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WO2005072988A1 - Roue - Google Patents

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Publication number
WO2005072988A1
WO2005072988A1 PCT/CN2004/001122 CN2004001122W WO2005072988A1 WO 2005072988 A1 WO2005072988 A1 WO 2005072988A1 CN 2004001122 W CN2004001122 W CN 2004001122W WO 2005072988 A1 WO2005072988 A1 WO 2005072988A1
Authority
WO
WIPO (PCT)
Prior art keywords
damping
wheel
damping material
solid
wheel according
Prior art date
Application number
PCT/CN2004/001122
Other languages
English (en)
French (fr)
Inventor
Xuejun Yin
Original Assignee
Xuejun Yin
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Xuejun Yin filed Critical Xuejun Yin
Publication of WO2005072988A1 publication Critical patent/WO2005072988A1/zh

Links

Classifications

    • 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
    • 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
    • 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
    • B60B17/0027—Resilient wheels, e.g. resilient hubs
    • B60B17/0031—Resilient wheels, e.g. resilient hubs using springs
    • B60B17/0034—Resilient wheels, e.g. resilient hubs using springs of rubber or other non-metallic material
    • 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
    • B60B17/0027—Resilient wheels, e.g. resilient hubs
    • B60B17/0031—Resilient wheels, e.g. resilient hubs using springs
    • B60B17/0034—Resilient wheels, e.g. resilient hubs using springs of rubber or other non-metallic material
    • B60B17/0048—Resilient wheels, e.g. resilient hubs using springs of rubber or other non-metallic material pair of elements arranged in V-form
    • 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
    • B60B17/0055—Wheels characterised by rail-engaging elements with non-elastic tyres (e.g. of particular profile or composition)
    • B60B17/0058—Wheels characterised by rail-engaging elements with non-elastic tyres (e.g. of particular profile or composition) characterised by their fixing to wheel bodies
    • 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

Definitions

  • the invention belongs to a railway vehicle, and particularly relates to a vehicle wheel running on rails such as railways, subways, urban railways, elevated light rails, and high-speed railways. Background technique
  • vibration is mainly transmitted to the track bed through track contact, and then to the foundation or tunnel wall or bridge to bridge pier through the track bed, and then transmitted to the surrounding buildings through the soil to generate vibration and solid sound transmission in the building.
  • Noise is divided into primary noise and secondary noise.
  • the primary noise includes the noise of the vehicle itself, especially the wheel vibration, the noise from track contact and track vibration;
  • the secondary noise refers to the noise caused by the vibration of the track bed, tunnel wall, bridge structure, etc. propagating along the solid.
  • the object of the present invention is to overcome the above-mentioned drawbacks and provide a wheel that significantly increases the damping of the wheel, thereby being able to effectively absorb the vibration energy of the wheel.
  • the present invention is implemented in such a manner that it includes a wheel body, which is composed of spokes, a rim, and the like.
  • a damping body made of a damping material is provided on at least a part of the non-working surface of the wheel body.
  • the damping material referred to in the present invention is different from ordinary elastic materials or lead which has a relatively large plastic damping only during large deformation. It includes any material that can provide sufficient damping, divided into solid damping materials and liquid damping materials.
  • Solid damping materials include viscoelastic and viscoplastic polymer materials, such as rubber with higher damping, high damping polyurethane, and superplasticity. Silicone rubber, asphalt rubber, and solid modified damp-based asphalt-based materials at working temperature, etc. These damping materials have higher damping ratios; liquid damping materials include viscous liquids with higher viscosity, such as silicone oil, and working fluids. Modified asphalt that is viscous at temperature.
  • the damping material of the present invention also includes the above-mentioned damping material as a matrix and materials with other fillers added, such as adding short fibers, mica powder, etc. to increase the intrinsic damping of the damping material, adding rubber powder to increase the elasticity of the material, and adding metal fibers. Can increase the thermal conductivity of the material.
  • the damping body referred to in the present invention refers to at least one layer of solid damping material disposed on the non-working surface of the wheel body, and symmetrically disposed on both sides of the wheel body is a preferred solution; the solid damping material can be chemically bonded and hot melted. Bonding, vulcanizing, pouring, clamping, spraying and coating are combined with the track body as a whole.
