Train wheel set, convex suspension design calculation method thereof and train

Abstract

The invention discloses a train wheel set, a convex suspension design calculation method thereof and a train, and relates to the technical field of vehicles. According to the wheel set, the axial length of the wheel hub is larger than the axial length of the wheel axle seat, and during installation, the two axial ends of the wheel hub are longer than the two axial ends of the wheel axle seat respectively, so that the two axial ends of the wheel hub form an inner side convex suspension and an outer side convex suspension relative to the wheel seat respectively in the wheel set. On the premise that the requirement for adaptive installation of the wheel pair and a rail is met, the inner side distance of two wheels in the wheel pair is increased, so that the axial deformation of a rim in the braking process is reduced, the contact area between the wheels and shafts is reduced, the contact abrasion and damage between the wheel shafts are reduced, and the service life of the wheel pair is prolonged. According to the design and calculation method for the convex suspension of the train wheel set, the convex suspension of the wheel set can be rapidly calculated, and a foundation is provided for designing the railway wagon wheel set which is small in vibration impact, long in service life, high in operation efficiency and good in safety.

Description

Technical Field

[0001] The present invention relates to the technical field of vehicles, and particularly to a train wheel set, a design and calculation method for its overhang amount, and a train. Background Art

[0002] Due to the large axle load of railway freight cars, when the vehicle performs tread braking, the friction between the brake shoe and the wheel will cause a large amount of frictional heat to be generated at the tread of the wheel. The generated heat is introduced into the wheel body through the wheel tread (i.e., the contact part between the wheel and the top surface of the rail), resulting in an increase in the axial deformation of the wheel, thereby causing a change in the inner distance between the two wheels of the wheel set. Moreover, the greater the axle load of the vehicle, the greater the change range of the inner distance between the two wheels of the wheel set. At the same time, the frictional heat generated by the wheel tread is also greater. The risk of vehicle safety accidents brought about by the change in the inner distance between the two wheels of the wheel set due to braking also increases accordingly.

[0003] In addition, the wheel set relies on the contact stress between the wheel hub hole and the cylindrical surface of the axle wheel seat to fix the position of the wheel. Due to the stress impact of the alternating load during the operation of the vehicle, the contact wear and damage between the wheel and the axle are caused, reducing the service life of the wheel set. Summary of the Invention

[0004] The purpose of the present invention is to provide a new type of train wheel set, a design and calculation method for its overhang amount, and a train, so as to solve the problems existing in the existing wheel set, that is, the change range of the inner distance between the two wheels during the braking process is large, resulting in a high risk of vehicle safety accidents, and the contact wear between the wheel and the axle is serious.

[0005] To achieve the above purpose, the present invention provides the following solutions:

[0006] On the one hand, the present invention provides a train wheel set, including:

[0007] Wheels, which include a hub and a rim coaxially arranged on the outer periphery of the hub. A spoke is connected between the hub and the rim. A radially convex flange is arranged on the inner side of the outer peripheral surface of the rim; the inner end face of the hub is arranged longer than the inner end face of the rim, and the outer end face of the hub is arranged not shorter than the outer end face of the rim;

[0008] Axles, with wheel seats respectively arranged at both ends. One of the wheels is sleeved on each of the two wheel seats, and the inner ends of the two wheels are arranged opposite to each other; in any one of the wheels: the inner end face of the hub is longer than the inner end face of the corresponding wheel seat to form an inner overhang amount, and the outer end face of the hub is longer than the outer end face of the corresponding wheel seat to form an outer overhang amount.

[0009] In some embodiments, the distance between the inner end face of the rim of one of the wheels and the corresponding side end face of the axle is C1;

[0010] The distance between the inner end face of the rim of the other wheel and the corresponding side end face of the axle is C2;

[0011] The difference between C1 and C2 is not greater than 1 mm.

[0012] In some embodiments, the spoke plate includes a main body region, a first connection region, and a second connection region. The main body region is disposed near the outer end face of the rim, and the outer radial end of the main body region is transitionally connected to the middle of the rim through the first connection region, and the inner radial end of the main body region is transitionally connected to the middle of the hub through the second connection region.

[0013] In some embodiments, the main body region is a straight section arranged along the radial direction of the wheel.

