JP6090712B2 - Formation method of wheel tread - Google Patents

Description

  The present invention relates to a method for forming a wheel tread.

  The wheels of railway vehicles are graded. As a result, the railway vehicle can travel stably following the rail without turning the rudder in either a straight section or a curved section, but inherently has contradictory characteristics in the straight section and the curved section. That is, if the gradient of the wheel tread is increased, the curve passing performance is improved, but the running stability of the straight section is lowered. On the contrary, if the gradient of the wheel tread is reduced, the straight running stability is improved, but the passing performance in the curved section is lowered, so that the wear of the wheel flange and rail gauge corner progresses and the maintenance cost increases. For this reason, in the prior art, the shape of the wheel tread considering the characteristics of the travel line section is determined by numerical analysis or the like. However, when the shape of the wheel tread is changed, the running performance of the vehicle may change or a short circuit failure may occur in the track, and the shape of the wheel tread cannot be easily changed. Also, since there is no optimal wheel tread shape in all of the straight and curved sections, the railcar detects the curve and compensates for friction modifiers and lubrication on the wheel flanges when entering the curve to compensate for the lack of curve passing performance. Proposals have been made to reduce the coefficient of friction between the wheel and the rail by pressing the material.

  In addition, there is a period when the wear coefficient temporarily increases due to wear of the flange during a short mileage after wheel turning, and this may cause climbing and derailment. The lubricant was applied to reduce the coefficient of friction.

  FIG. 7 is an enlarged cross-sectional view of a main part of a conventional railway wheel wear reduction device (see Patent Document 1 below).

  In this figure, 101 is a railway wheel, 102 is a tread part of the railway wheel 101, 103 is a flange part of the railway wheel 101, 104 is a wheel tread surface friction element, 105 is a back metal of the wheel tread surface friction element 104, 106 is a friction shoe, Reference numeral 111 denotes a connector of the wheel tread friction element 104, 112 denotes a solid lubricant, and 113 denotes an intermediate bonding layer.

  Thus, the solid lubricant 112 is arranged on the side surface of the wheel tread friction element 104 via the intermediate bonding layer 113.

  Therefore, by using the pressing mechanism of the wheel tread friction element 104 and causing the solid lubricant 112 to act on the flange portion 103 of the railway wheel 101, wear of the flange portion 103 and rail of the railway wheel 101 is reduced. Can do.

JP 2009-096280 A

  However, in the above-described method for reducing the friction coefficient between the wheel and the rail, it is necessary to dispose a friction adjusting agent and a lubricant as separate parts on the wheel tread friction, and maintenance thereof is also necessary.

  In the present invention, in view of the above situation, a curve can be obtained without changing the running stability by locally adding minute irregularities or protrusions without changing the basic wheel tread shape (wheel cross-sectional shape). It is an object of the present invention to provide a method for forming a wheel tread that can improve the passing performance and make it difficult for derailment.

In order to achieve the above object, the present invention provides
[1] In the method for forming a wheel tread, a minute unevenness is formed by a wheel polishing device on a wheel tread that comes into contact with a rail when passing through a curve of a railway vehicle positioned at the end of the wheel flange opposite to the wheel width direction. When the rail passes through a branch or curve, the lateral pressure on the inner gauge side is reduced by the contact of the rail on the inner gauge side with the minute irregularities on the end of the wheel flange on the opposite side in the wheel width direction. The lateral pressure and derailment coefficient are lowered, making it difficult to climb on the outer gauge side and derail.

  [2] In the method for forming a wheel tread described in [1] above, the wheel polishing apparatus is operated at regular intervals using vehicle travel distance information.

  [3] In the wheel tread forming method, the wheel tread portion that contacts the rail when passing through the curve of the railroad vehicle located at the end opposite to the wheel width direction of the wheel flange is provided with a convex portion during wheel correction. However, when the vehicle passes through a branch or a curve, the lateral pressure on the inner gauge side is reduced by the contact of the rail on the inner gauge side with the convex portion of the end of the wheel flange on the opposite side in the wheel width direction. The lateral pressure on the gauge side and the derailment coefficient are lowered, making it difficult for the outer gauge side to climb and derail.

[4] In the method for forming a wheel tread described in [3] above, the distance from the end surface on the opposite flange side to the center of the convex portion is 14 mm, and the convex portion has a width of 12 mm and a height of 90 μm. It has a triangular shape.

  According to the present invention, it is possible to improve the curve passing performance and improve the safety margin for climbing derailment without changing the basic wheel tread shape and without changing the running stability.

