CN112793364A - Novel wheel tread structure of urban tramcar - Google Patents
Novel wheel tread structure of urban tramcar Download PDFInfo
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- CN112793364A CN112793364A CN202110237991.5A CN202110237991A CN112793364A CN 112793364 A CN112793364 A CN 112793364A CN 202110237991 A CN202110237991 A CN 202110237991A CN 112793364 A CN112793364 A CN 112793364A
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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
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- 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
- B60B2900/20—Avoidance of
- B60B2900/212—Damage
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- 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
- B60B2900/30—Increase in
- B60B2900/321—Lifetime
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- 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
- B60B2900/30—Increase in
- B60B2900/325—Reliability
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- 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
- B60B2900/30—Increase in
- B60B2900/331—Safety or security
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Abstract
The invention provides a novel wheel tread structure of an urban tramcar, which comprises a wheel flange, a throat root circle high-taper area, a normal working area, a nominal rolling circle, an outer end low-taper area and an outer end chamfer area which are connected smoothly in sequence; according to the scheme, the wheel tread curves of the novel wheel tread structure of the urban tramcar are connected smoothly, and connecting lines among all the areas are transited smoothly and naturally; the wheel rim top surface in the wheel tread is set to be a horizontal plane structure, the extrusion strength received at the top of the wheel rim is reduced, the service life of the whole wheel is prolonged, the wheel tread curve is connected smoothly, the transition of connecting lines among all regions is smooth and natural, the driving stability, the safety and the comfort are improved, the abrasion among wheel rails is reduced, and the performances of all aspects are good.
Description
Technical Field
The invention relates to the technical field of wheel tread design of tramcars, in particular to a novel wheel tread structure of an urban tramcar.
Background
The wheel of the rail vehicle is a rotating body structure formed by rotating a certain specific cross section shape, the contour shape obtained by making a cross section along the radial direction of the wheel is the specific cross section, and the cross section is called as a wheel tread in the technical term of the rail vehicle. The typical wheel tread structure generally comprises a plurality of straight lines and curves with different geometric dimension parameters, and a tread area can be divided into a high-taper area, a normal working area, a nominal rolling circle, an outer-end low-taper area and an outer-end chamfer area by a flange, a throat root circle according to a functional area; the rail vehicle runs on the rail system, and the rail vehicle and the rail system jointly form a vehicle-rail coupled railway system, so the wheel tread and the steel rail are physical structural components for connecting and coupling the vehicle and the rail and are unique physical structures for mutual transmission of mechanical relationships of the vehicle and the rail. The vehicle-track coupling railway system is a multi-degree-of-freedom and multi-structure coupling large system, and the tread shape of a wheel needs to be pertinently matched and designed according to the shape of a steel rail and different suspension parameters of a vehicle, so that the tread structure shapes of main rail vehicle manufacturers are different at present, and different tread structure shapes are often used among different vehicle types of the same manufacturer. When the tread structure is matched in shape, the stability, the safety, the abrasion resistance of the wheel rail, the wheel rail matching contact parameters and the like of the vehicle are mainly comprehensively considered, so that the performance of the vehicle is comprehensively considered. Based on the characteristics, the existing wheel tread structure has more schemes, but the existing wheel tread structure is matched with a specific railway vehicle model and a specific railway model for use, namely, a specific wheel tread structure can only be individually suitable for a fixed vehicle-railway coupling system of a certain type.
The rail construction standard of China has certain difference with other countries abroad, and even if the same steel rail profile is adopted, other positioning parameters generally have certain difference. The modern tramcar in China mostly introduces the existing mature tramcar technical platform abroad, and the wheel tread structure of the introduced product is also suitable for the standard of foreign rail line signs. Therefore, it is necessary to design a tread structure with good performances in all aspects based on the characteristics of the domestic railway line and the specific parameter structure of the vehicle.
Disclosure of Invention
Aiming at the problems in the prior art, the invention provides a novel wheel tread structure of an urban tramcar, which solves the problems that the stability, the safety, the wheel-rail abrasion resistance and the wheel-rail matching contact parameter of the tramcar are not well shown and the comprehensive performance of the tramcar is influenced due to the low matching degree between the wheel tread structure introduced into a foreign mature tramcar product and the steel rail profile of a rail in China.