[0014] In some embodiments, the first connection region includes a first curve segment and a second curve segment with curvature centers on different sides, and the first curve segment and the second curve segment are arc-transitionally connected; the end of the first curve segment is arc-transitionally connected to the outer radial end of the main body region, and the end of the second curve segment is arc-transitionally connected to the rim.

[0015] The second connection region includes a third curve segment and a fourth curve segment with curvature centers on different sides, and the third curve segment and the fourth curve segment are arc-transitionally connected; the end of the third curve segment is arc-transitionally connected to the inner radial end of the main body region, and the end of the fourth curve segment is arc-transitionally connected to the hub.

[0016] In some embodiments, journal parts for assembling bearings are respectively arranged at both ends of the axle; the journal parts are located at the outer ends of the wheel seats.

[0017] A dust-proof seat is arranged between any one of the journal parts and the adjacent wheel seat.

[0018] In some embodiments, the outer diameters of the wheel seat, the dust-proof seat, and the journal part decrease in sequence.

[0019] In some embodiments, a lead cone is further arranged at the outer end of any one of the wheel seats, and the small head end of the lead cone is connected to the dust-proof seat, and the big head end of the lead cone is connected to the wheel seat.

[0020] On the other hand, the present invention provides a method for designing and calculating the overhang amount of the above train wheel set, including:

[0021] Calculate the upper limit value BTB1 and the lower limit value BTB2 of the inner gauge BTB in the train wheel set, where the inner gauge BTB is the distance between the inner end faces of the rims of the two wheels in the train wheel set; calculate the upper limit value F1 and the lower limit value F2 of the distance between the inner end face of the wheel rim and the inner end face of the hub of the wheel; calculate the upper limit value L4 and the lower limit value L5 of the axial length of the hub; calculate the upper limit value D5 and the lower limit value D6 of the axial length of the dust guard seat; calculate the upper limit value Y1 and the lower limit value Y2 of the axial length of the lead cone at the outer end of the wheel seat; calculate the upper limit value L6 and the lower limit value L7 of the axial length from the outer end of the dust guard seat to the inner end of the adjacent wheel seat; calculate the upper limit value D7 and the lower limit value D8 of the distance between the outer ends of the two dust guard seats.

[0022] Calculate the upper limit value F of the inner overhang max and the lower limit value F min , where:

[0023] F max = ((L5 - 2 * D7) - (BTB1 - 2 * F2 + 2 * L4)) / 2 + Y1,

[0024] F min = ((L6 - 2 * D8) - (BTB2 - 2 * F1 + 2 * L5)) / 2 + Y2;

[0025] Calculate the upper limit value C of the outer overhang max and the lower limit value C min , where:

[0026] C max = ((D5 - 2 * L7) - (BTB2 - 2 * F1)) / 2,

[0027] C min = ((D6 - 2 * L6) - (BTB1 - 2 * F2)) / 2;

[0028] Determine whether any one of F max , F min , C max and C min is not less than 1.5 mm.

[0029] On the other hand, the present invention provides a train, on the bottom of whose body is installed the above-mentioned train wheel set, and the train wheel set can provide the train with a running function.

[0030] The present invention has achieved the following technical effects compared with the prior art:

[0031] The train wheel set proposed by the present invention is designed such that the axial length of the wheel hub is longer than that of the axle wheel seat. During installation, the axial ends of the wheel hub are respectively longer than those of the axle wheel seat. As a result, in the wheel set, the inner and outer overhangs are respectively formed at the axial ends of the wheel hub relative to the wheel seat. Compared with the conventional wheel set structure where the inner and outer ends of the hub of each wheel are flush with the wheel seat, this design can not only increase the inner distance between the two wheels in the wheel set on the premise of meeting the fitting installation of the wheel set and the track, thereby reducing the axial deformation of the wheel rim during braking, but also, due to the formation of the inner and outer overhangs, only a partial area of the wheel hub contacts the wheel seat. Compared with the conventional wheel set, the contact area between the wheel and the axle is reduced, thus reducing the contact stress, minimizing the contact wear and damage between the wheel and the axle, and extending the service life of the wheel set.

[0032] In summary, by setting overhangs at both ends of the hub of each wheel in the wheel set, the present invention realizes the design of small braking deformation of the train wheel set, which can optimize the dynamic performance of the train, reduce the risk of vehicle safety accidents caused by the change in the inner distance between the two wheels of the wheel set during braking, extend the service life of the wheel set, improve the overall operation efficiency, safety of the train, reduce the vibration and impact during train operation, can be used under the condition of 30-ton axle load, and is applicable to freight train sets.

