RU2547941C1 - Wheel pair of leonid vinnik - Google Patents

Abstract

FIELD: transport.

SUBSTANCE: invention relates to transport engineering, particularly, to rail and automotive vehicles. Vehicle wheel pair includes axle and wheels the hubs o which are rigidly connected with the axle, and roll surface of at least one wheel is made on rim connected with hub with possibility of rotation. Connection of rim with hub is made by means of revolution surfaces, and connection parameters are chosen from condition that torque determined by friction forces in connection at the start of vehicle movement could be greater than torque which should be applied to wheel pair for vehicle take-off. Connection of rim with hub is made by means of insertion between them of spheric pair parts with spheric surfaces being able to perform sliding motions in three directions of the mentioned surfaces.

EFFECT: decrease in wear of rim and rail or wheel and road roll surface, better bend of road negotiation.

2 cl, 3 dwg

Description

The invention relates to transport machinery, in particular to rail vehicles (rail traction crews, railway cars, trams, subway cars, track machines and other rail vehicles); road transport (heavy vehicles and their trailers and other road vehicles), almost everywhere where it is necessary to use wheelsets working under heavy load.

A rail wheel pair is known in which hubs are rigidly mounted on the ends of its axis. Bandages are pressed onto these hubs. Or another design where solid-rolled wheels are pressed directly onto the axis of the wheelset [1]. In addition, there are known constructions of automobile or other road wheels in which the wheelset has an axle with a pressed hub and the rolling surface is rigidly fixed to the rim, which is a structure made of polymer materials or elastic solid or hollow tires with a rubber-metal-fabric shell [2].

The disadvantage of traditional wheelsets is the intensive wear of the riding surfaces, especially in curved sections of the track or when overcoming bumps. Moreover, rail threads are also subject to wear, and on motor vehicles and other vehicles, the skating surface and the top surface of the road or the surface on which the rolling is carried out wear out. This is due to differences in the lengths of the paths traveled by the wheels of one pair of wheels, since one of the wheels passes along the inside, and the other along the outside radius of the ride. Such operating conditions create additional forces, leading to an increase in the moment of resistance to movement. The consequence of these processes is increased energy costs or increased fuel consumption. Therefore, rail transport incurs additional costs for regrinding wheelsets, which reduces their mileage or replacing tires on removable wheel structures, wheelsets and also problems in replacing tires and other types of wheel surfaces in automobile and other vehicles.

It is known a railway wheel [3], containing a hub mounted on the axis of the wheelset, and a rim with a rolling surface and a ridge, connected to the hub by means of conical surfaces, with the possibility of constrained independent rotation of the wheels. One of the conical surfaces is made on a ring introduced into the wheel, mounted on the hub with the possibility of limited axial movement and fixed from rotation. The ring is spring-loaded relative to the hub in the direction of the apex of the conical surfaces. The main disadvantage of this design is the presence of complex joints inside the wheel, FIG. 1. Installing springs can lead to resonance phenomena. And in the case of using another solution provided by the author, FIG. 2, with a system for using silent blocks with damping elements, significant maintenance costs for this system will be required. Moreover, this design can give a slight increase in the mileage of these wheels due to the introduction of a conical surface in the hub-rim connection.

But this solution does not fundamentally eliminate the main drawback of the design, namely the wear of the surfaces in the hub-rim connection, which leads after a certain period of time to a significant gap between the hub and the rim.

This process has been investigated, studied, and all the advantages and disadvantages of this compound are described in detail in the monograph [4]. Although studies of the monograph relate to cylindrical joints, it is known that a conical joint, from the point of view of wear, gives a slight advantage over a cylindrical joint. The solution described above, with the presence of springs and bolts in the structure, is hardly acceptable, given the possibility of heating the railway rim during braking, which can reach hundreds of degrees. In addition, additional elements in the wheel will require additional costs in repair organizations, which will undoubtedly complicate the implementation of the solution proposed by the author [3].

