Railway wheel

Abstract

The invention discloses a railway wheel, and relates to the technical field of wheels, the railway wheel comprises a wheel main body, the wheel main body comprises a hub body, a wheel disk body and a rim body, the outer side of the hub body is connected with the inner side of the wheel disk body, and the outer side of the wheel disk body is connected with the inner side of the rim body; the radial plate body comprises a radial plate first section, a radial plate second section, a radial plate third section, a radial plate fourth section and a radial plate fifth section which are sequentially connected, the end, away from the radial plate second section, of the radial plate first section is connected with the hub body, and the end, away from the radial plate fourth section, of the radial plate fifth section is connected with the rim body; the first radial plate section, the second radial plate section, the fourth radial plate section and the fifth radial plate section are all of bent structures, and the third radial plate section is parallel to the radial direction of the wheel of the wheel body. Under the condition of high braking heat-mechanical stress, the axial deformation of the rim body is small, and the anti-fatigue performance of the wheel body is high.

Description

Technical Field

[0001] The present invention relates to the technical field of wheels, in particular to a railway wheel. Background Art

[0002] The rail wheel is mainly composed of three parts: the hub, the spoke and the rim. The wheel structure mainly refers to the spoke structure. The selection of the spoke shape is the most important task for providing the basic performance characteristics of the wheel, such as weight, rigidity and load capacity. The existing spoke structures are mainly divided into five types: S-type spokes (divided into positive S-type spokes and reverse S-type spokes), bell-shaped spokes (also known as double S-type spokes), basin-shaped spokes, straight spokes, and oblique spokes. S-type spokes, bell-shaped spokes (also known as double S-type spokes), and basin-shaped spokes can be classified as curved spokes.

[0003] Specifically, the following two patents are provided:

[0004] Existing patent 1: Application number: CN104136235 discloses a "railway wheel" that can meet the European EN 13979-1 standard requirements when the axle load is higher than 23.5 tons, and has a relatively light weight. However, under the condition of 30 tons axle load, when the wheel is calibrated using AAR S-660, due to the stress concentration caused by the transition of the middle arc, the braking thermo-mechanical stress at this point is as high as 1000MPa, which exceeds the maximum thermo-mechanical stress of the used wheel and cannot meet the AAR S-660 standard requirements.

[0005] Existing patent 2: Application number: CN202010975663.0 discloses "a locomotive integral wheel and its design method", which obtains satisfactory deflection and mechanical properties by increasing the difference between the spokes, thereby limiting the excessive residual stress of the rim and the excessive axial deformation of the rim. However, even so, it is only suitable for railway trains below 30 tons. When used for trains with an axle weight of 30 tons, there is still a problem of excessive axial deformation of the rim under braking conditions.

[0006] Therefore, there is an urgent need in the art for a new type of railway wheel to solve the above problems. Summary of the invention

[0007] The object of the present invention is to provide a railway wheel to solve the problems existing in the above-mentioned prior art, which can effectively reduce the braking thermal-mechanical stress and has a small degree of deformation under the condition of heavier wheel axle load.

[0008] To achieve the above object, the present invention provides the following solutions:

[0009] The present invention discloses a railway wheel, comprising a wheel body, wherein the wheel body comprises a hub body, a spoke body and a rim body, wherein the outer side of the hub body is connected to the inner side of the spoke body, and the outer side of the spoke body is connected to the inner side of the rim body, and the spoke body comprises a first spoke section, a second spoke section, a third spoke section, a fourth spoke section and a fifth spoke section which are connected in sequence, wherein one end of the first spoke section away from the second spoke section is connected to the hub body, and one end of the fifth spoke section away from the fourth spoke section is connected to the rim body, wherein the first spoke section, the second spoke section, the fourth spoke section and the fifth spoke section are all curved structures, and the third spoke section is parallel to the radial direction of the wheel body.

[0010] Preferably, the center of curvature of the first section of the spoke plate and the center of curvature of the second section of the spoke plate are respectively located on two sides of the spoke plate body;

[0011] The center of curvature of the fourth section of the spoke plate and the center of curvature of the fifth section of the spoke plate are respectively located on two sides of the spoke plate body.