[0033] In some technical solutions disclosed by the present invention, the entire web is of a locally convex curved surface structure, and the main body area is designed as a flat structure, which can increase the stress on the wheel rim during the braking of the wheel set and reduce the axial deformation of the wheel rim.

[0034] The design calculation method of the overhang of the train wheel set proposed by the present invention constructs a rapid design calculation theory system for the overhang of the wheel set through the design calculation of the overhang of the wheel hub of the wheel set relative to the wheel seat. During the design of the wheel set structure, the overhang of the wheel set can be quickly calculated, providing a basis for designing a railway freight car wheel set with small vibration and impact, long service life, high operation efficiency and good safety, and also improving the efficiency of the wheel set structure design.

[0035] The train proposed by the present invention includes the above-mentioned train wheel set and has all the characteristics of the above-mentioned train wheel set, which will not be elaborated here. BRIEF DESCRIPTION OF THE DRAWINGS

[0036] In order to more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the following will briefly introduce the drawings required for use in the embodiments. Obviously, the drawings in the following description are only some embodiments of the present invention. For those of ordinary skill in the art, other drawings can be obtained based on these drawings without creative efforts.

[0037] Figure 1Schematic diagram of the overall structure of the train wheel set disclosed in the embodiments of the present invention;

[0038] Figure 2 Schematic diagram of the wheel structure disclosed in the embodiments of the present invention;

[0039] Figure 3 Schematic diagram of the axle structure disclosed in the embodiments of the present invention;

[0040] Figure 4 Schematic diagram of the structure of the meter-gauge wheel set disclosed in the embodiments of the present invention;

[0041] Figure 5 Schematic diagram of the structure of the standard-gauge wheel set disclosed in the embodiments of the present invention;

[0042] Figure 6 Schematic diagram of the structure of the wide-gauge wheel set disclosed in the embodiments of the present invention;

[0043] Figure 7 Schematic diagram of the comparison of the inner distance changes of the train wheel set and Comparative Example 1 and Comparative Example 2 in the embodiments of the present invention.

[0044] In the figure, the reference numerals are: 100, train wheel set;

[0045] 1, wheel; 11, hub; 12, rim; 13, web; 131, main body area; 132, first connection area; 1321, first curve segment; 1322, second curve segment; 133, second connection area; 1331, third curve segment; 1332, fourth curve segment; 14, flange; 15, inner convex overhang; 16, outer convex overhang;

[0046] 2, axle;

[0047] 3, journal;

[0048] 4, wheel seat;

[0049] 5, dust guard seat;

[0050] 6, lead taper. Detailed implementation manners

[0051] Next, the technical solutions in the embodiments of the present invention will be clearly and completely described in conjunction with the accompanying drawings in the embodiments of the present invention. Obviously, the described embodiments are only a part of the embodiments of the present invention, rather than all the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those of ordinary skill in the art without creative efforts shall fall within the protection scope of the present invention.

[0052] One of the purposes of the present invention is to provide a new type of train wheelset to solve the problems of large variation in the inner distance between the two wheels during braking, resulting in high risk of vehicle safety accidents, and severe contact wear between the wheel axles in the existing wheelset.

[0053] Another object of the present invention is to provide a method for designing and calculating the convex overhang of the above-mentioned train wheelset.

[0054] Another object of the present invention is to provide a train comprising the above-mentioned train wheelset.

[0055] 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.

