CN107415576B - 3S-shaped spoke plate structure of urban rail transit vehicle wheel - Google Patents
3S-shaped spoke plate structure of urban rail transit vehicle wheel Download PDFInfo
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Abstract
A3S-shaped spoke plate structure of an urban rail transit vehicle wheel is characterized in that one side, opposite to two rows of wheels, of the bottom of the urban rail transit vehicle is an inner side, the other side of the opposite side is an outer side, and a spoke plate area is an equal-thickness spoke plate area; a cross section is made perpendicular to the axial direction of the wheel, and the inner side and the outer side of the spoke plate area are respectively provided with four sections of continuous arcs to form a 3S-shaped spoke plate which is connected end to end and shared by adjacent S bends; four sections of continuous arcs are sequentially convex towards the outer side, concave towards the inner side, convex towards the outer side and concave towards the inner side, and two adjacent sections of continuous arcs are in smooth transition through a fillet or in smooth transition through tangency; the convex portion is similar in shape to the concave portion. The invention reduces the fatigue damage to the rail wheel during normal operation and braking on the premise of meeting the requirement of sufficient mechanical strength of the wheel, and effectively improves the structural strength and the fatigue resistance of the wheel, thereby having longer service life of the wheel and the characteristics of small thermal coupling stress and light weight.
Description
Technical Field
The invention relates to the field of urban rail transit vehicles, in particular to a 3S-shaped spoke plate structure of an urban rail transit vehicle wheel.
Background
The wheel is one of important parts for ensuring the running safety of the urban rail transit vehicle, the working condition of the wheel is complex, and the bearing working condition of the wheel is severe due to frequent starting and braking of the vehicle, so that the wheel not only bears various static and dynamic mechanical stresses between wheel rails, but also bears thermal load generated during tread braking, and generates larger thermal stress. The combined action of the thermal stress and the severe mechanical stress often causes the fatigue damage of wheels, and causes certain hidden danger to the safe and stable operation of the urban rail transit vehicle. The usual requirements for a wheel are: has sufficient strength to ensure safe operation at the maximum speed and maximum load allowed, minimal mass with sufficient strength and a certain service life, and has a certain elasticity to reduce the interaction force between the wheel rails.
The shape of the wheel spoke plate not only influences the strength of the wheel structure, but also influences the service life of the rail wheel in safe operation under complex working conditions.
The existing railway wheels are mainly divided into two categories, namely straight spoke plate type wheels and curved spoke plate type wheels according to the types of spokes. The straight spoke plate type wheel is characterized in that a rim and a hub are connected through a straight spoke plate, such as a Nanjing subway No. 1 line and other u-shaped wheels are convenient to brake by adopting a shaft disc, so that the space is effectively saved, but the stress distribution is unreasonable; the curved spoke plate type wheel is characterized in that a rim and a hub are connected through arcs and is divided into a single S-shaped spoke plate (2-segment arc) and a double S-shaped spoke plate (3-segment arc), for example, a single S-shaped spoke plate wheel is adopted by a Beijing subway 13 line and the like, and a double S-shaped spoke plate wheel is adopted by a Shanghai subway 4 line and the like.
The urban rail wheel not only receives the effect of the structure field in the operation process, but also receives the effect of a non-negligible temperature field, and simultaneously considers the interaction between the urban rail wheel and the temperature field, namely the problem of thermal coupling.
During the running process of the rail vehicle, the rail vehicle is mainly affected by mechanical stress (represented as a structural field), and during the braking process of the rail vehicle, the vehicle is rapidly stopped in a short time, along with the friction between the brake shoe and the tread, a large amount of heat is generated and accumulated between the brake shoe and the tread, the heat is transmitted to the inner part of the wheel along the wheel rim to the web, so that the wheel generates a large amount of heat (the local maximum temperature of the wheel can reach more than 180 ℃), and due to the fact that the expansion or contraction degree of different parts of the object is inconsistent when the object is heated or cooled, the thermal stress is generated due to the expansion or contraction, and the influence of thermal coupling on the wheel (represented as a temperature field) needs to be considered. However, in the design and test process of the current urban rail transit wheel, a thermal coupling method is not adopted for verification, so that the difference exists between the actual stress of the wheel and the theoretical design value.
Research has shown that the combined mechanical and thermal stresses produce thermally coupled stresses that are the primary cause of wheel fatigue failure. Therefore, finite element models of the straight spoke plate wheel, the single-S spoke plate wheel and the double-S spoke plate wheel are respectively established, and through comparison of thermal coupling analysis of the three spoke plate type urban rail wheels, the fact that under the thermal coupling condition, the straight spoke plate and the single-S spoke plate wheel can generate large thermal coupling stress, fatigue damage of the wheels is easily caused, certain hidden danger is brought to safe operation of the vehicle, the thermal coupling stress of the double-S spoke plate wheel is minimum, namely, fatigue resistance under thermal coupling of the double-S spoke plate wheel is optimal in the three spoke plate type urban rail wheels. However, the mass of the double-S-shaped-plate wheel is larger, so that the interaction force between wheel rails is larger, fatigue cracks are easy to generate during operation, and the service life of the wheel is influenced. Therefore, the above conditions need to be comprehensively considered, and a new 3S-type spoke plate wheel which is developed into 4-segment arcs from the traditional straight spoke plate, single S spoke plate (2-segment arc) and double S spoke plate (3-segment arc) improves the fatigue resistance under the action of thermal coupling and simultaneously enables the mass of the wheel to be as small as possible.
