RU187467U1 - RAILWAY WHEEL - Google Patents

Abstract

The utility model relates to railway transport, in particular to the construction of a steel railway wheel with a curved disk obtained by machining, forging, stamping or casting. The railway wheel consists of a hub (1) with an axial hole (1.1), a rim (2) located concentrically to the axial hole (1.1) of the hub, and a curved disk (3) located radially from the hub (1) to the rim (2) and mated inner and outer surfaces with a hub (1) and with a rim (2) fillets (4, 5, 6, 7). The disk (3) is made with increasing thickness from the smallest thickness Sav in its middle section to the largest thicknesses Sst and Sob in the places where the disk (3) meets the hub (1) and rim (2) located in the most stressed areas at distances Rst and Rob relative to the axis O-O of the wheel. The middle portion of the disk (3) is made with a constant thickness Sav and with the location of its inner and outer borders at distances Rav and Vav relative to the axis O-O of the wheel. Achieved is an increase in the strength of the railway wheel, an increase in the flexural rigidity of the wheel in the part of the disk while maintaining the elasticity of the wheel. 3 s.p. f-ly, 11 ill.

Description

The utility model relates to railway transport and, in particular, to the design of a steel railway wheel with a curved disk obtained by machining, forging, stamping or casting.

It is known a railway wheel containing a hub with an axial hole, a rim concentric with an axial hole of the hub, and a curved disk located radially from the hub to the rim and made with a constant thickness, the disk is mated with the inner and outer surfaces with the hub and with the rim of the fillets that are formed with gradually changing radius of curvature and in a preferred form of implementation are parabolic curves (see US 3038755, publ. 12.06.1962).

It is also known a railway wheel containing a hub with an axial hole, a rim concentric with an axial hole of the hub, and a curved disk located radially from the hub to the rim and made mainly with the same thickness, comprising between 1.59 and 2 between the hub and the rim , 86 cm, the disk is interfaced with the inner and outer surfaces with the hub and with the rim of the fillets, which are formed by radius curves of different sizes (see US 5333926 A, publ. 02.08.1994; RU 2116204 C1, publ. 27.07.1998). This technical solution is taken as the closest analogue.

A technical problem that cannot be solved with the use of known railway wheels is the occurrence and accumulation of residual stresses and strains that can lead to fatigue cracks in the areas where the disk goes into the hub on the one hand and in the rim on the other hand due to the presence of these zones changes in the radius of curvature. In the designs of railway wheels according to analog patents, the indicated changes in the radii of curvature are minimized due to the curvilinear shape of the cross section of the disk and the implementation of smooth transition zones, in particular in the form of a parabolic curve. However, in the manufacture of a disk of basically the same thickness, it is not possible to avoid the transition points of straight sections of the disk into curved sections of fillets, where increased residual stresses arise due to mechanical and thermal loads.

The technical result achieved by using the utility model is to increase the strength of the railway wheel, increase the bending stiffness of the wheel in the part of the disk while maintaining the elasticity of the wheel.

To achieve a technical result in a railway wheel consisting of a hub with an axial bore, a rim located concentrically to the axial bore of the hub, and a curved disk radially from the hub to the rim and mated by the inner and outer surfaces with the hub and the rim of the fillets, it is proposed to carry out a disc with an increase in thickness from the smallest value of thickness Sav in the middle section of the disk to the largest values of the thickness Sst and Sob at the points of mating of the disk with the hub and rim located in the most more stressed areas at distances Rst and Rob relative to the axis of the wheel, while the middle section of the disk is made with a constant thickness Sav and the location of its inner and outer borders at distances Rav and Rav relative to the axis of the wheel.

In specific forms of implementation, the railway wheel has a wheel circle diameter D of 957 ± 7 mm.

In specific forms of implementation of the railway wheel, the middle portion of the disk is made with a thickness Sav ranging from 18 mm to 26 mm.

In specific forms of implementation of the railway wheel, the inner boundary of the middle portion of the disk is located at a distance Rav.v. from the wheel axis of 270 mm, the outer boundary is at a distance Rav.n. from a wheel axis of 316 mm.

In specific forms of implementation of the railway wheel at the interface between the disk and the hub, located at a distance Rst of 190 mm, the disk is made with the greatest thickness Sst of 26 mm to 46 mm.

In specific forms of implementation of the railway wheel at the interface between the disk and the rim located at a distance of Rob of 360 mm, the disc is made with the largest thickness Sob of 26 mm to 46 mm.

The utility model is illustrated by graphic materials, which presents:

in FIG. 1 - a railway wheel with the proposed design of a curved disk of variable thickness, a radial section passing through the axis of rotation of the wheel;

in FIG. 2 is a diagram of fixing a railway wheel and applying a load when determining the fatigue and endurance limit of a disk, boundary conditions, general view of a railway wheel;

in FIG. 3 is the same side view of the railway wheel;

in FIG. 4 is a diagram of stress distribution in a railway wheel in FIG. 1 of variable thickness from 22 to 45 mm under boundary conditions in FIG. 2, a radial section passing through the axis of rotation of the wheel;

in FIG. 5 - the same, view of the wheel on the right;

in FIG. 6 - the same, view of the wheel on the left;

in FIG. 7 is a diagram of the distribution of stresses in a railway wheel with a design of a disk of constant thickness 22 mm under boundary conditions in figure 2, the cross section of the wheel;

in FIG. 8 - the same, wheel view on the right;

in FIG. 9 - the same, view of the wheel on the left;

in FIG. 10 is a diagram of stress distribution in a deformed state of a railway wheel in FIG. 1 variable thickness from 22 to 45 mm under boundary conditions in figure 2, the radial section passing through the axis of rotation of the wheel;

in FIG. 11 is a diagram of the stress distribution in the deformed state of a railway wheel with a constant-thickness disc design of 22 mm under boundary conditions in FIG. 2, a radial section passing through the axis of rotation of the wheel.