[0056] Example 1

[0057] like Figure 1 and Figure 2 As shown, this embodiment proposes a new type of train wheel set 100, which includes a wheel 1 and an axle 2. The wheel 1 includes a hub 11 assembled with the axle 2 and a rim 12 coaxially arranged on the outer periphery of the hub 11. A spoke plate 13 is connected between the hub 11 and the rim 12. The outer peripheral surface of the rim 12 is provided with a radially outwardly protruding rim 14. The rim 4 is used to overlap with the inner side of the track, so as to constrain the wheel 1 on the track and guide the train to run. The wheel 1 has two opposite end faces, namely, the "outer end face" and the "inner end face", and the rim 4 is arranged adjacent to the inner end face. The inner end face of the hub 11 is longer than the inner end face of the rim 12, and the outer end face of the hub 11 is not shorter than the outer end face of the rim 12. A wheel seat 4 is arranged at each end of the axle 2, and the shaft body area of the axle 2 is between the two wheel seats 4, and the outer diameter of the wheel seat 4 is larger than the outer diameter of the shaft body area. A wheel 1 is mounted on each of the two wheel seats 4 by matching with the wheel hub hole, and the inner ends of the two wheels 1 are arranged opposite to each other; in any wheel 1, the inner end face of the wheel hub 11 is longer than the inner end face of the corresponding wheel seat 4 to form an inner convex overhang 15, and the inner convex overhang 15 refers to the portion of the inner end face of the wheel hub 11 extending out of the inner end face of the wheel seat 4; at the same time, in any wheel 1, the outer end face of the wheel hub 11 is longer than the outer end face of the corresponding wheel seat 4 to form an outer convex overhang 16, and the outer convex overhang 16 refers to the portion of the outer end face of the wheel hub 11 extending out of the outer end face of the rim 12. The axial distance between the inner end faces of the rims 12 of the two wheels 1 is the inner distance BTB of the two wheels 1, and the inner distance BTB is represented by reference Figures 4 to 6 The inner convex overhang 15 and the outer convex overhang 16 may be the same or different, and the axial lengths of the inner convex overhang 15 and the outer convex overhang 16 are preferably in the range of 4 mm to 8 mm.

[0058] The above-mentioned train wheel set 100 is designed such that the axial length of the wheel hub is longer than that of the axle wheel seat. When installed, the axial ends of the wheel hub are respectively longer than the axial ends of the axle wheel seat. As a result, in the wheel set, the inner overhang 15 and the outer overhang 16 are respectively formed at the axial ends of the wheel hub relative to the wheel seat. Compared with the conventional wheel set structure where the inner and outer ends of each wheel hub and wheel seat are arranged flush, this design can not only increase the inner distance between the two wheels 1 in the wheel set on the premise of meeting the installation requirements of the wheel set and the track, thereby reducing the axial deformation of the wheel rim during braking, but also, due to the formation of the inner overhang 15 and the outer overhang 16, only a partial area of the wheel hub contacts the wheel seat. Compared with the conventional wheel set, the contact area between the wheel and the axle is reduced, thereby reducing the contact stress, reducing the contact wear and damage between the wheel and the axle, and improving the service life of the wheel set.

[0059] In summary, by setting overhangs at both ends of each wheel hub of the wheel set relative to the wheel seat, a design with small braking deformation of the train wheel set is achieved, which can optimize the dynamic performance of the train, reduce the risk of vehicle safety accidents caused by the change in the inner distance between the two wheels of the wheel set during braking, improve the service life of the wheel set, enhance the overall operation efficiency, safety of the train, and reduce the vibration and impact during train operation. The train wheel set 100 of this embodiment has excellent braking performance, small axial deformation of the wheels, and the change in the inner distance between the two wheels of the wheel set caused by braking meets the standard requirements of the inner distance of the wheel set. It can be used under the condition of an axle load of 30 tons and is applicable to freight train sets.

[0060] In practical applications, the sizes of the inner overhang 15 and the outer overhang 16 of the wheel set can be calculated to determine the structural design of the wheel set. When assembling the entire train wheel set 100, the pressing positions of the two wheels 1 in the wheel set are mainly determined by the inner distance BTB and the wheel position difference. Referring to Figures 4 to 6 , in the train wheel set 100, the distance between the inner end face of the wheel rim 12 of one wheel 1 and the corresponding end face of the axle 2 is C1; the distance between the inner end face of the wheel rim 12 of the other wheel 1 and the corresponding end face of the axle 2 is C2; the difference between C1 and C2 is not greater than 1 mm, thereby ensuring that the pressing positions of the two wheels 1 meet the requirements of the bogie assembly of the vehicle.

