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WO2014202455A1 - Élément pour une roue de véhicule ferroviaire - Google Patents

Élément pour une roue de véhicule ferroviaire Download PDF

Info

Publication number
WO2014202455A1
WO2014202455A1 PCT/EP2014/062233 EP2014062233W WO2014202455A1 WO 2014202455 A1 WO2014202455 A1 WO 2014202455A1 EP 2014062233 W EP2014062233 W EP 2014062233W WO 2014202455 A1 WO2014202455 A1 WO 2014202455A1
Authority
WO
WIPO (PCT)
Prior art keywords
wheel
component
rail vehicle
tire
base body
Prior art date
Legal status (The legal status 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 status listed.)
Ceased
Application number
PCT/EP2014/062233
Other languages
German (de)
English (en)
Inventor
Armin Drechsler
Marc Brandl
Joachim Reihle
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
SGF Sueddeutsche Gelenkscheibenfabrik GmbH and Co KG
Original Assignee
SGF Sueddeutsche Gelenkscheibenfabrik GmbH and Co KG
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 SGF Sueddeutsche Gelenkscheibenfabrik GmbH and Co KG filed Critical SGF Sueddeutsche Gelenkscheibenfabrik GmbH and Co KG
Publication of WO2014202455A1 publication Critical patent/WO2014202455A1/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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
    • B60B17/0027—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
    • B60B17/0044—Resilient wheels, e.g. resilient hubs using springs of rubber or other non-metallic material single element 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
    • B60B17/0027—Resilient wheels, e.g. resilient hubs
    • B60B17/0031—Resilient wheels, e.g. resilient hubs using springs
    • 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
    • B60B17/0041—Resilient wheels, e.g. resilient hubs using springs of rubber or other non-metallic material of substantially rectangular cross section
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60B—VEHICLE WHEELS; CASTORS; AXLES FOR WHEELS OR CASTORS; INCREASING WHEEL ADHESION
    • B60B2360/00—Materials; Physical forms thereof
    • B60B2360/10—Metallic materials
    • B60B2360/102—Steel
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60B—VEHICLE WHEELS; CASTORS; AXLES FOR WHEELS OR CASTORS; INCREASING WHEEL ADHESION
    • B60B2360/00—Materials; Physical forms thereof
    • B60B2360/50—Rubbers
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60B—VEHICLE WHEELS; CASTORS; AXLES FOR WHEELS OR CASTORS; INCREASING WHEEL ADHESION
    • B60B2900/00—Purpose of invention
    • B60B2900/10—Reduction of
    • B60B2900/121—Resisting forces
    • B60B2900/1214—Resisting forces due to inertia
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60B—VEHICLE WHEELS; CASTORS; AXLES FOR WHEELS OR CASTORS; INCREASING WHEEL ADHESION
    • B60B2900/00—Purpose of invention
    • B60B2900/10—Reduction of
    • B60B2900/133—Noise
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/80—Technologies aiming to reduce greenhouse gasses emissions common to all road transportation technologies
    • Y02T10/86—Optimisation of rolling resistance, e.g. weight reduction 

