• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    The invention relates to a solid wheel for a rail vehicle, comprising a wheel rim (1) arranged on the circumference of the full wheel with a running surface (6), which wheel rim (1) via an end wall (2) and a rear wall (3) with a, in the center of the Fully wheel arranged, a longitudinal axis (5) having hub (4) is connected to a wheelset. In order to provide a high radial and axial stiffness of the rim as a basis for low acoustic emission, it is provided that the full wheel forms one of the end wall (2) and the rear wall (3) limited cavity (7), wherein end wall (2) and Rear wall (3) under the rim (1) vaulted into one another and wherein the end wall (2) first openings (8) and the rear wall (3) second openings (9) to open the cavity (7) like a spoke outwards.
    公开号:AT516941A4
    申请号:T50349/2015
    申请日:2015-04-30
    公开日:2016-10-15
    发明作者:
    申请人:Siemens Ag Österreich；
    IPC主号:
    专利说明:

    description
    Full wheel for a rail vehicle Technical area
    The invention relates to a solid wheel for a rail vehicle, comprising a wheel rim arranged on the circumference of the full wheel with a running surface, which wheel rim is connected via an end wall and a rear wall with a arranged in the center of the solid wheel, a longitudinal axis hub for a wheelset, and a Method for producing a full wheel.
    State of the art
    Full wheels for rail vehicles have been known for a long time. However, it is not only with solid wheels for rail vehicles that the problem is that noise emissions in rail transport are undesirable, especially in the case of urban rail vehicles, such as trams or subways (metros). In addition, there are always efforts to keep the mass of the wheels as low as possible.
    To reduce sound emissions, sound absorbers are known that absorb the sound due to their mass, but so can only attenuate the direct sound and also increase the mass of the full wheel. Another possibility of soundproofing is complex to produce multi-part rubber-sprung wheels.
    Object of the invention
    It is therefore an object of the invention to overcome the disadvantages of the prior art and a full wheel for a
    Rail vehicle to propose, which is characterized by a particularly high axial and radial stiffness to reduce the emission of direct sound. Furthermore, the invention should enable a long life and a low weight of the Vollrads.
    Presentation of the invention
    This object is achieved for a full wheel for a rail vehicle, comprising a wheel rim arranged on the circumference of the full wheel with a running surface, which wheel rim is connected via an end wall and a rear wall with a hub for a wheel set shaft, which is arranged in the center of the full wheel and has a longitudinal axis solved the features of claim 1, that the full wheel forms a bounded by the end wall and the rear wall cavity, wherein the end wall and rear wall under the rim wedge-like manner into each other and wherein the end wall first openings and the rear wall has second openings to the cavity in a spoke like open on the outside.
    The cavity is arched at least below the rim, that is, the inner surfaces of the front and the rear wall show a course as the inside of the ribs of a vault. The cavity thus has no corners or edges at least underneath the rim, which ensures good stability both in the radial and in the axial direction.
    Accordingly, it is also useful if the inner surfaces of the front and the rear wall above the hub without corners or edges merge into one another.
    The openings in the front and rear walls reduce the weight of the solid wheel in addition to the cavity and allow the manufacture, preferably the casting of the Vollrades.
    Through the openings in the front and the rear wall remain of the front and the rear wall only more spokes, which have the function of ribs in the vault formed by the cavity. Since the spokes according to the invention are not spokes in the general sense, as stated above, the spokes can also be referred to as ribs or connecting elements. In this respect, it can be provided that in each case between two first openings on the end wall, a first spoke and in each case between two second openings on the rear wall forms a second spoke, wherein the spokes have their smallest width respectively in the middle third of the spoke. The width of the spokes is measured in the plane of the front or rear wall in the circumferential direction of the wheel.
    In other words, the first spoke on a first taper, which - seen in the radial direction - in the middle third of the first spoke forming first openings is arranged. Likewise, the second spoke has a second taper, which - seen in the radial direction - in the middle third of the second spoke forming second openings is arranged. The formation of a smallest width of the spokes in the middle third corresponds to a bionic design and causes a stress homogenization in the spokes. Thus, a locally greatly increased voltage gradient at each point of the spoke is prevented, resulting in an overall low stress concentration along the spokes.
