CN112060834B - Locomotive integral wheel and design method thereof - Google Patents
Locomotive integral wheel and design method thereof Download PDFInfo
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- CN112060834B CN112060834B CN202010975663.0A CN202010975663A CN112060834B CN 112060834 B CN112060834 B CN 112060834B CN 202010975663 A CN202010975663 A CN 202010975663A CN 112060834 B CN112060834 B CN 112060834B
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60B—VEHICLE WHEELS; CASTORS; AXLES FOR WHEELS OR CASTORS; INCREASING WHEEL ADHESION
- B60B17/00—Wheels characterised by rail-engaging elements
- B60B17/0006—Construction of wheel bodies, e.g. disc wheels
Abstract
The invention discloses a locomotive integral wheel which comprises a hub, a spoke plate and a rim, wherein the spoke plate is of a bent structure, one end of the spoke plate is connected with the hub, the other end of the spoke plate is connected with the rim, and a wheel flange and a tread are arranged at one end, far away from the spoke plate, of the rim. The wheel of the invention can be applied to railway locomotives, is suitable for tread braking or axle disc braking, and is easy for batch production. The wheel disk comprises a hub-wheel disk transition region, a wheel disk main body and a rim-wheel disk transition region, wherein the hub-wheel disk transition region is positioned between the hub and the wheel disk main body, and the rim-wheel disk transition region is positioned between the rim and the wheel disk main body. The hub-spoke plate transition region and the rim-spoke plate transition region are both in arc structures, the arc direction of the hub-spoke plate transition region is opposite to that of the rim-spoke plate transition region, the spoke plate main body is in a slant and straight structure, and two end parts of the spoke plate main body are respectively tangent to the hub-spoke plate transition region and the rim-spoke plate transition region. The invention also discloses a design method of the locomotive integral wheel.
Description
Technical Field
The invention belongs to the technical field of locomotive wheels, and particularly relates to a locomotive integral wheel and a design method thereof.
Background
The weight of the vehicle body of the rail vehicle directly influences energy consumption, and vehicle component members can effectively reduce the weight through the optimized design of the structure and the application of new materials, so that the energy consumption is reduced.
The railway wheel mainly comprises a hub, a spoke plate and a rim, and the wheel structure mainly refers to a spoke plate structure. The spoke plate structure is mainly divided into 5 types: s-shaped webs (divided into forward S-shaped webs and reverse S-shaped webs), bell-shaped webs (also called double S-shaped webs), basin-shaped webs, straight webs, and oblique webs. S-shaped and bell-shaped (also called double-S-shaped) webs, and basin-shaped webs can be classified as curved webs.
When designing a tread braking rail wheel, stress and deformation must be considered simultaneously. The web structure has a direct influence on the stiffness, strength and deformation of the rail vehicle wheel. The straight spoke is convenient for installing the brake disc and is commonly used for railway passenger car vehicles braked by the wheel disc, but the mechanical property of the straight spoke is poor, so that the weight is heavier. The bent spoke plate has smaller radial rigidity and optimal thermodynamic performance, is commonly used for tread braking railway vehicles and can also be used for axle disc braking railway vehicles.
European wheel design check standards UIC 510-5 and EN 13979-1 provide for the design of railway wheels with respect to the mechanical loads generated by wheel-rail contact and the thermal loads generated by tread braking. The forward S-shaped web wheel and the basin-shaped web wheel are not suitable for the UIC 510-5 and EN 13979-1 standards because the axial deformation is beyond the range specified by the UIC 510-5 and EN 13979-1 standards under the tread braking condition. The European ORE920 wheel is a typical bell-shaped wheel tread brake wheel, is shaped before UIC 510-5 and EN 13979-1 are published, and has been operated safely for decades at present, finite element calculation is carried out on the structure of the wheel tread brake wheel by using UIC 510-5 and EN 13979-1, and the static strength and the fatigue strength of the wheel tread brake wheel are beyond the standard specified range. Under the tread braking condition, the axial deformation of the straight spoke wheel is easy to meet the ranges specified by the UIC 510-5 and EN 13979-1 standards, but the straight spoke wheel is heavy in weight and not beneficial to energy conservation and emission reduction, so that the straight spoke wheel is not recommended to be applied under the tread braking condition.
