尼体 2之间还设置有铝 质的连接体 4 ,上述结构分别设置在车轮本体 1两侧的非工作表面上。连接 体 4与阻尼体 2相邻一侧带有梯形凸棱 5 ,约束体 3上与阻尼体 2相邻一侧 设置有与连接体梯形凸棱 5交错配合的梯形凸棱 6 ,阻尼体 2设置在连接体 4与约束体 3的配合间隙内,并借助阻尼体 2的高阻尼橡胶将连接体 4和约 束体 3硫化为一体。 然后将连接体、 阻尼体及约束体组成的一体化约束阻 尼结构利用高强度粘接胶固定粘贴在车轮本体上。阻尼体 2、约束体 3及连 接体 沿车轮本体 1的侧壁连续设置, 约束体 3及连接体 的凸棱也环向 延伸。 As shown in FIG. 1 and FIG. 17, the vibration damping wheel of the present invention comprises a wheel body 1, a damping body 2 made of high damping rubber, and an aluminum restraining body 3, and aluminum is further disposed between the wheel body 1 and the damping body 2. The connecting body 4, the above structures are respectively disposed on the non-working surfaces on both sides of the wheel body 1. The connecting body 4 and the damping body 2 are provided with a trapezoidal rib 5 on the side adjacent to the damping body 2, and a side of the binding body 3 adjacent to the damping body 2 is provided with a trapezoidal rib 6 which is interlaced with the connecting body trapezoidal rib 5, and the damping body 2 The connecting body 4 and the restraining body 3 are vulcanized into one body by the high damping rubber of the damping body 2 in the fitting gap of the connecting body 4 and the restraining body 3. Then, the integrated constraining damping structure composed of the connecting body, the damping body and the restraining body is fixed and adhered to the wheel body by using high-strength adhesive. The damper body 2, the restraining body 3 and the connecting body are continuously disposed along the side wall of the wheel body 1, and the ribs of the restraining body 3 and the connecting body also extend circumferentially.
车轮的主要振形 (振动模态)为沿环向的柱波弯曲和沿径向的弯曲, 本发明的实施例主要以环向振动模态为例阐述, 因此本实施例中约束体 3 及连接体 4的凸棱环向延伸。 The main mode shape (vibration mode) of the wheel is the column wave bending and the radial bending in the circumferential direction. The embodiment of the present invention mainly exemplifies the ring vibration mode, so the binding body 3 in this embodiment The rib of the connecting body 4 extends in the direction of the ring.
当列车在轨道上运行使车轮本体 1产生振动时, 振动会通过刚性材质 的连接体 4传至阻尼体 1和约束体 3 , 由于约束体的约束,阻尼体 2被迫产 生以剪切为主的变形, 阻尼体 2 由于其阻尼特性产生与形变方向相反的阻
力, 在较宽的频率范围内将振动产生的机械能转化为热能耗散掉。 由于连 接体 4和约束体 3上凸凹结构的设置, 阻尼材料与连接体及约束体的接触 和作用面积远大于被覆盖部分的车轮本体表面积, 并且增大了阻尼力对车 轮本体弯曲中性面的作用力矩, 阻尼体 2产生的阻尼力大幅增加 , 因此其 吸收消耗振动能量更多更快, 有效地降低了车轮的振动强度。 为防止阻尼 结构意外脱落, 在车轮本体上设置挡缘 17 , 该挡缘直接在车轮本体上压延 成形, 当然也可以由焊接或粘接形成, 可以连续, 也可以间断。 由于从源 头进行了控制, 所以因振动所产生的噪声及其导致的车轮乃至轨道的磨损 也大大降低, 从而使车轮和轨道的使用寿命及列车运行的舒适性和安全性 得到了极大改善。 When the train is running on the track to cause the wheel body 1 to vibrate, the vibration is transmitted to the damping body 1 and the restraining body 3 through the connecting body 4 of the rigid material. Due to the constraint of the restraining body, the damping body 2 is forced to produce shearing. Deformation, the damping body 2 has a resistance opposite to the deformation direction due to its damping characteristics. Force, the mechanical energy generated by vibration is converted into heat energy dissipation in a wide frequency range. Due to the arrangement of the convex and concave structures on the connecting body 4 and the binding body 3, the contact and action area of the damping material with the connecting body and the binding body is much larger than the surface area of the wheel body of the covered portion, and the damping force is applied to the curved neutral surface of the wheel body. The acting moment, the damping force generated by the damping body 2 is greatly increased, so that it absorbs the vibration energy more quickly and effectively, and effectively reduces the vibration strength of the wheel. In order to prevent the damping structure from falling off accidentally, a flange 17 is provided on the wheel body, and the flange is directly formed on the wheel body, and may of course be formed by welding or bonding, and may be continuous or intermittent. Since the control is carried out from the source, the noise generated by the vibration and the resulting wear of the wheel and the track are also greatly reduced, so that the service life of the wheel and the track and the comfort and safety of the train operation are greatly improved.
