RU2601492C2 - Railroad wheel by v.v.bodrov - Google Patents

Abstract

FIELD: transport.

SUBSTANCE: invention relates to railway transport and can be used in passenger and freight speed cars bogies wheel pairs. Railroad wheel comprises hub and rim with tread area and flange, connected to hub with possibility of independent rotation, viscoelastic ring installed between them without gaps, bushing made from metal with low dry friction sliding coefficient by steel between ring and rim adjacent surfaces and highly heat-conducting soft antifriction material powder on sliding surface. Wheel rim (2) is made with ring groove on flange side and with radial thrust (3) on opposite side on inner radius. Height of radial thrust (3) is at least twice exceeds viscoelastic ring (4) thickness. Wheel rim (2), viscoelastic ring (4) and wheel center (1) are connected in assembly unit by stop ring. Assembled unit radial section is inscribed in wide gage railway rolling stock standard-rolled wheel radial cross-section.

EFFECT: enabling lower costs, reduced wheel rolling resistance and safety of operation.

3 cl, 3 dwg

Description

The invention relates to railway vehicles and can be used in wheelsets of passenger cars and high-speed freight cars.

There are many patents aimed at solving the problem of intensive wear of wheels when driving in curved paths by the possibility of independent rotation of the rim relative to the axis of one of the wheels in a pair of wheels, for example [1], or the possibility of independent rotation of one half shaft from another, for example [2].

The design according to [1] seems to be rational, technological in manufacture and therefore relatively easy to implement. The wheel with a movable rim contains a hub and a rim mounted on it with the possibility of rotation and is fixed from axial movement, the fixing means are made in the form of a split ring, an elastically deformable fixing bar and locking elements, the ring being installed in the inner ring groove made in the rim, fixing the bar is installed in the slot of the ring, and the locking elements are installed in the grooves on the locking bar and at the ends of the ring.

The design drawback is the increased complexity of manufacturing a split ring and a retaining plate with grooves of a special shape and with retaining elements.

A relatively small number of patents not from the field of unscientific fiction are known aimed at solving two problems at once - reducing the intensity of wear and suspension of the wheels, for example, by securing elastic elements between the rim and the hub without the possibility of their independent rotation, and independently rotating the wheel relative to the axis by connecting the hub with an axis through the bearing [3]. Such constructions relate mainly to mine rail transport - not very loaded and not at all high-speed, with wheels of a relatively small diameter. In a wheel with a bearing on the axle, centrifugal and other transverse forces transmitted to the rail by the ridge form an additional radial load on the bearing equal to the transverse force multiplied by the ratio of the diameter of the rolling surface to the width of the bearing (L-shaped principle), and in the railway wheel, the transverse forces are substantial.

As a prototype, a railway wheel was adopted, including a hub and a rim with a rolling surface and a ridge, connected to the hub with the possibility of independent rotation, the outer surface of the hub and the inner surface of the rim are cylindrical, between them without gaps a ring of elastic material with high wear resistance and low coefficient is installed friction, the thickness of the ring is equal to the thickness of the rim on the sliding surface and the distance between the sidewalls connected by bolts passing through the side surface of the ring, the rim is formed with abutment surfaces having a radius greater than its internal radius at least half the magnitude and greater than the outer radius of the sidewalls on the allowable radial displacement at maximum load and is fixedly connected with the brake disc, brake linings and equipped with their pressing device.

In addition, a powder of highly conductive soft antifriction material, for example graphite, is deposited on the sliding surface of the elastic ring, a sleeve made of metal with a low coefficient of dry sliding friction on steel, for example brass, is placed between adjacent surfaces of the ring and rim, bolts connecting the sidewalls are equipped with spacer sleeves made of highly heat-conducting metal, such as bronze, the length of the bushings is equal to the thickness of the rim between the sidewalls [4].

The purpose of the elastic ring (hereinafter referred to as the ring) and powder lubrication is self-explanatory.

The separation of the surfaces of the rim and the ring with a sleeve of antifriction metal eliminates additional heating of the surface of the ring from friction.