  • damping body refers to a material having a stiffness greater than that of a damping junction provided on a non-working surface of a wheel body, and symmetrically disposed on both sides of the wheel body is a preferred solution.
  • a kind of damping structure in this kind of damping body has a constraining body in the shape of a plate, and its edges are hermetically connected to the wheel body, such as welding, to form a closed cavity, and a solid damping material is located in the cavity.
  • the damping structure is composed of at least one layer of solid damping material and a plate-shaped restraint body, and the plate-shaped restraint body fixes the solid damping material to the wheel through a fastener that penetrates the spoke On the body, the fastener may be a bolt.
  • Another type of damping structure in this kind of damping body has a constraining body in the shape of a plate, and its edges are hermetically connected to the wheel body to form a closed cavity. The liquid damping material is located in this cavity, and the sealed connection can be welded.
  • Another type of damping structure in this kind of damping body is composed of at least one layer of solid damping material and a restraining body with a closed chamber.
  • the edge of the restraining body is connected to the wheel body in a sealed manner, such as welding.
  • the chamber is filled with a liquid damping material.
  • routing members can be arranged at intervals in the chamber.
  • the distance members are blocks, grids, and grids that connect the two walls of the chamber.
  • the strips, or the protrusions of the restraint body itself, are from the perspective of damping effect and sealing safety, a grid-like or strip-shaped distance piece capable of dividing the cavity in which the damping body is located is the preferred solution.
  • the fixed distance parts are preferably solid damping materials.
  • the damping material exerts pressure on the restraining body under its action.
  • the connection strength of the distance piece needs to be fully considered as the restraining body.
  • the convex distance piece should be welded with the wheel body as a whole.
  • the above-mentioned damping body may be a whole, or may be a plurality, especially a plurality of the same size, which are distributed on each side of the spoke.
  • solid damping materials can also be self-adhesive, chemically bonded, hot-melt bonded, vulcanized, poured, clamped, sprayed, and coated. The way is connected with the track body or restraint body.
  • a solid damping material may be provided at the same time or separately between the connection surfaces of the split components; and a heat dissipation channel may be provided on the damping body between the connection surfaces of the split components.
  • the beneficial effects of the present invention are: after the wheel adopts the above-mentioned damping structure, the vibration of the wheel when the train is running forces the shear-based deformation generated by the damping body, and the damping body generates resistance opposite to the deformation direction due to its damping characteristic, and the wheel ’s
  • the vibration energy is converted into thermal energy, which effectively reduces the vibration generated by the wheels. Since vibration is the source of noise, the noise is also greatly reduced, especially the primary noise that is difficult to eliminate by ordinary methods, which reduces the impact on surrounding buildings and residents during the train operation. Impact.
  • This damping vibration damping has a good vibration damping effect for various frequencies, that is, a wide-band vibration damping effect.
  • the vibration energy of the train is effectively absorbed by the damping material, which improves the service life of the wheels and tracks and the comfort of the train.
  • FIG. 1 is one of the structural schematic diagrams of the present invention
  • FIG. 2 is the second schematic structural diagram of the present invention.
  • FIG. 3 is the third structural diagram of the present invention.
  • FIG. 4 is a fourth structural diagram of the present invention.
  • FIG. 6 is a sixth schematic diagram of the structure of the present invention.
  • FIG. 8 is a sectional view taken along A-A of FIG. 6;
  • Fig. 9 is a sectional view taken along the line B-B in Fig. 7;
  • FIG. 10 is a view in the direction of the arrow K in FIG. 4;
  • FIG. 11 is the eighth schematic diagram of the structure of the present invention.
  • FIG. 13 is a tenth schematic diagram of the structure of the present invention.
  • 11 is the spoke
  • 12 is the rim
  • 21 is a solid damping material
  • 22 is a liquid damping material
  • 3 is a restraining body
  • 4 is a fixed distance member
  • 5 is a bolt
  • 6 is a disc spring
  • 7 is a pressure ring
  • 8 Is a damping coating
  • 9 is a pressure plate
  • 10 is a heat dissipation channel.
  • a wheel of the present invention includes a wheel body, which is composed of spokes 11, rims 12, and the like.
  • a damping body made of a damping material is provided on at least a part of the non-working surface of the wheel body, and the damping body is a layer of solid damping.
  • the solid damping material may specifically be a damping rubber, which may be integrated with the track body through vulcanization, bonding, and the like.