It is a schematic diagram which shows the installation state to the wheel of the wheel grinding | polishing apparatus which shows 1st Example of this invention. It is a figure which shows the wheel tread shape (the 1) which formed the micro unevenness | corrugation shape with the wheel grinding | polishing apparatus. It is a figure which shows the wheel tread shape (the 2) which formed micro unevenness | corrugation shape with the wheel grinding | polishing apparatus. It is a figure which shows the contact point position between a wheel and a rail. It is a figure which shows the wheel tread shape which formed the convex part at the time of wheel correction which shows 2nd Example of this invention. It is the A section expanded sectional view of FIG. It is a principal part expanded sectional view of the conventional abrasion reduction apparatus of a railway wheel.

  The method for forming a wheel tread according to the present invention forms a minute unevenness by a wheel polishing device on a wheel tread that contacts a rail when passing through a curve of a railway vehicle positioned at the end of the wheel flange opposite to the wheel width direction. When the rail passes through a branch or curve, the lateral pressure on the inner gauge side is reduced by the contact of the rail on the inner gauge side with the minute irregularities on the end of the wheel flange on the opposite side in the wheel width direction. Lateral pressure and derailment coefficient are reduced, making it difficult to climb on the outer gauge side.

  In addition, the wheel tread part that contacts the rail when passing through the curve of the rail of the wheel flange on the opposite side in the width direction of the wheel is corrected by adding a convex part to the wheel tread part at the time of wheel correction. When passing, the inner rail side lateral pressure is reduced by the contact of the rail on the inner rail side with the convex portion of the end of the wheel flange on the opposite side in the wheel width direction, so the lateral pressure on the outer gauge side and the derailment coefficient are reduced. Falls, making it difficult to get on the outer track side and derail.

  Hereinafter, embodiments of the present invention will be described in detail.

  FIG. 1 is a schematic diagram showing an installation state of a wheel polishing apparatus according to a first embodiment of the present invention on a wheel, and FIG. 2 is a view showing a wheel tread shape (part 1) in which minute irregularities are formed by the wheel polishing apparatus. FIG. 3 is a diagram showing a wheel tread surface shape (part 2) in which minute irregularities are formed by a wheel polishing apparatus, and FIG.

  In these drawings, 1 is a wheel shaft, 2 is a wheel fixed to the wheel shaft 1, 3 is a wheel tread, 4 is a flange of the wheel 2, and 5 and 11 are located on a wheel tread 3 on the opposite side of the flange 4 in the wheel width direction. , A wheel tread surface polishing portion on which minute irregularities 5A and 11A are formed, 6 is a wheel polishing device, and this wheel polishing device 6 is fixed to a carriage frame (not shown), and its tip moves in the direction of arrow 7 Then, by pressing against the wheel tread surface polishing portions 5 and 11 located on the opposite side of the flange 4 in the wheel width direction, minute irregularities 5A and 11A located on the end of the wheel tread surface 3 on the opposite side in the wheel width direction are formed. To do. Reference numeral 8 denotes a rail.

  As shown in FIG. 2, the wheel tread 3 is shaved at regular intervals using a wheel polishing device installed on the carriage frame, and the portion of the wheel tread is always finely uneven 5A. It is assumed that the shape structure exists.

  Further, the wheel tread surface polishing portion 11 having the minute unevenness 11A having the intervals as shown in FIG. 3 may be formed by changing the uneven shape of the tip portion of the wheel polishing apparatus.

  4 shows the position of the contact point between the wheels and the rail (marked with a circle in FIG. 4). FIG. 4 (a) shows the position where the wheel shaft 1 is in the neutral position, and FIG. Shows the case. In FIG. 4A, it can be seen that the wheel 2 is not in contact with the rail 8 at a position where the minute unevenness 5A shown in FIG. 2 is formed. This condition is a positional relationship during straight running. On the other hand, in FIG. 4B, it can be seen that the position of the contact point between the wheel and the rail on the inner rail side is on the side opposite to the flange 4 in the wheel width direction. This position is the contact point position when passing through the curve.

  As described above, the tangential force reduction effect is obtained when the minute unevenness 5A is formed on the contact surface between the wheel 2 and the rail 8, compared with the case where the minute unevenness 5A is not formed, so that the curve passing performance is improved and the vehicle is branched. When passing through a curve, the lateral pressure and derailment coefficient are reduced, and the safety margin for preventing derailment can be improved. In addition, since the tangential force on the inner gauge side decreases as the height and pitch (interval between peaks and peaks) of the micro unevenness decrease, the lateral pressure and derailment coefficient on the outer gauge side decrease.

