Classifications

• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60B—VEHICLE WHEELS; CASTORS; AXLES FOR WHEELS OR CASTORS; INCREASING WHEEL ADHESION
  • B60B17/00—Wheels characterised by rail-engaging elements
  • B60B17/0006—Construction of wheel bodies, e.g. disc wheels
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60B—VEHICLE WHEELS; CASTORS; AXLES FOR WHEELS OR CASTORS; INCREASING WHEEL ADHESION
  • B60B17/00—Wheels characterised by rail-engaging elements
  • B60B17/0055—Wheels characterised by rail-engaging elements with non-elastic tyres (e.g. of particular profile or composition)
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60B—VEHICLE WHEELS; CASTORS; AXLES FOR WHEELS OR CASTORS; INCREASING WHEEL ADHESION
  • B60B2900/00—Purpose of invention
  • B60B2900/10—Reduction of
  • B60B2900/111—Weight
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60B—VEHICLE WHEELS; CASTORS; AXLES FOR WHEELS OR CASTORS; INCREASING WHEEL ADHESION
  • B60B2900/00—Purpose of invention
  • B60B2900/30—Increase in
  • B60B2900/311—Rigidity or stiffness
• • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
  • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
  • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
  • Y02T10/00—Road transport of goods or passengers
  • Y02T10/80—Technologies aiming to reduce greenhouse gasses emissions common to all road transportation technologies
  • Y02T10/86—Optimisation of rolling resistance, e.g. weight reduction 

Definitions

• the invention relates to transport machinery, in particular to the design of railway wheels.
• the wheel used in different countries have structural differences related to the operating conditions of rolling stock, the design of cars and locomotives, as well as certain traditions that have developed in the production of wheelsets and their work in railway transport.
• the wheel consists of three main parts: the rim, the hub and the disk.
• the choice of the shape of the wheel disk is the most important task to ensure the basic operational characteristics of the wheel, such as mass, rigidity and bearing capacity.
• wheels with various disk designs are often known, often dictated by the size and relative position of the rim relative to the hub.
• This invention is intended for use on a network of European railways, where standard wheels with a tangential disk profile, the so-called ORE wheels, which are currently used for loads of no more than 22.5 tf per axle pair, are most widely used.
• This wheel design has a high level of stress under the action of thermal loads arising from the friction of the wheels against the brake pads, as well as mechanical loads acting on the wheel during the passage of curved sections of the path.
• a significant drawback of ORE wheels is their high mass.
• This design has a minimum mass among all known analogues.
• an increase in the thickness of the wheel disk and the walls of the hub is required, as a result of which the advantage of a lower wheel weight is lost.
• EP 1470006 taken as a prototype of the claimed invention, where the transverse profile of the wheel disc is located around a theoretical midline passing through three characteristic points, wherein the indicated first point, at the interface of the disc with the rim, and the specified second point, at the interface of the disc with hub, 1 are located on one plane that is perpendicular to the axis of rotation of the wheel and offset from the central plane toward the outer surface of the wheel rim.
• the distance between the indicated plane and the indicated center point of the theoretical center line of the wheel disc is a maximum of 0.5 of the width of the wheel rim.
• a railway wheel having a central plane perpendicular to the axis of rotation of the wheel which includes a rim formed by the rolling surface and the ridge, a hub and a disk formed by the outer and inner surfaces, made in such a way that the theoretical midline of the transverse profile the disk passes through the first point located at the interface between the disk and the rim, the central point where the theoretical midline has the maximum displacement from the central plane to the side opposite to the ridge, and the second point located at the interface between the disk and the hub, the outer surface of the disk being formed from the rim side of the first outer radius curve and from the hub side of the second outer radius curve with the curvature coinciding with the curvature of the first outer radius curve, paired with each other in the central part of the disk of the third, from the rim side, and the fourth, from the hub side, with outer radius curves with curvature opposite in direction to the curvature of the first and second outer radius curves, and the inner surface of the disk is formed from
• the wheel When braking by pads, the wheel is able to absorb repeatedly repeated cycles of thermal loading with a power of 55 kW for 45 minutes, without any negative consequences with respect to the degree of deformation of the rim when it is heated and then cooled.
• the ratio of the thickness of the disk at the first point to the thickness of the disk at the second point is in the range from 0.7 to 1.1 and the ratio of the thickness of the disk is central.
• FIG. 1 shows a radial section of a railway wheel
• FIG. 2 is a diagram of a comparative assessment of the mechanical properties of the claimed structure and the existing structures of railway wheels;
• FIG. 3a, 3b, and 4a, 4b show diagrams of a comparative assessment of the thermomechanical properties of the claimed structure and the existing railway wheel structures.
• the railway wheel shown in FIG. 1 has a central plane P perpendicular to the axis of rotation of the wheel Z, which includes a rim 1 formed by a rolling surface 2 and a ridge 3, a hub 4 and a disk 5, formed by the outer 6 and inner 7 surfaces, made in such a way that the theoretical middle line 8 of the transverse profile of the disk 5 passes through the first point A located at the interface of the disk 5 with the rim 1, the central point C, where the theoretical middle line 8 has a maximum from the central the plane P is offset to the side opposite to the ridge 3, and the second point B, located at the interface between the disk 5 and the hub 4.
• the indicated central plane P of the wheel 5 passes through the rim 1 of the wheel at the place of measuring the diameter skating circle D.
• the outer surface 6 of the disk 5 is formed from the side of the rim 1 of the first outer radius curve R1 and from the hub 4 of the second outer radius curve R2 with a curvature coinciding in direction with the curvature of the first outer radius curve R1 conjugated to each other in the central part of the disk 5 of the third R3, from the side of the rim 1, and the fourth R4, from the side of the hub 4, with outer radius curves with curvature opposite in the direction of curvature of the first R1 and second R2 of the outer radius curves, and the inner surface 7 of the disk 5 is formed from the side rim 1 of the first inner radius curve R5 and from the hub 4 of the second inner radius curve R6 with a curvature coinciding in direction with the curvature of the first inner radius curve R5, mated to each other in the central part of the disk 5 of the third R7, from the side of the rim 1, and the fourth R8 , from the hub 4 side, by internal radius curves with curvature opposite to the direction of curvature
• the first point A is offset by a distance W of not more than 0.08 of the rim width H from the central plane P in the opposite direction to the ridge 3
• the central point C is offset from the central plane P by a distance H2 in the range from 0.35 to 0.4 of the rim width H
• the second point B is shifted by a distance of NC not more than 0.1 of the width of the rim H from the central plane P in the direction of the ridge 3.
• the ratio of the thickness T1 of the disk 5 at the first point A to the thickness T2 of the disk 5 at the second point B is from 0.7 to 1, 1, and the ratio of the thickness TK of the disk 5 at the central point C to the thickness T2 at the second point B is from 0.7 up to 0.9.
• the choice of the optimal shape of the wheel disk, according to the invention, was carried out using a series of finite element calculations of various design options according to the methods described in standard UIC 510-5 and report UIC B 169 / RP 17, which allow determining the stress-strain state of the wheel from mechanical and thermal loads, the most critical during operation.
• the claimed design as shown in FIG. 2, has the best in comparison with similar designs of wheels VAZ 14/324 and VAZ 18/319 characteristics of fatigue strength of the disk, along with providing a lower structural weight of 7 and 19 kg, respectively.
• the invention may be used for all models. railway vehicles on which block brakes are applied, especially for railway freight cars, leading vehicles and locomotives. Good consistency of fatigue strength in critical areas of the wheel — at the places where the wheel goes into the hub and rim — allows this design to also be used for railway transport, where disc brakes are used instead of the shoe brake, which is the case with passenger cars.
• the wheel according to the invention can be made of steel of any quality used in the railway industry and produced in accordance with known technical requirements and standards, rolling, stamping or casting.