  • the vibration generated by the wheel forces the shear-based deformation of the damping body.
  • the damping body generates resistance opposite to the deformation direction due to its damping characteristics, and converts the vibration energy of the wheel.
  • Thermal energy effectively reduces the vibration generated by the wheels. Since vibration is the source of noise, the noise is also greatly reduced, especially the primary noise, which is difficult to control by ordinary methods, and reduces the impact on surrounding buildings and residents during the train operation.
  • This damping vibration damping has a good vibration damping effect for various frequencies, that is, a wide-band vibration damping effect.
  • due to the vibration energy of the train The amount is effectively absorbed by the damping material, which improves the service life of wheels and tracks and the comfort of train operation.
  • the damping body is a damping structure symmetrically disposed on both sides of the wheel body.
  • the damping structure is composed of a solid damping material 21 and a restraining body 3 in order from the inside to the outside.
  • the damping material can be a damping modified asphalt that is solid at normal temperature as a base, and is made of rubber powder, talc, mica powder, etc., and a layer of high-strength fiber mesh is embedded in the middle to make a damping coil. Asphalt damping coil.
  • the solid damping material is a viscoelastic solid at normal temperature, and is a viscous liquid after heating.
  • the restraint body 3 is usually a relatively rigid aluminum plate, color steel plate or stainless steel plate, which is bent or rolled into a profile with a cross section close to the spokes, or an engineering plastic extruded profile, that is, a restraint plate.
  • the solid damping material 21 modifies the asphalt damping coil material to make a damping structure, and then is directly welded and bonded on both sides of the non-working surface spoke 11 of the wheel body.
  • a plurality of protrusions are provided on the restraint body, and the protrusions are integrated with the wheel by welding.
  • the damping structure is composed of at least one layer of solid damping material 21 and a plate-shaped restraint 3, and the damping structure is integrally arranged on both sides of the spokes 1 1 in a ring shape.
  • the plate-shaped restraint body 3 fixes the solid damping material 21 on the wheel body by bolts 5 penetrating the spokes.
  • a disc spring 6 is arranged under the bolt, which can prevent the loosening of the bolt 5 and equalize the tightening pressure.
  • This connection method can make the damping body difficult to fall off when the wheel runs at high speed, and ensure the safety of use.
  • the damping structure has a plurality of the same size, and is fixed uniformly on each side of the spokes 11 respectively.
  • the damping structure may be circular as shown in the figure, or may be a symmetrical structure such as a sector.
  • the damping structure is a liquid damping material 22.
  • This example is a damped modified asphalt that is liquid at normal temperature.
  • a distance piece may not be provided in the cavity.
  • the spacers 4 should be arranged at intervals in the sealed chamber.
  • the distance piece 4 may also be a protrusion of the restraint body 3 itself, and the protrusion is welded with the wheel body as a whole. Compared with the solid damping material and the liquid damping material, they are the same damping material, but the damping effect of the two on the wheel is different.
  • the specific performance is as follows:
  • the solid damping material and the metal plate can be connected by means of paste, vulcanization, etc.
  • the damping material may be detached from the wheel body, which reduces the damping effect, and the liquid damping material does not exist.
  • the problem is that only the seal is required, in case the leakage is progressive, there is an early warning. Time is therefore easy to find.
  • the elastic gradient of the liquid damping material and steel is greater, the elastic resistance to vibration transmission is greater, and the vibration reduction effect is better.
  • the damping structure is composed of a layer of solid damping material 21 and a restraint body 3 with a closed chamber.
  • the solid damping material is thermally adhered to the wheel body and the restraint body, and the edges of the restraint body 3 are welded to the wheel.
  • the chamber is filled with a liquid damping material 22, which is silicone oil in this example; and there are multiple closed chambers in the restraint body, which are uniformly fan-shapedly distributed on both sides of the spokes.
  • this example is provided with both a solid damping material in the inner layer and a liquid damping material sandwiched between the damping structure, making full use of the advantages of the two damping materials and improving the damping effect.
  • the damping structure is two sides of a spoke that is arranged in a ring shape as a whole.
  • a circular distance piece 4 can be provided in the space containing the liquid damping material, and the distance pieces are mutually solid solid damping materials.
  • the distance piece and the restraint body are connected by hot-melt bonding or chemical bonding.
