JP2002137601A - Corrugated wheel for rail road vehicle and bogie for the vehicle - Google Patents
Corrugated wheel for rail road vehicle and bogie for the vehicleInfo
- Publication number
- JP2002137601A JP2002137601A JP2000336150A JP2000336150A JP2002137601A JP 2002137601 A JP2002137601 A JP 2002137601A JP 2000336150 A JP2000336150 A JP 2000336150A JP 2000336150 A JP2000336150 A JP 2000336150A JP 2002137601 A JP2002137601 A JP 2002137601A
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- Prior art keywords
- side plate
- plate portion
- wheel
- plate part
- tread
- Prior art date
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Abstract
Description
【０００１】[0001]
【発明の属する技術分野】本発明は、リム側板部がボス
側板部より軌道外側に位置する形状の鉄道車両用波打車
輪及び前記車輪を備える鉄道車両用台車に関する。BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a wavy wheel for a railway vehicle having a rim side plate located outside the track from a boss side plate, and a bogie for a railway vehicle provided with the wheel.
【０００２】[0002]
【従来の技術】鉄道車両用車輪（以下、単に車輪ともい
う）の形状には、ＪＩＳ Ｅ ５４０２に規定されるよ
うに、Ａ形、Ｂ形及びＣ形の３形状がある。このなか
で、Ａ形の車輪はリム側板部がボス側板部より軌道外側
に位置するものであり、板部に発生する応力を他の２形
状の車輪よりも小さくすることができることから、現在
広く使用されている。2. Description of the Related Art There are three types of railcar wheels (hereinafter, simply referred to as wheels) in the form of A, B and C as defined in JIS E5402. Among them, the A-shaped wheel has a rim side plate located outside the track from the boss side plate, and the stress generated in the plate can be made smaller than that of the other two shapes of wheels. It is used.
【０００３】なかでも、板部を円周方向に波打たせた波
打車輪は、車両速度の向上と省エネルギーとに資する軽
量化車輪として広く使用されている。波打車輪は、板部
を円周方向に波打たせて板部の剛性を高めることによ
り、垂直荷重や横圧などの外荷重に対するレールからの
反力に起因して板部に発生する機械的応力（以下、機械
的応力という）を低減し、これにより板部が波のない円
錐状の面である車輪（以下、波無車輪という）よりも板
厚を低減させて軽量化することを可能にする優れた車輪
である。[0003] Above all, a wavy wheel having a plate portion waving in the circumferential direction is widely used as a lightweight wheel that contributes to improvement of vehicle speed and energy saving. The wavy wheel is a machine generated in the plate due to the reaction force from the rail against external loads such as vertical load and lateral pressure by increasing the rigidity of the plate by waving the plate in the circumferential direction. To reduce the mechanical stress (hereinafter referred to as mechanical stress), thereby reducing the plate thickness and reducing the weight compared to a wheel (hereinafter referred to as a waveless wheel) whose plate portion is a conical surface without waves. An excellent wheel that makes it possible.
【０００４】しかし、波打車輪は、機械的応力を波無車
輪よりも小さくできるものの、ブレーキが負荷されたと
きに踏面とブレーキパッドとの摩擦熱に起因して板部に
発生する熱応力（以下、単に熱応力という）が、波無車
輪よりも大きくなるという課題を有する。[0004] However, although the wavy wheel can reduce the mechanical stress as compared with the wavy wheel, the thermal stress generated in the plate portion due to the frictional heat between the tread and the brake pad when the brake is applied ( (Hereinafter, simply referred to as thermal stress) is greater than that of a waveless wheel.
【０００５】この課題を解決するものとして、特開平６
−２７８４０１号公報には、熱応力を効果的に抑制でき
る波打車輪が開示されている。同公報には、フランジ側
から見て、板の波の最低部を通る径方向板断面形状のリ
ムフィレットのフランジ側円弧端近傍の板部板厚中央部
及びボスフィレットのフランジ側円弧端近傍の板部板厚
中央部から軸心におろした垂線間の寸法を３０〜７０ｍ
ｍとし、さらに、フランジ側から見て、板の波の最頂部
を通る径方向板断面形状のボスフィレットの反フランジ
側円弧端近傍の板部板厚中央部及びボスフィレットのフ
ランジ側円弧端近傍の板部板厚中央部から軸心におろし
た垂線間の寸法を１０〜３０ｍｍとする車輪が開示され
ている。To solve this problem, Japanese Patent Application Laid-Open No.
Japanese Unexamined Patent Publication No. -278401 discloses a wavy wheel capable of effectively suppressing thermal stress. The publication discloses that, when viewed from the flange side, the plate thickness center portion near the flange-side arc end of the rim fillet of the radial plate cross-sectional shape passing through the lowest part of the wave of the plate and the vicinity of the flange-side arc end of the boss fillet 30-70m between the perpendiculars drawn from the center of the plate thickness to the axis
m, and further, when viewed from the flange side, near the center of the plate thickness near the non-flange side arc end of the boss fillet of the radial plate cross section passing through the top of the wave of the plate and near the flange side arc end of the boss fillet A wheel is disclosed in which the dimension between the perpendiculars drawn from the center of the plate thickness to the axis is 10 to 30 mm.