    This can be aided by the fact that the spokes widen from their smallest width in the radial direction both inwards and outwards.
    With regard to the first openings, that is, those in the end wall, it has proved to be advantageous if the first openings have a first axis of symmetry and are formed substantially elliptical, wherein the first axis of symmetry intersects the longitudinal axis. The main axis of the
    Ellipse, which corresponds to the first axis of symmetry, so it is radially aligned.
    However, the first opening need not mathematically represent exactly an ellipse, but may be approximated to the elliptical shape by forming the perimeter of the first openings from a chain of tangentially interconnected circle radii. The linked radii further reduce stress concentrations and gently deflect the flow of force through the spokes. For the dimensioning of the first openings, the ratio of the largest width of the first openings to the largest length of the first openings is of crucial importance. If this ratio is in a range between 1: 1.5 and 1: 2.5, preferably 1: 1.8 and 1: 2.2, high stiffness can be achieved with a particularly low cost of materials and correspondingly reduced weight. In this case, the greatest length is measured in the radial direction or in the direction of the first axis of symmetry and the greatest width in the circumferential direction or normal to the first axis of symmetry.
    With respect to the second openings, ie those in the rear wall, it has proved to be advantageous if the second openings have a second axis of symmetry and are substantially cheek-shaped, wherein the second axis of symmetry intersects the longitudinal axis. Thus, the cheek-shaped second openings, or their largest diameter, are radially aligned. Instead of the name cheek-shaped, the term egg-shaped can be used analogously.
    Due to the cheek shape of the second openings whose greatest width - seen in the radial direction - not in the middle between the radially innermost and radially outermost point, but radially outside. This means that the second openings normal to the second axis of symmetry have a maximum extent in a region which is offset from a center of the second opening radially in the direction of the tread.
    To further reduce stress concentration along the spokes, the perimeter of the second openings is formed of a chain of tangentially interconnected circle radii.
    With regard to the configuration of the cheek-shaped second openings, it has proved favorable that the ratio between the innermost radius of the second openings relative to the longitudinal axis and the outermost radius of the second openings in relation to the longitudinal axis is in a range between 1: 1.4 and 1 1.8, preferably between 1: 1.5 and 1: 1.7. This further reduces the stress gradient along the second spokes.
    Also for the structural design of the second openings, the ratio of the largest width of the second openings to the largest length of the second openings is of crucial importance. If this ratio is within a range between 1: 1.5 and 1: 2.5, preferably 1: 1.8 and 1: 2.2, high stiffnesses can be achieved with a particularly low material requirement and correspondingly reduced weight. In this case, the greatest length is measured in the radial direction or in the direction of the second symmetry axis and the greatest width in the circumferential direction or normal to the second axis of symmetry.
    As a rule, for reasons of uniform distribution of the forces, provision will be made for the first and second openings to be distributed in the circumferential direction symmetrically with respect to the longitudinal axis and to set a pitch angle between two first openings. Due to the constant pitch angle and the uniform distribution about the longitudinal axis is a homogeneous radial stiffness of
    Fully wheeled so that out-of-roundness on the tread is largely avoided.
    Also, for reasons of uniform distribution of forces is usually provided that the number of first openings and the number of second openings is the same size, in which case the first openings can be offset from the second openings in the circumferential direction, in particular - for reasons of symmetry - by half the pitch angle.
    In order to reduce or avoid resonance effects in vibration modes of the full wheel, it is in principle favorable if both the number of first openings and the number of second openings corresponds in each case to a prime number, preferably 11, 13 or 17.
    The cavity of the solid wheel is best - in terms of ease of manufacture and a uniform distribution of forces - be a rotationally symmetric volume, which is formed by the rotation of a rotated cross-section about the longitudinal axis.
    For reasons of stability, it may be provided that the rotated cross section tapers from the hub towards the running surface.
    The tread facing the end of the rotated cross section is indeed formed by the inner surfaces of the front and rear walls and the spokes remaining from the front and rear walls and should have the shape of a vault. In this respect, it is provided in an embodiment of the invention that the tread facing the end of the rotated cross section is formed as a chain tangentially interconnected circle radii.