根据实际需要, 由连接体、 阻尼体和约束体构成的约束阻尼结构可以 设置在车轮的部分非工作表面乃至于全部非工作表面上, 而且即可以在车 轮的两个侧面都设置, 也可以仅设置在单侧。 连接体和约束体应该优先考 虑选用同一种成型工艺的型材, 例如本实施例为一体压铸成型的铝型材, 牢固美观, 尺寸精确, 质量轻。 约束阻尼结构优选地为圓盘状, 连接体和 约束体上的凸棱沿环向设置。 至于凸棱的横截面形状, 除梯形外还可以是 弧形、 三角形、 矩形、 T形、 L形、 拱门形、 瓦棱形或波浪形等形状, 都能 够实现很好的效果。 为保证振动能够被及时传递, 连接体与车轮本体之间 必须保证紧密且牢固地连接在一起。 According to actual needs, the constraining damping structure composed of the connecting body, the damping body and the restraining body may be disposed on a part of the non-working surface of the wheel or even on all non-working surfaces, and may be disposed on both sides of the wheel, or only Set on one side. The connecting body and the restraining body should give priority to the selection of the profile of the same molding process. For example, the aluminum profile which is integrally die-casted in this embodiment is firm and beautiful, accurate in size and light in weight. The constrained damping structure is preferably disc-shaped, and the ribs on the connecting body and the constraining body are disposed in a circumferential direction. As for the cross-sectional shape of the rib, in addition to the trapezoid, it may be curved, triangular, rectangular, T-shaped, L-shaped, arch-shaped, tile-shaped or wavy, and the like, and a good effect can be achieved. In order to ensure that the vibration can be transmitted in time, the connecting body and the wheel body must be tightly and firmly connected together.
实施例 2 Example 2
如图 2所示本发明减振车轮, 包括车轮本体 1、工作温度下成液态的改 性阻尼沥青构成的阻尼体 2和铝合金板材约束体 3 ,在车轮本体 1与阻尼体 2之间还设置有铝合金材质的连接体 4 ,连接体 4多点铆接或利用铅锡合金 多点塞焊牢固地连接在车轮本体 1的两个侧面及轮毂上。 连接体 4外侧表 面带有三角形凸棱 5 ,约束体 3上与阻尼体 2相邻一侧带有与凸棱 5交错配 合的三角形凸棱 6。阻尼体 2设置在连接体 4与约束体 3之间的配合间隙内, 三者通过紧固件多点连接成一体(图中未示出)。 阻尼体 2、 约束体 3及连 接体 4沿车轮本体 1的侧壁间隔设置。 . As shown in FIG. 2, the vibration-damping wheel of the present invention comprises a wheel body 1, a damping body 2 composed of a modified damping asphalt which is liquid at a working temperature, and an aluminum alloy plate restraint 3, which is further disposed between the wheel body 1 and the damping body 2. The connecting body 4 made of an aluminum alloy material is provided, and the connecting body 4 is riveted at a plurality of points or firmly connected to both sides of the wheel body 1 and the hub by a lead-tin alloy multi-point plug welding. The outer surface of the connecting body 4 has a triangular rib 5, and the side of the constraining body 3 adjacent to the damping body 2 has a triangular rib 6 which is alternately engaged with the rib 5. The damping body 2 is disposed in the fitting gap between the connecting body 4 and the restraining body 3, and the three are integrally connected by a plurality of fasteners (not shown). The damper body 2, the restraining body 3 and the connecting body 4 are spaced apart along the side wall of the wheel body 1. .
为防止使用过程中阻尼材料漏出, 可以在阻尼结构的开放端浇注铅锡 合金, 待其固化后形成密封层 10将阻尼体层腔室封闭。
实施例 3 In order to prevent the damping material from leaking out during use, the lead-tin alloy may be cast on the open end of the damping structure, and after it is cured, the sealing layer 10 is formed to close the damping body layer chamber. Example 3
如图 3所示本发明减振车轮, 包括车轮本体 1、 固体高阻尼聚氨酯构成 的阻尼体 2和工程塑料压注成形的约束体 3,在车轮本体 1与阻尼体 1之间 还设置有刚性连接体 4 , 连接体 4为多根带有矩形凸棱 5的 "L" 形金属圆 环, 通过紧固件 18固定在车轮本体 1上, 约束体 3上与阻尼体 1相邻一侧 带有与矩形凸棱 5交错配合的矩形凸棱 6。 阻尼体 2填充在车轮本体 1、 连 接体 4及约束体 3的配合间隙内。 约束体 3及连接体 4的凸棱垂直于车轮 本体 1的侧壁沿环向设置。 As shown in FIG. 3, the vibration-damping wheel of the present invention comprises a wheel body 1, a damping body 2 made of solid high-damping polyurethane, and a binding body 3 formed by injection molding of engineering plastic, and rigidity is also provided between the wheel body 1 and the damping body 1. The connecting body 4 is a plurality of "L" shaped metal rings with rectangular ribs 5 fixed to the wheel body 1 by fasteners 18, and the side of the restraining body 3 adjacent to the damping body 1 There are rectangular ribs 6 that are interdigitated with the rectangular ribs 5. The damper body 2 is filled in the fitting gap of the wheel body 1, the connecting body 4, and the restraining body 3. The ribs of the restraining body 3 and the connecting body 4 are disposed in a circumferential direction perpendicular to the side wall of the wheel body 1.