[0012] Preferably, the center line of the spoke body is the spoke axis, and the spoke axis includes a first axis segment, a second axis segment, a third axis segment, a fourth axis segment, a fifth axis segment, a sixth axis segment and a seventh axis segment, wherein the first axis segment and the second axis segment are located in the first section of the spoke, the third axis segment is located in the second section of the spoke, the fourth axis segment is located in the third section of the spoke, the fifth axis segment is located in the fourth section of the spoke, and the sixth axis segment and the seventh axis segment are located in the fifth section of the spoke.

[0013] Preferably, one end of the first axis segment close to the second axis segment is tangentially connected to one end of the second axis segment close to the first axis segment; one end of the second axis segment close to the third axis segment is tangentially connected to one end of the third axis segment close to the second axis segment; one end of the third axis segment close to the fourth axis segment is tangentially connected to one end of the fourth axis segment close to the third axis segment; one end of the fourth axis segment close to the fifth axis segment is tangentially connected to one end of the fifth axis segment close to the fourth axis segment; one end of the fifth axis segment close to the sixth axis segment is tangentially connected to one end of the sixth axis segment close to the fifth axis segment; one end of the sixth axis segment close to the seventh axis segment is tangentially connected to one end of the seventh axis segment close to the sixth axis segment;

[0014] One end of the first section of the spoke plate close to the second section of the spoke plate is tangentially connected to one end of the second section of the spoke plate close to the first section of the spoke plate; one end of the second section of the spoke plate close to the third section of the spoke plate is tangentially connected to one end of the third section of the spoke plate close to the second section of the spoke plate; one end of the third section of the spoke plate close to the fourth section of the spoke plate is tangentially connected to one end of the fourth section of the spoke plate close to the third section of the spoke plate; one end of the fourth section of the spoke plate close to the fifth section of the spoke plate is tangentially connected to one end of the fifth section of the spoke plate close to the fourth section of the spoke plate.

[0015] Preferably, the first axis segment and the seventh axis segment are both parallel to the radial direction of the wheel.

[0016] Preferably, in the wheel axial direction of the wheel body, the first axis segment is located on the inner side of the seventh axis segment, and the distance between the first axis segment and the seventh axis segment is a first axial distance; the first axial distance is ≥5 mm.

[0017] Preferably, in the axial direction of the wheel body, the thickness of the rim body is the second axial distance, the distance between the seventh axis segment and the inner side surface of the rim body is the third axial distance, and the third axial distance is ≥ the second axial distance / 2+5mm.

[0018] Preferably, along the axial direction of the wheel body, the distance between the first axis segment and the third axis segment is a fourth axial distance, and the fourth axial distance is ≥40 mm.

[0019] Preferably, the thickness of the first section of the web and the thickness of the second section of the web gradually decrease along the direction from the first section of the web to the fifth section of the web.

[0020] Preferably, a wheel flange is provided on a side of the rim body away from the spoke body.

[0021] Compared with the prior art, the present invention has achieved the following technical effects:

[0022] The first section, second section, fourth section and fifth section of the spoke plate in the spoke plate body of the present invention are all curved structures, which can effectively increase the flexibility of the spoke plate body and reduce the mechanical stress caused by the axle load and the thermal-mechanical stress caused by braking. The third section of the spoke plate is a straight structure, which can increase the torque required for the rim body to be deformed in the axial direction around the hub spoke plate connection point when the rim body is driven by thermal-mechanical stress during the braking process of the wheel body, and combined with the larger radial flexibility, force most of the deformation of the wheel body to occur in the radial direction, thereby reducing the axial deformation of the rim body.

[0023] In practical applications, the railway wheel provided by the present invention can meet the requirements of the European EN 13979-1 standard and the American AAR S-660 standard at the same time. It can be used in all areas covered by the two standards. In addition, the railway wheel provided by the present invention has excellent braking performance and can withstand continuous braking for up to 45 minutes without rim cracking. Specifically, when the railway wheel provided by the present invention withstands continuous braking for up to 45 minutes, the axial deformation of the rim body is small and meets the requirements of the EN 13979-1 standard, and the probability of derailment accidents is low. BRIEF DESCRIPTION OF THE DRAWINGS

[0024] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings required for use in the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative work.