The equality of the diameters of the ring to the corresponding diameters of the hub and rim, and its thickness - the thickness of the rim and the distance between the sidewalls, creates a closed volume of the ring, which significantly increases the apparent stiffness of the material of the ring - when the wheel rotates at each moment of time, deformation occurs by moving the material from the instantaneous bottom to the instantaneous the top of the cavity around the hub and bolts, that is, with increased resistance to deformation at a constant volume, and provides maximum heat transfer to the surfaces of the ring, in which and the movement of the carriage continuously turns into heat of about 40% of the shear strain energy of an incompressible material, and the bolts passing through the ring with highly heat-conducting bushings remove heat from the bulk of the material. In an incompressible material, the pressure of the lower part of the rim is transmitted in all directions, including to the sidewalls. This load is closed by bolts, and spacer bushes, the length of which is equal to the thickness of the rim between the sidewalls, provide a snug fit without compression of the sidewalls to the rim - minimize steel friction on steel with continuous radial movement and relative rotation of the rim in curved paths.

Due to the significant possible movement of the rim relative to the hub, the standard brake system of freight cars with one-sided pressing of the brake pads to the tread surface is ineffective, therefore, the prototype provides for fixing the brake disc to the rim with bolts.

The most significant disadvantages of the prototype:

- The complexity of the design and the associated unacceptable complexity and high cost of manufacturing the hub.

- The presence of bolted joints in a wheel subject to vibration and impacts, forces that are variable in magnitude and direction, significantly increases the possible accident rate of its operation.

- In the process of the car’s movement not very fast, the relatively large cross-sectional area of the ring makes it possible to flow over such a stream of volumetric compressed material, in which the quasistatic eccentricity of the wheel rolling surface relative to the axis of the wheel pair can be 3-6 mm. At the same time, on the one hand, it is soft suspension during radial impacts, which is good, on the other hand, the equivalent coefficient of friction of the wheel rolling along the rail is increased by an order of magnitude, and this additional rolling work completely turns into heat.

The objective of the invention is to simplify and reduce the cost of the design, reducing the rolling resistance of the wheel, increasing the safety of operation.

The problem is solved due to the fact that in a railway wheel, including a hub and a rim with a rolling surface and a ridge, connected to the hub with the possibility of independent rotation, an elastic band installed between them without gaps, a sleeve made of metal with a low coefficient of dry sliding friction on steel between adjacent surfaces of the ring and rim and the powder of a highly conductive soft antifriction material on the sliding surface, according to the invention, the difference between the radii of the outer and inner cylindrical The surfaces of the elastic ring are within the range of 0.003-0.01 of the diameter of the wheel’s surface with Shore hardness of 60-80A, the wheel rim is made with an annular groove on the ridge side and with a radial stop on the opposite side on the inner radius, for example, from a standard commercially available band for rolling stock of broad gauge railways, the hub is made in accordance with the standard for wheel centers rolled or cast for railway rolling stock; the wheel rim, the elastic-elastic ring and the wheel center are connected to the assembly unit by a retaining ring, while the radial section of the assembly unit fits into the radial section of a standard solid-rolled wheel of a wide gauge railway rolling stock.

In addition, the height of the radial stop is at least twice the thickness of the elastic ring, and a lock plate is inserted and fastened with it by surface welding into the section of the lock ring of the assembled wheel.

Until recently, prefabricated wheels were widely used - a wheel center in the form of a hub, a curved disk and a rim (GOST Ρ 55498-2013 Rolled wheel centers for railway rolling stock. Specifications, GOST 4491-86 Cast wheel centers for rolling stock of 1520 gauge railways mm) and a bandage mounted on the wheel center for hot and press fit (GOST 398-96 Carbon steel bandages for rolling stock of broad gauge and underground railways. Technical conditions). There are proven technologies for their mass production and the corresponding technological equipment. In this regard, the manufacture of the rim and wheel center of the proposed wheel from mass produced extremely simplifies and reduces the cost of the implementation process of the device.

Currently, the rolling stock of the railways mainly uses solid-rolled wheels (GOST 10791-2011 Solid-rolled wheels. Technical conditions). They are less labor intensive to manufacture and, most importantly, lighter.