实施例 4 Example 4
如图 4所示本发明减振车轮, 包括车轮本体 1、玻璃钢材料制成的约束 体 3 , 以铝板做为连接体 4并在其上焊接铝质截面为矩形的环向凸棱 5, 凸 棱 5与约束体 3上设置的矩形凸棱 6相配合,在连接体 4、和约束体 3之间 设置添加了纤维的固体改性沥青作为阻尼体 2,利用高强度阻尼材料将上述 约束阻尼结构粘接固定在车轮本体的轮幅表面。 用高强度阻尼材料粘接时 粘接层要尽量薄, 以保证较高的粘接刚度。 本实施例由于连接体与轨道本 体采用高强度阻尼材料粘接, 在保证联接强度和联接刚度的同时, 额外增 加了一层阻尼, 提高了轨道的阻尼。 As shown in FIG. 4, the vibration-damping wheel of the present invention comprises a wheel body 1, a constraining body 3 made of FRP material, an aluminum plate as a connecting body 4 and a ring-shaped rib 5 having a rectangular cross section of aluminum welded thereon, convex The rib 5 is matched with the rectangular rib 6 provided on the restraining body 3, and a solid modified asphalt added with fibers is disposed between the connecting body 4 and the restraining body 3 as the damper body 2, and the above-mentioned constraint damping is performed by using a high-strength damping material. The structural bond is fixed to the surface of the spoke of the wheel body. When bonding with high-strength damping materials, the bonding layer should be as thin as possible to ensure high bonding rigidity. In this embodiment, since the connecting body and the rail body are bonded by a high-strength damping material, an additional layer of damping is added while ensuring the joint strength and the joint rigidity, thereby improving the damping of the rail.
实施例 5 Example 5
如图 5、 图 6所示本发明减振车轮, 包括车轮本体 1、 硅油构成的阻尼 体 1和彩钢板约束体 3,在车轮本体 1与阻尼体 2之间还设置有钢质的连接 体 4 ,将连接体、阻尼体及约束体组成的约束阻尼结构焊接固定在车轮本体 1上。 其中, 连接体 4与阻尼体 2相邻一侧带有矩形凸棱 5 , 约束体 3上与 阻尼体 2相邻一侧带有与连接体矩形凸棱 5交错配合的矩形凸棱 6, 凸棱 5 和凸棱 6内部均设置有空腔,空腔内填充铁砂作为腔室内阻尼体 8 ,为防止 铁砂在使用过程中漏出, 可以在开放端浇注铅水固化后进行封闭 (图中未 示出)。 阻尼体 2设置在连接体 4与约束体 3的配合间隙内, 在配合间隙中 还设置有用于保持阻尼层厚度的定距件 7 ,在端面处设置有防止液体阻尼材 料渗漏的密封层 10, 并通过密封层材料将连接体及约束体固连在一起。 As shown in FIG. 5 and FIG. 6, the vibration damping wheel of the present invention comprises a wheel body 1, a damping body 1 composed of silicone oil and a color steel plate restraining body 3, and a steel connecting body is further disposed between the wheel body 1 and the damping body 2. 4. The constraining damping structure composed of the connecting body, the damping body and the restraining body is welded and fixed on the wheel body 1. The connecting body 4 and the damping body 2 are provided with a rectangular rib 5 on the side adjacent to the damping body 2, and the adjacent side of the binding body 3 and the damping body 2 are provided with a rectangular rib 6 which is interlaced with the rectangular rib 5 of the connecting body, and is convex. Both the rib 5 and the rib 6 are provided with a cavity, and the cavity is filled with iron sand as the damping body 8 in the cavity. In order to prevent the iron sand from leaking out during use, the lead water can be sealed at the open end and solidified after sealing (not shown) Out). The damping body 2 is disposed in the matching gap of the connecting body 4 and the binding body 3, and a distance fixing member 7 for holding the thickness of the damping layer is disposed in the fitting gap, and a sealing layer 10 for preventing leakage of the liquid damping material is disposed at the end surface. And the connecting body and the binding body are fixed together by the sealing layer material.
- 在本实施例中由于在连接体及约束体内部设置了空腔, 并在空腔内设 置了铁砂,。 利用这种方法可以有效增大车轮本体的自身重量, 较高的质量
可以提供惯性阻抗, 砂子颗粒之间的摩擦又可以提供阻尼, 因而进一步提 高了车轮本体的抗振能力, 在高频区降噪效果更好, 所以减振降噪效果更 佳。 - In the present embodiment, since a cavity is provided inside the connecting body and the restraining body, iron sand is provided in the cavity. This method can effectively increase the weight of the wheel body, higher quality Inertial impedance can be provided, and the friction between the sand particles can provide damping, thus further improving the anti-vibration ability of the wheel body, and the noise reduction effect is better in the high frequency region, so the vibration and noise reduction effect is better.