  The minute irregularities 5A and 11A formed in the present invention are not always shaved in order to extend the life of the wheel 2, but are shaved by operating a wheel polishing device at regular intervals using vehicle travel distance information, for example. Thus, the micro unevenness 5A, 11A in a state suitable for improving the curve passing performance is maintained.

  In addition, even when the friction coefficient of the flange part temporarily increases after wheel rolling, as described above, the side pressure and the derailment coefficient are reduced by providing a shape with minute irregularities on the tread surface on the non-flange side. The above climbing derailment is less likely to occur. That is, it is possible to improve the safety margin for prevention of climbing derailment that occurs during a short travel distance after wheel turning.

  FIG. 5 is a diagram showing a wheel tread shape in which convex portions are formed by a wheel polishing apparatus according to a second embodiment of the present invention, and FIG.

  As shown in FIG. 6, a convex portion 24 is formed by a wheel polishing device on a wheel tread 22 portion that comes into contact with the rail when passing through a curve of a railway vehicle located on the opposite side of the wheel 23 in the wheel width direction of the flange 23 of the wheel 21.

For example, as shown in FIG. 6, the convex portion 24 has a triangular cross section having a width W of 12 mm and a height H of 90 μm. Note that L is the distance between the end face on the opposite flange side and the center of the convex portion 24, and is, for example, 14 mm.

  In particular, the wheel road surface shape of this embodiment also has an advantage that it is easy to correct the wheel with a simple shape.

  By configuring as described above, it is possible to contribute to the reduction of lateral pressure (reduction of derailment coefficient Q / P) until the convex portion 24 is not worn. Further, as the traveling distance increases, the convex portion 24 wears and disappears, but only returns to the original wheel tread shape without the convex portion 24, so this wear does not adversely affect the traveling performance of the wheel. . Further, when the convex portion 24 disappears, the wear of the flange also progresses, and the friction coefficient becomes relatively smaller than that after wheel rolling, so that the riding derailment hardly occurs. That is, because the formation of the convex portion 24 described above can reduce the lateral pressure and derailment coefficient Q / P on the outer gauge side only while the friction coefficient of the flange portion is increased, it is difficult for the ride to occur, The safety margin can be improved.

  In addition, this invention is not limited to the said Example, Based on the meaning of this invention, a various deformation | transformation is possible and these are not excluded from the scope of the present invention.

  The method for forming a wheel tread according to the present invention can be used as a method for forming a wheel tread that can improve the turning performance of the axle without lowering the running stability.

DESCRIPTION OF SYMBOLS 1 Wheel shaft 2,21 Wheel 3,22 Wheel tread 4,23 Wheel flange 5,11 Wheel tread polishing part 5A, 11A Minute unevenness 6 Wheel polishing apparatus 7 Arrow 8 Rail 24 Convex part

Claims (4)

  The wheel polishing device forms minute irregularities on the wheel tread part that contacts the rail when passing through the curve of the railroad vehicle located at the opposite end of the wheel width direction of the wheel flange, and when the vehicle passes through a branch or curve, The lateral pressure on the inner gauge side decreases when the rail on the inner gauge side comes into contact with the minute irregularities on the end of the wheel flange on the opposite side in the width direction of the wheel, so the lateral pressure on the inner gauge side and the derailment coefficient are reduced. A method of forming a wheel tread characterized by making it difficult for a side ride to derail.   2. The method for forming a wheel tread according to claim 1, wherein the wheel polishing apparatus is operated at regular intervals using vehicle travel distance information.   At the end of the wheel flange on the opposite side in the width direction of the wheel, when the rail car passes through the curve, the wheel tread part that contacts the rail is corrected by adding a convex part at the time of wheel correction, and the vehicle passes through a branch or a curve. When the inner rail side rail is brought into contact with the convex portion at the opposite end of the wheel flange direction of the wheel flange, the lateral pressure on the inner gauge side is reduced, so that the lateral pressure and derailment coefficient on the outer gauge side are reduced. A method of forming a wheel tread characterized by making it difficult to get on and out of the outer gauge side. 4. The method for forming a wheel tread according to claim 3, wherein the distance from the end surface on the opposite flange side to the center of the convex portion is 14 mm, and the convex portion has a triangular cross section with a width of 12 mm and a height of 90 μm. A method for forming a wheel tread characterized by the above.

Images