The American wheel design check standards AAR-S660 and AAR-S669 specify the design of rail wheels with respect to the mechanical loads generated by wheel-rail contact and the thermal loads generated by tread braking. Under the condition of the same axle load and wheel weight, the calculation results of the S-shaped wheel plates (including the forward S-shaped wheel plate and the reverse S-shaped wheel plate) meet the specifications of the AAR-S660 and AAR-S669 standards, and the calculation results of the straight wheel plate, the inclined wheel plate and the bell-shaped wheel plate hardly meet the specifications of the AAR-S660 and AAR-S669 standards.
The design of railway wheels also takes into account their construction for mass production, particularly for ease of forging. In production, certain railway wheels have excellent mechanical properties, but have higher forging difficulty and lower forging yield, so that the cost is increased and the delivery date is delayed.
Disclosure of Invention
Aiming at the defects in the prior art, the invention aims to provide the locomotive integral wheel which is simple in structure and convenient to use, and the invention also provides a design method of the locomotive integral wheel.
In order to achieve the purpose, the technical scheme of the invention is as follows: the utility model provides a whole wheel of locomotive which characterized in that: including wheel hub, radials and rim, the radials is the bending structure, and the one end and the wheel hub of radials are connected, and the other end and the rim of radials are connected, and the one end of keeping away from the radials on the rim is equipped with rim and tread.
Further, the wheel disc comprises a hub-wheel disc transition area, a wheel disc main body and a rim-wheel disc transition area, wherein the hub-wheel disc transition area is located between the hub and the wheel disc main body, and the rim-wheel disc transition area is located between the rim and the wheel disc main body.
Furthermore, the hub-spoke plate transition region and the rim-spoke plate transition region are both of arc structures, the arc direction of the hub-spoke plate transition region is opposite to the arc direction of the rim-spoke plate transition region, the spoke plate main body is of an inclined and straight structure, and two end parts of the spoke plate main body are respectively tangent to the hub-spoke plate transition region and the rim-spoke plate transition region.
Further, the hub-web transition region comprises arc curves R1, R2, R3 and R4, the arc curve R1 and R2 are connected and located on one side of the axis B of the hub-web transition region, the arc curve R3 and R4 are connected and located on the other side of the axis B of the hub-web transition region, and the arc directions of the arc curves R1, R2 and R4 are the same and are opposite to the arc direction of R3.
Further, the rim-plate transition area comprises arc curves R8, R7, R6 and R5, the arc curve R8 and the arc curve R7 are connected and located on one side of the axis A of the rim-plate transition area, the arc curve R6 and the arc curve R5 are connected and located on the other side of the axis A of the rim-plate transition area, and the arc directions of the arc curves R8, R7 and R5 are the same and are opposite to the arc direction of R6.
Further, the distance X3 between the axis B of the hub-wheel plate transition area and the axis A of the rim-wheel plate transition area is more than or equal to 36 mm.
Furthermore, the thickness of the spoke plate gradually becomes thinner from the joint of the spoke plate and the hub to the joint of the spoke plate and the hub, the thickness of a hub-spoke plate transition area is S1 which is more than or equal to 20mm, and the thickness of a rim-spoke plate transition area is S2 which is more than or equal to 26 m.
Furthermore, be equipped with the oil filler point on wheel hub's the outside, be equipped with on wheel hub's the hole face and lead the oil groove, the outer end of oil filler point is equipped with the internal thread with oil cup external screw thread looks adaptation, the other end and the oil groove intercommunication of leading of oil filler point.
