Railway wheels and axles – Wheels – Tire cushions
Patent
1984-03-05
1987-01-13
Reese, Randolph A.
Railway wheels and axles
Wheels
Tire cushions
152 43, 152 48, 152 49, 295 7, B60B 1700, B60B 912
Patent
active
046359907
DESCRIPTION:
BRIEF SUMMARY
FIELD OF THE INVENTION
This invention relates to railway transport, and more particularly to resilient wheel constructions.
BACKGROUND ART
In view of the ever growing demands imposed on the organization of high-speed railway travel and due to the increasing payload capacity of railway cars, much attention has been devoted to designing such wheel constructions in which by introducing resilient elements directly into the wheel its dynamic characteristics are greatly improved. Wheels of such a construction may be used in every type of railway vehicle, particularly in trams, subway trains, and railway cars. Such wheels can be employed with the utmost advantage in locomotives.
At present, the most advanced resilient wheel designs are those in which resilient elements have the form of rubber shock absorbers.
In such an arrangement, depending on the type of deformations experienced by the resilient elements, the wheels may be broken down into three groups, the first group including wheels resilient elements of which are subject to compressive strains under the action of vertical loads. These resilient wheels are simple and inexpensive to fabricate, although they suffer from insufficient axial rigidity and excessive radial rigidity, and therefore their efficient application is inherently limited. In addition, when shoe brakes are used, as is the case with most modern locomotives, it is normally very difficult to restrict the influx of heat to the rubber elements of the resilient wheels of the above described construction.
One more type of resilient wheels construction includes resilient elements which experience shearing strains under the action of vertical loads. Such resilient wheels are most popular in the railway transport nowdays. Their use enables to reduce the harmful effect of dynamic impacts on the rails and improve operating conditions both for the wheels and parts and components of the bogie, such as the power transmission of the locomotive, axle boxes, suspension and wheel set axles.
The third group incorporates wheels in which resilient elements are subjected to both shearing and compressive strains under the action of vertical loads. However, these wheels are rather complex in construction and have practically no advantages over the other wheel constructions, due to which they have not been extensively applied in the railroad transport.
For improved operation of the locomotive's bogie having parts and components thereof directly connected to the resilient wheels making up a wheel set, the wheel rigidity, which depends on the geometry, size and construction of the resilient elements, plays an important role.
It is to be especially noted that a reduction in the dynamic impacts to which parts and components of the bogie are exposed depends largely on the correct ratio between the rigidity characteristics of the resilient wheel in the radial and tangential directions, since the radial rigidity influences the dynamic processes of interaction between the resilient wheel and the rail determining the vertical dynamics of the wheel, wheel set axle, axle box, reducing gears and the housing of the traction motor; whereas the tangential rigidity determines the effect of these dynamic processes on the power transmission which includes the traction electric motor, reducer, wheel set axles, and wheels.
There is known a resilient wheel of a railway car comprising a hub with annular projections on the outer surface thereof, and an outer rim having annular projections extending inwardly from the inner surface thereof (cf. West German Pat. No. 2,406,206 IPC B 60b 9/12, published 1975).
Resilient elements of this wheel which are subjected to compressive strains under the action of vertical loads have the form of rectangular plates pressed between the inner surface of the outer rim and the outer surface of the hub, the annular projections serving to restrict axial deformations of the wheel's resilient element.
The above arrangement of the resilient elements provides the wheel with required radial rigidity, thereby ma
REFERENCES:
patent: 1888499 (1932-11-01), Gunn
patent: 2294818 (1942-09-01), Williams
patent: 2800357 (1957-07-01), Boschi
patent: 2853337 (1958-09-01), Boschi
patent: 4318564 (1982-03-01), Brauer
Filonov Arkady S.
Golubenko Alexandr L.
Kaljuzhny Nikolai N.
Konyaev Alexei N.
Koropets Alexei P.
Reese Randolph A.
Voroshilovgradsky Mashinostroitelny Institut
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