Patent 201620658687.2 discloses a railway vehicle' S S type radials wheel, its inside and outside has 3 sections continuous tangent circular arcs respectively, and what formed is two S type radials, and what spoke region appeared on the whole is central symmetrical structure, and the design size of 3 sections tangent circular arcs from rim, wheel hub to spoke all is derived according to the mathematical theory, belongs to the size optimization to two S radials, does not break through existing spoke structure. Furthermore, the web does not take into account the above mentioned thermal coupling and does not verify that the wheel meets reasonable stiffness and strength requirements.
Disclosure of Invention
Compared with a straight spoke plate wheel with the same size, the 3S type spoke plate wheel fully considers the influence of thermal coupling on the wheel under the condition of almost not increasing the mass, improves the structural strength of the wheel, effectively reduces the fatigue damage to the wheel during normal operation and braking, improves the fatigue resistance of the wheel, and prolongs the service life of the wheel.
The invention is realized by the following technical scheme:
the utility model provides a "3S" type radials structure of urban rail transit vehicle wheel, the wheel includes rim district, wheel hub district and is used for connecting radials district between them, and the configuration is inboard in the relative one side of two rows of wheels of urban rail transit vehicle bottom, and the one side of carrying on the back mutually is the outside, its characterized in that:
a cross section is formed in a direction perpendicular to the axial direction of the wheel, the rim area faces the hub area, and the inner side and the outer side of the spoke plate area are respectively provided with four sections of continuous arcs to form a 3S-shaped spoke plate which is connected end to end and shared by adjacent S-shaped curves; the radiuses of four continuous arcs positioned on the same side are the same or different or partially the same, the four continuous arcs sequentially protrude towards the outer side, recess towards the inner side, protrude towards the outer side and recess towards the inner side, the protruding part and the recessed part are similar in shape, and two adjacent continuous arcs are in smooth transition through a round angle or tangential smooth transition;
the spoke plate area and the rim area, and the spoke plate area and the hub area are in smooth transition through round corners or in smooth transition through tangency;
if the end parts of the spoke plate areas positioned at the inner side and the outer side of the wheel are connected by line segments to form a theoretical straight spoke plate area, the surface area is increased by less than or equal to 5 percent compared with the theoretical straight spoke plate of the 3S type spoke plate, namely the ratio of the mass of the 3S type spoke plate wheel to the mass of the theoretical straight spoke plate wheel is less than or equal to 1.05.
According to the traditional straight spoke plate, the 2-section small-arc S spoke plate and the 3-section double-arc S spoke plate, along with the increase of the number of S bends on the spoke plate, the heat dissipation surface of the wheel spoke plate can be increased, the heat dissipation effect is good, the thermal stress can be reduced, meanwhile, the radian of the spoke plate can also reduce the mechanical stress of the wheel, however, the number of S bends is not more and better, along with the increase of the number of S bends, in a limited spoke plate area, the radian of each S bend can be reduced and tends to be flat and straight, and the processing is not facilitated; meanwhile, the overall mass of a spoke plate region is easily increased by a large increment compared with the mass of a straight spoke plate with the same size due to the S-shaped profile, and the stress of the spoke plate region is increased on the contrary, the 4-segment arc and 3S-shaped spoke plate structure of the spoke plate is designed, so that the stress performance can be optimized by over 10 percent on the premise that the mass increment of the spoke plate can be almost ignored, the normal running of a vehicle is considered, the heat generated in the wheel braking process is also considered, and the comprehensive stress is optimized under the thermal coupling condition (see a specific implementation mode).
Further, a preferred "3S" type web structure is: the spoke plate area is a spoke plate with approximately equal thickness, the thickness coefficient of the spoke plate area is d, and the thickness of the spoke plate area is more than or equal to 0.9d and less than or equal to 1.1 d; the four sections of continuous arcs on the inner side and the outer side are respectively 4 groups of arcs which are in one-to-one correspondence with the inner side and the outer side, wherein three groups of arcs are concentric, and the other group of arcs are parallel arcs with unequal length. The inner circle center and the outer circle center are O1, O2, O3 (O3'), O4 respectively, namely: the radiuses of the four arcs on the inner side are respectively R1, R2, R3 and R4, the radiuses of the four arcs on the outer side are respectively R1, R2, R3 and R4, the radiuses of arcs in the same group are different, the straight line where O3O 3' is located respectively bisects corresponding arcs of R3 and R3, and the following requirements are met: r1 ═ R1-d; r2 ═ R2-d; r3 ≈ R3-d + O3O 3'; r4 ═ R4-d; the corresponding arc of R1 connects with the rim region; the corresponding arc of R2 connects with the rim region through the corresponding arc of R1; the corresponding arc of R1 and the corresponding arc of R3 are in transition connection through the corresponding arc of R2 concentric with the corresponding arc of R2; the corresponding arc of R2 and the corresponding arc of R4 are in transition connection through the corresponding arc of R3 which is parallel to the corresponding arc of R3; the corresponding arc of R3 is connected with the hub area after being transited by the corresponding arc of R4 concentric with the corresponding arc of R4; the corresponding arc of R4 connects with the hub region.