[0061] In some feasible embodiments, the web 13 includes a main body region 131, a first connection region 132, and a second connection region 133. The main body region 131 is disposed near the outer end face of the wheel rim 12, and the outer radial end of the main body region 131 is transitionally connected to the middle of the wheel rim 12 through the first connection region 132, and the inner radial end of the main body region 131 is transitionally connected to the middle of the hub 11 through the second connection region 133. As shown in Figure 1 and Figure 2As shown, after the main body region 131, the first connection region 132, and the second connection region 133 are joined together, a "Ω"-shaped web 13 with a convex middle part is formed. It should be noted that the main body region 131, the first connection region 132, and the second connection region 133 are all substantially continuous annular regions centered on the center of the wheel 1, such as Figure 1 and Figure 2 are only schematic radial cross-sections. It should also be noted that the middle part of the aforementioned rim 12 does not only refer to the midpoint position in the axial direction of the rim 12. The region between the inner and outer ends of the rim 12 can be collectively referred to as the "middle part of the rim 12"; correspondingly, the middle part of the aforementioned hub 11 does not only refer to the midpoint position in the axial direction of the hub 11. The region between the inner and outer ends of the hub 11 can be collectively referred to as the "middle part of the hub 11".

[0062] In some feasible embodiments, such as Figure 1 and Figure 2 shown, the main body region 131 is preferably a straight section arranged along the radial direction of the wheel 1. The first connection region 132 includes a first curve segment 1321 and a second curve segment 1322 with curvature centers on different sides, and the first curve segment 1321 and the second curve segment 1322 are connected by an arc transition; the end of the first curve segment 1321 is connected to the outer radial end of the main body region 131 by an arc transition, and the end of the second curve segment 1322 is connected to the rim 12 by an arc transition. Moreover, the outer radial end of the main body region 131 is tangent to the end of the first curve segment 1321, and the end of the second curve segment 1322 is tangent to the rim 12. Correspondingly, the second connection region 133 includes a third curve segment 1331 and a fourth curve segment 1332 with curvature centers on different sides, and the third curve segment 1331 and the fourth curve segment 1332 are connected by an arc transition; the end of the third curve segment 1331 is connected to the inner radial end of the main body region 131 by an arc transition, and the end of the fourth curve segment 1332 is connected to the hub 11 by an arc transition. Moreover, the inner radial end of the main body region 131 is tangent to the end of the third curve segment 1331, and the end of the fourth curve segment 1332 is tangent to the hub 11. The first connection region 132, the main body region 131, and the second connection region 133 are smoothly connected in sequence by the way of arc tangency, which can reduce stress concentration. The web 13 as a whole is a plate structure with a certain thickness, and the inner and outer surfaces of the web 13 are also smooth surfaces with tangent transitions at the joints.

[0063] By setting the web 13 of the wheel 1 as a locally convex curved structure, and the convex part (i.e., the main body region 131) is designed as a straight structure, the stress on the wheel rim 12 during the braking process of the wheel set can be increased, and the axial deformation of the rim 12 can be reduced.

[0064] Such as Figure 2As shown in the figure, Region I, Region II, and Region III in the figure respectively correspond to the second connection region 133, the first connection region 132, and the main body region 131. The overall shapes of the first connection region 132 and the second connection region 133 are both "S"-shaped. The wheel 1 is Figure 2 a rotating body that rotates around the axis X-X' in the shown structure. Among them, Region III is perpendicular to the rotation axis X-X' of the wheel 1. The meridian line L is the median line of Region III. The meridian line L, axis L1, axis L2, and axis L3 are all parallel to the axis Y-Y' (the axis Y-Y' is perpendicular to the rotation axis X-X'). When the wheel 1 is braked, the braking stress can be used to limit the deformation of the rim 12 in the X-X' direction. Through the bending design of the spoke 13, the braking deformation can occur in the Y-Y' direction. The distance from the axis L2 to the inner end face of the rim 12 is D4, and D4 ≥ D3 / 2 + 5 mm, which can limit the excessive axial deformation outside the inner end face of the rim caused by rotation or warping of the stress borne by the wheel 1 during braking. In the above structure, the axis L1 and the axis L2 are respectively the end median lines of the second connection region 133 and the first connection region 132. Axially (i.e., in the X-X' direction), the axis L2 is located outside L1, and the axial distance D1 between L1 and L2 ≥ 5 mm, mainly to reduce the braking stress. The differences in the values of the axial distance D1 between L1 and L2 and some comparative examples (conventional wheel sets) are mainly shown in Table 1 below.

[0065] Table 1 - Axial distance D1 (mm) between L1 and L2 of the wheel set

[0066]

[0067] The axial distance D3 between the axis L and L1 ≥ 40 mm, which can make the braking deformation of the wheel occur in the Y-Y' direction.