在实际应用过程中, 出于减轻材料重量及降低造价等方面的考虑, 经 常会采用设置空腔的方法, 但空腔内部的空气易产生共鸣, 放大某些频率, 因此本实施例中在空腔中设置一些比重大的材料可以防止共呜现象的发 生。 但当车轮转速高时, 不适合采用本实施例, 因为离心力大, 散料易分 布不均, 形成偏心。 此时, 可以在空腔内设置吸声材料用以吸收腔内声能, 或设置发泡材料使之不能共鸣, 如果设置阻尼材料除防止空气共鸣外还提 供了额外的阻尼, 有利于进一步降低车轮的振动, 都可以达到很好的效果。 In the actual application process, in order to reduce the weight of the material and reduce the cost, the method of setting the cavity is often adopted, but the air inside the cavity is easy to resonate and amplify certain frequencies, so in this embodiment, it is empty. Some specific materials are placed in the cavity to prevent the occurrence of symbiosis. However, when the wheel speed is high, the present embodiment is not suitable because the centrifugal force is large, the bulk material is easily distributed unevenly, and eccentricity is formed. At this time, a sound absorbing material may be disposed in the cavity to absorb the acoustic energy in the cavity, or a foaming material may be disposed to make it unable to resonate. If the damping material is provided, in addition to preventing air resonance, additional damping is provided, which is advantageous for further reduction. The vibration of the wheel can achieve good results.
实施例 6 Example 6
如图 7所示本发明减振车轮,利用高强度粘结剂将空心环状的连接体 4 按一定间距直接粘连在车轮本体 1上, 连接体 4与约束体 3相配合, 在车 轮本体 1、连接体 4和约束体 3之间设置高阻尼环氧聚氨酯材质的阻尼体 2 , 利用铆栓(图中未示出)将约束体 3与车轮本体 1固定在一起, 同时在连 接体 4的空腔内设置发泡材料 9。为筒化施工手续,约束体 3的凸棱空腔内 不设置任何附加材料, 改为在腔壁上开设若干与外部空间连通的小孔 19 , 利用这些小孔作为空气阻尼孔, 空气进出小孔会耗能, 相当于液压减振器 中的小孔节流耗能, 既可以抑制空腔共鸣, 还可以吸收外界传来的噪声。 As shown in FIG. 7, the vibration-damping wheel of the present invention directly adheres the hollow annular connecting body 4 to the wheel body 1 at a certain interval by using a high-strength adhesive, and the connecting body 4 cooperates with the restraining body 3 in the wheel body 1 A damping body 2 of a high damping epoxy polyurethane material is disposed between the connecting body 4 and the restraining body 3, and the restraining body 3 is fixed to the wheel body 1 by a riveting bolt (not shown) while being connected to the wheel body 4. A foaming material 9 is disposed in the cavity. For the cylindrical construction procedure, no additional material is placed in the rib cavity of the restraining body 3, and a plurality of small holes 19 communicating with the external space are formed on the cavity wall, and the small holes are used as the air damper holes, and the air enters and exits small. The hole consumes energy, which is equivalent to the energy consumption of the small hole in the hydraulic shock absorber, which can suppress the resonance of the cavity and absorb the noise from the outside.
类似于本实施例所述使用粘结剂固定连接体的操作过程中 , 所使用的 粘结剂其固化后的刚度必须大于阻尼体材料的刚度。 在工艺允许的情况下 连接体 与车轮本体之间也可以直接采用焊接的方式相连。 In the operation of fixing the joint using the adhesive as described in the present embodiment, the adhesive used must have a stiffness after curing which is greater than the stiffness of the material of the damper. The connection between the connector and the wheel body can also be directly soldered if the process permits.
实施例 7 Example 7
如图 8所示本发明减振车轮, 在加工车轮本体 1时直接加工出环形凸 棱作为连接体 4,该凸棱与铁制约束体 3上的凸棱 6交错配合,添加了短纤 维的高阻尼橡胶构成的阻尼体 2设置在约束体和车轮本体之间, 并通过阻 尼体层将约束体与车轮本体硫化联接在一起。 As shown in FIG. 8, the vibration-damping wheel of the present invention directly processes an annular rib as a connecting body 4 when machining the wheel body 1, and the rib is interlaced with the rib 6 on the iron-bound body 3, and short fibers are added. A damping body 2 composed of a high damping rubber is disposed between the restraining body and the wheel body, and the restraining body and the wheel body are vulcanized and coupled by the damping body layer.