In order to facilitate processing and simultaneously make the surface of the spoke plate as smooth as possible, the spoke plate area adopts the design of approximate equal thickness; and the stress between the spoke plate area and the rim area and between the spoke plate area and the hub area is reduced as much as possible through round-corner smooth transition or tangent smooth transition.
Furthermore, three arcs in four groups of arcs in the spoke plate area are concentric and equal in thickness, the thickness value of the spoke plate area corresponding to the three arcs is d, and two adjacent continuous arcs on the same side of the three arcs are in tangent smooth transition; and the other group of arcs are parallel arcs with different lengths, are subjected to tangential transition preferentially, and are subjected to smooth transition if the arcs cannot be tangential, and the thickness of the spoke plate in the transition region is not less than 0.9d and not more than 1.1d at the moment, so that the smooth transition is performed, the design and processing can be conveniently performed according to the sizes of different wheel hubs and wheel rims, and the stress is dispersed.
Still further, another preferred "3S" type web structure is: the four sections of continuous arcs on the inner side and the outer side are respectively 4 groups of equal-length parallel arcs which are in one-to-one correspondence with the inner side and the outer side, namely the same group of arcs have equal radius.
Further, based on the 3S-shaped spoke plate structure, a cross section is taken perpendicular to the axial direction of the wheel, the section of the theoretical straight spoke plate area is rectangular ABCD, wherein A, B points are close to the rim area, C, D points are close to the hub area, A, C points are located on the outer side, and B, D points are located on the inner side; the four bisectors Line1, Line2 and Line3 are made perpendicular to the parallel Line segments AC, BD, and the rectangle ABCD is divided into four halves; three connecting points of four sections of continuous arcs on the inner side and the outer side of the spoke plate area are respectively positioned on intersections of quartering lines Line1, Line2 and Line3 and Line segments AC and BD; perpendicular to the parallel Line segments AC, BD, bisector lines Line4, Line5, Line6 and Line7 of the rectangular ABCD are drawn between bisector lines Line1, Line2 and Line3, centers of four groups of continuous arcs are O1 and O1 ', O2 and O2', O3 and O3 ', O4 and O4', respectively, and are located on bisector lines Line4, Line5, Line6 and Line7, respectively, and satisfy in length: the center-to-center distance O1O1, the center-to-center distance O2O2, the center-to-center distance O3O3, the center-to-center distance O4O4, the line segment AB, and the line segment CD. And design and processing and stress calculation are convenient to carry out according to different wheel sizes.
Furthermore, smooth transition is respectively carried out between the spoke plate area and the rim area and between the spoke plate area and the hub area through round corners; the two adjacent sections of continuous arcs are in tangent smooth transition, the thickness coefficient of the spoke plate area is d, and the thickness of the spoke plate area is more than or equal to 0.9d and less than or equal to 1.1 d. The design and processing according to different wheel sizes are convenient, and the stress is dispersed.
Still further, the wheel is a R9T material wheel, and the tread shape of the wheel adopts DIN5573-E standard.
Furthermore, the thickness coefficient d of the spoke plate area is more than or equal to 20 and less than or equal to 35mm, and the radius of the four-section continuous arc is more than or equal to 20 and less than or equal to 80 mm.
The invention has the beneficial effects that:
the invention analyzes and researches on the basis of the existing single-S wheel web and double-S wheel web wheels, utilizes the thought of mathematical induction, designs a 3S-shaped wheel web innovative wheel structure, compared with the straight wheel web wheels with the same size, fully considers the influence of thermal coupling on the wheels under the condition of hardly increasing the mass, utilizes the smooth transition of four sections of arcs to increase the heat dissipation area of the wheel web and disperse the stress at each S-shaped bend, can reduce the thermal coupling stress of the wheels on the premise of meeting the requirement of sufficient mechanical strength of the wheels, effectively reduces the fatigue damage suffered by the railway wheels during normal operation and braking, and improves the structural strength and the fatigue resistance of the wheels, thereby having longer service life of the wheels, and showing the characteristics of small thermal coupling stress and light mass under the thermal coupling effect.
Drawings
FIG. 1 is a front view of a finite element model of an urban rail wheel;
FIG. 2 is a side view of a finite element model of an urban rail wheel;
FIG. 3 is a force analysis diagram of an urban rail wheel during braking;
FIG. 4 is a scatter plot of mechanical stress of a web of an urban rail wheel under various operating conditions;
FIG. 5 is a partial sectional view of embodiment 1;
FIG. 6 is an enlarged schematic view of the four continuous arcs of FIG. 5;
FIG. 7 is a mechanical stress cloud under condition 2 of example 1;
fig. 8 is a temperature cloud chart at the time of wheel section braking 100s of example 1;
fig. 9 is a thermal stress cloud at the time of wheel section braking 100s of example 1;
FIG. 10 is a stress cloud under the effect of thermal coupling at the moment of braking 17s in example 1;
FIG. 11 is a Goodman fatigue limit diagram for the new wheel of example 1;
FIG. 12 is a Goodman fatigue limit diagram for the wear-to-limit wheels of example 1;
FIG. 13 is a partial sectional view of embodiment 2;
FIG. 14 is an enlarged partial schematic view of a preferred embodiment of FIG. 13;
FIG. 15 is a cloud chart of mechanical stresses under condition 2 in example 2;
fig. 16 is a temperature cloud chart at the time of wheel section braking 100s of embodiment 2;
fig. 17 is a thermal stress cloud at the time of wheel section braking 100s of example 2;
FIG. 18 is a stress cloud under the effect of thermal coupling at the moment of braking 17s in example 2;
FIG. 19 is a Goodman fatigue limit diagram for the new wheel of example 2;
FIG. 20 is a Goodman fatigue limit diagram for the wear-to-limit wheels of example 2;
FIG. 21 is a graph comparing maximum and minimum thermal coupling stresses for new wheel webs for different types of track webs;
figure 22 is a graph comparing the maximum thermal coupling stress of different types of spoke plate type urban rail wear to the limiting wheel web.