    In order to ensure the carrying capacity of the wheel rim and the tread arranged thereon despite formation of the cavity, in a further embodiment of the invention, it is provided that the difference between a wheel radius of the wheel in the new state and a maximum radius of the rotated cross section between 60 mm and 70 mm, preferably between 65 mm and 68 mm. The wheel radius is understood to mean the nominal radius of the full wheel determined in a manner known per se, the largest radius of the rotated cross section corresponding to that radius which represents the point of the rotated cross section farthest from the longitudinal axis in the radial direction. In other words, the largest radius corresponds to the distance of the vertex of the arch from the longitudinal axis.
    It can be provided that the maximum extent of the rotated cross section in a direction normal to the longitudinal axis (ie radially) is in a range of 50% to 60%, preferably 51% to 58%, of the wheel radius. In other words, the rotated cross section has a length (and thus the cavity has a radial dimension) that is 50% to 60%, preferably 51% to 58%, of the wheel radius.
    By an inclination of the outer surface of the front and / or rear wall with increasing radius (which is equivalent to an inclination of the outer surfaces of the corresponding spokes with increasing radius), the radial and axial stiffness of the Vollrads can be further increased.
    In this respect, it can be provided that the outer surface of that annular region of the end wall, which has the first openings, is planar and includes a first inclination angle with the normal of the longitudinal axis.
    Alternatively or additionally, it can be provided that the outer surface of that annular region of the rear wall, which has the second openings, is planar and includes a second angle of inclination with the normal of the longitudinal axis.
    In order to adjust the position of the running surface in relation to the hub, a particularly preferred embodiment of the invention is provided that the inclination angle (ie both the first and the second inclination angle) in a range between 0 ° and 10 °, preferably between 1 ° and 6 °, lie.
    In the case of the inclination of both the outer surface of the end wall and the outer surface of the rear wall, it has been found to be advantageous if the first inclination angle (that of the end wall) is smaller than the second inclination angle (that of the rear wall).
    If the front and rear wall in the region of the cavity (or its spokes) - seen in the radial direction - no change in thickness (ie the distance between the inner and outer surface), then causes a tendency of the outer surface of the front and rear walls ( or their spokes) also an inclination of the inner surface and thus a corresponding taper of the rotated cross-section (or the cavity) radially outward.
    In order to keep the weight of the Vollrads low and to improve the tribological properties, it can be provided that the solid wheel is made in one piece as a casting.
    The production of a casting is essentially carried out in a casting step, which is followed by at least one heat treatment in order to advantageously modify the structure of the casting. In addition, one-piece solid wheels have the advantage that there are no joints between items that can wear out. The full wheel could be made for example by cast steel.
    Some cast materials also have the advantage of having a lower specific weight than steel. Here is e.g. called the material ADI.
    The abbreviation ADI is also common in German for so-called ausferritisch cast iron with nodular graphite and is referred to in English as Austempered Ductile Iron (ADI). ADI is an austenitic-ferritic ductile iron, while the mechanical properties of ADI are described in the European standard EN 1564, for example. ADI is a low-warpage isothermally tempered cast iron with nodular graphite. It is characterized by a very favorable combination of strength and elongation as well as high resistance to change and favorable wear behavior. With regard to the solid wheel, the improved tribological properties, ie the reduced wear of the running surface and the wheel flange, result in a significantly increased service life of a full wheel according to the invention. In test tests, a doubling of the service life has already been established with respect to full wheels produced according to the prior art.
    The basis for ADI is cast iron with nodular graphite. In order to achieve isothermal conversion without pearlite or bainite formation, the melts destined for ADI are typically alloyed with small amounts of copper, molybdenum, manganese and nickel. Due to the necessary macro- and micro-homogeneity, high quality requirements are placed on the ADI castings.
    The temperature of the isothermal transformation affects the resulting structure and thereby the mechanical properties of the castings. The lower the temperature, the higher the resulting hardness and strength of the material (or the lower the retained austenite content).
    Since the solid wheel according to the invention can be a casting, the invention also includes a method for producing a solid wheel by the solid wheel is made in one piece as a casting.
    The arch-like design of the front and rear wall below the rim and the mutually offset first and second openings in front or rear wall give the rim a high radial and axial stiffness, resulting in a low noise emission of the full wheel.