  • the wheel body is divided into two inner and outer ring portions along the circumferential direction in the rim portion, and the connection surface is tapered.
  • the two parts of the wheel body are fixed by bolts 5 and pressure rings 7.
  • a layer of solid damping material 21 is hot-melted on the outer surface of the inner ring portion of the split wheel; at the same time, a solid damping material 21 is provided between the joint surfaces of the inner and outer ring portions of the split wheel.
  • Block this example is a damping rubber, which is embedded in the corresponding tapered IHJ groove between the connection surfaces and the compression ring 7 is pressed by the locking bolt 5 to press and fix the solid damping material; on the outer ring of the split wheel Part of the non-working surface is sprayed with a damping coating 8 which acts as a damper. Since the damping body is pressed and sheared to generate heat, a heat dissipation channel is provided on the solid damping material 21 between the joint surfaces.
  • the channel may be a plurality of ventilation and heat sinks 10 provided inside or on the surface of the damping body and on the wheel body. , Use the wind generated by the wheels to remove the heat.
  • the wheel body is radially divided into two inner and outer ring portions at the spoke 11 portion, and the two portions of the wheel body are fixed by bolts 5.
  • a solid damping material 21 is provided between the connecting surfaces of the inner and outer ring portions of the split wheel, while a solid damping material 21 and a damping coating 8 are set on the other non-working surfaces of the split wheel, and a ring-shaped constraint is provided on the outside of the solid damping material 21
  • the plate 3 is pressed by the inner and outer ring portions of the wheel body.
  • a heat dissipation channel is provided on the solid damping material 21 between the connecting surfaces along the axial, radial, or other trajectory suitable for the direction of gas flow.