本实施例连接体和车轮本体一起轧制成形, 省去粘接材料, 联接强度 和刚度都很大, 约束结构不易脱落, 安全可靠。
如图 9所示本发明减振车轮, 与实施例 7不同在于, 为增大约束体的 刚性, 约束体采用铝质的凸棱板 3a、 蜂窝板 3b、 平板 3c—体化集成的三 明治结构。 三明治结构在同样用料量的情况下可以实现更大的刚度, 加强 约束, 实现轻量化。 In the embodiment, the connecting body and the wheel body are rolled and formed together, the bonding material is omitted, the joint strength and rigidity are large, and the restraining structure is not easy to fall off, and is safe and reliable. As shown in FIG. 9, the vibration damping wheel of the present invention is different from the seventh embodiment in that, in order to increase the rigidity of the binding body, the binding body adopts an aluminum rib plate 3a, a honeycomb plate 3b, and a flat plate 3c to form an integrated sandwich structure. . The sandwich structure can achieve greater stiffness with the same amount of material, strengthen the constraints, and achieve weight reduction.
实施例 9 Example 9
如图 10、 图 11所示,本实施例与实施例 1的区别在于, 附加在车轮本 体 1上的由连接体 4、阻尼体 2、约束体 3构成的约束阻尼结构设置有二层, 并通过防松螺栓(图中未示出) 固定在车轮本体上。 由于这种结构进一步 扩大了阻尼材料承受剪切力的实际工作面积, 因此其减振降噪性能更为明 显。 As shown in FIG. 10 and FIG. 11, the difference between the present embodiment and the first embodiment is that the constraining damping structure composed of the connecting body 4, the damping body 2, and the restraining body 3 attached to the wheel body 1 is provided with two layers, and It is fixed to the wheel body by a lock bolt (not shown). Since this structure further enlarges the actual working area of the damping material subjected to the shearing force, the vibration and noise reduction performance is more remarkable.
基于本实施例的发明精神, 设置在车轮本体的约束阻尼结构还可以超 过二层。 Based on the inventive spirit of the embodiment, the constrained damping structure provided on the wheel body can also exceed two layers.
实施例 10 Example 10
如图 12所示,本实施例与实施例 9的区别在于将位于二层约束阻尼结 构中间的连接体和约束体集成为一体, 形成一种两侧均带有凸棱的中间约 束体 15。 这样可以筒化约束阻尼结构的联接工艺, 节省粘接材料, 并提高 ***强度。 As shown in Fig. 12, the present embodiment differs from the embodiment 9 in that the connecting body and the restraining body located in the middle of the two-layer constrained damping structure are integrated to form an intermediate restraint body 15 having ribs on both sides. This can reduce the joining process of the constrained damping structure, save the bonding material, and increase the strength of the system.
实施例 11 Example 11
如图 13所示,本实施例与实施例 9的区別在于相邻约束阻尼结构层的 凸棱方向由相互平行设置改为相互垂直设置。 即靠近车轮本体 1一侧约束 阻尼结构层的凸棱方向为环向设置, 外侧约束阻尼结构层的凸棱方向为径 向设置。 As shown in Fig. 13, the difference between this embodiment and the embodiment 9 is that the rib directions of the adjacent constrained damping structure layers are changed from being arranged in parallel to each other to be perpendicular to each other. That is, the direction of the rib of the damping structure layer is arranged close to the wheel body 1 side, and the direction of the rib of the outer constraining damping structure layer is set radially.
通过这种变化可以同时有效抑制被约束阻尼结构层覆盖的轮体辐板在 径向和环向的弯曲或扭曲振动变形。 基于此原理, 也可以将设置在车轮两 侧的约束阻尼结构的凸棱方向设置成相互垂直的形式, 即一侧沿环向另一 侧沿径向设置, 无论是单层或者多层, 也都能起到很好的效果。 By this change, the radial or circumferential bending or torsional vibration deformation of the wheel web covered by the constrained damping structure layer can be effectively suppressed at the same time. Based on this principle, the rib directions of the constrained damping structures disposed on both sides of the wheel can also be arranged in a mutually perpendicular form, that is, one side is disposed radially along the other side of the ring, whether it is a single layer or multiple layers, Can have a very good effect.
实施例 12 Example 12
如图 14所示的本发明減振车轮, 在车轮本体 1上固定设置有挡缘 16 , 利用挡缘与车轮表面形成的卡槽将连接体 4、阻尼体 2及约束体 3构成的约 束阻尼结构牢牢地固定在车轮本体表面。 其中一段约束阻尼结构的凸棱垂
直于轮沿内侧, 沿环向延伸; 另一段约束阻尼结构的凸棱垂直于车轮辐板, 沿环向延伸, 且只布置到轮辐侧面的中部或者 2/ 3处。 这种布置方式当轮 重被限制的较严时, 可以获得最好的效果。 As shown in FIG. 14, the damping wheel of the present invention is fixedly disposed on the wheel body 1 with a retaining edge 16 for restraining damping of the connecting body 4, the damping body 2 and the restraining body 3 by using a retaining groove formed on the wheel surface. The structure is firmly fixed to the surface of the wheel body. a rib of a constrained damping structure Straight to the inside of the wheel, extending along the hoop; the other rib of the constraining damping structure is perpendicular to the wheel web, extends in the hoop direction, and is only disposed to the middle or 2/3 of the side of the spoke. This arrangement achieves the best results when the wheel weight is limited.