In order to achieve the purpose of the invention, the technical scheme adopted by the invention is as follows:
the novel wheel tread structure of the urban tramcar comprises a wheel flange, a throat root circle high-taper area, a normal working area, a nominal rolling circle, an outer end low-taper area and an outer end chamfer area which are connected smoothly in sequence;
the wheel rim comprises a wheel rim first straight line section, a wheel rim first circular arc section, a wheel rim second straight line section, a wheel rim second circular arc section and a wheel rim third straight line section which are connected in a tangent mode in sequence; the first rim straight line segment is a straight line segment which inclines to the right, the horizontal height K of the first rim straight line segment is 28mm, and the slope of the first rim straight line segment is 1/6; the radius of the first circular arc section of the wheel rim and the radius of the second circular arc section of the wheel rim are 3 mm; the second straight-line segment of the wheel rim is a horizontal straight-line segment; the horizontal distance between the starting point of the first straight line segment of the wheel rim and the end point of the third straight line segment of the wheel rim is 23.5mm, the third straight line segment of the wheel rim is a straight line segment which inclines to the left, and the slope of the third straight line segment of the wheel rim is 1/3;
the top of the wheel flange of the wheel tread structure of the tramcar in the prior art is generally arranged into an arc structure, while the top of the wheel flange of the wheel tread structure is arranged into a horizontal plane structure and matched with a groove-shaped steel rail of the tramcar, and if the top is a convex arc, the wheel flange is easy to collide with the inside of the steel rail groove; tram is on some circuits, and the rim top needs direct and road surface contact and bear load, therefore the rim top sets up to horizontal plane structure and compares in making circular-arc the better bearing load of wanting, because the rim top is big and then stress that receives is little with road surface area of contact, reduces the crushing strength that the rim top received, prolongs the life of whole wheel.
The throat root circle high taper area comprises a first arc section of the throat root circle high taper area and a second arc section of the throat root circle high taper area, the first arc section of the throat root circle high taper area and the second arc section of the throat root circle high taper area are in tangent smooth connection, and the first arc section of the throat root circle high taper area and the third straight-line section of the wheel rim are in tangent smooth connection;
the normal working area comprises a normal working area first arc section, a normal working area second arc section and a normal working area first straight line section; the first arc section is smoothly connected with the second arc section of the high taper area in a tangent mode;
the horizontal distance between the nominal rolling circle and the starting point of the first straight line segment of the wheel rim is M, and in the scheme, the nominal rolling circle is defined as the origin of coordinates;
the outer end low taper area comprises an outer end low taper area first straight line section, and the outer end low taper area first straight line section is connected with the normal working area first straight line section;
the outer end chamfering area comprises an outer end chamfering area straight line section, and the outer end chamfering area straight line section is connected with the first straight line section of the outer end low-taper area. When the tramcar runs on the track, a high taper area, a normal working area and a low taper area at the outer end of a throat root circle in a wheel tread surface are in contact with the top surface of the track; when the tramcar has large transverse displacement in the running process, the right side of a nominal rolling circle on the wheel tread structure on one side is in contact with the top surface of the track, namely a first straight line section of a normal working area in the wheel tread is in contact with a first straight line section of a low-taper area at the outer end, and the left side of the wheel tread structure on the other side is in contact with a steel rail shoulder of the track, namely a third straight line section of a wheel flange in the wheel tread, a first arc section of a high-taper area of a througne circle and a second arc section. The wheel tread curve in this scheme is connected smoothly, and the connecting wire transition between each district is smooth and easy nature, and the wheel rail matches contact parameter, can improve the wheel and pass through the security, guarantees whole tram's normal operating.
Furthermore, as a specific setting mode of the size parameters of the throat root circle high taper area, the radius of the first arc section of the throat root circle high taper area is 16mm, the radius of the second arc section of the throat root circle high taper area is 80mm, and the throat root circle high taper area is formed by smoothly connecting two arc sections, so that the matching degree between the wheel tread and the track is higher, the running stability of the tramcar is improved, and the abrasion between the wheel rails can be reduced.