  • the bolt 5 is preferentially a thin rod bolt with a low bending stiffness, or a ball washer is used at the nut, which can prevent excessive radial load from being shunted.
  • the wheel body is divided into two inner and outer ring portions in the radial direction at the spoke 11 part, and the two parts of the split body are fixed by bolts 5 and pressure plates 9.
  • a solid damping material 21 is provided between the connecting surfaces of the inner and outer annular portions of the split wheel and between the split member and the pressure plate 9, and a solid damping material 21 and a damping coating 8 are set on other non-working surfaces of the split wheel .
  • a heat dissipation channel is provided on the solid damping material 21 between the connection surfaces along an axial, radial, or other trajectory suitable for the direction of gas flow.
  • the pressure plate 9 is detachably connected to the other two separate parts, and its inner diameter surface and its mating surface are fitted with a precise clearance. Compared to Example 9, both sides of the spokes of this example are completely clamped by a solid damping material. Not only is the load evenly distributed, but the damping effect is better.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Vibration Prevention Devices (AREA)
  • Laminated Bodies (AREA)

Description

车 轮 技术领域
本发明属于铁路车辆， 尤其是涉及一种在铁路、 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
随着交通技术的现代化发展， 地铁和高架轻轨等城市轨道交通越来越 多， 在给城市居民带来方便的同时， 也给沿线居民带来了不同程度的振动 和噪声干扰。 根据目前的理论和实践， 振动主要通过轨道接触传递到道床， 再通过道床传递到地基或隧道壁或桥梁至桥墩， 再通过土壤传播到周围建 筑中， 在建筑物内产生振动和固体传声， 形成干扰。 噪声分为一次噪声和 二次噪声。 一次噪声包括车辆本身尤其是车轮振动产生的噪声、 轨道接触 和轨道振动发出的噪声； 二次噪声是指道床、 隧道壁、 桥梁结构等因振动 沿固体传播而激发出的噪声。 根据上述认识， 世界各国陆续开发出了各式 各样的减振降噪措施， 例如用隔声屏来吸收隔离噪音， 用各式各样弹性扣 件和道床型式来控制振动和噪声， 比较著名的例如科隆蛋、 弹性套靴、 浮 置板等。申请号为 93232580的中国实用新型专利所公开的即是这一类方案。 然而， 这种结构并不能降低声源的发声强度， 只是被动地吸收和隔离车辆 和轨道发出的一次噪声， 隔声效果与方位和距离有关。
普通铁路和高速铁路除了在市区内存在同样的振动和噪声问题外， 还 由于其轴重大、 车速高， 车轮振动大， 车轮的磨损问题非常严重， 例如在 曲线段的轮沿和轮侧磨损。 这些磨损增大以后， 就会影响列车运行舒适性 和安全性， 因此， 必须进行修复， 如磨轨、 更换车轮或轮箍， 因而增加了 列车运行成本。