In prefabricated wheels, the bandage sits on the wheel center by hot-press fit, the duration of the operation is more than 10 minutes and during this time the bandage should not cool below the set temperature, but for this it should be massive enough, the wheel center should also not quickly heat up from the mounted bandage, hence its rim must be massive. In the production of a solid-rolled wheel there is no need to thicken the rim too much and there is no rim of the wheel center, therefore it is lighter. The proposed design is assembled from parts of the same temperature, the thickness of the rims of the wheel and the wheel center is determined only by the necessary stiffness and the wheel fits perfectly into the dimensions of the seamless. This is due to the claimed sign.

The difference between the radii of the outer and inner cylindrical surfaces of the elastic ring (hereinafter referred to as the ring) or its thickness, as well as the value of its hardness, determines the degree of suspension and additional resistance to the movement of the wheel. The hardness of polymers and rubbers is usually characterized by units of hardness on the Shore A scale. It seems rational to accept ring material with a characteristic within the range of Shore hardness of automobile tires equal to 60-80A. If the ring thickness is less than 0.003 of the wheel diameter (2.85 mm), there will be practically no additional resistance to the movement of the car at a speed of more than 20 km / h, but mainly high-frequency vibrations of the rim will be amortized, and insignificantly, impacts on rail joints. With a ring thickness of more than 0.01 (9.5 mm), impacts on rail joints will be adequately absorbed, but the additional resistance to movement will be noticeable at a speed of less than 40 km / h.

When the car is parked for a long time, the ring thickness at the bottom can decrease several times, respectively, the rim of the wheel center will shift down relative to the radial stop of the wheel rim (hereinafter - the rim). In this case, in order to maintain the possibility of transmitting the transverse force from the wheel center to the rim along the full perimeter of the radial stop, its height should be not less than double the thickness of the ring.

An insert into the section of the retaining ring is needed to eliminate its unbalance, essential at a wheel speed of 500-600 rpm. Conditionally one-piece fastening of the retaining plate to the retaining ring with short shallow butt welds simplifies the manufacture and assembly of both parts, and when replacing the rim in depot conditions, the surface welds are easily cut, for example, with an abrasive disk.

The absence of bolted joints in the wheel design increases the safety of its operation.

The essence of the invention is illustrated by drawings, which depict:

FIG. 1 - Radial section of the wheel.

FIG. 2 - View by A.

FIG. 3 - View by I.

The wheel consists of a wheel center 1 (Fig. 1-3), a rim 2 with a radial stop 3 (Fig. 1, 3), a polyurethane ring 4, a split thin-walled sleeve 5 (Fig. 3), for example, a bent strip of antifriction metal, washers 6 of the same metal, retaining ring 7 (Fig. 1, 2) with holes 8 (Fig. 2) at the cut for compression before installation into the groove or recess from the groove, and the retaining plate 9. On the outer surface of the sleeve 5 is applied graphite powder (not shown). The sleeve 5 is made split for the possibility of free deformation when its temperature changes.

The device operates as follows.

The rim of a four-axle car’s wheel is loaded with one-eighth of the car’s gross weight multiplied by the dynamics coefficient (up to 0.47) plus wind and centrifugal forces, which unload the leeward and inner wheels and, accordingly, overload the second wheel. The total vertical load on the rim creates a compressive stress that significantly exceeds the allowable compressive stress in a one-dimensionally loaded ring material, preferably in polyurethane, but in a closed volume, polyurethane, like any other incompressible material, can withstand several times more compression pressure without changing the volume, at this allows a very significant shear deformation, including fluidity. And the lateral forces from the wheel center 1 are transmitted to the rim 2 through the radial stop 3, bypassing the ring 4. When moving in a curved path, inertial forces arise, aimed at removing the rim 2 from the wheel center 1 on the inner rail. The circlip 7 prevents this.

Under the load of the rim of the wheel center 1 of the fixed wheel, the ring 4 is deformed, mainly elastically, from the loaded lower part the material gradually moves (flows) to the unloaded upper part and the wheel center 1 moves down. The flow rate depends on the hardness of the material and the thickness of the ring 4, and the downward movement of the wheel center depends on the parking time.