Further, the radius of the first circular arc section of the normal working area is 90mm, the radius of the second circular arc section of the normal working area is 350mm, the first straight line section of the normal working area is a downward inclined straight line section, the horizontal length of the first straight line section of the normal working area is 20mm, and the slope of the first straight line section of the normal working area is 1/40.
Further, the horizontal distance M between the nominal rolling circle and the starting point of the first straight line segment of the wheel rim is 60mm, the tread wear is reduced, the turning period is prolonged by optimizing the geometric dimension and the positioning parameters of the line segment near the nominal rolling circle, and the adaptability of the tread structure to the change of the rail profile is greatly improved by giving out the parameter setting after calculation optimization.
Further, the first straight line segment of the outer end low taper region is a downward inclined straight line segment, the horizontal distance of the first straight line segment of the outer end low taper region is 30mm, and the slope of the first straight line segment is 1/15.
Further, the straight-line segment of the chamfering area at the outer end is the hypotenuse of an isosceles right triangle with the right-angle side length of 5 mm.
Further, the horizontal distance N between the starting point of the first straight line segment of the rim and the end point of the straight line segment of the outer end chamfer area is 115 mm.
The invention has the beneficial effects that: according to the scheme, the wheel tread curves of the novel wheel tread structure of the urban tramcar are connected smoothly, and connecting lines among all the areas are transited smoothly and naturally; the top surface of the wheel rim in the wheel tread is of a horizontal plane structure, so that the extrusion strength of the top of the wheel rim is reduced, and the service life of the whole wheel is prolonged; the wheel tread curve is connected smoothly, the transition of connecting lines among all areas is smooth and natural, the geometric dimension and the positioning parameters which are matched with domestic steel rails more are optimized, the running stability, the safety and the comfort are improved, the abrasion among wheel rails is reduced, and the performance is good in all aspects.
Drawings
Fig. 1 is a schematic structural diagram of a novel wheel tread structure of an urban tramcar.
Fig. 2 is a schematic structural view of the original wheel tread structure.
FIG. 3 is a comparison table of wheel-rail contact stresses between the wheel tread structure of the present invention and the original wheel tread structure.
FIG. 4 is a comparison of the safety (derailment factor index) of the wheel tread structure of the present invention and the original wheel tread structure.
FIG. 5 is a wear index comparison table of the wheel tread structure of the present invention and the original wheel tread structure.
Wherein, 1, a wheel rim; 1-1, a first straight line segment of the wheel rim; 1-2, a first circular arc section of the wheel rim; 1-3, a second straight-line segment of the rim; 1-4, a second circular arc section of the wheel rim; 1-5, a third straight-line segment of the rim; 2. a high taper region of a larynx root circle; 2-1, a first arc section of a throat root circle high taper area; 2-2, a second arc section of the throat root circle high taper area; 3. a normal working area; 3-1, a first arc segment of a normal working area; 3-2, a second arc segment of the normal working area; 3-3, a first straight line segment of the normal working area; 4. a nominal rolling circle; 5. an outer end low taper region; 5-1, a first straight line section of an outer end low taper area; 6. an outer end chamfer area; 6-1, straight line segment of outer end chamfer area.
Detailed Description
The following description of the embodiments of the present invention is provided to facilitate the understanding of the present invention by those skilled in the art, but it should be understood that the present invention is not limited to the scope of the embodiments, and it will be apparent to those skilled in the art that various changes may be made without departing from the spirit and scope of the invention as defined and defined in the appended claims, and all matters produced by the invention using the inventive concept are protected.
As shown in fig. 1, the invention provides a novel wheel tread structure of an urban tramcar, which comprises a wheel rim 1, a larynx root circle high taper area 2, a normal working area 3, a nominal rolling circle 4, an outer end low taper area 5 and an outer end chamfer area 6 which are connected smoothly in sequence;
the wheel rim 1 comprises a wheel rim first straight line section 1-1, a wheel rim first circular arc section 1-2, a wheel rim second straight line section 1-3, a wheel rim second circular arc section 1-4 and a wheel rim third straight line section 1-5 which are connected in a tangent mode in sequence; the first rim straight line segment 1-1 is a straight line segment which inclines to the right, the horizontal height K of the first rim straight line segment 1-1 is 28mm, and the slope of the first rim straight line segment 1-1 is 1/6; the radius of the first circular arc section 1-2 of the wheel rim and the radius of the second circular arc section 1-4 of the wheel rim are 3 mm; the second straight line section 1-3 of the wheel rim is a horizontal straight line section; the horizontal distance between the starting point of the first straight line segment 1-1 of the rim and the end point of the third straight line segment 1-5 of the rim is 23.5mm, and the third straight line segment 1-5 of the rim is a straight line segment inclined to the left and has the slope of 1/3.