就目前的技术而言， 还没有经济、 有效的方法从振动的源头来解决车 轮振动、 车轮一次噪声和车轮磨损问题。 根据结构力学， 增大结构的阻尼 能有效吸收结构振动能量， 抑制结构振动。 车轮和钢轨都是低阻尼结构， 极易振动和发声。 但车轮是高速滚动的部件， 钢轨是很长的连续体， 两者 形状都相对复杂， 附近可利用空间狭小， 且强度和受力都很大， 一般的弹 性材料如普通橡胶和在弹性区工作的金属铅都不能提供足够的有效的阻 尼。 这种情况导致了车轮振动、 车轮一次噪声和车轮磨损等技术问题长期 困扰着本领域的技术人员而无法解决。 发明内容
本发明的目的在于克服上述缺陷， 提供一种显著增大车轮的阻尼， 从 而能够有效吸收车轮振动能量的车轮。
本发明是这样实现的， 它包括车轮本体， 其是由轮辐、 轮缘等组成， 在车轮本体至少部分非工作表面上设置由阻尼材料构成的阻尼体。
本发明所说的阻尼材料， 有别于一般的弹性材料或仅在大变形时有较 大塑性阻尼的铅。 它包括任何能够提供足够阻尼的材料， 分固体阻尼材料 和液体阻尼材料两大类， 固体阻尼材料包括粘弹性和粘塑性的高分子材料， 如具有较高阻尼的橡胶、 高阻尼聚氨酯、 超塑性硅氧橡胶， 沥青橡胶、 及 工作温度下呈固态的阻尼改性沥青基材料等， 这些阻尼材料具有较高的阻 尼比； 液体阻尼材料包括具有较高粘度的粘滞液体， 例如硅油、 以及工作 温度下呈粘滞状态的改性沥青等。 本发明的阻尼材料还包括以上述阻尼材 料为基体、 添加有其它填充物的材料， 如添加短纤维、 云母粉等可以增大 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。
本发明所说的一种阻尼体， 是指设置在车轮本体非工作面的至少一层 固体阻尼材料， 其中对称设置在车轮本体两侧为优选方案； 固体阻尼材料 可以通过化学粘结、 热熔粘结、 硫化、 浇注、 夹持、 喷涂及涂覆等方式与 轨道本体联结为一体。
本发明所说的另一种阻尼体， 是指设置在车轮本体非工作面的阻尼结 刚度比阻尼材料大的材料， 其中对称设置在车轮本体两侧为优选方案。
这种阻尼体中的一种阻尼结构体， 其约束体呈板状， 其边缘密封连接 在车轮本体上， 比如焊接， 形成密闭腔室， 固体阻尼材料位于该腔室内。
这种阻尼体中的另一种阻尼结构体， 其阻尼结构体由至少一层固体阻 尼材料和板状约束体组成， 板状约束体通过穿透轮辐的紧固件将固体阻尼 材料固定在车轮本体上， 紧固件可以是螺栓。 这种阻尼体中的再一种阻尼结构体， 其约束体呈板状， 其边缘密封连 接在车轮本体上， 形成密闭腔室， 液体阻尼材料位于该腔室内， 密封连接 可以采用焊接。
这种阻尼体中的再一种阻尼结构体， 其阻尼结构体由至少一层固体阻 尼材料和带有密闭腔室的约束体组成， 约束体的边缘密封连接在车轮本体 上， 比如焊接， 其腔室内填充液体阻尼材料。
为了消除因液体阻尼材料的流动性所带来的腔室间距的不确定性， 可 以在腔室内间隔设置定路件， 定距件为联结腔室两壁的块状物、 网格状物、 条状物， 或者是约束体自身的凸起， 从阻尼效果和密封安全角度来讲， 能 够分割阻尼体所在腔室的网格状或条状定距件为优选方案。 为不影响阻尼 效果， 定距件优先选用固体阻尼材料。
由于车轮在高速运动中产生巨大的离心力， 阻尼材料受其作用向约束 体施加压力， 为了克服上述离心力的作用， 保证两壁之间的连接， 需要充 分考虑定距件的连接强度， 作为约束体自身凸起式的定距件应当与车轮本 体焊接为一体。
上述阻尼体可以是一个整体， 也可以是多个， 尤其是大小相同的多个， 其均勾分布在轮辐的每侧。
上述阻尼结构体与轨道本体的联结方式除了釆用螺栓式紧固外， 还可 以是固体阻尼材料通过自粘、 化学粘结、 热熔粘结、 硫化、 浇注、 夹持、 喷涂及涂覆等方式与轨道本体或者约束体联结。
当车轮本体为分体式时， 可以同时或分别在分体部件的联结面之间设 置固体阻尼材料； 而且可以在分体部件的联结面之间的阻尼体上设置散热 通道。
本发明的有益效果是： 车轮采用上述阻尼结构后， 列车运行时车轮的 振动强迫阻尼体产生的以剪切为主的变形， 阻尼体由于其阻尼特性产生与 变形方向相反的阻力， 将车轮的振动能量转化热能， 有效地降低了车轮所 产生的振动， 由于振动为噪声之源， 噪声也大幅降低， 尤其是一般方法很 难消除的一次噪声， 减轻了列车运行过程中对周围建筑物及居民的影响。 这种阻尼减振对于各种频率都有较好的减振效果， 即宽频带减振效果。 另 外由于列车的振动能量被阻尼材料有效吸收， 提高了车轮和轨道的使用寿 命及列车运行的舒适性。 附图说明
图 1是本发明的结构示意图之一；
图 2是本发明的结构示意图之二；
图 3是本发明的结构示意图之三；
图 4是本发明的结构示意图之四；