[0025] Figure 1 This is a schematic structural diagram of a railway wheel according to an embodiment of the present invention;

[0026] Figure 2 The fatigue strength performance comparison of the railway wheel of the embodiment of the present invention and the comparative example based on the EN 13979-1 standard is shown;

[0027] Figure 3 The static strength performance comparison of the railway wheel according to the embodiment of the present invention and the comparative example is based on the EN 13979-1 standard;

[0028] Figure 4 The rim brake deformation comparison between the railway wheel of the embodiment of the present invention and the comparative example based on the EN 13979-1 standard is shown;

[0029] Figure 5 The braking thermo-mechanical strength performance comparison of the railway wheel of the embodiment of the present invention and the comparative example based on the EN 13979-1 standard is shown;

[0030] In the figure: 1-hub body; 2-spoke plate body; 201-spoke plate first section; 202-spoke plate second section; 203-spoke plate third section; 204-spoke plate fourth section; 205-spoke plate fifth section; 3-rim body; 4-wheel rim; 5-hub spoke plate connection point; 6-rim spoke plate connection point; X1-first axial distance; X2-second axial distance; X3-third axial distance; X4-fourth axial distance; L-spoke plate axis; L1-first axis segment; L2-second axis segment; L3-third axis segment; L4-fourth axis segment; L5-fifth axis segment; L6-sixth axis segment; L7-seventh axis segment; X-wheel axial direction; Y-wheel radial direction. DETAILED DESCRIPTION

[0031] The following will be combined with the drawings in the embodiments of the present invention to clearly and completely describe the technical solutions in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0032] The object of the present invention is to provide a railway wheel to solve the problems existing in the above-mentioned prior art, which can effectively reduce the braking thermal-mechanical stress and has a small degree of deformation under the condition of heavier wheel axle load.

[0033] In order to make the above-mentioned objects, features and advantages of the present invention more obvious and easy to understand, the present invention is further described in detail below with reference to the accompanying drawings and specific embodiments.

[0034] like Figure 1-Figure 5 As shown, this embodiment provides a railway wheel, which is the same as the prior art in that it includes a wheel body, the wheel body includes a hub body 1, a spoke body 2 and a rim body 3, the outer side of the hub body 1 is connected to the inner side of the spoke body 2, the outer side of the spoke body 2 is connected to the inner side of the rim body 3, and the hub body 1 is used to connect the wheel axle. The difference from the prior art is that the spoke body 2 includes a first spoke section 201, a second spoke section 202, a third spoke section 203, a fourth spoke section 204 and a fifth spoke section 205 connected in sequence, wherein the end of the first spoke section 201 away from the second spoke section 202 is connected to the hub body 1, the connection between the first spoke section 201 and the hub body 1 is the hub spoke connection point 5, the end of the fifth spoke section 205 away from the fourth spoke section 204 is connected to the rim body 3, and the connection between the fifth spoke section 205 and the rim body 3 is the rim spoke connection point 6. The first spoke section 201, the second spoke section 202, the fourth spoke section 204 and the fifth spoke section 205 are all curved structures, while the third spoke section 203 is parallel to the wheel radial direction Y of the wheel body, that is, the third spoke section 203 is a straight structure.

[0035] In actual use, since the first spoke section 201, the second spoke section 202, the fourth spoke section 204 and the fifth spoke section 205 are all curved structures, most of the braking deformation is forced to occur in the radial direction Y of the wheel. The third spoke section 203 is a straight structure, which can increase the torque required for the rim body 3 to be driven by thermal-mechanical stress during the braking process of the wheel body and to deform in the axial direction around the hub spoke connection point 5. Combined with the larger radial flexibility, most of the deformation of the wheel body is forced to occur in the radial direction, thereby reducing the axial deformation of the rim body 3.

[0036] In this embodiment, the curvature center of the first section 201 of the spoke and the curvature center of the second section 202 of the spoke are respectively located on two sides of the spoke body 2. Figure 1 As shown, the center of curvature of the first section 201 of the spoke is located in the lower left corner, and the center of curvature of the second section 202 of the spoke is located in the upper right corner.

[0037] Similarly, the curvature center of the fourth section 204 of the spoke plate and the curvature center of the fifth section 205 of the spoke plate are respectively located on both sides of the spoke plate body 2. Specifically, the curvature center of the fourth section 204 of the spoke plate is located in the lower right corner direction, and the curvature center of the fifth section 205 of the spoke plate is located in the upper left corner direction.