实施例 13 Example 13
如图 I 5、 图 16所示, 在制作车轮本体 1时在其上直接加工出凸缘 17 , 利用轧制出瓦楞状凸棱的薄钢板作为连接体 4和约束体 3 ,将铅锡合金作为 阻尼体 2设置在连接体 4和约束体 3之间的空隙内,并将两者连接在一起。 利用瓦楞板材良好的弹性变形能力, 施加压力将上述约束阻尼结构压入凸 缘 17内, 与车轮本体紧紧靠在一起, 为保证紧密连接, 还可以在连接体 4 与车轮本体 1接触表面刷上高强度阻尼材料, 使两者连接更牢固。 同时, 在连接体 4的瓦楞空腔内填充发泡材料 9以进一步吸收振动噪声。 As shown in FIG. 1 and FIG. 16, when the wheel body 1 is manufactured, the flange 17 is directly processed thereon, and the thin steel plate which is rolled with corrugated ribs is used as the connecting body 4 and the restraining body 3, and the lead-tin alloy is used. The damping body 2 is disposed in the gap between the connecting body 4 and the restraining body 3, and connects the two together. By using the good elastic deformation ability of the corrugated board, the above-mentioned constrained damping structure is pressed into the flange 17 and pressed tightly with the wheel body. To ensure the tight connection, the contact surface of the connecting body 4 and the wheel body 1 can also be brushed. High-strength damping material for a stronger connection between the two. At the same time, the foamed material 9 is filled in the corrugated cavity of the connecting body 4 to further absorb vibration noise.
这种结构可以 100%的防止脱落, 十分安全可靠。 为加强约束结构的刚 度, 也可以在约束体瓦楞板的外侧再附一层平板, 并利用电阻焊或高强度 阻尼材料将两者联成一体。 This structure is 100% resistant to falling off and is very safe and reliable. In order to strengthen the rigidity of the restraint structure, a flat plate may be attached to the outer side of the restraining body corrugated board, and the two may be integrated by electric resistance welding or high-strength damping material.
本实施例采用钢板作为连接体和约束体,可以大批量冲压或辊压成形, 成本低, 联接刚度和约束刚度大, 因此阻尼也较高。 In this embodiment, the steel plate is used as the connecting body and the restraining body, and the stamping or rolling forming can be performed in large quantities, the cost is low, the joint rigidity and the restraining rigidity are large, and thus the damping is also high.
实施例 14 Example 14
如图 18所示, 为强化整个车轮本体的抗振动、 抗变形能力, 在环向设 置的由连接体 4、 且尼体 2和约束体 3构成的约束阻尼结构中,交叉设置径 向的由连接体 4a、 阻尼体 2a和约束体 3a构成的辅助约束阻尼结构。 将约 束体 3和约束体 3a的凸棱焊连成一体, 使约束体凸棱始终保持连续。 As shown in FIG. 18, in order to strengthen the anti-vibration and anti-deformation ability of the entire wheel body, in the circumferentially arranged constrained damping structure composed of the connecting body 4, the nibble body 2 and the restraining body 3, the radial setting is crossed. The auxiliary constraining damping structure composed of the connecting body 4a, the damping body 2a, and the restraining body 3a. The ribs of the bundle body 3 and the restraining body 3a are welded together to keep the ribs of the restraint continuous.
在此类应用中, 为了保证约束体的刚度不大幅削弱, 约束体的环向及 径向凸棱优先保持连续, 让连接体的凸棱适当间断, 并在其连接体凸棱周 围填充阻尼材料。 In such applications, in order to ensure that the stiffness of the restraining body is not greatly weakened, the hoop and radial ribs of the constraining body are preferentially kept continuous, the ribs of the connecting body are properly interrupted, and the damping material is filled around the connecting body ribs. .
实施例 15 Example 15
如图 19所示, 车轮本体 1上一体化间断地设置有环向延伸的凸起, 该 凸起视为连接体 4 ,约束体 3为带有对应凹槽的圓盘,将约束体 3扣置在连 接体 4上,并在两者间配合间隙内设置阻尼体 2。利用车轮轮沿上设置的挡 缘(图中未示出)将约束体 3锁紧在车轮本体 1上。 As shown in FIG. 19, the wheel body 1 is integrally and intermittently provided with a circumferentially extending protrusion, which is regarded as a connecting body 4, and the binding body 3 is a disk with a corresponding groove, and the binding body 3 is buckled. It is placed on the connecting body 4, and the damping body 2 is disposed in the gap between the two. The restraining body 3 is locked to the wheel body 1 by means of a flange (not shown) provided on the wheel wheel.