【０００６】一方、踏面の形状は、上述したＪＩＳ Ｅ
５４０２に規定されるＡ形、Ｂ形、Ｃ形という形状に
拘らず、在来線において使用するものは、踏面勾配が１
／２０の一般に円錐踏面と呼ばれる形状となっている。
また、Ｃ形車輪の中で新幹線に使用されるものは、踏面
勾配が１／４０の円錐踏面となっている。On the other hand, the shape of the tread is the same as that described in JIS E
Regardless of the A-type, B-type, and C-type specified in 5402, those used on conventional lines have a tread slope of 1
/ 20 has a shape generally called a conical tread.
Further, among the C-shaped wheels, those used for the Shinkansen have a conical tread with a tread slope of 1/40.
【０００７】一般に、踏面勾配が小さいほど、車両が蛇
行動を起こし始める限界速度が高くなるために直線走行
時の走行安定性に優れる。また、輪軸の中心とレール間
の中心とがずれた場合であっても、左右の車輪について
車輪とレールとの接触点からなる円の半径差が小さいた
め、直線走行時における車輪とレールとのすべりが生じ
難くなり、すべりに起因した異常摩耗やシェリングと呼
ばれる踏面の疲労剥離の発生を抑制できる。すなわち、
直線走行性の観点からは踏面勾配が小さいほど好ましい
のである。In general, the lower the slope of the tread, the higher the limit speed at which the vehicle starts snaking, so that the running stability in straight running is excellent. Further, even when the center of the wheelset is deviated from the center between the rails, the difference between the radii of the circles formed by the contact points between the wheels and the rails on the left and right wheels is small. Slip is less likely to occur, and occurrence of abnormal wear caused by the slip and fatigue peeling of the tread surface called shelling can be suppressed. That is,
From the viewpoint of straight running performance, the smaller the slope of the tread, the better.
【０００８】しかし、曲線走行時には、内輪と外輪の走
行距離が異なるのに対し、内輪と外輪の回転速度は同一
であるため、外輪とレールとの接触点からなる円の半径
を内輪とレールとの接触点からなる円の半径よりも大き
くなるようにした方が、車輪とレールとのすべりを抑制
できるので好ましいことになる。曲線走行時におけるレ
ールと接する踏面の位置は、直線走行時よりも内輪及び
外輪とも内輪側へ変位するので、上記理由により踏面勾
配が大きい方が車輪とレールとのすべりを抑制できるの
で好ましいことになる。すなわち、曲線走行性の観点か
らは踏面勾配が大きいほど好ましいのである。However, when traveling on a curved road, the traveling distance between the inner wheel and the outer wheel is different, while the rotational speeds of the inner wheel and the outer wheel are the same. Therefore, the radius of the circle formed by the contact point between the outer wheel and the rail is determined by the inner wheel and the rail. It is preferable that the radius is larger than the radius of the circle formed by the contact points because the slip between the wheel and the rail can be suppressed. Since the position of the tread surface in contact with the rail during curved running is displaced toward the inner wheel side for both the inner and outer wheels as compared to straight running, it is preferable that a tread surface gradient having a large tread slope can suppress slippage between the wheel and the rail for the above reason. Become. That is, from the viewpoint of curve running performance, it is preferable that the slope of the tread is larger.
【０００９】[0009]
【発明が解決しようとする課題】上述したように、波打
車輪は、車両の高速化と省エネルギーとに資する軽量化
車輪として広く使用されている優れた車輪である。ま
た、特開平６−２７８４０１号公報に開示された波打車
輪は、波打車輪の課題である熱応力を実用上問題のない
程度にまで抑制することができるので、波打車輪の適用
可能範囲は極めて広範である。As described above, the wavy wheel is an excellent wheel widely used as a lightweight wheel which contributes to speeding up and energy saving of the vehicle. In addition, the wavy wheel disclosed in Japanese Patent Application Laid-Open No. 6-278401 can suppress the thermal stress, which is a problem of the wavy wheel, to such an extent that there is no practical problem. Is extremely extensive.
【００１０】しかし、ボス側板部に対するリム側板部の
変位量が同一である場合には、波打車輪の方が波無車輪
よりも熱応力が大きくなるので、車輪形状を適正化した
場合の熱応力の最小値については、波無車輪の方が波打
車輪よりも小さくできることになる。このため、極めて
過酷なブレーキを課せられる路線の車両には、波打車輪
よりも重量が大きく車両の高速化及び省エネルギーの面
において不利であるが、熱応力抑制効果に優れる波無車
輪を適用する場合があり得る。However, when the displacement amount of the rim side plate portion with respect to the boss side plate portion is the same, the thermal stress of the wavy wheel is larger than that of the wavy wheel, so that the heat generated when the wheel shape is optimized is increased. Regarding the minimum value of the stress, the wavy wheel can be smaller than the wavy wheel. For this reason, for vehicles on routes where extremely severe braking is imposed, wavy wheels which are heavier than wavy wheels and which are disadvantageous in terms of speeding up the vehicle and energy saving, but which are excellent in thermal stress suppression effect, are applied. There may be cases.
【００１１】したがって、車両の高速化と省エネルギー
とに資する軽量化車輪である波打車輪の適用範囲をさら
に拡大するために、特開平６−２７８４０１号公報に開
示された波打車輪よりもさらに熱応力抑制効果に優れる
波打車輪が望まれている。Therefore, in order to further expand the application range of the wavy wheel, which is a light-weight wheel that contributes to speeding up the vehicle and saving energy, the heat is further increased than that of the wavy wheel disclosed in JP-A-6-278401. There is a need for a wavy wheel having an excellent stress suppressing effect.