Known wheelset of a vehicle [5], taken as a prototype of the present invention, containing an axle and wheels, the hubs of which are rigidly connected to the axle, and the rolling surface of at least one wheel is made on a rim rotatably connected to the hub, while the connection the rim with the hub is made by means of surfaces of revolution and the connection parameters are selected so that the torque determined by the friction forces in the connection at the beginning of the vehicle’s movement is greater than the torque that the first to be applied to the wheel pair to pickup vehicle from the spot. The execution of these connection elements involved the manufacture of them in the form of cylindrical or conical surfaces. The main disadvantage of structures with cylindrical or conical connections between the rim and the center is the constantly increasing gap between these elements, which arises due to wear under the influence of external forces. Although this solution both increases mileage and reduces wear in the rim-rail connection, but due to the increasing clearance in the rim-hub connection, it leads to the need for additional repair of this assembly. The introduction of conical surfaces will reduce longitudinal forces, friction in the internal contact, which makes it possible to reduce wear in this connection, but this effect will be insignificant and will lead to almost the same results as the cylindrical solution.

In general, the general negative properties of the above structures [3, 5] are the insufficient overhaul mileage of the wheelsets. Although the wear of the rolling surface of these wheels is significantly reduced, which is undoubtedly an advantage in this solution, there is a new problem in servicing the newly created surfaces inside the wheelsets, in the hub-rim connection. It should be noted that these wheels (for example, in railway transport) must meet the requirements for innovative cars. At the same time, the mileage from construction or major repairs to depot repairs should be at least 500 thousand km. And the turn-between mileage between depot repairs is at least 250 thousand km. During operation due to large temperature differences, it is necessary to ensure the reliability of all nodes of the wheelset. The constructions listed above [3, 5] do not allow solving these problems.

The objective of the claimed invention is to reduce wear in the connection of the rim of the prototype [5] of this wheel. And as a result, an increase in the overhaul mileage of the wheelset wheels while maintaining the stability of the vehicle.

The technical result of the invention is to reduce the resistance to movement of the wheelset or wheel, as well as to reduce the wear of the rolling surfaces of the wheels and rails. In addition, the wear resistance of the hub and rim joints increases due to the introduction of a maintenance-free spherical pair, allowing

slippage in three directions: not only along the path axis (X), but also relative to the Y axis, perpendicular to the X axis, and the axis (Z), perpendicular to the plane of the path. The possibility of these slippages inside the wheel in three directions is a new original solution.

The search showed that the features that distinguish the proposed solution from the prototype are not known in other aggregates, which allows us to conclude that the proposed technical solution meets the criteria of the invention. Moreover, compared with the prototype improves the design of the wheel and wheelset. The introduction of maintenance-free spherical pair will significantly increase turnaround mileage compared to the prototype. So modern spherical pairs, for example spherical bearings, run several million kilometers without repair under similar loads in operation. Which significantly exceeds the modern runs of wheelsets, for example, in railway transport. In addition, in the hub-to-rim connection, due to the use of a maintenance-free spherical pair, the friction coefficient is stabilized during the entire process of the wheel operation and, as a result, the reliability of this unit is increased.

The problem, with the achievement of the claimed result, is solved due to the fact that in the known wheelset containing the axle and wheels, the hubs of which are rigidly connected to the axle, and the rolling surface of at least one wheel is made on the rim, rotatably connected to the hub wherein the connection of the rim with the hub is made by means of surfaces of revolution and the connection parameters are selected so that the torque determined by the friction forces in the connection at the beginning of the vehicle’s movement is greater than utyaschego torque which must be applied to the pickup wheel pair for vehicle seats, the compound of the rim to the hub formed by introducing between them a pair of spherical pieces with spherical surfaces having the ability to make the slip in three directions of said surfaces. In a particular case, between the details of a spherical pair, the surface is micro-relief and a material with tribological properties is applied on it, providing a stable coefficient of friction in the range of 0.1-0.05.