    Brief description of the figures
    To further explain the invention, reference is made in the following part of the description to the figures, from the further advantageous embodiments, details and further developments of the invention can be found. The figures are to be understood as exemplary and are supposed to set out the character of the invention, but in no way restrict it or even render it conclusively. Show it:
    1 is a side view of the end face (end wall) of a solid wheel according to the invention FIG. 2 is a side view of the back surface (rear wall) of a solid wheel according to the invention. FIG. 3 is a sectional view of a full wheel according to the invention along the line AA of Fig. 1 Fig. 4 is a sectional view of a full wheel according to the invention according to the line BB of Fig. 1 Fig. 5 is a detail of second openings on the rear wall
    Fig. 6 is a detail of first openings on the end wall
    Embodiment of the invention
    Fig. 1 shows a side view of an end wall 2 of an embodiment of a full wheel according to the invention for a rail vehicle. The full wheel comprises a wheel rim 1 arranged on the circumference of the full wheel and a hub 4 arranged in the center of the full wheel for connecting a wheel
    Axle. The hub 4 in this case has a longitudinal axis 5, which corresponds to the axis of rotation of the full wheel. Wheel rim 1 and hub 4 are connected on one side by the end wall 2 and on the other side by a, not visible in this view, rear wall 3. When installed, the rear wall 3 corresponds to the rail vehicle side facing the Vollrades and the end wall 2 facing away from the rail vehicle side of the full wheel. In the radial direction of the rim 1 is limited by the tread 6, which rolls in the operating state on a rail.
    Between the rim 1 and the hub 4, a cavity 7 forms, as shown in Figures 3 and 4, which on one side by the end wall 2, in particular of the first spokes 10, and on the other side by the rear wall. 3 , in particular by the second spoke 11, is limited, as shown in Fig. 2 can be seen. The first spokes 10 are formed by two juxtaposed in the end wall 2 first openings 8, which break through the end wall 2 and so open the cavity 7 to the outside.
    The first openings 8 are formed substantially elliptical, wherein the main axis of the openings 8 are each arranged radially. Between the first openings 8, first spokes 10 are formed, which have their smallest width - seen in the radial direction - slightly within the center of the openings 8.
    There are thirteen first openings 8 evenly distributed around the circumference of the full wheel. Through the cavity 7 through can be seen the second openings 9, which are located in the rear wall 3, wherein between two second openings 9 each have a second spoke 11 is located. The first openings 8 are offset in the circumferential direction in relation to the second openings 9 such that the second spoke 11 -in the case of parallel to the longitudinal axis 5 -is in each case arranged centrally in the first opening 8. Accordingly, this results for the arrangement of the first spokes 10 that they are each arranged centrally in the second opening 9, see also Fig. 5 and 6.
    In Fig. 2 is a side view of a solid wheel according to the invention is shown with a view of the rear wall 3, wherein the second openings 9 can be seen in detail. Analogous to the first openings 8 and the first spokes 10, thirteen second openings 9 and the same number of second spokes 11, which in turn are formed by two second openings 9 in the rear wall 3, are arranged on the rear wall 3. These second openings 9 in turn open the cavity 7, on the other side, to the outside. The second openings 9 are cheek-shaped, whereby the name egg-shaped would be true. Cheek-shaped means that these second openings 9 are elongated, the periphery having a longitudinal end with a smaller curvature and a longitudinal end with a greater curvature and the curvatures of the two longitudinal ends of slightly curved (at least less than the greater curvature of the one longitudinal end) connected to each other lines are. In addition, it is also easy to see that the running surface 6 at the transition to the rear wall 3 has a flange 20 as a safety aid that ensures the tracking and the tread 6 therefore concealed in this representation.