Based on the locomotive integral wheel, the invention also relates to a design method of the locomotive integral wheel, which comprises the following steps:
step 1, auxiliary line setting: the X-X axis is the wheel axis of rotation, also referred to as the axial direction. The Y axis is the middle axis of the hub and indicates the radial direction perpendicular to the X-X axial direction, the direction indicated by the arrow of the X-X axis is the outer side, and the opposite direction of the arrow of the X-X axis is the inner side; the axial direction of the wheel hub-wheel disc transition region 4 is upward, the axial line B of the wheel hub-wheel disc transition region 4 is positioned in the opposite direction of the axial line A of the wheel rim-wheel disc transition region 6, and the axial distance X3 between the axial line A and the axial line B is more than or equal to 36 mm;
step 3, designing a rim-spoke plate transition area: positioning an axial dimension X1 by using the inner rim surface of the rim, drawing an axis A, translating the axis A to two sides for an equal distance along the axial direction to form the spoke plate thickness S1 of a rim-spoke plate transition region, and respectively drawing curves R8, R7, R6 and R5;
and 4, step 4: designing a spoke plate main body: the wheel disk main body is positioned between the hub-wheel disk transition region and the rim-wheel disk transition region, and the contour lines of the wheel disk main body are respectively tangent with corresponding curves at the hub-wheel disk transition region and the rim-wheel disk transition region; the thickness of the web tapers from the hub-web transition to the rim-web transition.
Further, in the step 2, the size of R1 is in the range of 40 mm-60 mm, the size of R2 is in the range of 110 mm-200 mm, the size of R4 is in the range of 150 mm-240 mm, the size of R3 is in the range of 40 mm-120 mm, and S2 is not less than 26 mm; in the step 3, the size of R8 is in the range of 40 mm-60 mm, the size of R7 is in the range of 70 mm-150 mm, the size of R5 is in the range of 100 mm-180 mm, the size of R6 is in the range of 40 mm-80 mm, and S1 is not less than 20 mm.
The technical scheme adopted by the invention has the advantages that:
1. the checking result of the braking thermodynamics and the mechanical strength of the wheel designed by the invention accords with the UIC 510-5 standard, the EN 13979-1 standard, the AAR-S660 standard and the AAR-S669 standard. The wheel designed by the invention can realize light weight. Taking a locomotive wheel with the outer diameter phi of 1220mm as an example, the outer diameter phi of a new locomotive wheel is 1220mm, the outer diameter phi of a scrapped locomotive wheel is 1140mm, and the axle weight is 26t, and compared with the locomotive wheel of the same type, the locomotive wheel with the weight of less than 610kg is reduced by more than 10%. The invention is suitable for all locomotive wheels with rolling circle diameter phi of 950 mm-1250 mm.
2. It is an object of the present invention to provide a lightweight locomotive wheel which is easy to manufacture and has sufficiently high radial and axial stiffness. The invention is realized by introducing a novel bent spoke plate between a hub and a rim. The web can be tailored to balance low stress with small axial deformation and weight of the rim.
3. The wheel of the invention can be applied to railway locomotives, is suitable for tread braking or axle disc braking, and is easy for batch production.
4. The invention develops a novel, light and easy-to-mass-produce wheel with a bent spoke plate structure, which has good braking performance and is based on rationalizing the spoke plate structure of the railway wheel. The wheel has reasonable strength, rigidity and braking thermodynamic performance, and the wheel strength checking result meets the relevant requirements of the UIC 510-5 standard, the EN 13979-1 standard, the AAR-S660 standard and the AAR-S669 standard.
Drawings
The invention is described in further detail below with reference to the following figures and detailed description:
FIG. 1 is a schematic view of the overall wheel structure of a locomotive according to the present invention.
The labels in the above figures are respectively: 1-a hub; 4-hub-web transition zone; 5-a web; 51-a web body; 6-rim-web transition zone; 7-a rim; 8-inner rim surface; 10-a rim; 11-tread; 12-oil holes; 13-oil guide groove.
Detailed Description
In the present invention, it is to be understood that the terms "length", "width", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "planar direction", "circumferential", etc., indicate orientations or positional relationships based on those shown in the drawings, and are only for convenience of description and simplicity of description, but do not indicate or imply that the device or element being referred to must have a particular orientation, be constructed and operated in a particular orientation, and thus, should not be construed as limiting the present invention.
As shown in figure 1, the locomotive integral wheel comprises a hub 1, a spoke plate 5 and a rim 7, wherein the spoke plate 5 is of a bent structure, one end of the spoke plate 5 is connected with the hub 1, the other end of the spoke plate 5 is connected with the rim 7, and one end, far away from the spoke plate 5, of the rim 7 is provided with a rim 10 and a tread 11. The wheel of the invention can be applied to railway locomotives, is suitable for tread braking or axle disc braking, and is easy for batch production.