The invention is illustrated in the drawings of FIG. 1 and 2 and 3.

FIG. 1 - wheel rail;

FIG. 2 - a motor wheel with a rubber or polymer coating;

FIG. 3 - an automobile wheel with tires of various models.

Wheel of rail transport, FIG. 1, contains axis 1, with a hub 2 mounted on it, where a spherical pair 3, 4 is pressed in with an inner surface 3 with a hub 2, and with an outer surface 4 with a rim 5. The outer sphere 4 has the ability to slip along sphere 3 in three directions.

Figure 2 shows the wheel of a vehicle with a rubber or polymer coating. Fundamentally basic solutions of FIG. 2 are identical to the solutions of FIG. 1. The same connection of the axis 1 and the hub 2, and the spherical pair 3, 4 are pressed between the hub 2 and the rim 5. On the outer side of the cylindrical surface of the rim 5 is fixed the rolling surface 6. In FIG. 3 shows a motor wheel with mounting various tire models on the rim. Its construction is similar to that of FIG. 2, the difference is only in the materials used when connecting to the rim 5, tires 6. The proposed design works as follows. The application of torque to the axis 1 leads to the rotation of this axis and the hub 2 connected rigidly to it, FIG. 1, 2 and 3. Then, through a spherical pair 3, 4, the moment is transmitted to the rim 5, FIG. 1, or a special rolling surface 6, FIG. 2 and 3.

The wheel rolling surface interacts with a rail or road, and in the contact zone, as a result of the interaction, a force arises that causes the translational movement of the vehicle. When starting the wheel from a place loaded with vertical, radial force, the condition is met under which the moment of forces of the resistance to motion will be less than the total moment of friction forces in the spherical pair. In the case of irregularities in the path or when driving in a curved section, when the moment of resistance to the movement of the wheel exceeds the value of the moment of friction forces in the spherical pair, internal slippage along the spherical surface 3, 4 will occur, FIG. 1, 2 and 3. Although under adverse conditions (low coefficient of friction on the way or road - wet weather, oil stains) slippage can occur. These processes of the operation of the differential pair are described in more detail in the monograph [4], since the principle of operation in the hub-rim connection with a cylindrical, conical or spherical surfaces of the mates has similar properties.

Information sources

1. The mechanical part of the traction rolling stock. Textbook. / Ed. I.V. Biryukova. - M.: Alliance, 2013 .-- S. 352-364.

2. The textbook on the device of the car. / V.A. Molokov, S.F. Zelenin. - M .: RusAvtokniga, 2000 .-- S. 54-57.

3. Friedberg Railway Wheel A.M. Patent No. 2344941 C1 of 05.24.2006, class. BVB 17/00.

4. Problems of mechanics of rail vehicles with new designs of wheelsets. / L.V. Vinnik. - M .: ICC ″ Academic Book ″, 2005. - S. 538-680.

5. Wheel pair of the vehicle, Patent No. 2076806 C1 of 04/10/1997, class. BVB 37/12.

Claims (2)

1. A wheelset of a vehicle, comprising an axle and wheels, the hubs of which are rigidly connected to the axle, and the rolling surface of at least one wheel is made on a rim rotatably connected to the hub, wherein the rim is connected to the hub by means of rotation surfaces, and the connection parameters are selected so that the torque determined by the friction forces in the connection at the beginning of the vehicle’s movement is greater than the torque that must be applied to the wheel pair for the trolley vehicle from the place, characterized in that the connection of the rim with the hub is made by introducing between them the details of a spherical pair with spherical surfaces with the ability to slip in three directions of these surfaces. 2. Wheel pair according to claim 1, characterized in that between the details of the spherical pair the surface is micro-relief and a material with tribological properties is applied on it, providing a stable coefficient of friction in the range of 0.1-0.05.

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