    Figure 3 shows a sectional view of an embodiment of a full wheel according to the invention. This illustration clearly shows the construction of the full wheel described above: from the hub 4 arranged in the center, the wheel rim 1 arranged on the circumference is connected on one side by the end wall 2 and on the other side by the rear wall 3. Between the end wall 2, rear wall 3, hub 4 and rim 1, the cavity 7 is formed, which is similar to the structure of a vault. On the front side 2 of the cavity 7 via the first openings 8, one of which can be seen, open like a spoke, said formed by the first openings 8 first spoke 10, also is a section to see the connection between Make hub 4 and rim 1. On the rear wall 3, the second openings 9 and the second spokes 11 are arranged in the same manner, wherein again it can be clearly seen that first 10 and second spokes 11 are offset so that an opening 8,9 on the one wall. 2 , 3 is centered on a spoke 11,10 on the other wall 3,2. The cavity 7 is a volume rotationally symmetric about the longitudinal axis 5, which is formed by the rotation of a rotated cross-section 17 about the longitudinal axis 5. The cavity 7 has a larger dimension in the radial direction than in the axial direction. The tread 6 facing the end of the rotated cross section 17 is formed as a chain tangentially interconnected circle radii. The rotated cross section 17 tapers from the hub 4 in the direction of the running surface 6. The running surface 6 has a running surface inclination.
    In Fig. 4, the inclination angle of the end wall 2 and the rear wall 3 are located. The outer surface of the end wall 2 (or the outer surface of the first spokes 10) has in the region of the first openings 8 a first angle of inclination 18 of about 1-2 ° and is inclined to the running surface 6 inwardly. The outer surface of the end wall 3 (or the outer surface of the second spokes 11) has a second inclination angle 19 of approximately 5-7 ° in the region of the second openings 9 and is likewise inclined inwards towards the running surface 6. The second inclination angle 19 is greater than the first inclination angle 18. However, other variants are conceivable in which the inclination angle 18,19 are equal, or the first inclination angle 18 is greater than the second inclination angle 19.
    The tread 6 facing the end of the rotated cross-section 17, which is formed like a vault and thus has a curvature, in the end wall 2 has a greater curvature than in the rear wall 3, where it is generally flatter
    The position of the rotated cross-section 17 in the radial direction is determined essentially by the difference of a wheel radius 28, which is easy to determine for the person skilled in the art, and a maximum radius 27 of the rotated cross-section. The largest radius 27 refers to the distance between the longitudinal axis 5 and the point farthest from the longitudinal axis 5 in the radial direction of the rotated cross section 17, in other words the highest point of the arched, facing the tread 6, end of the rotated cross-section 17. In the present embodiment, this difference is 65 mm.
    The wheel hub 4 facing the end of the rotated cross-section 17 is also rounded and has a smaller curvature in the end wall 2 as a whole in the rear wall 3. Between the front wall 2 and the rear wall 3 is a straight portion which is parallel to the longitudinal axis 5.
    In the area outside of the wheel hub 4 3 depressions for stress relief are provided both on the outside of the end wall 2 and on the outside of the rear wall. Front and rear walls 2, 3 are thereby offset outside of the wheel hub 4 inwards. The troughs or the dislocations start here at the same radius as the cavity 7.
    The maximum extent of the rotated cross section 17 in the radial direction, ie the distance between the radially innermost point of the rotated cross section 17, in the present case, this point is on the longitudinal axis 5 parallel portion of the rotated cross section 17, and the largest radius 27th of the rotated cross section 17 is dependent on the wheel radius 28. In the present embodiment, the maximum extent is about 57% of the wheel radius 28.
    In Fig. 5, the cheek-shaped second openings 9 can be seen in detail, which are each symmetrical to an axis of symmetry 15. The axes of symmetry 15 thereby cut the longitudinal axis 5 in one point and are offset from one another by a pitch angle 16. Thus results between the second openings 9, of which a total of thirteen pieces are present, the pitch angle 16 of 360 ° / 13, thus about 27.7 °.
    The second openings 9 are arranged radially with their longitudinal direction, wherein the longitudinal end of the smaller curvature, which forms an innermost radius 25, comes to lie inside. On the opposite side, ie the radially outer longitudinal end, the second openings 9 have a larger curvature, which forms an outermost radius 26. The ratio between the innermost radius 25 and the extreme radius 26 in the present exemplary embodiment is approximately 1: 1.6.