[0038] The center of curvature is the center of the curvature circle. On the normal of the curve at a certain point, take a point O on the concave side. The distance from point O to the point on the curve is equal to the radius of curvature r here. Draw a circle with O as the center and r as the radius of curvature. This circle is called the curvature circle of the curve at the point, and the center of the curvature circle is called the center of curvature of the curve at the point.

[0039] In this embodiment, the center line of the spoke body 2 is the spoke axis L, and the spoke axis L is divided into seven sections along the direction of the spoke body 2, including a first axis section L1, a second axis section L2, a third axis section L3, a fourth axis section L4, a fifth axis section L5, a sixth axis section L6, and a seventh axis section L7. The first axis section L1 and the second axis section L2 are both located in the first spoke section 201 and match the shape of the first spoke section 201. The third axis section L3 is located in the second spoke section 202 and matches the shape of the second spoke section 202. The fourth axis section L4 is located in the third spoke section 203 and matches the shape of the third spoke section 203. The fifth axis section L5 is located in the fourth spoke section 204 and matches the shape of the fourth spoke section 204. The sixth axis section L6 and the seventh axis section L7 are located in the fifth spoke section 205 and match the shape of the fifth spoke section 205. During the design process, the spoke axis L needs to be designed first, and then the spoke body 2 is expanded inwardly and outwardly to obtain the spoke body 2.

[0040] In this embodiment, two adjacent axis segments of the spoke axis L are tangentially connected, as follows:

[0041] One end of the first axis segment L1 close to the second axis segment L2 is tangentially connected to one end of the second axis segment L2 close to the first axis segment L1; one end of the second axis segment L2 close to the third axis segment L3 is tangentially connected to one end of the third axis segment L3 close to the second axis segment L2; one end of the third axis segment L3 close to the fourth axis segment L4 is tangentially connected to one end of the fourth axis segment L4 close to the third axis segment L3; one end of the fourth axis segment L4 close to the fifth axis segment L5 is tangentially connected to one end of the fifth axis segment L5 close to the fourth axis segment L4; one end of the fifth axis segment L5 close to the sixth axis segment L6 is tangentially connected to one end of the sixth axis segment L6 close to the fifth axis segment L5; one end of the sixth axis segment L6 close to the seventh axis segment L7 is tangentially connected to one end of the seventh axis segment L7 close to the sixth axis segment L6. The advantage of such a setting is that stress concentration is reduced.

[0042] The shape of the spoke body 2 matches that of the spoke axis L, so an end of the first spoke section 201 close to the second spoke section 202 is tangentially connected to an end of the second spoke section 202 close to the first spoke section 201; an end of the second spoke section 202 close to the third spoke section 203 is tangentially connected to an end of the third spoke section 203 close to the second spoke section 202; an end of the third spoke section 203 close to the fourth spoke section 204 is tangentially connected to an end of the fourth spoke section 204 close to the third spoke section 203; an end of the fourth spoke section 204 close to the fifth spoke section 205 is tangentially connected to an end of the fifth spoke section 205 close to the fourth spoke section 204, so that the inner and outer sides of the connection between the sections of the spoke body 2 are smoothly transitioned.

[0043] In this embodiment, the first axis segment L1 and the seventh axis segment L7 are parallel to the wheel radial direction Y (ie Figure 1 The fourth axis segment L4 is parallel to the wheel radial direction Y. Therefore, the first axis segment L1 and the seventh axis segment L7 are also parallel to the fourth axis segment L4. The fourth axis segment L4 is parallel to the wheel radial direction Y, mainly to limit the deformation of the rim body 3 in the wheel axial direction X under the influence of braking thermal-mechanical stress when the wheel body is braked.

[0044] In this embodiment, in the wheel axial direction X (i.e. Figure 1 In the lateral direction), the first axis segment L1 is located on the inner side of the seventh axis segment L7 (the inner side here is also the inner side of the actual track), and the distance between the first axis segment L1 and the seventh axis segment L7 is the first axial distance X1, and the first axial distance X1≥5mm. The purpose of this setting is to reduce the braking thermal-mechanical stress, that is, to enhance the resistance of the entire wheel body.