【００１２】また、上述したように、車両の走行性に大
きな影響を及ぼす踏面勾配は車輪の性能に関する重要な
要素であるが、各種走行条件下における踏面勾配の挙動
を考慮し、夫々の走行条件下における踏面勾配を好適と
するように車輪形状の適正化を試みることは従来行なわ
れていなかった。なお、一般には荷重が作用しない状態
における踏面の勾配を踏面勾配というが、ここでは、各
種走行条件により荷重等が車輪に作用した際の車軸に対
する踏面の勾配のことを踏面勾配ということとする。[0012] As described above, the tread gradient, which greatly affects the running performance of the vehicle, is an important factor related to the performance of the wheels. In consideration of the behavior of the tread gradient under various running conditions, each running condition is taken into consideration. Conventionally, attempts have been made to optimize the wheel shape so as to make the lower tread surface gradient suitable. In general, the gradient of the tread in a state where no load is applied is referred to as a tread gradient. However, in this case, the gradient of the tread with respect to the axle when a load or the like acts on the wheel under various running conditions is referred to as a tread gradient.
【００１３】しかし、上記検討により車輪形状の適正化
を図ることは、鉄道車両のさらなる性能向上を図るため
に必要である。具体的には、直線走行時に相当する垂直
荷重作用時には踏面勾配がより小さく、曲線走行時に相
当する横圧作用時には踏面勾配がより大きくなるように
する車輪を適用することにより、鉄道車両のさらなる性
能向上を可能にできるのである。However, it is necessary to optimize the wheel shape based on the above study in order to further improve the performance of the railway vehicle. Specifically, by applying wheels that make the tread slope smaller when a vertical load is applied during straight running, and larger when a lateral pressure is applied when driving along a curve, the performance of railway vehicles is further improved. It can be improved.
【００１４】本発明は、上記問題点に鑑み、ブレーキに
より板部に発生する熱応力を低減するのに好適な鉄道車
両用波打車輪及び鉄道車両用台車を提供することを目的
とする。また、鉄道車両のさらなる性能向上を可能にす
るために、直線走行時及び曲線走行時の踏面勾配が好適
となる、直進走行性及び曲線走行性に優れる鉄道車両用
波打車輪及び鉄道車両用台車を提供することを目的とす
る。SUMMARY OF THE INVENTION In view of the above problems, an object of the present invention is to provide a wavy wheel for a railway vehicle and a bogie for a railway vehicle suitable for reducing thermal stress generated in a plate portion by a brake. In addition, in order to further improve the performance of the railway vehicle, a tread surface gradient during straight traveling and curved traveling is suitable, and a wavy wheel and a bogie for a railway vehicle excellent in straight traveling performance and curved traveling performance are provided. The purpose is to provide.
【００１５】[0015]
【課題を解決するための手段】本発明者らは、鉄道車両
用波打車輪について、従来よりもさらに熱応力を抑制す
べく、熱応力に及ぼす車輪形状の影響についてＦＥＭ解
析を用いて調査を行った。また、鉄道車両の総合的走行
性を向上させるべく、直線走行性と曲線走行性の双方に
ついて、ブレーキをかけない場合（以下、通常走行時と
いう）とブレーキをかけた場合（以下、制動走行時とい
う）とにおける踏面勾配に及ぼす車輪形状の影響につい
てもＦＥＭ解析を用いて調査した。その結果、以下の知
見を得た。Means for Solving the Problems The inventors of the present invention conducted an investigation on the effect of the wheel shape on the thermal stress by using FEM analysis in order to further suppress the thermal stress of the wavy wheel for railway vehicles. went. In addition, in order to improve the overall running performance of the railway vehicle, the brake is not applied (hereinafter referred to as normal running) and the brake is applied (hereinafter referred to as braking running) for both straight running performance and curved running performance. The effect of the wheel shape on the tread gradient was also investigated using FEM analysis. As a result, the following findings were obtained.
【００１６】（Ａ）ブレーキにより板部に発生する最大
熱応力は、リム側板部の波打ち量γとボス側板部の波打
ち量ωとの比γ／ω（以下、単にγ／ωともいう）と相
関を有し、γ／ωを１．０以上とすることにより板部に
発生する最大熱応力を効果的に低減できる。(A) The maximum thermal stress generated in the plate portion by the brake is defined as the ratio γ / ω (hereinafter simply referred to as γ / ω) of the undulation amount γ of the rim side plate portion and the undulation amount ω of the boss side plate portion. By having a correlation and setting γ / ω to 1.0 or more, the maximum thermal stress generated in the plate portion can be effectively reduced.
【００１７】ここで、リム側板部の波打ち量γとは、板
部の波の最底部を通る径方向断面におけるフランジ側凹
部底に接し軸心に垂直な平面と、板部の波の最頂部を通
る径方向断面におけるフランジ側凹部底に接し軸心に垂
直な平面との距離である。Here, the wave amount γ of the rim-side plate portion is defined as a plane which is in contact with the bottom of the flange-side concave portion in the radial cross section passing through the bottommost portion of the wave of the plate portion and which is perpendicular to the axis, and the top portion of the wave of the plate portion. Is the distance from a plane that is in contact with the bottom of the flange-side concave portion and that is perpendicular to the axis in a radial cross-section passing through
【００１８】また、ボス側の板部の波打ち量ωとは、板
部の波の最底部を通る径方向断面における反フランジ側
凹部底に接し軸心に垂直な平面と、板部の波の最頂部を
通る径方向断面における反フランジ側凹部底に接し軸心
に垂直な平面との距離である。The wave amount ω of the plate portion on the boss side is defined as a plane which is in contact with the bottom of the concave portion on the opposite flange side in a radial cross section passing through the bottommost portion of the wave of the plate portion and which is perpendicular to the axis. This is the distance from a plane that is in contact with the bottom of the concave portion on the side opposite to the flange on the radial cross section passing through the top and perpendicular to the axis.