In FIGS. 1 to 22: the wheel hub is characterized in that 1 is a rim area, 2 is a spoke plate area, 3 is a hub area, and 4 is a theoretical straight spoke plate area.
Detailed Description
The invention will be further explained with reference to the drawings.
The urban railway wheel as shown in fig. 1 comprises a rim section 1, a hub section 3 and a web section 2 for connecting the two. The wheels are arranged into two rows at the bottom of the urban rail transit vehicle, one side of each row of wheels, which is opposite to the wheels, is the inner side, and the other side of each row of wheels, which is opposite to the wheels, is the outer side.
A cross section is perpendicular to the axial direction of the wheel, the rim area 1 faces the hub area 3, and the inner side and the outer side of the spoke plate area 2 are respectively provided with four sections of continuous arcs to form a 3S-shaped spoke plate which is connected end to end and shared by adjacent S bends; the four continuous arcs are sequentially convex towards the outside, concave towards the inside, convex towards the outside and concave towards the inside, the convex part is similar to the concave part in shape, and two adjacent continuous arcs are in smooth transition through a round angle or in smooth transition through tangency; the fillet smooth transition or tangent smooth transition is respectively formed between the spoke plate area 2 and the rim area 1 and between the spoke plate area 2 and the hub area 3; if the end parts of the spoke plate area 2 positioned at the inner side and the outer side of the wheel are connected by line segments to form a theoretical straight spoke plate area 4, the surface area is increased by less than or equal to 5 percent compared with the theoretical straight spoke plate, namely the ratio of the mass of the wheel with the 3S type spoke plate to the mass of the wheel with the theoretical straight spoke plate is less than or equal to 1.05.
Example 1
As shown in fig. 5 and 6, the spoke plate region 2 is a spoke plate with approximately equal thickness, the thickness coefficient of the spoke plate region 2 is d, and the thickness of the spoke plate region 2 is more than or equal to 0.9d and less than or equal to 1.1 d; the four sections of continuous arcs on the inner side and the outer side are respectively 4 groups of arcs which are in one-to-one correspondence with the inner side and the outer side, wherein three groups of arcs are concentric, and the other group of arcs are parallel arcs with unequal length. The inner circle center and the outer circle center are O1, O2, O3 (O3'), O4 respectively, namely:
the radiuses of the four arcs on the inner side are respectively R1, R2, R3 and R4, the radiuses of the four arcs on the outer side are respectively R1, R2, R3 and R4, the radiuses of arcs in the same group are different, the straight line where O3O 3' is located respectively bisects corresponding arcs of R3 and R3, and the following requirements are met: r1 ═ R1-d; r2 ═ R2-d; r3 ≈ R3-d + O3O 3'; r4 ═ R4-d.
In example 1, r 1-11.71 mm, r 2-29.06 mm, r 3-22.95 and r 4-30.45 mm; r1-39.71 mm, R2-57.06 mm, R3-37.27 mm, and R4-58.45 mm. Wherein d-R1-R1-R2-R2-R4-R4-R3-R3.
The corresponding arc of R1 connects with rim zone 1; the corresponding arc of R2 connects with rim zone 1 through the corresponding arc of R1; the corresponding arc of R1 and the corresponding arc of R3 are in transition connection through the corresponding arc of R2 concentric with the corresponding arc of R2; the corresponding arc of R2 and the corresponding arc of R4 are in transition connection through the corresponding arc of R3 which is parallel to the corresponding arc of R3; the corresponding arc of R3 is connected with the hub area 3 after being transited by the corresponding arc of R4 concentric with the corresponding arc of R4; the corresponding arc of R4 connects with hub region 3; and two adjacent sections of continuous arcs are in tangent smooth transition.
As shown in FIG. 5, given a wheel diameter D of 840mm, a wheel bore diameter D5 of 190mm, a rim zone 1 width L3 of 135mm, and a hub zone 3 width L4 of 189 mm; the end surfaces of the wheel hub protrude from the end surface of the rim area 1 on the inner side and the outer side, the distance L1 from the end surface of the inner side of the wheel hub area 3 to the end surface of the inner side of the rim area 1 is 35mm, and the distance L2 from the end surface of the outer side of the wheel hub area 3 to the end surface of the outer side of the rim area 1 is 19 mm; the diameter D1 of the joint of the end face at the outer side of the rim area 1 and the wheel disc area 2 is 703mm, and the diameter D2 of the joint of the end face at the inner side of the rim area 1 and the wheel disc area 2 is 710 mm; the thickness coefficient D of the web region 2 is preferably 28mm, provided that the diameter D3 at the junction of the outer end face of the hub region 3 and the web region 2 is 284mm and the diameter D4 at the junction of the inner end face of the hub region 3 and the web region 2 is 272.5 mm.