With the beginning of the movement of the car for half a turn of the wheel, the wheel center 1 rolls onto the thickest part of the ring 4 with the trolley moving upwards, i.e. with an increase in the load on the thickened part of the ring and the deformation is directed towards the alignment of the thickness. For a few revolutions of the wheel, it is practically leveled and with further rotation at an instantaneous lower point, a slight deformation takes place. The greater the speed of rotation of the wheel, the less this deformation - the material does not have time to deform in proportion to the load, since its speed is relatively small, the cross-sectional area of the flow is also small with a small thickness of the ring. At rail joints and other irregularities of the track, the load from the bottom increases dramatically and local deformation, mainly elastic, increases, but at a lower speed, the elastic force quickly equalizes the thickness of the ring 4. Thus, the rim 2 is sprung.

In an elastic material, the strain energy is expended on the internal friction of molecular chains with the release of heat, and up to 40% of the expended energy is converted into heat - auto-damping occurs, which virtually eliminates low-frequency vibrational resonance phenomena - galloping and car jumps. Since with an increase in the rotational speed, the deformation of the ring 4 decreases, the heat release decreases. The heat from the ring 4 is removed to the wheel center 1 and through the sleeve 5 to the rim 2, and from there it is transmitted to the air flow.

In the curved paths, the outer rail is longer than the inner one and one of the wheels starts to slide with sliding, but since the friction coefficient of the steel’s slip on steel is significantly larger than that of brass or bronze on steel, which is also coated with graphite powder, the rim rotates relative to the axis of the wheel pair and sliding on the rail stops.

Thus, the proposed wheel design is characterized by significantly greater simplicity and manufacturability in manufacturing, and therefore lower cost, has less rolling resistance of the wheel and is safe to operate.

Information sources:

1. A.M. Friedberg, L.V. Vinnik. Wheel with a movable rim. Patent RU 2135372 C1. IPC V60V 17/00. Publ. 08/27/1999. Bull. Number 24.

2. O.V. Melnichenko, E.V. Chuprakov, S.A. Hunchback A method of reducing the wear of the wheel-rail system and the design for its implementation. Patent RU 2449910 C2. IPC: B61F 3/00; B61F 5/50; D61F 5/38. Publ. 05/10/12. Bull. No. 13.

3. J.M. Kaslykasov. Wheel of a rail vehicle. Patent SU 1685755 A1. IPC V60V 9/00. Publ. 10/23/1991. Bull. Number 39.

4. V.V. Bodrov. Valiznichny wheel V.V. Bodrova. Patent UA 88998 U. IPC: B60B 17/00; B61F 13/00; B61H 5/00. Publ. 04/10/2014, Bull. Number 7.

Claims (3)

1. A railway wheel, including a hub and a rim with a rolling surface and a ridge, connected to the hub with the possibility of independent rotation, an elastic ring installed between them without gaps, a sleeve made of metal with a low coefficient of dry sliding friction on steel between adjacent surfaces of the ring and rim and powder of a highly heat-conducting soft antifriction material on a sliding surface, characterized in that the difference between the radii of the outer and inner cylindrical surfaces of the elastic ring and it is in the range of 0.003-0.01 the diameter of the surface of the wheel when the hardness of the material is 60-80 A, the wheel rim is made with an annular groove on the ridge side and with a radial stop on the opposite side on the inner radius, for example, from a standard commercially available bandage for rolling stock broad gauge railways, the hub is made in accordance with the standard for wheel-rolled or cast-iron centers for railway rolling stock; the wheel rim, the elastic ring and the wheel center are connected to the assembly unit by a retaining ring, while the radial section of the assembly unit fits into the radial section of a standard solid-rolled wheel of a wide gauge railway rolling stock. 2. The wheel according to claim 1, characterized in that the height of the radial stop is at least twice the thickness of the elastic ring. 3. The wheel according to claim 1, characterized in that a lock plate is inserted and fastened with it by surface welding into the section of the lock ring of the assembled wheel.

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