【００１９】なお、板部の波の最底部とは、板部の周方
向の波について最も反フランジ側に位置している部位で
あり、板部の波の最頂部とは、板部の周方向の波につい
て最もフランジ側に位置している部位である。Note that the bottom of the wave of the plate portion is a portion located on the farthest flange side with respect to the wave in the circumferential direction of the plate portion, and the top of the wave of the plate portion is defined as the periphery of the wave of the plate portion. It is a part located on the flange side with respect to the wave in the direction.
【００２０】図１は、リム側板部の波打ち量γの説明図
であり、図２は、ボス側板部の波打ち量ωの説明図であ
る。図１において、符号１はリム部、符号２は板部、符
号３はボス部、符号４はフランジ、符号５は踏面を示
す。また、Ｘ１は板部の波の最頂部を通る径方向断面に
おけるフランジ側凹部底、Ｘ２は板部の波の最底部を通
る径方向断面におけるフランジ側凹部底、Ｌは軸心を示
す。板部については、実線にて板部の波の最頂部を通る
径方向断面を、破線にて板部の波の最底部を通る径方向
断面を示す。FIG. 1 is an explanatory diagram of the waving amount γ of the rim side plate portion, and FIG. 2 is an explanatory diagram of the waving amount ω of the boss side plate portion. In FIG. 1, reference numeral 1 denotes a rim portion, reference numeral 2 denotes a plate portion, reference numeral 3 denotes a boss portion, reference numeral 4 denotes a flange, and reference numeral 5 denotes a tread surface. Further, X1 is the flange-side concave bottom in the radial section passing through the top of the wave of the plate portion, X2 is the flange-side concave bottom in the radial section passing through the bottom of the plate wave, and L is the axis. Regarding the plate portion, a solid line indicates a radial cross section passing through the top of the wave of the plate portion, and a broken line indicates a radial cross section passing through the bottom of the wave of the plate portion.
【００２１】図２において、Ｙ１は板部の波の最頂部を
通る径方向断面における反フランジ側凹部底、Ｙ２は板
部の波の最底部を通る径方向断面における反フランジ側
凹部底を示す。同図において、図１と同じ要素は同一の
符号を用いて示し、板部についても同様にして示す。In FIG. 2, Y1 indicates the bottom of the concave portion on the opposite flange side in the radial section passing through the top of the wave of the plate portion, and Y2 indicates the bottom of the concave portion on the opposite flange side in the radial section passing through the bottom of the wave of the plate portion. . In the figure, the same elements as those in FIG. 1 are denoted by the same reference numerals, and the plate part is also denoted in the same manner.
【００２２】（Ｂ）ボス側板部に対するリム側板部の変
位量δ（以下、単にδともいう）を１５ｍｍ以上とする
ことにより、ブレーキにより板部に発生する最大熱応力
を効果的に低減できる。(B) By setting the displacement δ of the rim side plate relative to the boss side plate (hereinafter, also simply referred to as δ) to 15 mm or more, the maximum thermal stress generated in the plate by the brake can be effectively reduced.
【００２３】ここで、ボス側板部に対するリム側板部の
変位量δとは、板部の波の最頂部を通る径方向断面にお
けるフランジ側凹部底に接し軸心に垂直な平面と、板部
の波の最底部を通る径方向断面における反フランジ側凹
部底に接する軸心に垂直な平面との距離である。Here, the displacement amount δ of the rim side plate portion with respect to the boss side plate portion is defined as a plane in contact with the bottom of the flange side concave portion in a radial cross section passing through the top of the wave of the plate portion and perpendicular to the axis, and This is the distance from the plane perpendicular to the axis centered on the bottom of the concave portion on the side opposite to the flange in the radial cross section passing through the bottom portion of the wave.
【００２４】図３は、ボス側板部に対するリム側板部の
変位量δを示す説明図である。同図において、図１及び
図２と同じ要素は同一の符号を用いて示し、板部につい
ても同様にして示す。FIG. 3 is an explanatory diagram showing the displacement δ of the rim side plate with respect to the boss side plate. In the figure, the same elements as those in FIGS. 1 and 2 are denoted by the same reference numerals, and the plate portion is also denoted in the same manner.
【００２５】（Ｃ）リム側板部の波打ち量γを大きくす
ることにより、直線走行における通常走行時及び制動走
行時の踏面勾配を小さくすることができ、直線走行性を
向上させることができる。(C) By increasing the waving amount γ of the rim side plate portion, it is possible to reduce the gradient of the tread during normal running and braking running in straight running, thereby improving straight running performance.
【００２６】（Ｄ）ボス側板部の波打ち量ωを小さくす
ることにより、曲線走行における通常走行時の踏面勾配
を大きくすることができ、通常走行時の曲線走行性を向
上させることができる。(D) By reducing the waving amount ω of the boss side plate portion, it is possible to increase the gradient of the tread surface during normal running in curve running, and to improve the curve running performance during normal running.
【００２７】本発明は、上記知見に基づいて完成させた
ものであり、その要旨は以下のとおりである。 （１）リム側板部がボス側板部より軌道外側に位置する
鉄道車両用波打車輪において、リム側板部の波打ち量γ
とボス側板部の波打ち量ωとの比γ／ωが１．０以上で
あることを特徴とする鉄道車両用波打車輪。The present invention has been completed based on the above findings, and the gist is as follows. (1) In a wavy wheel for a railway vehicle in which the rim side plate portion is located outside the track from the boss side plate portion, the amount of undulation γ of the rim side plate portion
A ratio .gamma ./. Omega. Of a wobbling amount .omega. Of the boss side plate portion to 1.0 or more.