As shown in fig. 1-2, the top of the wheel flange of the wheel tread structure of the tramcar in the prior art is generally arranged into an arc structure, while the top of the wheel flange 1 of the wheel tread structure of the invention is arranged into a horizontal plane structure, and is matched with a groove-shaped steel rail of the tramcar, if the top of the wheel flange 1 is a convex arc, the wheel tread structure is easy to collide with the steel rail groove; tram is on some circuits, and 1 top of rim needs direct and road surface contact and bear load, therefore 1 top of rim sets up to horizontal plane structure and compares in making circular-arc better bearing load of wanting, because 1 top of rim is big and then the stress that receives is little with rail area of contact, reduces the crushing strength that 1 top of rim received, prolongs the life of whole wheel.
As shown in fig. 1, the throat root circle high taper region 2 comprises a first arc section 2-1 of the throat root circle high taper region and a second arc section 2-2 of the throat root circle high taper region, which are in tangent smooth connection, and the first arc section 2-1 of the throat root circle high taper region and a third straight-line section 1-5 of the wheel rim are in tangent smooth connection; the radius of the first circular arc section 2-1 in the throat root circle high taper area is 16mm, and the radius of the second circular arc section 2-2 in the throat root circle high taper area is 80 mm;
the normal working area 3 comprises a normal working area first circular arc section 3-1, a normal working area second circular arc section 3-2 and a normal working area first straight line section 3-3; the first arc section is smoothly connected with the second arc section of the high taper area in a tangent mode; the radius of the first circular arc section 3-1 in the normal working area is 90mm, the radius of the second circular arc section 3-2 in the normal working area is 350mm, the first straight line section 3-3 in the normal working area is a downward inclined straight line section, the horizontal length of the first straight line section 3-3 in the normal working area is 20mm, and the slope of the first straight line section is 1/40.
The horizontal distance between the nominal rolling circle 4 and the starting point of the first straight line segment 1-1 of the wheel rim is M, and in the scheme, the nominal rolling circle 4 is defined as the origin of coordinates; the horizontal distance M between the nominal rolling circle 4 and the starting point of the first straight line segment 1-1 of the wheel flange is 60mm, the tread abrasion is reduced and the turning period is prolonged by optimizing the geometric dimension and the positioning parameters of the line segment near the nominal rolling circle 4, and the adaptability of the tread structure to the change of the rail profile is greatly improved by giving out the parameter setting after calculation optimization.
The outer end low taper area 5 comprises an outer end low taper area first straight line section 5-1, and the outer end low taper area first straight line section 5-1 is connected with a normal working area first straight line section 3-3; the first straight line segment 5-1 of the outer end low taper area is a downward inclined straight line segment, the horizontal distance of the first straight line segment 5-1 of the outer end low taper area is 30mm, and the slope is 1/15.
The outer end chamfering area 6 comprises an outer end chamfering area straight line section 6-1, the outer end chamfering area straight line section 6-1 is connected with an outer end low taper area first straight line section 5-1, and the outer end chamfering area straight line section 6-1 is a bevel edge of an isosceles right triangle with the right angle side length of 5 mm. The horizontal distance N between the starting point of the first straight line segment 1-1 of the wheel rim and the end point of the straight line segment 6-1 of the outer end chamfer area is 115 mm.