[0045] In this embodiment, in the wheel axial direction X (i.e. Figure 1 In the transverse direction in the rim body 3, the thickness of the rim body 3 is the second axial distance X2, the distance between the seventh axis segment L7 and the inner side of the rim body 3 is the third axial distance X3, and the third axial distance X3 is ≥ the second axial distance X2 / 2+5mm. The purpose of this setting is to limit the rotation or warping of the wheel body around the fifth section 205 of the spoke plate under the thermal-mechanical stress during braking, resulting in the inner side of the rim body 3 (i.e. Figure 1 The right side of the middle rim body 3) Figure 1 The left side is bent and deformed.

[0046] In this embodiment, along the wheel axial direction X (i.e. Figure 1 In the transverse direction of the wheel, the distance between the first axis segment L1 and the third axis segment L3 is a fourth axial distance X4, and the fourth axial distance X4 is ≥ 40 mm. The purpose of this setting is to increase the radial flexibility of the spoke body 2 and force most of the braking deformation to occur in the radial direction Y of the wheel.

[0047] In this embodiment, since the maximum stress of the spoke body 2 generally occurs on the first spoke section 201 and the second spoke section 202, the thickness of the first spoke section 201 and the thickness of the second spoke section 202 are along the direction from the first spoke section 201 to the fifth spoke section 205 (i.e. Figure 1 Of course, the final thickness can be determined by strength calculation.

[0048] In this embodiment, a wheel flange 4 is provided on a side of the rim body 3 away from the spoke body 2 . When the wheel body runs on the track, the wheel flange 4 is located on the inner side of the track.

[0049] like Figure 2-Figure 5 As shown, the present invention also provides an actual comparative analysis of this embodiment and two comparative examples, wherein comparative example 1 is the prior art 1 in the background art: CN104136235A, and comparative example 2 is the prior art 2 in the background art CN112060834A. Mechanical strength and thermo-mechanical strength analysis are performed according to the EN 13979-1 standard, and thermo-mechanical strength analysis is performed according to the AAR S-660 standard to compare their mechanical properties.

[0050] For comparison under the same standard, the weight of the wheel provided by the present invention, comparative example 1 and comparative example 2 is 365±2.5kg. According to the standard requirements, the wheel in the wear limit state is calculated, and the wear limit outer diameter is 860mm, and the wheel axle weight is 30 tons.

[0051] The results of fatigue strength calculations according to EN 13979-1 are listed in Figure 2, EN 13979-1 standard requires fatigue strength ≤ 360 MPa. The railway wheel provided in this embodiment has lower fatigue strength (i.e., higher fatigue strength safety factor) than comparative examples 1 and 2, while the fatigue strength of comparative example 1 does not meet the requirements of EN 13979-1 standard.

[0052] The results of the static strength calculation according to EN 13979-1 are listed in Figure 3 , EN 13979-1 standard requires that the fatigue strength is ≤355 MPa. The railway wheel provided in this embodiment has lower stress than that of Comparative Examples 1 and 2 (ie, a higher fatigue strength safety factor).

[0053] The results of the calculation of the axial deformation of the rim brake according to EN 13979-1 are listed in Figure 4 , EN 13979-1 standard requires that the axial braking deformation of the rim is ≤ 3 mm, and the railway wheel provided in this embodiment has a lower deformation (higher fatigue strength safety factor) than that of comparative example 1 and comparative example 2. However, the maximum axial braking deformation of the rim of comparative example 2 does not meet the requirements of EN 13979-1 standard.

[0054] The safety factor results for the brake thermo-mechanical strength calculations according to AAR S-660 are listed in Figure 5 The standard requires a safety factor ≥ 1. The railway wheel provided in this embodiment has a higher fatigue strength safety factor than that of Comparative Examples 1 and 2.

[0055] The present invention uses specific examples to illustrate the principles and implementation methods of the present invention. The above examples are only used to help understand the method and core ideas of the present invention. At the same time, for those skilled in the art, according to the ideas of the present invention, there will be changes in the specific implementation methods and application scope. In summary, the content of this specification should not be understood as limiting the present invention.