【００２８】（２）リム側板部の波打ち量γが５ｍｍ以
上であることを特徴とする（１）項に記載の鉄道車両用
波打車輪。 （３）ボス側板部に対するリム側板部の変位量δが１５
ｍｍ以上であることを特徴とする（１）項または（２）
項に記載の鉄道車両用波打車輪。(2) The wavy wheel for a railway vehicle according to the above (1), wherein the wavy amount γ of the rim side plate portion is 5 mm or more. (3) The displacement amount δ of the rim side plate with respect to the boss side plate is 15
(1) or (2).
A wavy wheel for a railway vehicle according to the item.
【００２９】（４）（１）項、（２）項または（３）項
に記載の鉄道車両用波打車輪を備えることを特徴とする
鉄道車両用台車。(4) A railcar bogie comprising the railcar wavy wheel described in (1), (2) or (3).
【００３０】[0030]
【発明の実施の形態】以下、本発明の数値限定理由につ
いて、ＦＥＭ解析の結果を示して説明する。図４は、ブ
レーキにより板部に発生する最大熱応力とγ／ωとの関
係を示すグラフである。DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS The reasons for limiting the numerical values of the present invention will be described below with reference to the results of FEM analysis. FIG. 4 is a graph showing the relationship between the maximum thermal stress generated in the plate portion by the brake and γ / ω.
【００３１】同図に示すように、γ／ωを大きくするこ
とにより板部に発生する最大熱応力を低減することがで
き、δが同一である場合においても波無車輪と同程度に
まで低減することができる。ここで、γ／ωは１．０以
上とすることが好ましい。γ／ωが１．０未満では、板
部に発生する最大熱応力の低減効果が不充分な場合があ
る。より好ましくはγ／ωを１．５以上とする。As shown in the figure, by increasing γ / ω, the maximum thermal stress generated in the plate portion can be reduced, and even when δ is the same, it is reduced to the same level as that of the waveless wheel. can do. Here, γ / ω is preferably set to 1.0 or more. If γ / ω is less than 1.0, the effect of reducing the maximum thermal stress generated in the plate portion may be insufficient. More preferably, γ / ω is set to 1.5 or more.
【００３２】また、同図に示すように、δを大きくする
ことにより板部に発生する最大熱応力を低減できる。こ
こで、δは１５ｍｍ以上とするのが好ましい。δを１５
ｍｍ未満としたのでは、板部に発生する最大熱応力を低
減する効果が不充分となる場合があるからである。さら
に好ましくは３０ｍｍ以上である。As shown in the figure, the maximum thermal stress generated in the plate portion can be reduced by increasing δ. Here, δ is preferably 15 mm or more. δ is 15
If the thickness is less than mm, the effect of reducing the maximum thermal stress generated in the plate portion may be insufficient. More preferably, it is 30 mm or more.
【００３３】δが大きいほど大きな熱応力低減効果が得
られるので、δの上限は特に限定しない。しかし、６０
ｍｍを超えると車輪のボス端面の寸法制約から板部の形
状を構成することが困難となる場合には、６０ｍｍ以下
とすればよい。The larger the value of δ, the greater the effect of reducing thermal stress is obtained, so the upper limit of δ is not particularly limited. But 60
If it is more than mm, it is difficult to configure the shape of the plate portion due to dimensional restrictions on the end face of the boss of the wheel.
【００３４】図５は、直線走行に相当する垂直荷重作用
時における通常走行時の踏面勾配とリム側板部の波打ち
量γとの関係を示すグラフである。図６は、直線走行に
相当する垂直荷重作用時における制動走行時の踏面勾配
とリム側板部の波打ち量γとの関係を示すグラフであ
る。FIG. 5 is a graph showing the relationship between the gradient of the tread surface during normal running and the amount of undulation γ of the rim side plate when a vertical load is applied, which corresponds to straight running. FIG. 6 is a graph showing the relationship between the gradient of the tread surface during braking travel and the amount of undulation γ of the rim side plate portion when a vertical load is applied, which corresponds to straight travel.
【００３５】図５及び図６に示すように、リム側板部の
波打ち量γを大きくすることにより、直線走行における
通常走行時及び制動走行時の踏面勾配を小さくすること
ができ、直線走行性の観点から好ましくなる。ここで、
リム側板部の波打ち量γによる踏面勾配を小さくする効
果は、蛇行動を起こし始める限界速度を高くして走行安
定性を顕著に改善する程度ではないとも考えられるが、
左右車輪の車軸方向の変位に起因して生じる車輪とレー
ルとの間のすべりを抑制し、異常摩耗やシェリングと呼
ばれる踏面の疲労剥離の発生を抑制することは期待でき
る。As shown in FIGS. 5 and 6, by increasing the waving amount γ of the rim side plate portion, it is possible to reduce the gradient of the tread during normal running and braking running in straight running. It is preferable from a viewpoint. here,
It is considered that the effect of reducing the gradient of the tread surface due to the waving amount γ of the rim side plate portion is not to the extent that the running speed is remarkably improved by increasing the limit speed at which the snake behavior starts to occur,
It is expected that the slip between the wheel and the rail caused by the displacement of the left and right wheels in the axle direction is suppressed, and the occurrence of abnormal wear and fatigue peeling of the tread surface called shelling is suppressed.