    The design of the second openings 9 is essentially determined by their greatest length 22 and the greatest width 24 or their relationship to each other, wherein the circumference of the second openings 9 by a chain tangentially interconnected circle radii. The greatest length 22 is measured in the radial direction or in the direction of the symmetry axis 15, while the largest width 24 in the circumferential direction or normal to the symmetry axis 15 is measured. The ratio of the largest width 24 to the largest length 22 is in the present embodiment at about 1: 1.92. The section with the largest width 24 is offset from the center of the second openings 9 radially outward and is located in the outer third.
    The forming between the openings 9 second spokes 11 have their smallest width 13 radially seen slightly within the center of the openings. 9
    In Fig. 6, the first openings 8 are shown again in detail. Each first opening 8 has a first axis of symmetry 14 which extends radially. Between the thirteen first openings 8 results in a pitch angle 16 of 360 ° / 13, thus about 27.7 °. Between the first symmetry axes 14 and the second axes of symmetry 15 results from the displacement of the openings 8,9 against each other an angle of half of the pitch angle 16, that is about 13.85 ° corresponds.
    The shape of the first openings 8 is determined by their greatest length 21 and greatest width 23 and their relationship to each other. Likewise, the circumference of the first openings 8 is formed from a chain of tangentially interconnected circle radii. Analogously to the second openings 9, the dimensions of the first openings 8 in the radial direction or in the circumferential direction are also measured. The ratio between the largest width 23 and the largest length 21 is in the present embodiment at about 1: 2.1. The section with the largest width 23 is arranged approximately in the middle of the first openings 8.
    The first spokes 10 forming between the first openings 8 have their smallest width 12 seen radially within the center of the openings 8, approximately at the boundary between the inner and middle thirds.
    The full wheel shown in Figs. 1 to 5 is reproduced to scale and here has a wheel diameter of 850 mm.
    REFERENCE SIGNS: 1 wheel rim 2 end wall 3 rear wall 4 hub 5 longitudinal axis 6 running surface 7 cavity 8 first openings 9 second openings 10 first spokes 11 second spokes 12 smallest width of the first spokes 10 13 smallest width of the second spokes 11 14 first symmetry axis of the first openings 8 15 second symmetry axis of the second apertures 9 16 pitch angle 17 rotational cross section 18 first inclination angle 19 second inclination angle 20 flange 21 largest length of the first openings 8 22 largest length of the second openings 9 23 largest width of the first openings 8 24 largest width of the second openings 9 25 innermost radius the second openings 9 26 extreme radius of the second openings 9 27 largest radius of the rotated cross section 17 28 Radradius
    权利要求:
    Claims (27)
    [1]
    claims
    1. full wheel for a rail vehicle, comprising a arranged on the circumference of the full wheel rim (1) with a tread (6), which rim (1) via an end wall (2) and a rear wall (3) with a, arranged in the center of the solid wheel , a longitudinal axis (5) having hub (4) is connected to a wheelset, characterized in that the solid wheel forms one of the end wall (2) and the rear wall (3) limited cavity (7), said end wall (2) and rear wall (3) under the rim (1) merge into each other like an arch and wherein the end wall (2) first openings (8) and the rear wall (3) second openings (9) to open the cavity (7) spoke-like outward.
    [2]
    2. full wheel according to claim 1, characterized in that in each case between two first openings (8) on the end wall (2) has a first spoke (10) and in each case between two second openings (9) on the rear wall (3) has a second spoke (11) forms, wherein the spokes (10, 11) have their smallest width (12, 13) respectively in the middle third of the spoke.
    [3]
    3. full wheel according to claim 2, characterized in that the spokes (10, 11) widen from its smallest width (12, 13) in the radial direction both inwardly and outwardly.
    [4]
    4. Full wheel according to one of claims 1 to 3, characterized gekennzeichne't that the first openings (8) have a first axis of symmetry (14) and are formed substantially elliptical, wherein the first axis of symmetry (14) intersects the longitudinal axis (5) ,
    [5]
    5. solid wheel according to claim 4, characterized in that the circumference of the first openings (8) of a chain tangentially interconnected circle radii is formed.
    [6]
    A solid wheel according to claim 4 or 5, characterized in that the ratio of largest width (23) of the first openings (8) to largest length (21) of the first openings (8) is in a range between 1: 1.5 and 1 : 2.5, preferably 1: 1.8 and 1: 2.2.