[0068] In some feasible embodiments, such as Figure 3 shown in the figure, the axle 2 is a rotating body that rotates around the axis Z-Z'. At both ends of the axle 2, there are respectively provided journal boxes 3 for assembling bearings; at the inner ends of the two journal boxes 3, there are provided wheel seats 4, and the two wheels 1 are respectively assembled on the two wheel seats 4 through the hub 11 holes; between any one journal box 3 and the corresponding wheel seat 4, there is provided a dust guard seat 5. The outer diameters of the wheel seat 4, the dust guard seat 5, and the journal box 3 decrease in sequence. At the outer end of any one wheel seat 4, there is also provided a lead cone 6, and the small end of the lead cone 6 is connected to the dust guard seat 5, and the large end of the lead cone 6 is connected to the wheel seat 4. The lead cone 6 is used to play a guiding role when the wheel 1 is pressed onto the wheel seat 4. The assembly and fixation method between the wheel 1 and the wheel seat 4, such as press-fit assembly, is prior art and will not be elaborated here. At both ends of the axle 2, there is a set of journal box 3, dust guard seat 5, lead cone 6, and wheel seat 4 respectively, and the two sets of structures are symmetrically arranged.

[0069] The above-mentioned train wheel set 100 proposed in this embodiment has small braking deformation, long service life, high operation efficiency and safety, and a reasonable structural design, and can be applied to railway freight cars; under the operating condition of an axle load of 30 tons, the wheel set has excellent braking performance, small axial deformation of the wheel 1, and the change in the inner distance between the two wheels 1 of the wheel set caused by braking meets the standard requirements of the inner distance of the wheel set. The inner end and the outer end of the hub 11 are respectively provided with overhang amounts relative to the wheel seat 4. Through the following overhang amount design and calculation method of the train wheel set 100, the outer overhang amount 16 on the side of the wheel 1 close to the axle neck 3 and the inner overhang amount 15 on the side close to the axle body can be quickly calculated to determine whether the inner overhang amount 15 and the outer overhang amount 16 meet the requirement of not less than 1.5 mm specified in the EN 13103-1 standard. The EN 13103-1 standard is a standard for the axle design method of wheel sets and bogies in railway applications, which is well-known in the field and will not be elaborated here.

[0070] The overhang amount design and calculation method of the train wheel set 100 is as follows:

[0071] Step 1: Calculate the upper limit value BTB1 and the lower limit value BTB2 of the inner distance BTB in the train wheel set 100; calculate the upper limit value F1 and the lower limit value F2 of the distance between the inner end face of the wheel rim of the wheel 1 and the inner end face of the hub; calculate the upper limit value L4 and the lower limit value L5 of the axial length of the hub 11; calculate the upper limit value D5 and the lower limit value D6 of the axial length of the dust guard seat 5; calculate the upper limit value Y1 and the lower limit value Y2 of the axial length of the taper 6 at the outer end of the wheel seat 4; calculate the upper limit value L6 and the lower limit value L7 of the axial length from the outer end of the dust guard seat 5 to the inner end of the adjacent wheel seat 4; calculate the upper limit value D7 and the lower limit value D8 of the distance between the outer ends of the two dust guard seats 5; the calculation order and calculation method of the above values are not limited, and each parameter is mainly obtained by measurement or calculation according to existing formulas.

[0072] Step 2: Calculate the upper limit value F max and the lower limit value F min of the inner overhang amount 15, where:

[0073] F max = ((L5 - 2 * D7) - (BTB1 - 2 * F2 + 2 * L4)) / 2 + Y1,

[0074] F min = ((L6 - 2 * D8) - (BTB2 - 2 * F1 + 2 * L5)) / 2 + Y2;

[0075] Step 3: Calculate the upper limit value C max and the lower limit value C min of the outer overhang amount 16, where:

[0076] C max= ((D5 - 2 * L7) - (BTB2 - 2 * F1)) / 2,

[0077] C min = ((D6 - 2 * L6) - (BTB1 - 2 * F2)) / 2;

[0078] Step 4: Determine F max 、F min 、C max and C min whether any one of them is not less than 1.5 mm.

[0079] The above Step 2 and Step 3 can adjust the operation sequence.

