JP2537114B2 - Contact structure for preventing wear between wheels and rails in railway vehicles - Google Patents

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a technique for reducing wear of wheels and rails caused by running a railroad vehicle as much as possible.

[0002]

2. Description of the Related Art As is well known, as the speed of railway vehicles has increased in recent years, the wear of wheels and rails has become remarkable, which has a great influence on the running performance of the railway vehicles. However, regarding the shape of the wheel and the rail, what has been determined as the safest shape from the history of railways is still used today without undergoing a transition. Specifically, as shown in FIG.
Regarding the rail 1, a curved corner portion 1x is formed at a position from the upper surface portion 1a to the side surface portion 1b, and the wheel 2
With regard to, a curved portion 2x having a predetermined radius of curvature is formed from the tread surface 2a to the flange inner surface 2b, and when the rail 1 and the wheel 2 are in the non-wearing state, both of them are corner portions.
The 1x and the curved portion 2x are in contact with each other at a position indicated by the symbol A at one point. Therefore, when the railway vehicle is running, the vehicle body weight and centrifugal force are concentrated on one point,
The wear of the rail 1 and the wheels 2 is minimized as originally designed.

[0003]

However, when the wear of the rail 1 progresses due to the action of centrifugal force, the change over time, etc. accompanying the sharp curve running of the railway vehicle, as shown in FIG. On the other hand, the wheel 2 comes into contact with two points at two points indicated by reference numerals A and B. As a result of the fact that the present applicant actually observed the worn state of the rail, a radius of 300
It was confirmed that the outer rail was extremely worn and shining under the influence of the centrifugal force of the high-speed vehicle in the sharply curved track around m. Considering that the centrifugal force increases in proportion to the square of the speed, it is natural that such a phenomenon becomes remarkable together with the recent increase in speed. It has also been found by inspection that the portion where the rail wears and shines due to contact with the wheel is a portion corresponding to the curved portion 2x of the wheel 2 and a part of the tread 2a. Further, it has been found by inspection that the shape of the rail 1 becomes the state shown in FIG. 7 as the wear further progresses, and that the portion extending over the range indicated by the symbol D shines due to the wear.

Here, the wheels 2 caused by the wear of the rails 1
Considering the two-point contact state with B, one of the contact points, B, is near the top of the rail 1, while the other contact point, A, is the curved portion of the wheel 2. It is a position corresponding to 2x downward, and the vertical separation distance C between A and B is relatively large. Therefore, the wheel radii differ by the difference of C, and the two wheels are in contact with each other. Thus, if there are two points having different radii by the difference C for one wheel 2, (C × 2 × circularity)
Slippage occurs. In this case, for example, if the difference C is 5 mm, it becomes (5 × 2 × 3.14 = 31.4), and a slip of 31.4 mm occurs per one rotation of the wheel 2, and such a large slip is This is the biggest reason for increasing the wear of the wheels 2 and the rail 1. In recent years, it has been attempted to use a wheel having a so-called circular arc tread, which is a slight improvement in place of the conventional basic tread, but even if this is adopted, the wear is promoted in the same manner as described above. Not only does it come into point contact, but there is a fear that the distance between the two points A and B will become larger during long-term use than when using the basic tread, and the above problems may become more prominent. is there.

The present invention has been made in view of the above circumstances, and by appropriately changing the shape of the basic tread surface of the wheel, the two-point contact state between the wheel and the rail can be worn away from each other. The technical problem is to prevent the deterioration of the running performance of the railway vehicle by suppressing the wear of the rail and the wheel as much as possible particularly due to the slip of the wheel, and thereby preventing the deterioration of the running performance of the railway vehicle. To do.

[0006]

A contact structure for preventing wear between a wheel and a rail in a railway vehicle according to the present invention has the following features in order to achieve the above technical problems. That is, in the case where the wheel and the rail are in the non-wearing state, in the vicinity of the curved portion of the wheel, two points around the curved portion of the wheel come into contact with the location from the corner portion of the rail to the upper surface portion. The concave groove is formed, and the vertical separation between the contact portions of the two points is set to be small.

[0007]

According to the above means, the tread surface (flat portion) of the wheel
Since a concave groove is formed around the curved part that exists from the to the inner surface of the flange part so that the rail comes into contact with two points on both end edges of the concave groove, it is possible to make a new groove even for a new rail. The point contact state is established, and the weight of the vehicle body is distributed to two points, and the progress of wear is alleviated. In addition, since the vertical gap between the two points is set to be small by setting the formation position of the concave groove and the groove width to be appropriate, the difference in the wheel radius at the two-point contact portion becomes small, and Slip hardly occurs, and wear of rails and wheels due to slip, which is the main factor, is greatly reduced. Further, the widthwise portion of the recessed groove in the wheel is in non-contact with the rail, but as the wear gradually progresses, the recessed groove becomes smaller and the width of the non-contact portion, that is, the two-point contact portion. The width between the two becomes smaller. Along with this, the vertical separation between the two-point contact portions also becomes smaller, and wear due to slippage becomes even less likely to occur.