Definitions

  • the present invention relates to a component, in particular a transmission element, for a rail vehicle wheel, which can be used for example in trams. Furthermore, the present invention relates to a wheel for a rail vehicle with such a component.
  • Wheels for rail vehicles i. for railways, subways and in particular for trams, all subject to the known problem that arise in the curve passage with such rail vehicle wheels unwanted noise emissions.
  • the wheels for rail vehicles known from the prior art "squeak" in tight turns, and such squeaking occurs in all railroad wheels known in the prior art, regardless of the type of wheel, and it is known that in certain operating situations a roar of individual wheels of rail vehicles may occur.
  • the rail vehicle wheels known from the prior art comprise at least one wheel body having the hub of the wheel and a wheel tire surrounding the wheel body. On the wheel tire, the flange is provided, which holds the wheel or the wheelset in the lane.
  • Rail vehicle wheels with such a construction are known, for example, from the documents EP 0 872 358 A1, DE 196 10 780 A1 and DE 2 324 117.
  • the documents DE 196 10 780 AI and DE 2 324 117 disclose rubber-mounted rail vehicle wheels, which are widely used today.
  • at least one rubber insert is provided between the wheel body and the tire.
  • the rubber inserts are primarily the suspension of the rail vehicle wheels and not the fight against unwanted noise emissions.
  • the rail vehicle wheel according to EP 0 872 358 A1 comprises a disc-shaped wheel body and a running gear surrounding the wheel body or the Tires.
  • a Radschallabsorber On at least one surface of the disk-shaped wheel body is provided a Radschallabsorber in the form of an intermediate layer of a viscoelastic composition and adhering to the intermediate layer cover layer of a metallic material or of a carbon fiber reinforced material.
  • the Radschallabsorber covers the middle disc part of the disc-shaped wheel body, starting from a hub to the transition to the wheel tire.
  • wheel mass absorbers provided on the surfaces of the wheel body, the additionally required space, as well as the associated high costs are to be regarded as disadvantageous.
  • wheel sound absorbers can only be set to a predetermined frequency, in the area of which they are intended to eliminate the vibrations. However, if there are changes to the wheel, the wheel may oscillate at a frequency different from the set frequency of the wheel sound absorber. Then the vibrations can only be eradicated to a lesser extent and noise emissions can no longer be sufficiently prevented.
  • the unwanted noise emissions arise in the known from the prior art wheels by the start of the wheel flange of the outside wheel to the rail, whereby a tension is introduced in a wheel set consisting of two wheels. Due to the start of the outside wheel with the wheel flange to the rail, the inside wheel gets into vibration due to the resulting from the start in the wheel set tension. The wheel vibrates in a frequency range in which the unwanted noise emissions and the squeaking noises are generated.
  • Rubber-sprung wheels also heat up greatly due to the resulting from the suspension and the vibration damping deformation. This leads in particular strong cushioned wheels with relatively large spring travel when rolling the wheel to a loss of energy, which leads to a self-heating of the rubber suspension in the wheel. Furthermore, then the engine power can be brought to the rail only with a reduced efficiency.
  • the component according to the invention for a rail vehicle wheel is designed as a transmission element for the arrangement between a wheel tire and a wheel body of a rail vehicle wheel.
  • the wheel tire can be supported on the wheel body via the component according to the invention.
  • the component according to the invention has a base body made of a first material. At least one second material surrounds the main body of the first material at least in sections. About the at least one base body of the first material and on the at least one second material, the damping properties of the component as a transmission element can be adjusted.
  • the component according to the invention influences the oscillatory system that arises when it starts up against the rail in such a way that the undesired noise emissions are prevented.
  • the component according to the invention in the form of a single pad or alternatively may be formed as a closed ring or alternatively as a ring segment, which is arranged selectively and in the desired number between the wheel tire and the wheel body of the rail vehicle wheel.
  • the supporting portion is distributed over the base body of the first material and the at least one second material.
  • the carrying portion of the Grundppepers of the first material is greater than or equal to the supporting portion of the second material.
  • the squeaking can still be effectively suppressed with the inventive component, since it is not set to a specific frequency as known from the prior art Radschallabsorbern. Instead, squeaking is prevented by the component according to the invention influencing or changing the system parameters such that the vibration capability of the vibration system is substantially reduced or even completely suppressed compared with the prior art.
