RU22100U1 - RAIL WHEEL FILE - Google Patents

Description

IIHJ, -1-j 55 RAILWAY FORWARD OF THE RAILWAY

The utility model relates to the design of wheels of rolling stock of railway transport, and more specifically, to the forms of fillets in the profiles of the rims of such wheels.

Hereinafter, the term “circle” designates such a section of the rim that should ensure smooth coupling of the working surface of the ridge (or, what is the same, flanges) of the railway wheel with its rolling surface.

It is well known that wagon wheels are mass-produced and that the wear of both the wheels themselves and the rail heads substantially depends on the perfect shape of the contact, i.e. interacting with the rails, surfaces of their rim.

Therefore, the shape of the profile of the wheel rim and, especially, its fillet should simultaneously provide;

the shortest possible contact time between the wheel flange and the rail, especially when traveling along curved sections of the track with small (350 m) radii of curvature, and, accordingly, the smallest possible wear on wheel flanges and rail heads, and

the possibility of profiling wheels with publicly available means.

Fulfillment of the last of these conditions does not present significant difficulties, because turning and, if necessary, grinding machines with hard copy control and, especially, with suitable numerical program control, can now be used to process any sections of wheels regardless of a given profile.

However, the fulfillment of the first condition is fraught with serious difficulties.

Indeed, specialists know (A. Moreau. Contact between a wheel and a rail / Revue Generaie des Chemins de Far, 1991, No. 8, pp. 43-51) that when rolling stock moves along a path, standard wheels interact with rails in this way:

in straight sections, they come into contact mainly on the surfaces of the wheel and rail with minimal wear on the wheel flanges and side faces of the rail heads, and

during the passage of the curves, each wheel running on the rail contacts the rail not only with the rolling surface, but also simultaneously interacts with its ridge with the side face of the rail head.

IPC 60 to 21/02

not so much because of the need to re-equip the rolling mills, but because of the gigantic costs of manufacturing new rails and altering tens of thousands of kilometers of trunk and station tracks.

Consequently, the urgent problem for the CIS countries to reduce the wear of wheels and rail heads must be solved by theoretical and experimental optimization of the profile of the wheel rim and, especially, its fillet.

Taking into account the shape of rails of type P65 and data on average network wear, attempts have already been made to improve the profiles (and, as part of the profiles, fillets) of wheels:

for locomotives (Golutvina TK On the profile of bandages of wheelsets of traction rolling stock / Vestnik VNIIZhT, 1978, Hs3, p.31-35) and

for wagons (Golutvina TK The new profile of the wagon wheel / Railway transport, 1979, No. 3, S. 47-49.).

However, wheels with such profiles are not widespread.

The railway wheels turned out to be more effective, for which the fillet generators in the rofles of the rims are defined by sequentially complicated nonlinear equations (SU 1240637 A1; SU 1695601 A1 and SU 1794694 A1). During the movement of the crews, such wheels can contact the rails with the conical part of the skating surface, the middle part of the fillet or the working surface of the ridge, and the contact spots are closer to the side surface of the rail heads, while the upper parts of these heads practically do not work.

Such wheels are still used in the CIS in locomotive bogies, where the load on each axle is stably high.

However, theoretical calculations showed that the use of wheels with such fillets in the bogies of freight cars, which are characterized by a variable axle load, is undesirable due to the deterioration of the dynamic characteristics of these cars.

The new bandage profiles for railway wagons developed in the USA and Western Europe proved to be very effective (Leary John F. America adopts worn wheel profiles / Railway Glaz. Lut, 1990, V.146, No. 7, pp. 525-527; Tomas Jendel, Prediction of wheel and rail wear - a pilot study. Division of Railway Technology, Department of Vehicle Engineering, Royal Institute of Technology (KTH), Stockholm, 1999, 54 p.).

to reduce the effect of wear of such wheels on the critical speed of cars.

However, the American and West European profiles were developed taking into account significantly different rails and rolling stock accepted in the CIS.

Therefore, to the proposed fillet, by technical essence, the rim fillet remains in the form of one circular arc with a radius of 15 mm, which is smoothly interfaced on one side with a working surface of the ridge with a height of 28 mm, and on the other with the rolling surface of a standard railway wheel (GOST 9036-88 1. Solid wheels. Designs and sizes, drawing 2).