Example 2
As shown in fig. 13, the four continuous arcs on the inner side and the outer side are respectively 4 sets of equal-length parallel arcs in one-to-one correspondence with the inner side and the outer side, that is, the radii of the arcs in the same set are equal. The theoretical straight web region 4 has a rectangular ABCD cross section taken perpendicular to the axial direction of the wheel, with point A, B located near the rim region 1, point C, D located near the hub region 3, point A, C located outboard, and point B, D located inboard.
As shown in fig. 14, the rectangular ABCD is bisected by lines Line1, Line2, and Line3 perpendicularly to the parallel Line segments AC, BD; three connecting points of four continuous arcs on the inner side and the outer side of the spoke plate area 2 are respectively positioned on intersections of four bisector lines Line1, Line2 and Line3 and Line segments AC and BD; perpendicular to the parallel Line segments AC, BD, bisector lines Line4, Line5, Line6 and Line7 of the rectangular ABCD are drawn between bisector lines Line1, Line2 and Line3, centers of four groups of continuous arcs are O1 and O1 ', O2 and O2', O3 and O3 ', O4 and O4', respectively, and are located on bisector lines Line4, Line5, Line6 and Line7, respectively, and satisfy in length: the center-to-center distance O1O1, the center-to-center distance O2O2, the center-to-center distance O3O3, the center-to-center distance O4O4, the line segment AB, and the line segment CD. The spoke plate area 2 and the rim area 1, and the spoke plate area 2 and the hub area 3 are in smooth transition through round corners respectively; the two adjacent sections of continuous arcs are in tangent smooth transition, the thickness coefficient of the spoke plate area 2 is d, and the thickness of the spoke plate area 2 is not less than 0.9d and not more than 1.1 d.
In example 2, R1 ═ 34.5mm, R2 ═ 40.5mm, R3 ═ 34.5mm, and R4 ═ 40.5 mm; r1 ═ 34.5mm, R2 ═ 40.5mm, R3 ═ 34.5mm, and R4 ═ 40.5 mm. Wherein, R1 ═ R1 ═ 34.5mm ═ R3 ═ R3 ', R2 ═ R2 ═ 40.5mm ═ R4 ═ R4'.
Given a wheel diameter D of 840mm, a wheel bore diameter D5 of 190mm, a rim zone 1 width L3 of 135mm, and a hub zone 3 width L4 of 189 mm; the end surfaces of the wheel hub protrude from the end surface of the rim area 1 on the inner side and the outer side, the distance L1 from the end surface of the inner side of the wheel hub area 3 to the end surface of the inner side of the rim area 1 is 35mm, and the distance L2 from the end surface of the outer side of the wheel hub area 3 to the end surface of the outer side of the rim area 1 is 19 mm; the diameter D1 of the joint of the end face at the outer side of the rim area 1 and the wheel disc area 2 is 703mm, and the diameter D2 of the joint of the end face at the inner side of the rim area 1 and the wheel disc area 2 is 710 mm; the thickness coefficient D of the web region 2 is preferably 27mm, provided that the diameter D3 at the junction of the outer end face of the hub region 3 and the web region 2 is 284mm and the diameter D4 at the junction of the inner end face of the hub region 3 and the web region 2 is 272.5 mm.
The following two examples were validated using the thermal coupling method and the Goodman intensity check:
firstly, establishing a finite element analysis model of the urban rail wheel with a 3S-shaped spoke plate, wherein the material is R9T, dispersing the wheel model by adopting an 8-node hexahedron SOLID185 unit, and obtaining a new urban rail wheel finite element model as shown in fig. 1 and 2, wherein the wheel model comprises 84294 nodes and 17514 units.
According to the European standard railway application-wheel pair and bogie-power shaft-design method (EN 13104: 2001), the stress condition of the railway wheels in the braking process is shown in figure 3, and the wheel-rail contact point is taken as the origin O, the vehicle running direction is taken as the X axis, the direction parallel to the cross section of the steel rail is taken as the Y axis, and the direction vertical to the ground is taken as the Z axis. The wheels being subjected to a running-direction force F under normal operating conditionsxAxial force F perpendicular to the running directionyAnd vertical force F between the wheel and the railz. The brake-shoe pressure F on the wheel also being experienced in view of the braking conditions1Friction force F of brake shoe and wheel2And (4) acting. When the vehicle passes a curve, the weight distribution on the two sides of the bogie is inconsistent, so thatVertical force F between wheel and rail on one sidezGreater than the other side, so that the vertical force FzThere are two kinds of sizes of (a). Taking into account only the presence of the brake-shoe force, and taking into account the force Fx、FyAnd F2There are two cases of the direction of (1), so that 16 load conditions can be obtained.