  • the known from the prior art rubber inserts have a very pronounced settlement behavior.
  • the reason lies in the rubber used, which is technically prone to a very high settlement behavior.
  • the component according to the invention has a base body made of a first material and a second material.
  • As the first material for the base body a material with a low settlement behavior is selected so that the component according to the invention has a significantly lower settlement behavior than the rubber inserts known from the prior art. This is attributable inter alia to the fact that the main body made of the first material takes over the main bearing component of the component according to the invention.
  • an adjustment of stiffness and damping behavior depending on the direction in different ways be made so that in a mounting situation of the component in a rail vehicle, for example in the radial direction, a different stiffness o- / / and a different damping behavior than in Transverse direction and in circumferential direction.
  • Tuning the rail vehicle wheel as desired With the component according to the invention, it is possible to build a wheel for a rail vehicle which has different stiffnesses in different directions and also different damping behavior in different directions, wherein these system parameters can be set almost independently of one another.
  • This property of the component according to the invention can be used specifically to detune the system "rail vehicle” in the desired manner compared to conventional rail vehicle wheels acoustically, whereby the occurrence of unwanted noise, such as squeaking or roaring, can be greatly reduced or completely suppressed in certain driving situations.
  • the component according to the invention does not heat as much as the known from the prior art rubber inserts.
  • the significantly lower self-heating in this context means less required engine power, as less mechanical energy of the drive system is converted into heat in the wheel as power loss.
  • the base body may be designed such that it determines the rigidity of the component.
  • the rigidity of the base body can be selected such that the rigidity in
  • the first material may be steel.
  • a body made of steel an attenuation characteristic of the component is achieved according to the invention, with a squeaking can be effectively suppressed and yet sufficient suspension of the rail vehicle wheel is possible.
  • steel as a material for the body has a further advantage, because in the prior art, are used in the pure rubber inserts between the wheel body and the tire, additional power bridges must be provided in order to close the necessary circuit.
  • the power source such as the overhead line or busbars
  • the wheels on the rails and over the rails must be returned.
  • the rubber pad isolates the tires from the wheel body, according to the state of the art extra power bridges have to be installed per wheel.
  • the component according to the present invention may have a basic body made of steel, each component according to the invention also fulfills the function of a current bridge. This not only saves the power bridges to be provided in addition to the rubber inserts, but also creates a variety of current paths per wheel, for example, 19 current paths.
  • Rubber elements is required, for example, to transfer torque traction, must be guaranteed despite high setting, a sufficient bias in each case. This is achieved in the prior art by a very high bias during assembly of the tire, which is disadvantageous. Due to the lower setting of the component according to the invention, a lower bias can be selected during assembly, which facilitates the assembly process and less stress on the adjacent components.
  • the second material may be an elastomer.
  • thermoplastic elastomers and polyurethane as the second material.
  • the base body is surrounded by a first material of an elastomer at least in sections.
  • the second material or the elastomer allows the known from the prior art rubber inserts can be practically 1: 1 replaced by a component according to the invention, since the component according to this embodiment with the spring travel of a known from the prior art rubber insert comparable spring travel achieved, but at the same time provides a squeaking of the wheel suppression transfer characteristic, in particular vibration damping characteristic.
  • the hardness of the elastomer i. of the second material, less than or equal to 90 shore.
  • the hardness of the elastomer can be between 50 and 75 Shore.
  • the geometry and the rigidity of the body further design options for setting the system-determining component properties. For example, it is possible to produce geometrically identical components for different wheel loads, but with regard to their performance, i. in terms of damping and their rigidity, significantly different.
  • the component may be block-like, ring segment-like or formed as a closed ring.
  • the base body may be a spring element.