Many trolleys of the existing fleet of freight and passenger cars are equipped with wheels with such a fillet in the rim profile.

Unfortunately, the rim in the zone of such a fillet practically does not participate in the contact interaction of the wheel and the rail head. But the working surface of the wheel flange is constantly in contact and intensively worn with the side face of the rail head. The friction between them is especially great when passing through curved sections of a path of small (350 m) radius. This leads to a significant and usually uneven wear of the contact surfaces of the wheels and rail heads, to undercutting and sharp rolling of the ridges, and to an increased dynamic impact of the wheels on the track.

Correspondingly, as the wheels with standard fillets wear out, the critical speed of the crews decreases, sometimes becoming lower (especially for empty body wagons on TsNII-KhZ trolleys) below the permissible operating speed of 70 km / h. At speeds higher than critical, the dynamic quality of wagons sharply worsens, their safety and quality of transportation of bodies sensitive to vibrations decrease, and the wear of individual, in particular pyatnik, units of carts increases. Therefore, it is necessary to reduce the average speed of trains.

The utility model is based on the task of improving the shape of the profile to create such a fillet of the rim of the railway wheel, in which even on the curved sections of the track with small (350 m) radii of curvature, the probability of contact of the wheel flanges with the side faces of the rail heads would be substantially reduced, thereby reducing the intensity and increasing the uniformity of their wear, provided that regulatory requirements for the dynamic qualities of cars in the operational range of speeds are met.

the surface of the wheel, according to the inventive concept, has a generatrix consisting of conjugate arcs of circles of radii, 7 mm and RI 38 mm, while:

a) the position of the centers of these arcs with respect to the point and located at the intersection of the average radius of the skating circle with the generatrix of the skating surface is selected depending on the actual thickness of the ridge AG, which is from 30 to 34 mm, as follows:

with Lp) mm, which is typical for repair wheels, the coordinates of the centers of these arcs are -25.6 mm and i -20.4 mm for RI and 2 -17.1 mm and y -38.9 mm for 2,

at mm WHAT is typical for new wheels, the coordinates of the centers of these arcs are Xi -21.6 mm and / f -20.2 mm for RI and 2 -13.1 mm and / 2 -38.7 mm for Rg, and

b) the coordinates jf, y (in mm) of the boundary points of the forming fillets are equal: on the left -40, -10, -36, -10 and on the right -15.5; -0,

c) with an actual ridge thickness of 30 mm AJ 34 mm, the coordinates of the centers of these arcs are in the interval between the specified limit values.

The restriction of the fillet profile to two almost smoothly conjugated arcs of circles of different radii with the observance of the indicated positions of the centers of these circles and the values of the coordinates of the boundary points provides the possibility of better profiling of both new and repair wheels. Indeed, such fillets during the contact interaction of the rims of the railway wheels with the rail heads protect the ridges from intensive wear, since they significantly reduce the likelihood of force contact of the febni wheels with the side faces of the rail heads even on curved sections of the track with small (350 m) radii of curvature.

Further, the essence of the utility model is illustrated by a detailed description of the shape of the rim fillet and the features of the manufacture and operation of wheels with such fillets with links to the accompanying drawings, which depict:

figure 1 is a General view of the wheelset indicating the location of the fillet on the profile of the rim of the wheel and

figure 2 is a graph that sets the interval of permissible changes in the shape and position of the forming fillet, depending on the thickness of the ridge.

As can be seen in figure 1, the generatrix of the working surface of each railway wheel includes a generatrix 1 of the lateral surface of the ridge, forming 2 fillets and forming 3 rolling surfaces. In all cases, forming 2 fillets consists of

two conjugate arcs of circles, which respectively have radii R-, M, 7 mm and 2 38 mm (see figure 2).

In this figure 2, the boundary generators 2 in the fillet zone are represented by solid lines, and their “left and right” extensions 1 and 3, respectively, in the ridge zones and the rolling surface are represented by dashed lines. The space between the solid lines defines the range of possible changes in the specific position of the fillet between the working surfaces of the ridges and the rolling surfaces of the wheels.

Accordingly, the position of the centers of the arcs that make up the 2 fillets, relative to the point @ located at the intersection of the average radius of the skating circle with the generatrix of the skating surface, must be selected depending on the actual thickness A | crest. In practice, this thickness can range from 30 mm, which is typical for repair wheels, up to 34 mm, which is typical for new wheels.