Now, mechanical stress analysis is performed on the working conditions 1 to 16, the rail wheel with the diameter of phi 840mm is taken as a researched object, the loads are respectively applied in finite element software, and the analysis result is shown in fig. 4. As can be seen from fig. 4: in these 16 operating conditions, the structural stresses on the wheel webs are greater for the 1 st, 2 nd, 9 th and 10 th operating conditions, and the structural stresses are less for the remaining operating conditions. Meanwhile, the influence of thermal stress under different working conditions is comprehensively considered, the physical meaning represented by the working condition 2 is that the train is braked in the bending passing process, and the coupling stress of the thermal stress and the mechanical stress is the maximum in all the working conditions. Therefore, in the following stress analysis, the working condition 2 is considered as the key working condition, and fig. 7 and 15 are mechanical stress cloud charts of the two embodiments under the working condition 2.
In the thermal analysis of the wheel, a three-dimensional Solid thermal unit Solid70 for transient analysis is selected, the ambient air temperature is 24 ℃ and the surface temperature of the wheel is 40 ℃ according to the working conditions of the railway wheel. The calculated time for applying load and boundary conditions to the novel wheel is 300s (including 17s from the beginning of braking to the end of braking and 283s for cooling after braking is finished), and fig. 8 and 16 are wheel section temperature cloud charts of the two embodiments at the moment of 100s (during braking, the brake shoe brakes the tread shoe force, then heat is transferred from the tread along the spoke, and the temperature change of the heat transfer can be expressed clearly at the moment of 100 s). Thermal stresses are caused by braking that causes the temperature of the rail wheel to be unevenly distributed, due to inconsistent degrees of expansion or contraction between different portions of the object when heated or cooled.
And performing simulation analysis on the generated thermal stress based on the temperature analysis result. The material properties in the structural analysis are set, the temperature loads at the nodes of the temperature field obtained in the thermal analysis are applied to the wheel as body loads, and in order to maintain the integrity before and after coupling, a load step is established in accordance with the temperature field during thermal stress analysis. The maximum thermal stress is gradually transferred from the wheel tread to the wheel spoke along with the increase of the braking time, the maximum thermal stress appears on the wheel spoke, and fig. 9 and 17 are cloud graphs of the thermal stress of the wheel sections of the two embodiments at the moment of 100 s.
The urban rail wheel not only receives the effect of the structure field in the operation process, but also receives the effect of a non-negligible temperature field, and simultaneously considers the interaction between the urban rail wheel and the temperature field, namely the problem of thermal coupling. Here, an indirect coupling method is adopted to perform thermal coupling analysis on the new wheel, thermal analysis is performed first, then the obtained node temperature is applied to the model as a body load, and then mechanical stress analysis is performed, so that the stress of the rail wheel under the thermal coupling effect is obtained, as shown in fig. 10 and fig. 18, a stress cloud chart under the thermal coupling effect of the two embodiments is obtained.
Further, numerically, the maximum value of the coupling stress 134.01MPa (see FIG. 10) at the new wheel web of example 1 was greater than the mechanical stress maximum value 124.67MPa (see FIG. 7) and the thermal stress maximum value 61.24MPa (see FIG. 9); the maximum value of coupling stress 133.36MPa (see FIG. 18) at the new wheel web of example 2 is greater than the mechanical stress maximum 126.84MPa (see FIG. 15) and the thermal stress maximum 60.05MPa (see FIG. 15); therefore, in the fatigue analysis of the wheel strength, it is not possible to consider only the mechanical stress or the thermal stress of the wheel alone, and it is necessary to consider the coupling action between the two and use the thermal coupling stress as an evaluation index of the wheel fatigue strength.
Repeating the above embodiment to respectively establish and analyze finite element models of new wheels and worn-out to limit wheels of other spoke plate urban rails. Comparing the coupling stress of the new wheel of the four spoke plate type urban rail under various working conditions, extracting the maximum and minimum coupling stress values of each spoke plate type urban rail wheel, as shown in fig. 21. Research shows that the straight spoke plate urban rail wheel has poor heat loss resistance and large thermal coupling stress, so that only the curved spoke plate urban rail wheel is considered. Obviously, the maximum and minimum thermal coupling stresses of the single S web are both large, reaching 159.54MPa and 117MPa, respectively. While the maximum and minimum thermal coupling stresses of the double-S-web wheel and the two 3S-web wheels are smaller, the maximum and minimum thermal coupling stresses of the wheel in the embodiment 1 are respectively 134.01MPa and 104.65MPa, and the maximum and minimum thermal coupling stresses of the wheel in the embodiment 2 are respectively 133.36MPa and 103.42 MPa. Thus, the latter two web type wheels are more resistant to fatigue under thermally coupled conditions.
Considering from the aspect of the quality of the wheels, the mass of the novel urban rail wheel is about 292kg, the mass is relatively lower than that of a 306kg double-S-shaped-plate wheel, the acting force between wheel rails is small, the fatigue resistance performance is good, and the service life of the rail wheel is prolonged. Comparing the maximum thermal coupling stress of the different spoke plate type urban rail worn to the wheel limiting spoke plate, as shown in fig. 22, it can be seen that the thermal coupling stress of the two types of 3S spoke plate wheels in the stage from wear to limit is also the minimum, and the wheels also have better fatigue resistance. This is because as the number of "S-bends" increases, the smaller the "S-bends" on the wheel web, the smoother the surface of the web, the more dispersed the stress, and the less likely a large concentrated stress is formed.