The web 5 includes a hub-web transition region 4, a web body 51, and a rim-web transition region 6, the hub-web transition region 4 being located between the hub 1 and the web body 51, and the rim-web transition region 6 being located between the rim 7 and the web body 51. The hub-spoke plate transition region 4 and the rim-spoke plate transition region 6 are both of arc structures, the arc direction of the hub-spoke plate transition region 4 is opposite to the arc direction of the rim-spoke plate transition region 6, the spoke plate main body 51 is of an inclined straight structure, and two end parts of the spoke plate main body 51 are respectively tangent to the hub-spoke plate transition region 4 and the rim-spoke plate transition region 6.
The hub-web transition region 4 comprises arc curves R1, R2, R3 and R4, wherein the arc curve R1 and the arc curve R2 are connected and positioned on one side of the axis B of the hub-web transition region 4, the arc curve R3 and the arc curve R4 are connected and positioned on the other side of the axis B of the hub-web transition region 4, and the arc directions of the arc curves R1, R2 and R4 are the same and are opposite to the arc direction of R3.
The rim-plate transition region 6 comprises circular arc curves R8, R7, R6 and R5, the circular arc curve R8 and the circular arc curve R7 are connected and located on one side of the axis A of the rim-plate transition region 6, the circular arc curve R6 and the circular arc curve R5 are connected and located on the other side of the axis A of the rim-plate transition region 6, and the arc directions of the circular arc curves R8, R7 and R5 are the same and are opposite to the arc direction of the R6. The distance X3 between the axis B of the hub-plate transition region 4 and the axis A of the rim-plate transition region 6 is more than or equal to 36 mm.
The thickness of the wheel disk 5 gradually becomes thinner from the wheel disk hub joint to the wheel disk rim joint, the thickness of the hub-wheel disk transition region 4 is S1 which is more than or equal to 20mm, and the thickness of the rim-wheel disk transition region 6 is S2 which is more than or equal to 26 m.
Be equipped with oil filler point 12 on wheel hub 1's the outside, be equipped with on wheel hub 1's the interior hole face and lead oil groove 13, the outer end of oil filler point 12 is equipped with the internal thread with oil cup external screw thread looks adaptation, the other end of oil filler point 12 with lead oil groove 13 intercommunication, lead oil groove 13 and lead the oil groove for cyclic annular. When the wheel is used, the oil cup can be directly screwed into the oil filling hole 12 and filled with oil, the oil enters the oil guide groove 15, and the wheel is detached from the axle. The outer end opening of oil filler point 12 is greater than the inner end opening of oil filler point 12, and the one end that oil filler point 12 and oil guide groove 13 are connected is the inner of oil filler point 12, and the one end that oil filler point 12 kept away from oil guide groove 13 is the outer end of oil filler point 12.
The spoke plate is in a bent structural form, and the spoke plate is provided with two straight axes which are an axis A and an axis B and is used for positioning the spoke plate and assisting drawing. The first straight axis of the wheel disk is positioned at the joint of the wheel disk and the wheel rim, and the axial positioning size is used for determining the axial position of the wheel disk; the second straight axis of the spoke plate is positioned at the joint of the spoke plate and the hub, the axial center line of the hub is close to one side of the outer hub surface, and the axial positioning size is used for determining the axial position of the hub. The axial distance of the two straight axes is more than or equal to 36mm, and in the axial direction, the first straight axis of the spoke plate is positioned in the negative direction of the second straight axis of the spoke plate. At the joint of the spoke plate and the hub, two sides of the spoke plate in the thickness direction are respectively formed by two arcs; and at the joint of the wheel disk and the wheel rim, two sides of the wheel disk in the thickness direction are respectively formed by two arcs. The combination part of the wheel disc hub and the combination part of the wheel disc rim are connected by a straight line. The thickness of the wheel disk is reduced from the joint of the wheel disk hub to the joint of the wheel disk and the wheel rim. The light weight is realized while the requirement of structural strength is met.