图 5是本发明的结构示意图之五；
图 6是本发明的结构示意图之六；
图 7是本发明的结构示意图之七；
图 8是图 6的 A-A剖视图；
图 9是图 7的 B-B剖视图；
图 10是图 4的 K向视图；
图 11是本发明的结构示意图之八；
图 12是本发明的结构示意图之九；
图 13是本发明的结构示意图之十；
图中， 11为轮辐， 12为轮缘； 21 为固体阻尼材料， 22为液体阻尼材 料； 3为约束体； 4为定距件； 5为螺栓； 6为碟簧； 7为压环； 8为阻尼涂 层； 9为压盘； 10为散热通道。 具体实施方式
实施例 1
参见图 1， 本发明的车轮它包括车轮本体， 其是由轮辐 11、 轮缘 12等 组成， 在车轮本体至少部分非工作表面上设置由阻尼材料构成的阻尼体， 阻尼体为一层固体阻尼材料 21。 固体阻尼材料具体可以是阻尼橡胶， 其可 以通过硫化、 粘结等方式与轨道本体联结为一体。
这种结构的车轮， 列车在运行时， 车轮所产生的振动， 强迫阻尼体产 生的以剪切为主的变形， 阻尼体由于其阻尼特性产生与变形方向相反的阻 力， 将车轮的振动能量转化热能， 有效地降低了车轮所产生的振动， 由于 振动为噪声之源， 噪声也大幅降低， 尤其是一般方法很难控制的一次噪声， 减轻了列车运行过程中对周围建筑物及居民的影响。 这种阻尼减振对于各 种频率都有较好的减振效果， 即宽频带减振效果。 另外由于列车的振动能 量被阻尼材料有效吸收， 提高了车轮和轨道的使用寿命及列车运行的舒适 性。
实施例 2
参见图 2， 阻尼体为对称设置在车轮本体两侧的阻尼结构体，该阻尼结 构体由内向外依次由固体阻尼材料 21和约束体 3构成。 阻尼材料可以是由 常温下呈固态的阻尼改性沥青为基体， 添加橡胶粉、 滑石粉、 云母粉等制 成的阻尼材料， 中间夹嵌一层高强纤维网制成阻尼卷材， 下称改性沥青阻 尼卷材。 该固体阻尼材料在常温下呈粘弹性固态， 加热后为粘稠液体。 约 束体 3 通常为刚度较大的铝板、 彩钢板或不锈钢板， 折弯或轧制成横截面 与轮辐相近的型材， 或工程塑料挤塑的型材， 亦即约束板， 热熔粘贴至少 一层固体阻尼材料 21改性沥青阻尼卷材， 制成阻尼结构体， 然后在车轮本 体的非工作面轮辐 11两侧直接焊接粘结。
为了克服离心力的作用， 在约束体上设置多个凸起， 该凸起与车轮焊 接为一体。
实施例 3
参见图 3 , 与实施例 2不同的是， 其阻尼结构体由至少一层固体阻尼材 料 21 和板状约束体 3组成， 该阻尼结构体为一整体呈环形设置在轮辐 1 1 的两侧， 板状约束体 3通过穿透轮辐的螺栓 5将固体阻尼材料 21固定在车 轮本体上。 同时在螺栓下设置碟簧 6 , 可以防止螺栓 5的松动和均衡紧固压 力。
这种连接方式， 可以使得阻尼体随车轮高速运转时不易脱落， 保证了 使用安全性。
实施例 4
参见图 4、 图 10 , 相对实施例 3而言， 该阻尼结构体有大小相同的多 个，分别均匀固定在轮辐 1 1的每一侧。该阻尼结构体可以如图所示呈圆形， 也可以是扇形等对称结构。
实施例 5
参见图 5 , 相对实施例 2而言， 阻尼结构体内为液体阻尼材料 22。 本例为在常温下呈液态的阻尼改性沥青， 当约束体刚度大时， 腔室内 可不设置定距件。 反之， 应当在密封腔室内间隔设置定距件 4。 定距件 4也 可以是约束体 3 自身的凸起， 该凸起与车轮本体焊接为一体。 固体阻尼材料和液体阻尼材料相比较， 同为阻尼材料， 但是两者用于 车轮的阻尼效果是有差异的， 具体表现为： 固体阻尼材料与金属板之间可 以通过粘贴、 硫化等方式联结， 但是随着使用时间的增长， 阻尼材料有可 能与车轮本体脱离， 这样就降低了阻尼效果， 而液体阻尼材料则不存在这 —问题， 只需做好密封， 万一泄漏也是渐进的， 有预警时间， 因此是容易 发现的。 另外， 液体阻尼材料与钢的弹性梯度更大， 对振动传递的弹性阻 抗更大， 减振效果更好。
实施例 6
参见图 6、 图 8 , 阻尼结构体由一层固体阻尼材料 21和带有密闭腔室 的约束体 3组成， 固体阻尼材料热粘在车轮本体和约束体上， 约束体 3的 边缘焊接在车轮本体上， 其腔室内填充液体阻尼材料 22， 本例为硅油； 而 且该约束体内的密闭腔室有多个， 呈扇形均匀分布在轮辐的两侧。
在隔振效果方面， 相对前述实施例， 本例同时设置了内层的固体阻尼 材料和阻尼结构体夹层的液体阻尼材料， 充分利用了两种阻尼材料的优势， 提高了阻尼效果。
实施例 Ί
参见图 7、 图 9 , 相对实施例 6而言， 阻尼结构体为一个整体呈环形设 置的轮辐的两侧。 为了消除因液体阻尼材料的流动性所带来的腔室间距的 不确定性， 可以在包容液体阻尼材料的腔室内间隔设置圓形定距件 4 , 定距 件相互 距件为固体阻尼材料， 定距件与约束体通过热熔粘接或化学粘结方式 联接。