    [7]
    7. A full wheel according to any one of claims 1 to 6, characterized in that the second openings (9) have a second axis of symmetry (15) and are substantially cheek-shaped, wherein the second axis of symmetry (15) intersects the longitudinal axis (5).
    [8]
    8. A full wheel according to claim 7, characterized in that the second openings (9) normal to the second axis of symmetry (15) have a maximum width (24) in a region which is opposite to a center of the second opening (9) radially in the direction of the tread (6) is offset.
    [9]
    9. solid wheel according to claim 7 or 8, characterized in that the circumference of the second openings (9) of a chain tangentially interconnected circle radii is formed.
    [10]
    10. A full wheel according to claim 9, characterized in that the ratio between the relative to the longitudinal axis (5) innermost radius (25) of the second openings (9) and with respect to the longitudinal axis (5) outermost radius (26) of the second openings (9) is in a range between 1: 1.4 and 1: 1.8, preferably between 1: 1.5 and 1: 1.7.
    [11]
    11. Full wheel according to one of claims 7 to 10, characterized in that the ratio of maximum width (24) of the second openings (9) to the largest length (22) of the second openings (9) in a range between 1: 1.5 and 1: 2.5, preferably 1: 1.8 and 1: 2.2.
    [12]
    12. Full wheel according to one of claims 1 to 11, characterized in that the first (8) and second openings (9) are arranged distributed in the circumferential direction symmetrically to the longitudinal axis (5) and a pitch angle (16) between two first openings (8 ).
    [13]
    13. A full wheel according to claim 12, characterized in that the number of first openings (8) and the number of second openings (9) is equal.
    [14]
    14. A full wheel according to claim 12 or 13, characterized in that the number of the first and second openings (8,9) each have a prime number, preferably 11, 13 or 17 corresponds.
    [15]
    15. A full wheel according to claim 13 or 14, characterized in that the first openings (8) relative to the second openings (9) are offset in the circumferential direction.
    [16]
    16. Full wheel according to claim 15, characterized in that the first openings (8) relative to the second openings (9) are offset by half of the pitch angle (16).
    [17]
    17. A full wheel according to any one of claims 1 to 16, characterized in that the cavity (7) is a rotationally symmetrical volume, which is formed by the rotation of a rotating cross-section (17) about the longitudinal axis (5).
    [18]
    18. A solid wheel according to claim 17, characterized in that the rotated cross section (17) tapers from the hub (4) to the running surface (6).
    [19]
    19, full wheel according to claim 17 or 18, characterized in that the tread (6) facing the end of the rotated cross-section (17) is formed as a chain tangentially interconnected circle radii
    [20]
    20. A full wheel according to any one of claims 17 to 18, characterized in that the difference between a wheel radius (28) and a maximum radius (27) of the rotated cross section (17) between 60 mm and 70 mm, preferably between 65 mm and 68 mm lies.
    [21]
    A solid wheel according to any one of claims 17 to 20, characterized in that the maximum extension of the rotated cross-section (17) in a direction normal to the longitudinal axis (5) is in a range of 50% to 60%, preferably 51% to 58% of Wheel radius (28) is located.
    [22]
    22. A solid wheel according to one of claims 1 to 21, characterized in that the outer surface of that annular region of the end wall (2), which has the first openings (8) is flat and a first inclination angle (18) with the normal of the longitudinal axis (5).
    [23]
    23. A solid wheel according to any one of claims 1 to 22, characterized in that the outer surface of that annular portion of the rear wall (3), which has the second openings (9) is flat and a second angle of inclination (19) with the normal of the longitudinal axis (5).
    [24]
    24. A full wheel according to claim 22 and 23, characterized in that the inclination angle (18,19) in a range between 0 ° and 10 °, preferably between 1 ° and 6 °.
    [25]
    25. Full wheel according to one of claims 1 to 24, characterized in that the solid wheel is made in one piece as a casting.
    [26]
    26. Full wheel according to claim 25, characterized in that it is made of ausferritischem cast iron with nodular graphite.
    [27]
    27. A method for producing a solid wheel according to one of claims 1 to 26, characterized in that the solid wheel is made in one piece as a casting.