Based on the locomotive integral wheel, the invention also relates to a design method of the locomotive integral wheel, which comprises the following steps:
step 1, auxiliary line setting: the X-X axis is the wheel axis of rotation, also referred to as the axial direction. The Y axis is the middle axis of the hub and indicates the radial direction perpendicular to the X-X axial direction, the direction indicated by the arrow of the X-X axis is the outer side, and the opposite direction of the arrow of the X-X axis is the inner side; the axial direction of the wheel hub-wheel disc transition region 4 is upward, the axial line B of the wheel hub-wheel disc transition region 4 is positioned in the opposite direction of the axial line A of the wheel rim-wheel disc transition region 6, and the axial distance X3 between the axial line A and the axial line B is more than or equal to 36 mm;
Step 3, designing a rim-spoke plate transition area: positioning an axial dimension X1 by using an inner rim surface 8 of the rim 7, drawing an axis A, translating the axis A to two sides for an equal distance along the axial direction to form a wheel disc thickness S1 of a rim-wheel disc transition area, and respectively drawing curves R8, R7, R6 and R5; wherein the size of R8 is in the range of 40 mm-60 mm, the size of R7 is in the range of 70 mm-150 mm, the size of R5 is in the range of 100 mm-180 mm, the size of R6 is in the range of 40 mm-80 mm, and S1 is not less than 20 mm.
And 4, step 4: designing a spoke plate main body: the wheel disc main body 51 is positioned between the hub-wheel disc transition region 4 and the rim-wheel disc transition region 6, and the contour lines of the wheel disc main body 51 are respectively tangent with corresponding curves at the hub-wheel disc transition region 4 and the rim-wheel disc transition region 6; the thickness of the web 51 tapers from the hub-web transition 4 to the rim-web transition 6.
The checking result of the braking thermodynamics and the mechanical strength of the wheel designed by the invention accords with the UIC 510-5 standard, the EN 13979-1 standard, the AAR-S660 standard and the AAR-S669 standard. The wheel designed by the invention can realize light weight. Taking a locomotive wheel with the outer diameter phi of 1220mm as an example, the outer diameter phi of a new locomotive wheel is 1220mm, the outer diameter phi of a scrapped locomotive wheel is 1140mm, and the axle weight is 26t, and compared with the locomotive wheel of the same type, the locomotive wheel with the weight of less than 610kg is reduced by more than 10%. The invention is suitable for all locomotive wheels with rolling circle diameter phi of 950 mm-phi 1250 mm.
It is an object of the present invention to provide a lightweight locomotive wheel which is easy to manufacture and has sufficiently high radial and axial stiffness. The invention is realized by introducing a novel bent spoke plate between a hub and a rim. The web can be tailored to balance low stress with small axial deformation and weight of the rim.
The design of the wheel greatly reduces the weight of the wheel, and the mechanical property of the wheel spoke plate is superior to that of a straight spoke plate, an S-shaped spoke plate and a bell-shaped spoke plate. A locomotive wheel with an outer diameter phi 1220 is being used in south Africa lines, the axle weight is 22t, and the weight is 684 kg. The phi 1220mm locomotive wheel designed by the patent has the axle weight of 26t and the wheel weight of 610kg, and is lighter than the existing locomotive wheel under the condition that the applicable axle weight is higher than the existing locomotive wheel.
The invention is described above with reference to the accompanying drawings, it is obvious that the specific implementation of the invention is not limited by the above-mentioned manner, and it is within the scope of the invention to adopt various insubstantial modifications of the technical solution of the invention or to apply the concept and technical solution of the invention directly to other occasions without modification.