Claims

1. A railway wheel, comprising a wheel body, wherein the wheel body comprises a hub body, a spoke body and a rim body, wherein the outer side of the hub body is connected to the inner side of the spoke body, and the outer side of the spoke body is connected to the inner side of the rim body, wherein: The spoke plate body includes a first spoke plate section, a second spoke plate section, a third spoke plate section, a fourth spoke plate section and a fifth spoke plate section which are connected in sequence. An end of the first spoke plate section away from the second spoke plate section is connected to the hub body, and an end of the fifth spoke plate section away from the fourth spoke plate section is connected to the rim body. The first spoke plate section, the second spoke plate section, the fourth spoke plate section and the fifth spoke plate section are all curved structures, and the third spoke plate section is parallel to the radial direction of the wheel body.

2. The railway wheel according to claim 1, characterized in that: The center of curvature of the first section of the spoke plate and the center of curvature of the second section of the spoke plate are respectively located on two sides of the spoke plate body; The center of curvature of the fourth section of the spoke plate and the center of curvature of the fifth section of the spoke plate are respectively located on two sides of the spoke plate body.

3. The railway wheel according to claim 1, characterized in that: The center line of the spoke body is the spoke axis, and the spoke axis includes a first axis segment, a second axis segment, a third axis segment, a fourth axis segment, a fifth axis segment, a sixth axis segment and a seventh axis segment, wherein the first axis segment and the second axis segment are located in the first section of the spoke, the third axis segment is located in the second section of the spoke, the fourth axis segment is located in the third section of the spoke, the fifth axis segment is located in the fourth section of the spoke, and the sixth axis segment and the seventh axis segment are located in the fifth section of the spoke.

4. The railway wheel according to claim 3, characterized in that: One end of the first axis segment close to the second axis segment is tangentially connected to one end of the second axis segment close to the first axis segment; one end of the second axis segment close to the third axis segment is tangentially connected to one end of the third axis segment close to the second axis segment; one end of the third axis segment close to the fourth axis segment is tangentially connected to one end of the fourth axis segment close to the third axis segment; one end of the fourth axis segment close to the fifth axis segment is tangentially connected to one end of the fifth axis segment close to the fourth axis segment; one end of the fifth axis segment close to the sixth axis segment is tangentially connected to one end of the sixth axis segment close to the fifth axis segment; one end of the sixth axis segment close to the seventh axis segment is tangentially connected to one end of the seventh axis segment close to the sixth axis segment; One end of the first section of the spoke plate close to the second section of the spoke plate is tangentially connected to one end of the second section of the spoke plate close to the first section of the spoke plate; one end of the second section of the spoke plate close to the third section of the spoke plate is tangentially connected to one end of the third section of the spoke plate close to the second section of the spoke plate; one end of the third section of the spoke plate close to the fourth section of the spoke plate is tangentially connected to one end of the fourth section of the spoke plate close to the third section of the spoke plate; one end of the fourth section of the spoke plate close to the fifth section of the spoke plate is tangentially connected to one end of the fifth section of the spoke plate close to the fourth section of the spoke plate.

5. The railway wheel according to claim 3, characterized in that: The first axis segment and the seventh axis segment are both parallel to the radial direction of the wheel.

6. The railway wheel according to claim 3, characterized in that: In the wheel axial direction of the wheel body, the first axis segment is located on the inner side of the seventh axis segment, and the distance between the first axis segment and the seventh axis segment is a first axial distance; the first axial distance is ≥5 mm.

7. The railway wheel according to claim 3, characterized in that: In the axial direction of the wheel body, the thickness of the rim body is the second axial distance, the distance between the seventh axis segment and the inner side surface of the rim body is the third axial distance, and the third axial distance is ≥ the second axial distance / 2+5mm.

8. The railway wheel according to claim 3, characterized in that: Along the wheel axial direction of the wheel body, the distance between the first axis segment and the third axis segment is a fourth axial distance, and the fourth axial distance is ≥40 mm.

9. The railway wheel according to claim 1, characterized in that: The thickness of the first section of the web and the thickness of the second section of the web gradually decrease along the direction from the first section of the web to the fifth section of the web.

10. The railway wheel according to claim 1, characterized in that: A wheel flange is arranged on one side of the rim body away from the spoke plate body.

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