在本例中, 约束体有环向延伸的凸棱, 也有径向的凸棱, 其径向的凸
棱可以做为加强筋 25使用, 使约束体的刚度增大, 并可以限制车轮径向的 振动。 需要指出的是, 这类加强筋也可以设置在约束体的外侧, 为美观起 见, 对于带有空腔的约束体, 可以将加强筋设置在空腔内, 也能起到很好 的效果。 In this example, the constraining body has a circumferentially extending rib, and also has a radial rib, its radial convexity. The ribs can be used as the ribs 25 to increase the rigidity of the restraint and limit the radial vibration of the wheel. It should be pointed out that such reinforcing ribs can also be arranged on the outer side of the restraining body. For the sake of aesthetics, for the restraining body with the cavity, the reinforcing rib can be arranged in the cavity, and the good effect can also be achieved.
实施例 16 Example 16
如图 20所示, 本实施例与实施例 15的主要区别在于, 连接体 4的延 伸方向为径向。本例所示约束体 3、阻尼体 2和连接体 4构成的约束阻尼结 构更适于同时控制车轮本体 1的径向振动。 As shown in Fig. 20, the main difference between this embodiment and the embodiment 15 is that the extending direction of the connecting body 4 is a radial direction. The constrained damping structure constituted by the restraining body 3, the damper body 2 and the connecting body 4 shown in this example is more suitable for simultaneously controlling the radial vibration of the wheel body 1.
在上述实施例中均以平板形式的车轮辐板进行说明 , 但本发明同样适 用于辐板为曲面的车轮,只需要将连接体或 /和约束体与车轮辐板的连接面 制作成与辐板曲面相应的形状即可。 在以上实施例中, 约束阻尼结构的凸 棱主要沿环向延伸, 其针对的是车轮的环向柱波振动模态, 当车轮的径向 振动模态也比较明显时, 最好采取实施例 11、 实施例 14或实施例 16的方 式, 减振效果更为显著。 In the above embodiments, the wheel webs in the form of flat plates are described. However, the present invention is equally applicable to the wheels with curved surfaces, and it is only necessary to make the connecting surface of the connecting body or/and the binding body and the wheel web into a spoke. The corresponding shape of the plate surface can be. In the above embodiment, the rib of the constrained damping structure extends mainly in the circumferential direction, and is directed to the circumferential cylindrical wave vibration mode of the wheel. When the radial vibration mode of the wheel is also relatively obvious, it is preferable to adopt an embodiment. 11. In the embodiment 14 or the embodiment 16, the vibration damping effect is more remarkable.
本发明减振车轮结构筒单, 减振降噪效果好, 使用寿命长, 经济与环 保效应俱佳, 可以广泛应用于铁路、 地铁、 城市铁路, 高架轻轨、 高速铁 路等轨道上运行的车辆。
The vibration damping wheel structure of the invention has the advantages of good vibration and noise reduction, long service life, good economic and environmental protection effects, and can be widely applied to vehicles running on rails, subways, urban railways, elevated light rails, high-speed railways and the like.
Claims
1、 一种减振车轮, 包括车轮本体, 其特征在于车轮本体的非工作面上 固定设置带有凸棱或凸凹结构的连接体, 与连接体对应设置的约束体内表 面有凸棱或凹 A结构, 阻尼体设置在连接体与约束体之间或设置在连接体、 车轮本体与约束体之间。 A vibration-damping wheel, comprising a wheel body, characterized in that a connecting body with a rib or a convex-concave structure is fixedly disposed on a non-working surface of the wheel body, and the inner surface of the restraining body corresponding to the connecting body has a rib or a concave A The structure, the damping body is disposed between the connecting body and the binding body or between the connecting body, the wheel body and the binding body.
2、 根据权利要求 1所述的减振车轮, 其特征在于阻尼体在连接体与约 束体之间连续或间隔设置, 阻尼体的材料为固体阻尼材料或液体阻尼材料, 约束体的材料刚度大于阻尼材料的刚度。 2. The vibration-damping wheel according to claim 1, wherein the damping body is continuously or spaced apart between the connecting body and the binding body, and the material of the damping body is a solid damping material or a liquid damping material, and the material stiffness of the binding body is greater than The stiffness of the damping material.
3、 根据权利要求 2所述的减振车轮, 其特征在于阻尼体在各凸凹结构 表面法向上的厚度小于其它方向尺寸, 阻尼体的单个侧面总面积大于其覆 盖的车轮表面积。 3. A vibration-damping wheel according to claim 2, wherein the damping body has a thickness in the normal direction of the convex-concave structure surface that is smaller than the other direction, and the total area of the single side of the damping body is larger than the surface area of the covered wheel.
4、 根据权利要求 1所述的减振车轮, 其特征在于凸棱或凸凹结构的延 伸方向大致垂直于车轮本体的主要弯曲振形的弯曲波峰, 优选地沿车轮侧 面环向或 /和径向设置。 4. A vibration-damping wheel according to claim 1 wherein the rib or projection structure extends in a direction substantially perpendicular to the bending peak of the main curved undulation of the wheel body, preferably circumferentially or/and radially along the side of the wheel. Settings.