[0008]

Embodiments of the present invention will be described below with reference to the drawings. In the present invention, as shown in FIG. 1, with respect to the basic tread surface formed by the curved portion 2x between the tread surface 2a of the wheel 2 and the flange inner surface 2b, a fine pitch diagonal line is formed around the curved portion 2x. The curved concave groove 3x is formed by cutting the portion X indicated by. Specifically, the curve of R14 mm of the curved portion 2x on the basic tread is moved to the central axis side by about 2 mm.

As shown in FIG. 2, the contact state between the wheel 2 having the improved tread surface and the normal rail 1 is, as shown in FIG. 2, at the rail 1 at two points A and B on both ends of the concave groove 3x. It will be in contact with the other. Specifically, the right end edge B of the recessed groove 3x contacts the upper surface 1a of the rail 1, while the left end edge A of the recessed groove 3x contacts the corner 1x of the rail 1. According to such a structure, the vertical separation distance C between the two points A and B, that is, the difference C between the wheel radii at the contact portion, becomes extremely small. This is also clear when compared with the state shown in FIG. 6 described above.

Therefore, according to the contact state shown in FIG. 2, the weight of the vehicle body is distributed to the two points A and B, and the weight acting on each contact point is reduced, and the wheel at the contact point A on the left side is reduced. Since the flange inner surface 2b of 2 and the corner portion 1x of the rail 1 are in contact with each other in an inclined manner, the weight burden at the contact point A can be smaller than that at the other contact point B.
Wear on the inner surface 2b of the flange and the corner portion 1x is effectively reduced. Further, since the dimension C between the two points A and B becomes small as described above, slippage hardly occurs when the wheel 2 rotates, and therefore excessive wear of the rail 1 and the wheel 2 due to the slippage may occur. Disappear.

On the other hand, considering the case where the wheel 2 is worn due to long-term use, as shown in FIG. 3, both end edges A and B of the concave groove 3x are worn and the concave groove 3x becomes small. Along with this, A and B approach each other, and the wheel radius difference C approaches zero. Therefore, the wear caused by the slip of the wheel 2 is further reduced. On the contrary,
When considering the case where the rail 1 is worn due to long-term use, as shown in FIG. 4, the corner portion 1x of the rail 1 is
At the same time that the portion indicated by the symbol Y in FIG.
Compared with the rail wear state shown in FIG. 7 described above, according to the present invention, the upper surface portion 1a of the rail 1 can always be maintained at the same height, and the contact point A at the corner portion 1x becomes the contact point B at the upper surface portion 1a. Since they can be maintained at substantially the same height, it is possible to minimize wheel wear and rail wear.

[0012]

As described above, according to the contact structure for preventing wear between the wheel and the rail in the railway vehicle according to the present invention,
A concave groove is formed around the curved portion between the tread surface of the wheel and the inner surface of the flange when not in use, and two end edges of this concave groove are brought into contact with the rail, and the vertical distance between these two points is set. Is set to a small value, the local weight is prevented from being worn from the beginning of use because the vehicle weight disperses at the two-point contact part, and the difference in the wheel radius corresponding to the two contact parts causes a small slip. Excessive wear due to this is effectively suppressed. Further, even if either the rail or the wheel is worn due to long-term use, the vertical separation between the two contact points is smaller than when not in use, and the effect of preventing wear due to slip is further improved. It will be.

[Brief description of drawings]

FIG. 1 is a schematic front view of an essential part showing the shape of a wheel used in the present invention.

FIG. 2 is a schematic front view of essential parts showing a contact state between a wheel and a rail according to the present invention when not in use.

FIG. 3 is a schematic front view of essential parts showing a state of contact between a wheel and a rail according to the present invention after use.

FIG. 4 is a schematic front view of essential parts showing a state after use of the rail used in the present invention.

FIG. 5 is a schematic front view of essential parts showing a contact state between a conventional wheel and a rail when not in use.

FIG. 6 is a schematic front view of essential parts showing a contact state between a conventional wheel and a rail after use.

FIG. 7 is a schematic front view of essential parts showing a state after using a conventional rail.

[Explanation of symbols]

 1 rail 1a upper surface 1b side 1x corner 2 wheel 2a tread 2b flange inner 2x curved 3x concave groove A contact point B contact point C vertical separation of two points

Claims (1)

(57) [Claims] 1. A contact structure comprising a wheel having a curved portion extending from a tread surface to an inner surface of a flange and a rail having a corner portion contacting with the curved portion extending from an upper surface portion to a side surface portion. When the rail is in a non-wearing state, a concave groove is formed around the curved portion of the wheel so that two points around the curved portion of the wheel come into contact with the location from the corner portion of the rail to the upper surface portion. And a contact structure for preventing wear between a wheel and a rail in a railway vehicle, characterized in that the vertical separation between the two contact portions is set to be small.