实施例 8
参见附图 11 ,车轮本体在轮缘部分沿圓周方向分为内外两个环形部分， 联结面呈锥形， 分体的两部分通过螺栓 5和压环 7固定。
同实施例 1 , 在分体车轮的内环部分的外表面热熔一层固体阻尼材料 21 ; 同时在分体车轮的内外环形部分的联结面之间设置固体阻尼材料 21 , 固体阻尼材料有两块， 此例为阻尼橡胶， 其嵌入联结面之间与其对应的锥 形 IHJ槽内， 由锁紧螺栓 5压紧压环 7， 从而将固体阻尼材料压紧固定； 在分 体车轮的外环部分的非工作表面喷涂起阻尼减振作用的阻尼涂层 8。 由于阻尼体被压给和剪切产生热量， 为此在联结面之间的固体阻尼材 料 21上设置散热通道， 该通道可以是设置在阻尼体内部或表面及车轮本体 上的若干通风散热槽 10, 利用车轮转动所产生的风将热量带走。
采用本发明， 在实施例 1 的阻尼减振效果基础上， 又由于在分体部件 的联结面之间设置了阻尼体， 从而使分体部件之间的振动传递转变为阻尼 体的压缩和剪切受力， 最终以热能的形式释放， 这样进一步降低了车轮的 振动， 使得噪声污染得到有效控制。 又由于在阻尼体及车轮本体上设置了 散热通道， 可以将阻尼体产生的热量有效排出， 避免了阻尼体过热失效或 者热膨胀过大损坏车轮， 保证了车轮的安全性。
实施例 9
参见图 12 , 车轮本体在轮辐 1 1部分沿径向分为内外两个环形部分， 分 体的两部分通过螺栓 5固定。
在分体车轮的内外环形部分的联结面之间设置固体阻尼材料 21 , 同时 在分体车轮的其他非工作面上设置固体阻尼材料 21和阻尼涂层 8 , 固体阻 尼材料 21的外部设置环形约束板 3 , 并分别由车轮本体的内外两个环形部 分压紧。
同实施例 8， 在联结面之间的固体阻尼材料 21上沿轴向、 径向或其他 适合气体流动方向的轨迹设置散热通道。
本例螺栓 5优先采用弯曲刚度较低的细杆螺栓， 或者在螺帽处采用球 形垫圈， 可以防止其分流过多的径向载荷。
实施例 10
参见附图 13 , 车轮本体在轮辐 1 1部分沿径向分为内外两个环形部分， 分体的两部分通过螺栓 5和压盘 9固定。
在分体车轮的内外环形部分的联结面之间以及分体部件与压盘 9之间 设置固体阻尼材料 21， 同时在分体车轮的其他非工作面上设置固体阻尼材 料 21和阻尼涂层 8。
同实施例 8 , 在联结面之间的固体阻尼材料 21上沿轴向、 径向或其他 适合气体流动方向的轨迹设置散热通道。
压盘 9相对另外两个分体部件而言是可拆卸式连接， 其内径表面与其 配合表面釆用精密间隙配合， 相对实施例 9 而言， 本例轮辐两侧完全由固 体阻尼材料夹持， 不仅受力均勾， 而且阻尼效果更好。

Claims

权 利 要 求 书
I. 一种车轮， 它包括车轮本体， 其是由轮辐、 轮缘等组成， 其特征在 于在车轮本体至少部分非工作表面上设置由阻尼材料构成的阻尼体。
2. 根据权利要求 1所述的车轮， 其特征在于阻尼体为设置在车轮本体 非工作面的至少一层固体阻尼材料。
3. 根据权利要求 1所述的车轮， 其特征在于阻尼体为设置在车轮本体 非工作面的阻尼结构体， 该阻尼结构体由内向外依次由阻尼材料和约束体 构成。
4. 根据权利要求 3所述的车轮， 其特征在于约束体呈板状， 其边缘密 封连接在车轮本体上， 形成密闭腔室， 固体阻尼材料或液体阻尼材料位于 该腔室内。
5. 根据权利要求 3所述的车轮， 其特征在于阻尼结构体由至少一层固 体阻尼材料和板状约束体组成， 板状约束体通过穿透轮辐的紧固件将固体 阻尼材料固定在车轮本体上。
6. 根据权利要求 3所述的车轮， 其特征在于阻尼结构体由至少一层固 体阻尼材料和带有密闭腔室的约束体组成， 约束体的边缘密封连接在车轮 本体上， 其腔室内填充液体阻尼材料。
7. 根据权利要求 4或者 6所述的车轮， 其特征在于密闭腔室内间隔设 置定距件， 定距件为联结腔室两壁的块状物、 网格状物、 条状物， 或者是 约束体自身的凸起， 定距件可以采用固体阻尼材料或者弹性材料。
8. 根据权利要求 1 ~ 6任一项所述的车轮， 其特征在于阻尼体有多个， 其均勾分布在轮辐的每侧。
9. 根据权利要求 1 ~ 6任一项所述的车轮，其特征在于固体阻尼材料通 过自粘、 化学粘结、 热熔粘结、 硫化、 浇注、 夹持、 喷涂及涂覆等方式与 车轮本体或者约束体联结。
10. 根据权利要求 1 ~ 6任一项所述的车轮， 其特征在于车轮本体为分 体式， 由阻尼材料构成的阻尼体设置在分体部件的联结面之间。
I I. 根据权利要求 10所述的车轮， 其特征在于在分体部件的联结面之 间的阻尼体上设置散热通道。
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