【００３６】リム側板部の波打ち量γは、５ｍｍ以上と
するのが好ましい。リム側板部の波打ち量γを５ｍｍ未
満としたのでは、上述した直線走行性を向上させる効果
が不充分となる場合があるからである。リム側板部の波
打ち量γを１０ｍｍ以上とするとさらに好ましい。The amount of undulation γ of the rim side plate is preferably 5 mm or more. If the waving amount γ of the rim side plate portion is less than 5 mm, the effect of improving the straight running performance described above may be insufficient. More preferably, the waving amount γ of the rim side plate portion is 10 mm or more.
【００３７】リム側板部の波打ち量γが大きいほど直線
走行時の踏面勾配を小さくできるので、リム側板部の波
打ち量γの上限は特に限定しない。しかし、リム側板部
の波打ち量γが２０ｍｍを超えると踏面勾配を小さくす
る効果が飽和するので、製造工程または寸法において制
約等がある場合には、リム側板部の波打ち量γを２０ｍ
ｍ以下とすればよい。The upper limit of the waving amount γ of the rim side plate portion is not particularly limited because the larger the waving amount γ of the rim side plate portion, the smaller the gradient of the tread surface during straight running. However, when the waving amount γ of the rim side plate portion exceeds 20 mm, the effect of reducing the tread slope is saturated. Therefore, when there are restrictions in the manufacturing process or dimensions, the waving amount γ of the rim side plate portion is set to 20 m.
m or less.
【００３８】図７は、曲線走行に相当する横圧作用時に
おける踏面勾配とボス側板部の波打ち量ωとの関係を示
すグラフである。同図に示すように、ボス側板部の波打
ち量ωを小さくすることにより、通常走行時の踏面勾配
を大きくすることができ、通常走行時の曲線走行性の観
点から好ましい形態となる。また、同図に示すように、
ボス側板部の波打ち量ωを小さくすることは、制動走行
時の踏面勾配を僅かに小さくするので製造走行時の曲線
走行性を若干劣化させるものの、これに比べて通常走行
時の踏面勾配を著しく大きくできるという顕著な効果が
得られるので、総合的に曲線走行性を向上させることが
できる。FIG. 7 is a graph showing the relationship between the tread slope and the waving amount ω of the boss side plate portion when a lateral pressure is applied, which corresponds to curve running. As shown in the figure, by reducing the waving amount ω of the boss side plate portion, the gradient of the tread surface during normal running can be increased, which is a preferable form from the viewpoint of curve running performance during normal running. Also, as shown in FIG.
Reducing the waving amount ω of the boss side plate slightly reduces the slope of the tread during braking and slightly degrades the curve running performance during manufacturing, but significantly reduces the slope of the tread during normal running. Since a remarkable effect that the size can be increased can be obtained, it is possible to improve the curve running performance comprehensively.
【００３９】ボス側板部の波打ち量ωは、１０ｍｍ以下
とするのが好ましい。ボス側板部の波打ち量ωを１０ｍ
ｍ超としたのでは、通常走行時において踏面勾配を大き
くする効果が不充分となる場合があるからである。ボス
側板部の波打ち量ωを５ｍｍ以下とするとさらに好まし
い。It is preferable that the waving amount ω of the boss side plate portion is 10 mm or less. The waving amount ω of the boss side plate is 10 m
If it exceeds m, the effect of increasing the tread surface gradient during normal running may be insufficient. More preferably, the waving amount ω of the boss side plate portion is 5 mm or less.
【００４０】また、本発明の車輪は一般に使用されてい
るＡ形車輪に替えて使用することが可能であるので、現
在Ａ形車輪が使用されている公知の種々の鉄道車両用台
車に適用することができる。例えば、国内であれば在来
線用ボルスタ付き台車及びボルスタレス台車に適用でき
る。Since the wheels of the present invention can be used in place of the generally used A-shaped wheels, the present invention is applied to various known bogies for railway vehicles in which the A-shaped wheels are currently used. be able to. For example, in Japan, the present invention can be applied to a bogie with a bolster for conventional lines and a bolsterless bogie.
【００４１】[0041]
【実施例】本発明の効果を確認するため、車輪直径８６
６ｍｍ、車輪幅１３３ｍｍの車輪に同一条件のブレーキ
を負荷した場合について、板部に発生する熱応力及び踏
面勾配をＦＥＭ解析により求めた。EXAMPLE In order to confirm the effect of the present invention, a wheel diameter 86 was used.
When a brake having the same condition was applied to a wheel having a wheel width of 6 mm and a wheel width of 133 mm, the thermal stress and the tread surface gradient generated in the plate portion were obtained by FEM analysis.
【００４２】表１に、試験に供した車輪についての、ボ
ス側板部に対するリム側板部の変位量δ、リム側の板部
の波打ち量γ、ボス側の板部の波打ち量ω、γ／ω及び
車輪の種別を示す。Table 1 shows the displacement δ of the rim-side plate relative to the boss-side plate, the amount of wavy γ of the rim-side plate, the amount of wavy ω of the boss-side plate, γ / ω for the wheels subjected to the test. And the type of wheel.
【００４３】[0043]
【表１】 図８は、各試験材についてブレーキ試験において板部に
発生した最大熱応力を示すグラフである。[Table 1] FIG. 8 is a graph showing the maximum thermal stress generated in the plate portion in the brake test for each test material.