Finally, the static strength and the fatigue strength of the 3S spoke plate wheel are checked, the material of the wheel is R9T, and the allowable stress [ sigma ] of the material is 352 MPa. Equivalent stress, average stress and stress amplitude values at key positions of two types of 3S spoke plate new wheels and 3S spoke plate wheels worn to the limit are respectively calculated, wherein the maximum equivalent stress of the 3S spoke plate wheels in the embodiment 1 is 134MPa, the maximum equivalent stress of the 3S spoke plate wheels worn to the limit is 162.1MPa, the maximum equivalent stress of the 3S spoke plate wheels in the embodiment 2 is 133.3MPa, the maximum equivalent stress of the 3S spoke plate wheels worn to the limit is 160.6MPa, and the maximum stresses of the new wheels and the 3S spoke plate wheels in the two embodiments are smaller than the allowable stress [ sigma ] of materials, so that the new wheels and the 3S spoke plate wheels meet the static strength requirement. Fig. 11, 12, 19 and 20 are Goodman fatigue limit diagrams for a "3S" web wheel, respectively, and it can be seen that all points fall within the range defined by the fatigue limit diagrams, indicating that both the new wheel and the worn-out-to-limit wheel of the "3S" web wheel meet the fatigue strength requirements.
The wheel spoke structure is based on the research on the existing single-S and double-S wheel spokes, the 3S-shaped spoke is innovatively designed by using the thought of mathematical induction, four sections of continuous arcs forming 3S bends are optimized and selected, the spoke structure is verified and analyzed by using a thermal coupling method and checked by using Goodman strength, the characteristics of small thermal coupling stress and light weight are presented, the requirements on static strength and fatigue strength are met, and the service life of the wheel is prolonged.
The above description of the embodiments is provided to explain the technical solution of the present invention in further detail, and it is apparent that those skilled in the art can easily make various modifications to the embodiments. Therefore, the present invention is not limited to the embodiments described herein, and those skilled in the art should make improvements and modifications to the present invention based on the disclosure of the present invention within the protection scope of the present invention.
Claims (6)
1. The utility model provides an urban rail transit vehicle wheel' S "3S" type radials structure, the wheel includes rim district (1), wheel hub district (3) and is used for connecting radials district (2) between them, and the configuration is inboard in the relative one side of two rows of wheels of urban rail transit vehicle bottom, and the one side of carrying on the back mutually is the outside, its characterized in that:
a cross section is perpendicular to the axial direction of the wheel, the rim area (1) faces the hub area (3), and the inner side and the outer side of the spoke plate area (2) are respectively provided with four sections of continuous arcs to form a 3S-shaped spoke plate which is connected end to end and shared by adjacent S-shaped bends; the radiuses of four continuous arcs positioned on the same side are the same or different or partially the same, the four continuous arcs sequentially protrude towards the outer side, recess towards the inner side, protrude towards the outer side and recess towards the inner side, the protruding part and the recessed part are similar in shape, and two adjacent continuous arcs are in smooth transition through a round angle or tangential smooth transition;
the fillet smooth transition or tangent smooth transition is respectively formed between the spoke plate area (2) and the rim area (1) and between the spoke plate area (2) and the hub area (3);
if the end parts of the spoke plate areas (2) positioned at the inner side and the outer side of the wheel are connected by line segments to form a theoretical straight spoke plate area (4), the surface area is increased by less than or equal to 5 percent by comparing the 3S-shaped spoke plate with the theoretical straight spoke plate, namely the ratio of the mass of the 3S-shaped spoke plate wheel to the mass of the theoretical straight spoke plate wheel is less than or equal to 1.05;
the spoke plate area (2) is an approximately equal-thickness spoke plate, the thickness coefficient of the spoke plate area (2) is d, and the thickness of the spoke plate area (2) is more than or equal to 0.9d and less than or equal to 1.1 d;
the four sections of continuous arcs in the inside and outside are respectively 4 groups of arcs in the inside and outside one-to-one correspondence, wherein three groups of arcs are certain concentric circles, another group of arcs are parallel arcs with unequal length, the inside and outside circle centers are O1, O2, O3 and O3', O4 respectively, namely:
the radiuses of the four arcs on the inner side are respectively R1, R2, R3 and R4, the radiuses of the four arcs on the outer side are respectively R1, R2, R3 and R4, the radiuses of arcs in the same group are different, the straight line where O3O 3' is located respectively bisects corresponding arcs of R3 and R3, and the following requirements are met: r1 ═ R1-d; r2 ═ R2-d; r3 ≈ R3-d + O3O 3'; r4 ═ R4-d;
the corresponding arc of R1 is connected with the rim area (1); the corresponding arc of R2 is connected to the rim zone (1) by the corresponding arc of R1; the corresponding arc of R1 and the corresponding arc of R3 are in transition connection through the corresponding arc of R2 concentric with the corresponding arc of R2; the corresponding arc of R2 and the corresponding arc of R4 are in transition connection through the corresponding arc of R3 which is parallel to the corresponding arc of R3; the corresponding arc of R3 is connected with the hub area (3) after being transited by the corresponding arc of R4 concentric with the corresponding arc of R4; the corresponding arc of R4 is connected with the hub area (3);
or the four sections of continuous arcs on the inner side and the outer side are respectively 4 groups of equal-length parallel arcs which are in one-to-one correspondence with the inner side and the outer side, namely the arcs in the same group have equal radius.