The railway wheel (Fig. 1) has a nominal wheel circle diameter D equal to 957 mm, and consists of a hub 1 with an axial hole 1.1 and an O-O axis, a rim 2 located concentrically to the axial hole 1.1 of the hub 1, and a radial curved disk 3 a cross section of variable thickness S located radially from the hub 1 to the rim 2. The disk 3 is smoothly mated with the hub 1 and the rim 2 of the inner 3.1 and outer 3.2 by means of the inner fillets 4, 5 and the outer fillets 6, 7, each individually described with different radii quantities s.

Disk 3 is made of thickness Sav in its middle section, thickness Sav in the most stressed area at the interface between disk 3 and hub 1, and thickness SSv in the most stressed zone at the interface of disk 3 with rim 2. In this case, the value of SSav is from 18 mm to 26 mm. A disk cross section with a thickness less than the lower boundary value of the specified range does not provide the necessary structural strength and flexural rigidity of the disk; exceeding the upper limit value is not rational due to excessive bending stiffness and additional unsprung mass of the wheel in the composition of the wheelset. The values of thickness Sst and thickness Sob range from 26 mm to 46 mm. The specified range of thicknesses is optimal for eliminating residual stresses in the transition zones of the rim-disk and hub-disk, as well as reducing maximum stresses in the most stressed areas.

The middle portion of the disk 3 is limited by internal and external boundaries located, respectively, at distances Rav.b and Rav.n relative to the axis O-O of the wheel, while the distance Rav.v is 270 mm, the distance Rav.n is 316 mm. The specified boundary values of the distance range are due to the provision of the necessary bending stiffness of the wheel disk. The most stressed zone of the railway wheel from the hub 1 is located at the interface between the disk 3 and the hub 1 at a distance Rst of 190 mm. The most stressed zone of the railway wheel from the side of the rim 2 is located at the interface between the disk 3 and the rim 2 at a distance Rob of 360 mm.

To study the fatigue and endurance limit of the disk, the railway wheel is fixed (Fig. 2 and 3) and the load is applied in accordance with the standard test method ТМ 37-16-10 "Solid-rolled wheels. Determination of the fatigue limit of the endurance of the disk. "

Comparison of the stress distribution in the railway wheel of the proposed design with a variable disk thickness in the diagrams (Fig. 4, 5, 6) and in the railway wheel with a constant disk thickness (Fig. 7, 8, 9) shows that with an increase in the thickness of the disk 3 in the zones the transition of the disk to the hub and the disk to the rim decreases the stress concentration in these zones. Stresses in the railway wheel of the proposed design are more evenly distributed radially over the surface of the disk, resulting in reduced residual deformation of the disk.

In addition, in comparison with a railway wheel with a constant thickness of the disk in a deformed state (Fig. 11), the bending stiffness of the wheel in both the radial and axial directions increased in the railway wheel of the proposed design, expressed as a decrease in the ability of the disk and the wheel as a whole to undergo deformation bending (Fig. 10).

Due to the fact that the disk of the proposed railway wheel is made with a curved radial section passing through the axis of rotation of the wheel, and with an increased thickness in the zones of connection of the disk with the hub and rim, an increase in the strength of the railway wheel, an increase in its bending stiffness in the radial and axial directions when maintaining sufficient elasticity of the railway wheel.

Claims (4)

1. A railway wheel consisting of a hub with an axial hole, a rim located concentrically to the axial hole of the hub, and a curved disk located radially from the hub to the rim and mating with the hub and rim with fillets, characterized in that the disk is made with increasing thickness from the smallest the thicknesses Sсp in the middle section of the disk to the largest values of the thickness Sst and Sob in the places of mating the disk with the hub and rim located in the most stressed areas at distances Rst and Rob relative to the axis of the wheels and, while the middle section of the disk is made with a constant thickness Sсp and with the location of the inner and outer borders of the middle section at distances Rсп.в and Rcp.н relative to the axis of the wheel, comprising 270 mm and 316 mm. 2. The railway wheel according to claim 1, characterized in that the middle portion of the disk is made with a thickness Ssp from 18 mm to 26 mm. 3. The railway wheel according to claim 1, characterized in that in the place where the disk is connected to the hub located at a distance Rst of 190 mm, the disk is made with the greatest thickness Sst of 26 mm to 46 mm. 4. The railway wheel according to claim 1, characterized in that in the place of mating of the disk with the rim located at a distance of Ro, comprising 360 mm, the disk is made with the largest thickness Sob, comprising from 26 mm to 46 mm.

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