【００４４】同図に示すように、試験材４は熱応力の面
で一般的に有利となる波無車輪であるが、δが小さいた
めに大きな熱応力が生じた。また、試験材６及び試験材
７はγ／ωが１未満となっているため、大きな熱応力が
生じた。試験材１〜３は、γ／ωが１以上の好適範囲に
あるため、δが同程度であり熱応力の面で優れる波無車
輪である試験材５と同程度の小さな熱応力であった。As shown in the figure, although the test material 4 is a waveless wheel which is generally advantageous in terms of thermal stress, a large thermal stress is generated because δ is small. In addition, since the test materials 6 and 7 had γ / ω of less than 1, large thermal stress was generated. Since the test materials 1 to 3 had a preferable range of γ / ω of 1 or more, δ was about the same and the thermal stress was as small as that of the test material 5 which is a wavy wheel excellent in thermal stress. .
【００４５】図９は、直線走行における通常走行時の踏
面勾配をＦＥＭ解析によって求めた結果を示すグラフで
あり、図１０は、直線走行における制動走行時の踏面勾
配をＦＥＭ解析によって求めた結果を示すグラフであ
る。FIG. 9 is a graph showing the results obtained by FEM analysis of the tread slope during normal running in straight running. FIG. 10 is a graph showing the results obtained by FEM analysis during braking running in straight running. It is a graph shown.
【００４６】図９及び図１０に示すように、波無車輪で
ある試験材４及び試験材５は、通常走行時の踏面勾配が
他の試験材に比べて大きくなっており、試験材６及び試
験材７は、制動走行時の踏面勾配が他の試験材よりも大
きくなった。試験材１〜３は、通常走行時及び制動走行
時の両条件下において踏面勾配が小さく、総合的に直線
走行性に優れるという結果になった。As shown in FIGS. 9 and 10, the test material 4 and the test material 5, which are waveless wheels, have a larger tread gradient during normal running than the other test materials. The test material 7 had a greater tread slope during braking travel than the other test materials. Test materials 1 to 3 had small tread gradients under both the conditions of normal running and braking running, and resulted in overall excellent straight running performance.
【００４７】図１１は、曲線走行における通常走行時の
踏面勾配をＦＥＭ解析によって求めた結果を示すグラフ
である。同図に示すように、試験材６及び試験材７の踏
面勾配は他の試験材に比べて小さくなった。試験材１〜
３は、波無車輪である試験材４及び試験材５と同程度の
大きな踏面勾配であり、通常走行における曲線走行性に
優れるという結果になった。FIG. 11 is a graph showing the results obtained by FEM analysis of the tread gradient during normal running in a curved running. As shown in the figure, the tread slopes of the test materials 6 and 7 were smaller than those of the other test materials. Test material 1
No. 3 has a large tread slope similar to those of the test materials 4 and 5 which are waveless wheels, resulting in excellent curve running performance in normal running.
【００４８】以上より、試験材１〜３は、熱応力の面で
優れる波無車輪と同程度にまで熱応力を低減でき、また
総合的走行性に優れる車輪であるという結果が得られ
た。From the above, it was found that the test materials 1 to 3 were able to reduce the thermal stress to about the same level as the waveless wheel, which is excellent in terms of thermal stress, and that the wheels were excellent in overall running performance.
【００４９】[0049]
【発明の効果】本発明によれば、ブレーキングにより波
打車輪板部に発生する熱応力を波無車輪と同程度にまで
低減することができる。また、直線走行時及び曲線走行
時の踏面勾配を好適とすることにより、総合的走行性を
向上させることができる。According to the present invention, the thermal stress generated in the wavy wheel plate by braking can be reduced to the same level as that of a wavy wheel. In addition, the overall traveling performance can be improved by optimizing the gradient of the tread during straight running and curved running.
【図１】リム側板部の波打ち量γの説明図である。FIG. 1 is an explanatory diagram of a waving amount γ of a rim side plate portion.
【図２】ボス側板部の波打ち量ωの説明図である。FIG. 2 is an explanatory diagram of a waving amount ω of a boss side plate portion.
【図３】ボス側板部に対するリム側板部の変位量δを示
す説明図である。FIG. 3 is an explanatory diagram showing a displacement amount δ of a rim side plate portion with respect to a boss side plate portion.
【図４】ブレーキにより板部に発生する最大熱応力とγ
／ωとの関係を示すグラフである。FIG. 4 shows the maximum thermal stress and γ generated in the plate by the brake.
6 is a graph showing the relationship with / ω.
【図５】垂直荷重作用時における通常走行時の踏面勾配
とリム側板部の波打ち量γとの関係を示すグラフであ
る。FIG. 5 is a graph showing a relationship between a gradient of a tread during normal running and a waving amount γ of a rim side plate portion when a vertical load is applied.
【図６】垂直荷重作用時における制動走行時の踏面勾配
とリム側板部の波打ち量γとの関係を示すグラフであ
る。FIG. 6 is a graph showing a relationship between a gradient of a tread during braking and a wavy amount γ of a rim side plate portion when a vertical load is applied.
【図７】横圧作用時における踏面勾配とボス側板部の波
打ち量ωとの関係を示すグラフである。FIG. 7 is a graph showing the relationship between the gradient of the tread surface and the waving amount ω of the boss side plate portion when a lateral pressure is applied.
【図８】ブレーキ試験において板部に発生した最大熱応
力を示すグラフである。FIG. 8 is a graph showing a maximum thermal stress generated in a plate portion in a brake test.