5、 根据权利要求 4所述的减振车轮, 其特征在于凸棱或凸凹结构中的 凸起部分或凹槽部分的横截面形状为弧形、 梯形、 三角形、 矩形、 T形、 L 形、 拱门形、 瓦棱形或波浪形。 5. The vibration-damping wheel according to claim 4, wherein the convex portion or the concave portion of the rib structure has a cross-sectional shape of an arc shape, a trapezoidal shape, a triangular shape, a rectangular shape, a T shape, and an L shape. Arched, tiled or wavy.
6、 根据权利要求 1所述的减振车轮,其特征在于连接体或 /和约束体上 设有空腔或三明治结构, 空腔内设有阻尼材料、 吸声材料、 发泡材料、 高 比重材料或其构成的散料, 或在空腔壁上设有小孔。 6. The vibration-damping wheel according to claim 1, wherein the connecting body or/and the restraining body are provided with a cavity or a sandwich structure, and the cavity is provided with a damping material, a sound absorbing material, a foaming material, and a high specific gravity. The material or the bulk material of its composition, or a small hole in the cavity wall.
7、 根据权利要求 1所述的减振车轮, 其特征在于连接体和车轮本体为 一体结构。 7. The vibration-damping wheel according to claim 1, wherein the connecting body and the wheel body are of a unitary structure.
8、 根据权利要求 1所述的减振车轮, 其特征在于由连接体、 阻尼体及 约束体构成的约束阻尼结构设置在车轮本体的一侧或两侧, 并可以设置多 层, 不同约束阻尼结构中约束结构的凸棱延伸方向相互平行或垂直设置。 8. The vibration-damping wheel according to claim 1, wherein the constraining damping structure composed of the connecting body, the damping body and the restraining body is disposed on one side or both sides of the wheel body, and may be provided with multiple layers and different constraint damping. The rib extension directions of the constraining structures in the structure are arranged parallel or perpendicular to each other.
9、 根据权利要求 8所述的减振车轮, 其特征在于在同一层内约束体上 相邻凸棱间设置加强筋或在同一层内交叉设置凸棱延伸方向相互交叉的不 同约束阻尼结构, 优选地约束体的凸棱连续设置。 9. The vibration-damping wheel according to claim 8, wherein a reinforcing rib is disposed between adjacent ribs on the constraining body in the same layer or a different constraining damping structure in which the rib extending direction intersects in the same layer. Preferably, the ribs of the restraining body are arranged continuously.
10、 4艮据权利要求 8所述的减振车轮,其特征在于约束结构通过紧固
件、 铆栓、 弹性卡夹锁紧在车轮本体上, 或通过车轮上的卡槽或挡缘将约 束结构锁定在车轮本体上, 或通过粘接剂或阻尼材料将约束结构与车轮本 体表面牢固地粘接。
10. The vibration-damping wheel according to claim 8, wherein the restraining structure is fastened The piece, the stud bolt, the elastic clip are locked on the wheel body, or the restraining structure is locked on the wheel body by a slot or a retaining edge on the wheel, or the restraining structure and the wheel body surface are firmly fixed by an adhesive or a damping material. Ground bonding.
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CNB2006100483178A CN100544972C (en) | 2006-09-21 | 2006-09-21 | Damping wheel |
CN200610048317.8 | 2006-09-21 |
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WO2008043248A1 true WO2008043248A1 (en) | 2008-04-17 |
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CN110941879A (en) * | 2019-11-25 | 2020-03-31 | 上海理工大学 | Sandwich damping composite structure topology optimization design method considering connectivity |
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CN101101038B (en) * | 2006-07-06 | 2011-03-23 | 尹学军 | Damping structure and composite material |
DE102010053218B9 (en) * | 2010-12-03 | 2014-04-17 | Bochumer Verein Verkehrstechnik Gmbh | A rail |
CN104989761B (en) * | 2015-07-09 | 2018-01-02 | 北京电力自动化设备有限公司 | A kind of elastic support structure |
CN104972827A (en) * | 2015-07-13 | 2015-10-14 | 西南交通大学 | Train damping wheel |
CN109624599B (en) * | 2018-11-28 | 2021-09-03 | 西安工业大学 | Anti-failure elastic wheel for rail transit |
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WO1995020499A1 (en) * | 1994-01-29 | 1995-08-03 | Vsg Verkehrstechnik Gmbh | Rubber-sprung rail-vehicle wheel |
CN1603143A (en) * | 2003-09-30 | 2005-04-06 | 尹学军 | Vehicle wheel |
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FR1126819A (en) * | 1954-07-06 | 1956-12-03 | Gomma Antivibranti Applic | Improvements to elastic wheels |
FR2043641A2 (en) * | 1969-05-23 | 1971-02-19 | Kloeckner Werke Ag | |
US4635990A (en) * | 1982-07-07 | 1987-01-13 | Voroshilovgradsky Mashinostroitelny Institut | Resilient wheel of a railway car |
WO1994015801A1 (en) * | 1993-01-12 | 1994-07-21 | Hermann Ortwein | Rail wheel with resilient elements |
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CN1931611A (en) | 2007-03-21 |
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