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    DE1275568B|1968-08-22|Rail wheel
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    同族专利:
    公开号 | 公开日
    PL3250396T3|2019-04-30|
    ES2709934T3|2019-04-22|
    US20180111415A1|2018-04-26|
    WO2016173749A1|2016-11-03|
    DK3250396T3|2019-02-11|
    AT516941B1|2016-10-15|
    US10661603B2|2020-05-26|
    CN208664805U|2019-03-29|
    EP3250396A1|2017-12-06|
    TR201819683T4|2019-01-21|
    PT3250396T|2019-01-17|
    EP3250396B1|2018-11-07|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    GB598421A|1945-09-03|1948-02-18|Nils Carl Axel Carlquist|Improvement in wheel pairs for railway and like vehicles|
    US280702A|1883-07-03|Warren j |
    US464527A|1891-12-08|Nicolaus smith |
    US479722A|1892-07-26|Qtjist-wanner |
    US2042160A|1933-02-10|1936-05-26|Gen Steel Castings Corp|Wheel|
    US2106566A|1933-07-17|1938-01-25|Gen Steel Castings Corp|Wheel|
    FR796710A|1935-10-23|1936-04-14|Cie Commerciale Ind & Financie|Cast steel wheels|
    US2212098A|1937-09-24|1940-08-20|Charles E Heilig|Locomotive driving wheel|
    DE705616C|1939-01-24|1941-05-05|Dynamit Act Ges Vormals Alfred|Made of hardenable synthetic resin molding compound for rail vehicles|
    GB526518A|1939-03-18|1940-09-19|Thomas Beaumont|Improvements in or relating to wheels|
    US2262004A|1940-08-01|1941-11-11|Jabelmann Otto|Railway locomotive driving wheel|
    US6009980A|1996-04-16|2000-01-04|Meritor Automotive, Inc.|Ductile iron vehicle hub and method for producing same|
    SE531107E5|2006-12-16|2011-04-26|Indexator Ab|
    DE102007001088A1|2007-01-04|2008-08-14|Radsatzfabrik Ilsenburg Gmbh|Cast-wheel for light rail vehicles, particularly block-brake on goods wagon wheel, comprises recesses and damping elements, where disk plate is arranged on recesses, which is guided by axles and damping elements are arranged in recesses|CN105889383B|2016-06-30|2019-04-02|青岛理工大学|A kind of self-balancing train wheel and method based on powder damping noise reduction|
    法律状态:
    2020-12-15| MM01| Lapse because of not paying annual fees|Effective date: 20200430 |
    优先权:
    申请号 | 申请日 | 专利标题
    ATA50349/2015A|AT516941B1|2015-04-30|2015-04-30|Full wheel for a rail vehicle|ATA50349/2015A| AT516941B1|2015-04-30|2015-04-30|Full wheel for a rail vehicle|
    ES16707478T| ES2709934T3|2015-04-30|2016-03-03|Solid wheel for a railway vehicle and procedure for its manufacture|
    PL16707478T| PL3250396T3|2015-04-30|2016-03-03|Solid wheel for a rail vehicle, and method for producing same|
    PT16707478T| PT3250396T|2015-04-30|2016-03-03|Solid wheel for a rail vehicle, and method for producing same|
    US15/570,049| US10661603B2|2015-04-30|2016-03-03|Solid wheel for a rail vehicle and method for producing the wheel|
    EP16707478.0A| EP3250396B1|2015-04-30|2016-03-03|Solid wheel for a rail vehicle, and method for producing same|
    DK16707478.0T| DK3250396T3|2015-04-30|2016-03-03|MASSIVE WHEEL FOR A SKIN VEHICLE AND PROCEDURE FOR ITS MANUFACTURING|
    CN201690000751.6U| CN208664805U|2015-04-30|2016-03-03|Solid wheel for rail vehicle|
    PCT/EP2016/054529| WO2016173749A1|2015-04-30|2016-03-03|Solid wheel for a rail vehicle, and method for producing same|
    TR2018/19683T| TR201819683T4|2015-04-30|2016-03-03|Monoblock Wheel For A Rail Vehicle And The Method For Its Production|
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