Claims (5)
1. A method for designing an integral wheel of a locomotive is characterized by comprising the following steps: the locomotive integral wheel comprises a hub (1), a spoke plate (5) and a rim (7), wherein the spoke plate (5) is of a bent structure, one end of the spoke plate (5) is connected with the hub (1), the other end of the spoke plate (5) is connected with the rim (7), and a flange (10) and a tread (11) are arranged at one end, far away from the spoke plate (5), of the rim (7); the wheel disc (5) comprises a hub-wheel disc transition region (4), a wheel disc main body (51) and a rim-wheel disc transition region (6), wherein the hub-wheel disc transition region (4) is located between the hub (1) and the wheel disc main body (51), and the rim-wheel disc transition region (6) is located between the rim (7) and the wheel disc main body (51); the hub-web transition zone (4) comprises an arc curve R1, an arc curve R2, an arc curve R3 and an arc curve R4, wherein the arc curve R1 and the arc curve R2 are connected and positioned on one side of the axis B of the hub-web transition zone (4), the arc curve R3 and the arc curve R4 are connected and positioned on the other side of the axis B of the hub-web transition zone (4), and the arc directions of the arc curve R1, the arc curve R2 and the arc curve R4 are the same and are opposite to the arc direction of the arc curve R3; the rim-web transition region (6) comprises an arc curve R8, an arc curve R7, an arc curve R6 and an arc curve R5, the arc curve R8 and the arc curve R7 are connected and positioned on one side of the axis A of the rim-web transition region (6), the arc curve R6 and the arc curve R5 are connected and positioned on the other side of the axis A of the rim-web transition region (6), and the arc directions of the arc curve R8, the arc curve R7 and the arc curve R5 are the same and are opposite to the arc direction of the arc curve R6;
the design method comprises the following steps:
step 1, auxiliary line setting: the X-X axis is the wheel rotation axis and is also called axial direction, the Y axis is the hub middle axis and indicates the radial direction perpendicular to the X-X axial direction, the direction indicated by the arrow of the X-X axis is the outer side, and the opposite direction of the arrow of the X-X axis is the inner side; the axial direction of the wheel hub-wheel disc transition region 4 is upward, the axial line B of the wheel hub-wheel disc transition region 4 is positioned in the opposite direction of the axial line A of the wheel rim-wheel disc transition region 6, and the axial distance X3 between the axial line A and the axial line B is more than or equal to 36 mm;
step 2, designing a hub-spoke plate transition region: positioning an axial size X2 by using an inner rim surface (8) of a rim (7), drawing an axis B, translating the axis B to two sides for equal distances along the axial direction to form a spoke plate thickness S2 of a hub-spoke plate transition area, and respectively drawing an arc curve R1, an arc curve R2, an arc curve R4 and an arc curve R3;
step 3, designing a rim-spoke plate transition area: positioning an axial size X1 by using an inner rim surface (8) of a rim (7), drawing an axis A, translating the axis A to two sides for equal distances along the axial direction to form a spoke plate thickness S1 of a rim-spoke plate transition area, and respectively drawing an arc curve R8, an arc curve R7, an arc curve R6 and an arc curve R5;
and 4, step 4: designing a spoke plate main body: the wheel disc main body (51) is positioned between the hub-wheel disc transition region (4) and the rim-wheel disc transition region (6), and the contour lines of the wheel disc main body (51) are respectively tangent to corresponding curves at the hub-wheel disc transition region (4) and the rim-wheel disc transition region (6); the thickness of the wheel disk (5) is gradually reduced from the hub-wheel disk transition area (4) to the rim-wheel disk transition area (6).
2. A method of designing a locomotive integral wheel according to claim 1, wherein: the hub-spoke plate transition region (4) and the rim-spoke plate transition region (6) are both of arc structures, the arc direction of the hub-spoke plate transition region (4) is opposite to the arc direction of the rim-spoke plate transition region (6), the spoke plate main body (51) is of a slant straight structure, and two end parts of the spoke plate main body (51) are respectively tangent to the hub-spoke plate transition region (4) and the rim-spoke plate transition region (6).
3. A method of designing a locomotive integral wheel according to claim 2, wherein: the thickness of the wheel disk (5) gradually becomes thinner from the wheel disk hub joint to the wheel disk rim joint, the thickness of the hub-wheel disk transition region (4) is S2 which is more than or equal to 26mm, and the thickness of the rim-wheel disk transition region (6) is S1 which is more than or equal to 20 mm.
4. A method of designing a locomotive integral wheel according to claim 3, wherein: be equipped with oil filler point (12) on the outside of wheel hub (1), be equipped with on the hole face of wheel hub (1) and lead oil groove (13), the outer end of oil filler point (12) is equipped with the internal thread with oil cup external screw thread looks adaptation, the other end of oil filler point (12) with lead oil groove (13) intercommunication.