2. The 3S type spoke plate structure of the urban rail transit vehicle wheel, as claimed in claim 1, wherein: the four sections of continuous arcs on the inner side and the outer side are respectively 4 groups of arcs which are in one-to-one correspondence with the inner side and the outer side, wherein three groups of arcs are concentric, when the other group of arcs are parallel arcs with different lengths, the three groups of arcs are concentric and equal in thickness, the thickness coefficient of a radial plate area corresponding to the three groups of arcs is d, and the adjacent two sections of continuous arcs on the same side of the three groups of arcs are in tangent smooth transition; the other group of arcs are parallel arcs with different lengths, are in tangential transition or smooth transition, and the thickness of the spoke plate in the transition region is not less than 0.9d and not more than 1.1 d.
3. The 3S type spoke plate structure of the urban rail transit vehicle wheel, as claimed in claim 1, wherein: when the four sections of continuous arcs on the inner side and the outer side are respectively 4 groups of equal-length parallel arcs which are in one-to-one correspondence with the inner side and the outer side,
taking a cross section perpendicular to the axial direction of the wheel, the section of the theoretical straight spoke plate area (4) is a rectangle ABCD, wherein a point A, B is close to the rim area (1), a point C, D is close to the hub area (3), a point A, C is positioned at the outer side, and a point B, D is positioned at the inner side;
the four bisectors Line1, Line2 and Line3 are made perpendicular to the parallel Line segments AC, BD, and the rectangle ABCD is divided into four halves;
three connecting points of four continuous arcs on the inner side and the outer side of the spoke plate area (2) are respectively positioned on intersections of four bisector lines Line1, Line2 and Line3 and Line segments AC and BD;
perpendicular to the parallel Line segments AC, BD, bisector lines Line4, Line5, Line6 and Line7 of the rectangular ABCD are drawn between bisector lines Line1, Line2 and Line3, centers of four groups of continuous arcs are O1 and O1 ', O2 and O2', O3 and O3 ', O4 and O4', respectively, and are located on bisector lines Line4, Line5, Line6 and Line7, respectively, and satisfy in length: the center-to-center distance O1O1, the center-to-center distance O2O2, the center-to-center distance O3O3, the center-to-center distance O4O4, the line segment AB, and the line segment CD.
4. The 3S type spoke plate structure of the urban rail transit vehicle wheel, as claimed in claim 1, wherein: when the four sections of continuous arcs on the inner side and the outer side are respectively 4 groups of equal-length parallel arcs which are in one-to-one correspondence with the inner side and the outer side, smooth transition is respectively carried out between the spoke plate area (2) and the rim area (1) and between the spoke plate area (2) and the hub area (3) through fillets; the two adjacent sections of continuous arcs are in tangent smooth transition, the thickness coefficient of the spoke plate area (2) is d, and the thickness of the spoke plate area (2) is not less than 0.9d and not more than 1.1 d.
5. The 3S type spoke plate structure of the urban rail transit vehicle wheel, as claimed in claim 1, wherein: the wheel is a R9T material wheel, and the tread shape of the wheel adopts DIN5573-E standard.
6. The 3S type spoke plate structure of the urban rail transit vehicle wheel, as claimed in claim 1, wherein: the thickness coefficient d of the spoke plate area (2) is more than or equal to 20 and less than or equal to 35mm, and the radius of the four-section continuous arc is more than or equal to 20 and less than or equal to 80 mm.
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| CN109033635B (en) * | 2018-07-26 | 2022-10-21 | 中车青岛四方车辆研究所有限公司 | Optimal design method for S-shaped spoke plate wheel |
| CN109960845A (en) * | 2018-11-19 | 2019-07-02 | 南京林业大学 | Driving axle housing finite-life design method based on bench test |
| CN112060834B (en) * | 2020-09-16 | 2022-07-01 | 宝武集团马钢轨交材料科技有限公司 | Locomotive integral wheel and design method thereof |
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| SU1090586A1 (en) * | 1980-09-25 | 1984-05-07 | Днепропетровский Металлургический Институт | Railway wheel |
| CN1047053A (en) * | 1989-05-06 | 1990-11-21 | “勃列日涅夫”德聂伯罗彼特罗夫斯克冶金研究院 | Railway wheel |
| CN104136235A (en) * | 2011-12-16 | 2014-11-05 | "维克萨"股份公司 | Railway wheel |
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| DE2726871A1 (en) * | 1977-06-15 | 1979-01-04 | Schwaebische Huettenwerke Gmbh | High speed train wheel - has tyre mounted on corrugated disc with deformed S=section including thickened region towards hub |
| SU1090586A1 (en) * | 1980-09-25 | 1984-05-07 | Днепропетровский Металлургический Институт | Railway wheel |
| CN1047053A (en) * | 1989-05-06 | 1990-11-21 | “勃列日涅夫”德聂伯罗彼特罗夫斯克冶金研究院 | Railway wheel |
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