[0080] The train wheel set 100 designed by this solution is tested and compared with the conventional wheel set structures of Comparative Example 1 and Comparative Example 2. According to the EN 13979-1 standard (a well-known standard in the field), the axial braking deformation of the wheel sets of this solution, Comparative Example 1 and Comparative Example 2 is calculated. The results of the change in the inner distance of the wheel set obtained through the calculation of the deformation of the wheel set wheels are shown in Table 2 below. The EN13979-1 standard requires that the axial braking deformation of the wheel rim of the wheel be ≤ 3 mm, that is, the axial braking deformation result of the inner distance of the wheel set should be ≤ 6 mm. The train wheel set 100 designed by this solution has a smaller axial braking deformation than Comparative Examples 1 and 2. The axial braking deformation result of the inner distance of the wheel set in Comparative Example 2 is the largest and exceeds the requirement of 6 mm.

[0081] Table 2 - Results of the change in the inner distance of the wheel set (mm)

[0082]

[0083] The above design calculation method of the overhang of the train wheel set 100 constructs a rapid design calculation theoretical system of the overhang of the wheel set through the design calculation of the overhang of the wheel set. When designing the wheel set structure, the overhang of the wheel set can be quickly calculated, providing a basis for designing a railway freight car wheel set with small vibration and impact, long service life, high operation efficiency and good safety, and also improving the efficiency of the wheel set structure design.

[0084] The wheel set designed by this solution not only meets the requirement of small axial deformation of the wheel rim during and after braking, but also reduces the contact area between the wheel and the axle by designing the overhang of the wheel set, reduces the contact wear and damage between the wheel and the axle, improves the service life of the wheel set, improves the overall operation efficiency and safety of the vehicle, reduces the vibration and impact during vehicle operation, and optimizes the dynamic performance of the vehicle.

[0085] Example 2

[0086] Such as Figure 4As shown, this embodiment provides a train wheel set 100, which is mainly configured and applied as a meter-gauge wheel set.

[0087] Embodiment 3

[0088] As Figure 5 shown, this embodiment provides a train wheel set 100, which is mainly configured and applied as a standard-gauge wheel set.

[0089] Embodiment 4

[0090] As Figure 6 shown, this embodiment provides a train wheel set 100, which is mainly configured and applied as a broad-gauge wheel set.

[0091] Embodiment 5

[0092] This embodiment provides a train, and any one of the train wheel sets 100 in Embodiments 1 to 4 is installed at the bottom of the vehicle body. The train wheel set 100 can provide the driving function for the train.

[0093] It should be noted that the structures, ratios, sizes, etc. shown in the drawings of this specification are only used to cooperate with the content disclosed in the specification for those skilled in this technology to understand and read, and are not used to limit the limited conditions under which the present invention can be implemented. Therefore, they do not have technical essential meanings. Any modification of the structure, change of the proportional relationship or adjustment of the size, without affecting the effects that the present invention can produce and the purposes that can be achieved, should still fall within the scope covered by the technical content disclosed in the present invention. At the same time, the terms such as "upper", "lower", "left", "right", "middle" and "one" cited in this specification are only for the convenience of narration and understanding, and are not used to limit the scope under which the present invention can be implemented. The change or adjustment of their relative relationships, without substantial change of the technical content, should also be regarded as the scope under which the present invention can be implemented.

[0094] Specific examples are used in the present invention to elaborate on the principles and implementation manners of the present invention. The descriptions of the above embodiments are only used to help understand the method and its core idea of the present invention; at the same time, for those of ordinary skill in the art, according to the idea of the present invention, there will be changes in the specific implementation manners and application scopes. In summary, the content of this specification should not be construed as a limitation to the present invention.

Claims

1. A train wheel set, characterized in that, Comprising: A wheel (1), which includes a hub (11) and a rim (12) coaxially arranged on the outer periphery of the hub (11). A spoke plate (13) is connected between the hub (11) and the rim (12). A radially protruding flange (14) is arranged on the inner side of the outer peripheral surface of the rim (12); the inner end face of the hub (11) is arranged longer than the inner end face of the rim (12), and the outer end face of the hub (11) is arranged not shorter than the outer end face of the rim (12); A wheel axle (2), with wheel seats (4) respectively arranged at both ends thereof. One of the wheels (1) is sleeved on each of the two wheel seats (4), and the inner ends of the two wheels (1) are arranged oppositely; in any one of the wheels (1): the inner end face of the hub (11) is longer than the inner end face of the corresponding wheel seat (4) to form an inner overhang amount (15), and the outer end face of the hub (11) is longer than the outer end face of the corresponding wheel seat (4) to form an outer overhang amount (16).