  • the main body or the spring element together with the second material serve to provide suspension for a rail vehicle wheel provided with the component according to the invention and at the same time the oscillatory system, which usually arises from the start of the curve-shaped wheel against the rail to influence that the squeaking is effectively suppressed.
  • the spring element may have a base section and at least two spring arms extending away from the base section.
  • the base portion may preferably define a contact surface for engagement with a wheel body of a rail vehicle wheel. Accordingly, the base portion can bear with its contact surface against the wheel body of the rail vehicle wheel, whereas the spring arms of the base body extend in the direction of the wheel tire. The wheel tire can thus be supported on the wheel body via the spring element of the component.
  • a contact portion may be formed for engagement with a wheel tire of a rail vehicle wheel.
  • the contact sections of the spring element define contact surfaces for engagement with the wheel tires.
  • the spring arms can have sections in the form of a "V" rotated by 90 degrees.
  • the spring arms can extend from the base section up to extend their apex in each case in the direction of the other spring arm and extend away from each other according to their vertex before the transition into the respective abutment portion.
  • the component according to the invention is a composite body which can be made of at least two materials.
  • the spring arms may be embedded in the second material at least between the base portion and its respective abutment portion.
  • the spring element made of steel or its spring arms in the region between the base portion and the abutment portions of the spring arms may be embedded in an elastomer.
  • the base body made of steel and the elastomer as the second material can be connected to one another via vulcanization.
  • an adhesive is necessary, which is applied, for example, to the base body made of steel
  • the present invention further relates to a wheel for a rail vehicle having a wheel hub having a hub of the wheel and a wheel tire radially surrounding the wheel body.
  • the wheel tire is supported on at least one component of the type described above on the wheel body, wherein on the component
  • the components can be arranged under pretension between the tires and the wheel body.
  • the main body of the component may preferably be supported on the outer peripheral surface of the wheel body and on the inner peripheral surface of the wheel tire.
  • Figure 1 is a perspective view of the component according to an embodiment of the invention.
  • Figure 2 is another perspective view of the component according to the invention.
  • FIG. 3 to 5 further views of the component according to the invention.
  • Figures 6 and 7 are views of a main body of the component according to the invention.
  • Figure 8 is a perspective view of a rail vehicle wheel with components according to the invention.
  • Figure 9 is a perspective view of a rail vehicle wheel without tires.
  • Figures 10 to 12 further views of the rail vehicle wheel with the component according to the invention.
  • the component 10 shown in FIG. 1 is composed of a base body 12 made of a first material and a second material 14. Of the main body 12, only the surface 16 can be seen in Figure 1, with which the component 10 can create a not shown in Figure 1 wheel center.
  • the surface 16 of the base body 12 forms part of the contact surface 18 of the component 10, with which the component 10 can create a total of a wheel center, not shown in Figure 1.
  • the surface 18 of the component 10 is opposed by a surface 20 provided with a kink, with which the component 10 can rest against a wheel tire (not shown in FIG. 1).
  • FIG. 2 shows a further perspective view of the component.
  • the shape of the main body 12 can be taken from a first material, which is designed in the form of a spring element.
  • the main body 12 is shown in Figure 2 by the dashed lines. In the further course of this description will be discussed in detail on the shape of the body or the spring element 12.
  • the contact surface 20 of the component 10 is partially formed as the surface 18 of end faces 22a and 22b of the base body 12, with which the base body 12 can invest in a not shown in Figure 2 wheel tire.
  • the components 16, 22a, 22b of the base body 12 are not covered with the second material 14, for example, an elastomer.
  • the component 10 can also serve as a current bridge, which is necessary to close the circuit between the power source, such as a catenary, and the rail.
  • the component or base 12 made of a conductive first material, e.g. made of steel, with its surfaces 16, 22a, 22b abuts against the wheel body and the tire, both made of a conductive material such as a metal, and so can form a current bridge, so no additional current bridges at one with the component 10th provided rail vehicle wheel are necessary.
  • the surface 20 of the component 10 has a kink inwards, d. H. in the direction of the surface 18 of the component 10.
  • the surfaces 22a, 22b of the base body 12 are inclined in accordance with the inclination of the surface 20 inward.
  • FIG. 3 shows a plan view of the component 10 in which the surfaces 22a and 22b of the base body 12 can be seen on the surface 20 of the component 10.