【図９】直線走行における通常走行時の踏面勾配をＦＥ
Ｍ解析によって求めた結果を示すグラフである。FIG. 9 shows the FE gradient of a tread during normal running in straight running.
It is a graph which shows the result calculated | required by M analysis.
【図１０】直線走行における制動走行時の踏面勾配をＦ
ＥＭ解析によって求めた結果を示すグラフである。FIG. 10 shows the gradient of the tread surface at the time of braking traveling in a straight line traveling as F.
It is a graph which shows the result calculated | required by EM analysis.
【図１１】曲線走行における通常走行時の踏面勾配をＦ
ＥＭ解析によって求めた結果を示すグラフである。FIG. 11 is a graph showing the gradient of the tread during normal running in a curve running;
It is a graph which shows the result calculated | required by EM analysis.
１：ボス部 ２：板部 ３：リム
部 ４：フランジ ５：踏面 Ｌ：軸心 Ｘ1 ：板部の波の最頂部を通る径方向断面におけるフラ
ンジ側凹部底 Ｘ2 ：板部の波の最底部を通る径方向断面におけるフラ
ンジ側凹部底 Ｙ1 ：板部の波の最頂部を通る径方向断面における反フ
ランジ側凹部底 Ｙ2 ：板部の波の最底部を通る径方向断面における反フ
ランジ側凹部底1: boss 2: plate part 3: the rim portion 4: flange 5: tread L: axis X 1: the flange side recess bottom X 2 in radial cross-section passing through the topmost portion of the wave plate portion: the wave plate portion Flange-side recess bottom in radial section passing through bottommost part Y 1 : Anti-flange side recess bottom in radial section passing through top of wave of plate part Y 2 : Counterpart in radial section passing through bottommost part of wave of plate part Flange side recess bottom
───────────────────────────────────────────────────── フロントページの続き (72)発明者 吉田 経尊 大阪府大阪市中央区北浜４丁目５番33号 住友金属工業株式会社内 (72)発明者 山村 佳成 大阪府大阪市此花区島屋５丁目１番109号 住友金属工業株式会社関西製造所製鋼品 事業所内 (72)発明者 澁谷 知生 大阪府大阪市此花区島屋５丁目１番109号 住友金属工業株式会社関西製造所製鋼品 事業所内 ──────────────────────────────────────────────────続 き Continued on the front page (72) Inventor Keison Yoshida 4-33, Kitahama, Chuo-ku, Osaka-shi, Osaka Sumitomo Metal Industries, Ltd. (72) Inventor Yoshinari Yamamura 5 Shimaya, Konohana-ku, Osaka-shi, Osaka Sumitomo Metal Industries Co., Ltd. Kansai Works Steelworks Factory (72) Inventor Tomio Shibuya 5-1-1 Shimaya, Konohana-ku, Osaka-shi, Osaka Sumitomo Metal Industries Co., Ltd. Kansai Works Steelworks Works
Claims (4)
位置する鉄道車両用波打車輪において、リム側板部の波
打ち量γとボス側板部の波打ち量ωとの比γ／ωが１．
０以上であることを特徴とする鉄道車両用波打車輪。In a wavy wheel for a railway vehicle in which a rim side plate portion is located outside the track from a boss side plate portion, a ratio γ / ω of a wave amount γ of the rim side plate portion and a wave amount ω of the boss side plate portion is 1.
A wavy wheel for a railway vehicle, which is 0 or more.
あることを特徴とする請求項１に記載の鉄道車両用波打
車輪。2. The wavy wheel for a railway vehicle according to claim 1, wherein the wavy amount γ of the rim side plate portion is 5 mm or more.
δが１５ｍｍ以上であることを特徴とする請求項１また
は請求項２に記載の鉄道車両用波打車輪。3. The wavy wheel according to claim 1, wherein the displacement amount δ of the rim side plate portion with respect to the boss side plate portion is 15 mm or more.
載の鉄道車両用波打車輪を備えることを特徴とする鉄道
車両用台車。4. A railway vehicle bogie comprising the railway vehicle wavy wheel according to claim 1, 2 or 3.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2000336150A JP3812323B2 (en) | 2000-11-02 | 2000-11-02 | Corrugated wheels for railway vehicles and bogies for railway vehicles |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2000336150A JP3812323B2 (en) | 2000-11-02 | 2000-11-02 | Corrugated wheels for railway vehicles and bogies for railway vehicles |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JP2002137601A true JP2002137601A (en) | 2002-05-14 |
| JP3812323B2 JP3812323B2 (en) | 2006-08-23 |
Family
ID=18811772
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP2000336150A Expired - Fee Related JP3812323B2 (en) | 2000-11-02 | 2000-11-02 | Corrugated wheels for railway vehicles and bogies for railway vehicles |
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| Country | Link |
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| JP (1) | JP3812323B2 (en) |
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN113891806A (en) * | 2019-05-29 | 2022-01-04 | 日本制铁株式会社 | Wheel for railway vehicle |
| WO2024075367A1 (en) * | 2022-10-04 | 2024-04-11 | 日本製鉄株式会社 | Wheel |
-
2000
- 2000-11-02 JP JP2000336150A patent/JP3812323B2/en not_active Expired - Fee Related
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN113891806A (en) * | 2019-05-29 | 2022-01-04 | 日本制铁株式会社 | Wheel for railway vehicle |
| WO2024075367A1 (en) * | 2022-10-04 | 2024-04-11 | 日本製鉄株式会社 | Wheel |
Also Published As
| Publication number | Publication date |
|---|---|
| JP3812323B2 (en) | 2006-08-23 |
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