Landscapes

• Engineering & Computer Science (AREA)
• Mechanical Engineering (AREA)
• Braking Arrangements (AREA)
• Tires In General (AREA)
• Rolling Contact Bearings (AREA)

Priority Applications (14)

Applications Claiming Priority (2)

Publications (1)

Family

ID=48612917

Family Applications (1)

Country Status (16)

Families Citing this family (17)

Citations (3)

Family Cites Families (12)

• 2011
  • 2011-12-16 RU RU2011151692/11A patent/RU2486063C1/ru active
• 2012
  • 2012-12-14 WO PCT/RU2012/001072 patent/WO2013089596A1/ru not_active Ceased
  • 2012-12-14 IN IN5689DEN2014 patent/IN2014DN05689A/en unknown
  • 2012-12-14 PL PL12858606T patent/PL2792502T3/pl unknown
  • 2012-12-14 AU AU2012353050A patent/AU2012353050B2/en not_active Ceased
  • 2012-12-14 ES ES12858606.2T patent/ES2693103T3/es active Active
  • 2012-12-14 RS RS20181436A patent/RS58144B1/sr unknown
  • 2012-12-14 SI SI201231473T patent/SI2792502T1/sl unknown
  • 2012-12-14 HR HRP20181970TT patent/HRP20181970T1/hr unknown
  • 2012-12-14 JP JP2014547138A patent/JP6058024B2/ja not_active Expired - Fee Related
  • 2012-12-14 CN CN201280061859.2A patent/CN104136235B/zh active Active
  • 2012-12-14 CA CA2866669A patent/CA2866669C/en not_active Expired - Fee Related
  • 2012-12-14 US US14/365,605 patent/US9321305B2/en not_active Expired - Fee Related
  • 2012-12-14 UA UAA201407803A patent/UA111763C2/uk unknown
  • 2012-12-14 EP EP12858606.2A patent/EP2792502B1/en active Active
  • 2012-12-14 BR BR112014014208-4A patent/BR112014014208B1/pt not_active IP Right Cessation

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