2. The train wheel set according to claim 1, characterized in that, The distance between the inner end face of the rim (12) of one of the wheels (1) and the corresponding side end face of the wheel axle (2) is C1; The distance between the inner end face of the rim (12) of the other wheel (1) and the corresponding side end face of the wheel axle (2) is C2; The difference between C1 and C2 is not greater than 1 mm.

3. The train wheel set according to claim 1, characterized in that, The spoke plate (13) includes a main body area (131), a first connection area (132) and a second connection area (133). The main body area (131) is arranged close to the outer end face of the rim (12), and the radially outer end of the main body area (131) is transitionally connected to the middle part of the rim (12) through the first connection area (132), and the radially inner end of the main body area (131) is transitionally connected to the middle part of the hub (11) through the second connection area (133).

4. The train wheel set according to claim 3, characterized in that, The main body area (131) is a straight section arranged along the radial direction of the wheel (1).

5. The train wheel set according to claim 4, characterized in that, The first connection area (132) includes a first curve section (1321) and a second curve section (1322) with curvature centers on different sides, and the first curve section (1321) and the second curve section (1322) are arc-transitionally connected; the end of the first curve section (1321) is arc-transitionally connected to the radially outer end of the main body area (131), and the end of the second curve section (1322) is arc-transitionally connected to the rim (12). The second connection area (133) includes a third curve section (1331) and a fourth curve section (1332) with curvature centers on different sides, and the third curve section (1331) and the fourth curve section (1332) are arc-transitionally connected; the end of the third curve section (1331) is arc-transitionally connected to the radially inner end of the main body area (131), and the end of the fourth curve section (1332) is arc-transitionally connected to the hub (11).

6. The train wheel set according to any one of claims 1 to 5, characterized in that Axles (3) for assembling bearings are respectively arranged at both end parts of the wheel axle (2), and the axles (3) are located at the outer ends of the wheel seats (4); A dust-proof seat (5) is provided between any one of the journal necks (3) and the adjacent wheel seats (4).

7. The train wheel set according to claim 6, characterized in that, The outer diameters of the wheel seats (4), the dust-proof seats (5) and the journal necks (3) decrease in sequence.

8. The train wheel set according to claim 7, characterized in that, A taper guide (6) is further provided at the outer end of any one of the wheel seats (4). The small head end of the taper guide (6) is connected to the dust-proof seat (5), and the large head end of the taper guide (6) is connected to the wheel seat (4).

9. A method for designing and calculating the overhang of the train wheel set according to any one of claims 6 to 8, characterized in that Comprising: Calculating the upper limit value BTB1 and the lower limit value BTB2 of the inner gauge BTB in the train wheel set (100), where the inner gauge BTB is the distance between the inner end faces of the wheel rims of the two wheels (1) in the train wheel set (100); calculating the upper limit value F1 and the lower limit value F2 of the distance between the inner end face of the wheel rim and the inner end face of the hub of the wheel (1); calculating the upper limit value L4 and the lower limit value L5 of the axial length of the hub (11); calculating the upper limit value D5 and the lower limit value D6 of the axial length of the dust-proof seat (5); calculating the upper limit value Y1 and the lower limit value Y2 of the axial length of the taper guide (6) at the outer end of the wheel seat (4); calculating the upper limit value L6 and the lower limit value L7 of the axial length from the outer end of the dust-proof seat (5) to the inner end of the adjacent wheel seat (4); calculating the upper limit value D7 and the lower limit value D8 of the distance between the outer ends of the two dust-proof seats (5); Calculate the upper limit value F of the inner overhang (15) max and the lower limit value F min , where: F max = ((L5 - 2*D7) - (BTB1 - 2*F2 + 2*L4)) / 2 + Y1, F min = ((L6 - 2 * D8) - (BTB2 - 2 * F1 + 2 * L5)) / 2 + Y2; Calculate the upper limit value C of the outer overhang (16) max and the lower limit value C min , where: C max = ((D5 - 2 * L7) - (BTB2 - 2 * F1)) / 2, C min = ((D6 - 2 * L6) - (BTB1 - 2 * F2)) / 2; Determination F max , F min , C max and C min Whether any one of them is not less than 1.5 mm 10. A train, characterized in that, The train wheel set (100) according to any one of claims 1 to 8 is installed at the bottom of the vehicle body, and the train wheel set (100) can provide the train with a running function.

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