As shown in fig. 1, when the tramcar runs on the rail, the high taper area 5 of the larynx root circle, the normal working area 3 and the low taper area 5 of the outer end in the wheel tread surface contact the top surface of the rail, when the tramcar moves in the transverse direction in the running process, the area near the nominal rolling circle 4 on the wheel tread surface structure contacts the top surface of the rail, namely the second arc section 3-2 of the normal working area and the first straight line section 3-3 of the working area in the wheel tread surface contact the top surface of the rail; when the tramcar has large transverse displacement in the running process, the right side of a nominal rolling circle 4 on the wheel tread structure on one side is in contact with the top surface of the track, namely a first straight line section 3-3 of a normal working area in the wheel tread is in contact with a first straight line section 5-1 of a low taper area at the outer end, and the left side on the wheel tread structure on the other side is in contact with a steel rail shoulder of the track, namely a third straight line section 1-5 of a wheel flange in the wheel tread, a first circular arc section 2-1 of a high taper area of a throne root circle and a second circular arc section 2-2.
The comparison of the performance parameters of the original tread and the newly designed tread is as follows: as shown in fig. 1 and 2, the top of the rim 1 of the original tread is a convex arc structure, when the wheel using the original tread structure is matched with a steel rail, on a part of lines, the top of the rim 1 needs to be directly contacted with a road surface and bear load, the top of the rim 1 is contacted with the road surface in a point contact manner, the contact area is small, and the stress borne by the top of the rim 1 is large; and the top of newly-designed tread rim 1 sets up to horizontal plane structure, and 1 top of rim is big and then the stress that receives is little with rail area of contact, reduces the extrusion strength that 1 top of rim received, prolongs the life of whole wheel. As shown in fig. 3, when the transverse displacement of the wheel set is 1-4 mm, the wheel-rail contact stress of the original tread is 2000-2100 Mpa, and the wheel-rail contact stress of the newly designed tread is 1000-1500 Mpa; when the wheel set is displaced transversely at 4-8 mm, because transverse displacement is bigger than normal, the contact stress between the newly designed tread and the wheel rail of the original tread is level and is maintained between 3500-10000 Mpa, so that the contact stress between the newly designed tread and the wheel rail of the original tread is greatly reduced when the transverse displacement of the wheel set is 1-4 mm, and the service life of the wheel rail can be prolonged.
The high taper area 2 of the larynx root circle of the novel wheel tread is formed by smoothly connecting two arc sections, the original design tread intersected in the figure 2 is more smoothly connected, the matching degree between the novel wheel tread and the track is higher, wheel track contact points are uniformly distributed, the running stability of the tramcar is improved, and the abrasion between the wheel tracks can be reduced; as shown in FIG. 5, when the driving speed of the wheel is 6-16 km/h, the abrasion index of the original tread is 1450-1500, the abrasion index of the newly designed tread is 1350-1370, the abrasion index of the newly designed tread is thinner than that of the original tread, the wheel rail abrasion of the newly designed tread is smaller, and the wheel rail abrasion index of the newly designed tread is greatly improved than that of the original tread.
Compared with the original tread, the newly designed tread curve is smoother, the transition of connecting lines among all regions of the newly designed tread is smooth and natural, the wheel rail is matched with contact parameters, and the derailment coefficient of the newly designed tread is lower than that of the original tread, so that the safety of wheels passing through the newly designed tread is improved, and the normal operation of the whole tramcar is ensured; as shown in figure 4, when the running speed of the wheel is 6-16 km/h, the derailment coefficient of the original tread is 0.45-0.66, the derailment coefficient of the newly designed tread is 0.43-0.64, the derailment coefficient of the newly designed tread is 0.02 less than that of the original tread, because the number of the derailment coefficient is smaller and the 0.02 value is reduced to 2%, the derailment coefficient of the newly designed tread is lower than that of the original tread, and the safety of the wheel using the newly designed tread is improved.
Claims (9)
1. A novel wheel tread structure of an urban tramcar is characterized by comprising a wheel rim (1), a larynx root circle high taper area (2), a normal working area (3), a nominal rolling circle (4), an outer end low taper area (5) and an outer end chamfer area (6) which are connected smoothly in sequence;
the wheel rim (1) comprises a wheel rim first straight line section (1-1), a wheel rim first circular arc section (1-2), a wheel rim second straight line section (1-3), a wheel rim second circular arc section (1-4) and a wheel rim third straight line section (1-5) which are connected in a tangent mode.