5. The method for designing an integral wheel of a locomotive according to claim 4, wherein: in the step 2, the size of the arc curve R1 is in the range of 40 mm-60 mm, the size of the arc curve R2 is in the range of 110 mm-200 mm, the size of the arc curve R4 is in the range of 150 mm-240 mm, the size of the arc curve R3 is in the range of 40 mm-120 mm, and S1 is more than or equal to 20 mm; in the step 3, the size of the arc curve R8 is in the range of 40 mm-60 mm, the size of the arc curve R7 is in the range of 70 mm-150 mm, the size of the arc curve R5 is in the range of 100 mm-180 mm, the size of the arc curve R6 is in the range of 40 mm-80 mm, and S2 is not less than 26 mm.
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| CN202010975663.0A CN112060834B (en) | 2020-09-16 | 2020-09-16 | Locomotive integral wheel and design method thereof |
| PCT/CN2021/091295 WO2022057272A1 (en) | 2020-09-16 | 2021-04-30 | Locomotive integrated wheel and design method therefor |
| ZA2021/04477A ZA202104477B (en) | 2020-09-16 | 2021-06-28 | Locomotive monoblock wheel and design method thereof |
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| 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 |
| CN112477506A (en) * | 2020-12-28 | 2021-03-12 | 安徽港泰机械制造集团有限公司 | Novel special wheel for special vehicle |
| CN114290850A (en) * | 2022-01-20 | 2022-04-08 | 宝武集团马钢轨交材料科技有限公司 | Low-stress reverse S-shaped spoke plate wheel and design method thereof |
| CN114290851A (en) * | 2022-01-20 | 2022-04-08 | 宝武集团马钢轨交材料科技有限公司 | High-braking-performance truck wheel and design method thereof |
| CN114523803B (en) * | 2022-03-14 | 2024-03-08 | 宝武集团马钢轨交材料科技有限公司 | Lightweight heavy-duty wheel set and design method thereof |
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| US5333926A (en) * | 1993-03-23 | 1994-08-02 | Amsted Industries Incorporated | Railway wheel |
| FR2746707B1 (en) * | 1996-03-29 | 1998-04-24 | Valdunes | RAILWAY WHEEL |
| JP3070493B2 (en) * | 1996-10-18 | 2000-07-31 | 住友金属工業株式会社 | Rolled integrated wheel for railway vehicle and method of manufacturing the same |
| CN202806196U (en) * | 2012-08-10 | 2013-03-20 | 北京二七轨道交通装备有限责任公司 | Integrated wheel of board-track internal combustion locomotive |
| CN102795052B (en) * | 2012-08-10 | 2015-06-03 | 北京二七轨道交通装备有限责任公司 | Integrated wheel of broad-track internal combustion locomotive |
| CN103507560A (en) * | 2013-10-11 | 2014-01-15 | 北京二七轨道交通装备有限责任公司 | Train wheel and train |
| CN106142979B (en) * | 2016-06-29 | 2018-10-30 | 西南交通大学 | Rail vehicle S-shaped web pattern wheel with three sections of tangent arcs |
| CN107415575B (en) * | 2017-06-26 | 2020-05-15 | 西南交通大学 | Railway wheel capable of obviously reducing rail corrugation |
| CN107415576B (en) * | 2017-07-18 | 2020-04-14 | 上海工程技术大学 | 3S-shaped spoke plate structure of urban rail transit vehicle wheel |
| CN108501615A (en) * | 2018-04-25 | 2018-09-07 | 马钢(集团)控股有限公司 | A kind of bending disc rail wheel |
| CN108787968B (en) * | 2018-05-21 | 2019-11-12 | 马鞍山钢铁股份有限公司 | Anti- disc rim plate is away from big difference train wheel heat forming technology |
| 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 |
-
2020
- 2020-09-16 CN CN202010975663.0A patent/CN112060834B/en active Active
-
2021
- 2021-04-30 WO PCT/CN2021/091295 patent/WO2022057272A1/en active Application Filing
- 2021-06-28 ZA ZA2021/04477A patent/ZA202104477B/en unknown
Also Published As
| Publication number | Publication date |
|---|---|
| CN112060834A (en) | 2020-12-11 |
| WO2022057272A1 (en) | 2022-03-24 |
| ZA202104477B (en) | 2022-08-31 |
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