  • the surfaces 22 a and 22 b form part of the surface 20 of the component 10.
  • Figure 4 shows a sectional view of the component 10 along the section line II in Figure 1.
  • the shape of the base body 12 is clearly visible, the shape of a Has spring element.
  • the main body 12 has a base portion 24.
  • two spring arms 26 and 28 extend in the direction of the surface 20 of the component 10.
  • the spring arms 26, 28 each have an abutment portion 30, 32 which defines the contact surfaces 22a and 22b ,
  • the spring arms 26 and 28 extend between the base section 24 and the abutment sections 30, 32 in the form of a "V" rotated by 90 °, 180 ° or 270 °.
  • the two spring arms 26, 28 extend first up to their respective vertex 34, 36 towards each other, ie the vertices 34, 36 define therebetween the smallest distance between the spring arms 26 and 28.
  • the spring arms 26, 28 apart before they in their Bearing sections 30, 32.
  • the spring arms 26, 28 are completely embedded in the area between the contact surfaces 16 and 20 in the second material 14.
  • FIG. 5 shows a sectional view along the section line II - II in FIG. 1.
  • the base section 24 of the main body 12 and the contact surface 18, which is formed in sections by the surface 16 of the base body 12, are discernible.
  • the curvature or the kink of the surface 20 can be seen in FIG.
  • portions of the spring arm 26 can be seen, which are located in the region between the contact surfaces 16, 22b and the apex 34 and are completely embedded in the second material 14.
  • FIGS. 6 and 7 show individual parts of the main body 12.
  • the base portion 24 of the base body 12 forms the origin of the spring arms 26, 28, which extend to each other to the apexes 34, 36. After their apexes 34, 36, which define the smallest distance between the spring arms 26, 28, the spring arms 26, 28 extend away from each other before they pass into the abutment sections 30, 32. At the abutment sections 30, 32, the abutment surfaces 22a and 22b are provided. Likewise, the contact surface 16 is formed on the base portion 24. With the contact surfaces 16, 22a, 22b, the base body 12 can be supported on the wheel body and the wheel tire (FIG. 8).
  • FIG. 8 shows a perspective view of a rail vehicle wheel 100 with a plurality of components 10.
  • the rail vehicle wheel 100 has a wheel body 102 with the wheel hub 104 formed therein and a wheel tire 106. At the wheel tire 106, a flange 108 is formed.
  • the wheel tire 106 may be supported on the wheel body 102 via the components 10.
  • FIG. 9 shows a perspective view of the rail vehicle wheel 100 without wheel tires 106.
  • a multiplicity of components 10 Arranged on an outer circumferential surface 110 of the wheel body 102 is a multiplicity of components 10, with only one component 10 being provided with reference numerals for reasons of clarity.
  • the contact surface 20 with the surfaces 22a, 22b of the main body 12 can be seen.
  • FIG. 10 shows a partially broken-away front view of the rail vehicle wheel 100.
  • the components 10 are provided between an outer peripheral surface 110 of the wheel body 102 and an inner peripheral surface 112 of the wheel tire 106.
  • the components 10 are thereby introduced under pretension between the inner circumferential surface 112 of the wheel tire 106 and the outer peripheral surface 110 of the wheel body 102.
  • FIG. 11 shows a sectional view along the section line X-X in FIG. 10.
  • the wheel tire 106 may be supported on the wheel body 102 via the components 10.
  • the component 10 is biased between the outer peripheral surface 110 of the wheel body 102 and the inner peripheral surface 112 of the wheel tire 106.
  • the base body 12 of the component 10 bears with its contact surface 16 on the base portion 24 against the outer peripheral surface 110 of the wheel body 102.
  • the contact surfaces 22a, 22b of the abutment sections 30, 32 bear against the inner circumferential surface 112 of the wheel tire 106.
  • the surface 20 (see Figures 2 to 4) of the component 10 is formed with a kink. This is to tune to the inner peripheral surface 112 of the wheel tire 106 which has an angle, i. rises to its center in the direction of the wheel body 102.
  • the fact that the components 10 are mounted under prestress between the wheel body 102 and the wheel rim 106 can be seen from the spring arms of the base body 12, which are shown compressed in comparison with FIG. 2 in FIG.
  • Figure 12 shows a partially broken away side view of the SchienenINDra ⁇ 100, again located between the inner circumferential surface 112 of the tire 106 and the outer peripheral surface 110 of the wheel body 104 arranged component 10 can be seen.
  • the base body 12 is made relatively stiff, but provides predetermined spring travel for suspension of the wheel 100 and the wheel tire 106 ready.
  • the damping of the second material 14, for example of an elastomer, may also be rather small, depending on the carrying portion of the second material, so that the second material 14 serves to support the suspension of the wheel tire 106.
  • the unwanted noise emissions can be suppressed and, at the same time, sufficient suspension of the wheel 100 or of the wheel tire 106 can be provided.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Tires In General (AREA)