When choosing specific coordinates x (at the centers of arcs with the indicated radii RI and RZ, it should be borne in mind that the limiting values of such coordinates are:

a) with the thickness of the feb mm: Xf -25.6 mm and jf -20.4 mm for RI and 2 -17.1 mm and / 2 -38.9 mm for 2;

b) with ridge thickness mm: 1 -21.6 MM and j7f -20.2 mm for f and .2 -13.1 MM and / 2 -38.7 mm for%

And finally, it should be borne in mind that the coordinates x, y (in mm) of the boundary points of the limiting generators of 2 fillets are equal to -40, -10, -36, -10 on the left and -15.5 on the right; -0.78.

If the actual thickness A | the ridge is in the interval between the specified limit values in accordance with the double inequality (30 mm D 34 mm), then the required values of the coordinates / and y / are determined by interpolation within the above intervals.

The total profile of the working surface is formed by turning new wheels or tires of repair wheels.

Prior to starting such turning, using the appropriate tools, measure the actual thickness of the ridge. It should be noted that instead of such tools, the familiar universal template can be used, created for the standard profile of the wheel rim and widely used in factories. However, when using such templates // 1, 1 mm should be added to the measurement results.

Further, taking into account the specific thickness of the ridge, coordinates x are determined at the centers of the arcs with the indicated radii f and R and, having adjusted the machine accordingly, they grind and / or grind the wheel rim to the desired profile of the fillet.

Features of the operation of railway wheels with the described fillets are as follows. With mutual horizontal displacement of the wheel and the rail, the movement of the contact spot along the rim profile from the conical part of the skating surface to the working surface of the febni occurs through the fillet, whereas in the prototype such a transition occurs spasmodically, bypassing the fillet.

The almost smooth change in the difference between the current radii of the wheels of the same wheelset creates more favorable conditions for fitting cars into curved sections of the track. This allows you to reduce the wear of the wheel flanges during movement along a path having straight and curved sections, including a small (350 m) radius, and make wear on the surface of the skating more uniform.

Wheels with the proposed fillets in the rim profile can be used in domestic rolling stock, including with running gears like the three-element trolley TsNII-KhZ. At the same time, along with a decrease in wheel wear, the regulatory requirements for the dynamic qualities of wagons are achieved, the influence of wheel wear on reducing the critical speed and the level of shock components during the interaction of the crew and the track are reduced.

The results of tests in block freight trains on Ukrainian railways with difficult operating conditions indicate that after a run of 70 thousand km the wear of wheel flanges having a rim profile with a fillet from the proposed interval turned out to be about 1.5 times lower than the flange wear of standard wheels .

The proposed filets can be used in the manufacture of new solid-rolled and prefabricated wheels and in the repair, in particular in regrinding, cage wheelsets for trolleys mainly of freight cars, platforms and tanks.

 / LZT SURROUND

Claims (1)

The fillet of the rim of the railway wheel in the form of a smooth mating surface of the working surface of the wheel flange and its rolling surface, characterized in that it has a generatrix consisting of conjugate arcs of circles of radii R ₁ = 17.7 mm and R ₂ = 38 mm, while the position of the centers of these arcs with respect to the point O located at the intersection of the average radius of the skating circle with the generatrix of the skating surface, is selected depending on the actual thickness Δ _{i of the} ridge, which can be in the range 30 - 34 mm, as follows: at Δ _min = 30 mm, which x typical for repair wheels, the coordinates of the centers of these arcs are x ₁ = -25.6 mm and y ₁ = -20.4 mm for R ₁ and x ₂ = -17.1 mm and y ₂ = -38.9 mm for R _2, a when Δ _max = 34 mm, which is typical of new wheels, coordinates of the centers of the arcs are equal to ₁ x = -21.6 mm and y ₁ = -20.2 mm for R ₁ and x ₂ = -13.1 mm and y ₂ = -38.7 mm for R ₂ , the x, y coordinates (mm) of the boundary points of the forming fillets are equal to the left [-40, -10], [-36, -10] and the right [-15.5; -0.78], with a ridge thickness of 30 mm <Δ _i <34 mm, the coordinates of the centers of these arcs are in the interval between the specified limit values.