2. The novel wheel tread structure of the urban streetcar as claimed in claim 1, wherein the first rim straight line segment (1-1) is a straight line segment inclined to the right, the horizontal height K of the first rim straight line segment (1-1) is 28mm, and the slope of the first rim straight line segment (1-1) is 1/6; the radius of the first circular arc section (1-2) of the wheel rim and the radius of the second circular arc section (1-4) of the wheel rim are 3 mm; the second straight line section (1-3) of the wheel rim is a horizontal straight line section; the horizontal distance between the starting point of the first straight line segment (1-1) of the wheel rim and the end point of the third straight line segment (1-5) of the wheel rim is 23.5mm, and the third straight line segment (1-5) of the wheel rim is a straight line segment which inclines to the left and has the slope of 1/3.
3. The novel wheel tread structure of the urban streetcar as claimed in claim 2, wherein the throat root circle high-taper region (2) comprises a first arc section (2-1) of the throat root circle high-taper region and a second arc section (2-2) of the throat root circle high-taper region, the first arc section (2-1) of the throat root circle high-taper region and the third straight line section (1-5) of the wheel rim are smoothly connected in a tangent mode;
the normal working area (3) comprises a normal working area first arc section (3-1), a normal working area second arc section (3-2) and a normal working area first straight line section (3-3); the first arc section (3-1) of the normal working area is smoothly connected with the second arc section (2-2) of the high taper area in a tangent mode;
the horizontal distance between the nominal rolling circle (4) and the starting point of the first straight line segment (1-1) of the wheel rim is M;
the outer end low taper area (5) comprises an outer end low taper area first straight line section (5-1), and the outer end low taper area first straight line section (5-1) is connected with the normal working area first straight line section (3-3);
the outer end chamfer area (6) comprises an outer end chamfer area straight line segment (6-1), and the outer end chamfer area straight line segment (6-1) is connected with the outer end low taper area first straight line segment (5-1).
4. The novel wheel tread structure of the urban streetcar as claimed in claim 3, wherein the radius of the first circular arc section (2-1) of the throat root circle high taper region is 16mm, and the radius of the second circular arc section (2-2) of the throat root circle high taper region is 80 mm.
5. The novel wheel tread structure of the urban streetcar as claimed in claim 3, wherein the radius of the first arc segment (3-1) of the normal working area is 90mm, the radius of the second arc segment (3-2) of the normal working area is 350mm, the first straight segment (3-3) of the normal working area is a downward inclined straight segment, the horizontal length of the first straight segment (3-3) of the normal working area is 20mm, and the slope of the first straight segment is 1/40.
6. A new wheel tread structure for urban trams according to claim 3, characterized in that the horizontal distance M between the nominal rolling circle (4) and the starting point of the first straight section (1-1) of the wheel rim is 60 mm.
7. The new wheel tread structure of urban streetcars according to claim 3, characterized in that the first straight line segment (5-1) of the outer end low taper zone is a downward sloping straight line segment, the horizontal distance of the first straight line segment (5-1) of the outer end low taper zone is 30mm, and the slope is 1/15.
8. The novel wheel tread structure of the urban streetcar as claimed in claim 3, wherein the straight line segment (6-1) of the outer end chamfer area is the hypotenuse of an isosceles right triangle with a right angle side length of 5 mm.
9. The new wheel tread structure for urban trams according to claim 3, characterized in that the horizontal distance N between the starting point of the first straight line segment (1-1) of the wheel rim and the end point of the straight line segment (6-1) of the outer end chamfer area is 115 mm.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202110237991.5A CN112793364A (en) | 2021-03-04 | 2021-03-04 | Novel wheel tread structure of urban tramcar |
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| Application Number | Priority Date | Filing Date | Title |
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| CN202110237991.5A CN112793364A (en) | 2021-03-04 | 2021-03-04 | Novel wheel tread structure of urban tramcar |
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Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN115284785A (en) * | 2022-07-20 | 2022-11-04 | 西南交通大学 | Tread optimization design method for tramcar wheel |
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2021
- 2021-03-04 CN CN202110237991.5A patent/CN112793364A/en active Pending
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN115284785A (en) * | 2022-07-20 | 2022-11-04 | 西南交通大学 | Tread optimization design method for tramcar wheel |
| CN115284785B (en) * | 2022-07-20 | 2024-04-05 | 西南交通大学 | Tramcar wheel tread optimization design method |
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