Stepless turning repair method for DIN5573 type subway wheel

Abstract

The invention discloses a stepless turning repair method for a DIN5573 type subway wheel, and belongs to the technical field of wheel turning repair strategies. The method the following steps of: 1, measuring and obtaining an actually-measured tread profile curve of the DIN5573 type wheel, and obtaining coordinate information of each key point in the actually-measured tread profile curve; 2, respectively constructing a corresponding abscissa change rate model for the initial coordinate and the end point coordinate of each section to obtain changed key point coordinate information; 3, constructing a nine-order fitting curve model for each section, and performing fitting to form a fitting tread profile curve in combination with the changed initial coordinates and end point coordinates of the corresponding section, so as to form a grade-free fitting tread profile; and 4, carrying out turning repair on the DIN5573 type wheel according to the stepless fitting tread profile. According to the method, the tread profile closest to the actual profile is generated in real time based on the actually measured rim thickness, stepless turning repair of the DIN5573 type tread is truly achieved, good economical efficiency is achieved, the service life of the wheel can be effectively prolonged, and the operation cost can be effectively reduced.

Description

technical field [0001] The invention belongs to the technical field of repairing strategies for subway wheels, and more specifically relates to a stepless repairing method for DIN5573 subway wheels. Background technique [0002] As one of the cores of the wheel-rail contact relationship, the shape of the wheel tread has an important impact on the safety and stability of the train. [0003] After the train has been running for a period of time, it is necessary to specify a repair strategy to maintain the wheels and restore the wheel tread to the designed shape to ensure the safe and comfortable operation of the train. [0004] The conventional turning repair of the standard DIN5573 wheel tread has little consideration for the wheel-rail contact relationship, and has the following defects: (1) The tread area in the conventional turning repair is repaired with a straight line with an equal slope, resulting in a relatively large equivalent taper of the wheel-rail contact after t...

AI Technical Summary

Problems solved by technology

[0004] The conventional turning repair of the standard DIN5573 wheel tread has little consideration for the wheel-rail contact relationship, and has the following defects: (1) The tread area in the conventional turning repair is repaired with a straight line with an equal slope, resulting in a relatively large equivalent taper of the wheel-rail contact after turning. Serpentine movement is prone to occur when the operating speed of the train is high; (2) In the conventional turning repair, the shape of the key curve section is kept unchanged in the rim area, and a new profile is generated by translation, resulting in excessive wheel diameter difference between the left and right when the rim becomes thinner. As a result, the wheel-rail angle of attack is too large when passing a curve, causing abnormal wear of the rim; (3) The height of the rim decreases with the reduction of the thickness of the rim, which affects the safety of the train passing the curve and the turnout

[0005] At present, according to the new wheel standard and the actual needs of domestic rails, the thickness of the new wheel rim of the DIN5573 tread is 32mm. When the subway electric passenger car needs to be repaired due to the failure of the wheel rim and tread during the operation of the main line, it must be repaired according to the standard profile. The shape recovery tread needs to repair the wheel tread radially by 5~10mm, which greatly shortens the service life of the wheel and reduces the repair efficiency

Images