Abstract

La présente invention concerne un élément (12) pour une roue (10) de véhicule ferroviaire, l'élément (12) étant conçu pour être disposé entre un bandage (16) et un corps (14) d'une roue (10) de véhicule ferroviaire. L'élément (12) présente au moins un corps de base (22) constitué d'un premier matériau et au moins un deuxième matériau (24) entoure au moins en partie ledit corps de base (22) constitué du premier matériau. Les propriétés de transmission de l'élément (12), en particulier son amortissement et sa rigidité qui peuvent aussi être différents en fonction de la direction, peuvent être ajustées par l'intermédiaire dudit corps de base (22) constitué du premier matériau et par l'intermédiaire dudit deuxième matériau (24).
PCT/EP2014/062233 2013-06-17 2014-06-12 Élément pour une roue de véhicule ferroviaire Ceased WO2014202455A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102013010183.2 2013-06-17
DE102013010183.2A DE102013010183A1 (de) 2013-06-17 2013-06-17 Bauteil für ein Schienenfahrzeugrad

Publications (1)

Publication Number Publication Date
WO2014202455A1 true WO2014202455A1 (fr) 2014-12-24

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Application Number Title Priority Date Filing Date
PCT/EP2014/062233 Ceased WO2014202455A1 (fr) 2013-06-17 2014-06-12 Élément pour une roue de véhicule ferroviaire

Country Status (2)

Country Link
DE (1) DE102013010183A1 (fr)
WO (1) WO2014202455A1 (fr)

Cited By (1)

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Publication number Priority date Publication date Assignee Title
WO2018149766A1 (fr) * 2017-02-15 2018-08-23 Bochumer Verein Verkehrstechnik Gmbh Roue ferroviaire et corps élastique pour une telle roue ferroviaire

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DE102015007139A1 (de) * 2015-06-02 2016-12-08 Süddeutsche Gelenkscheibenfabrik GmbH & Co. KG Kraftübertragungsbauteil für ein Schienenfahrzeugrad

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EP0749852A1 (fr) * 1995-06-22 1996-12-27 Hutchinson Roue élastique, en particulier pour un véhicule ferroviaire urbain
EP0893279A1 (fr) * 1997-07-22 1999-01-27 Hutchinson Roue élastique, en particulier pour un véhicule ferroviaire urbain, et partie élastique de ladite roue formant dispositif d'amortissement
DE10115370A1 (de) * 2001-03-28 2002-10-10 Ina Schaeffler Kg Dämpfungselement

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FR2492492A1 (fr) 1980-10-17 1982-04-23 Creusot Loire Procede et dispositif d'insonorisation d'une roue metallique
DE19501613A1 (de) 1995-01-20 1996-07-25 Vsg Verkehrstechnik Gmbh Schwingungsgedämpftes Schienenrad
DE19610780A1 (de) 1995-03-21 1996-09-26 Gutehoffnungshuette Radsatz Gummigefedertes Schienenrad
DE19617684A1 (de) 1995-05-11 1996-12-12 Gutehoffnungshuette Radsatz Schallgedämpftes Schienenrad
ES2130952B1 (es) 1996-07-30 2000-01-16 Const Y Aux Ferrocarriles Sa Sistema de amortiguamiento de ruido en ruedas ferroviarias.
EP0872358A1 (fr) 1997-04-16 1998-10-21 Alusuisse Technology & Management AG Roue de véhicule ferroviaire

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Publication number Priority date Publication date Assignee Title
DE3245775C1 (de) * 1982-12-10 1984-04-19 Krupp Stahl Ag, 4630 Bochum Gummigefedertes Schienenrad
EP0749852A1 (fr) * 1995-06-22 1996-12-27 Hutchinson Roue élastique, en particulier pour un véhicule ferroviaire urbain
EP0893279A1 (fr) * 1997-07-22 1999-01-27 Hutchinson Roue élastique, en particulier pour un véhicule ferroviaire urbain, et partie élastique de ladite roue formant dispositif d'amortissement
DE10115370A1 (de) * 2001-03-28 2002-10-10 Ina Schaeffler Kg Dämpfungselement

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2018149766A1 (fr) * 2017-02-15 2018-08-23 Bochumer Verein Verkehrstechnik Gmbh Roue ferroviaire et corps élastique pour une telle roue ferroviaire
CN110300666A (zh) * 2017-02-15 2019-10-01 波鸿交通技术有限公司 轨道车轮和用于这种轨道车轮的弹性体
US11535054B2 (en) 2017-02-15 2022-12-27 Bochumer Verein Verkehrstechnik Gmbh Track wheel and elastic body for such a track wheel
CN110300666B (zh) * 2017-02-15 2023-10-03 波鸿交通技术有限公司 轨道车轮和用于这种轨道车轮的弹性体

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