JP6090712B2 - Formation method of wheel tread - Google Patents

Formation method of wheel tread Download PDF

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JP6090712B2
JP6090712B2 JP2012012341A JP2012012341A JP6090712B2 JP 6090712 B2 JP6090712 B2 JP 6090712B2 JP 2012012341 A JP2012012341 A JP 2012012341A JP 2012012341 A JP2012012341 A JP 2012012341A JP 6090712 B2 JP6090712 B2 JP 6090712B2
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wheel
rail
flange
wheel tread
curve
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JP2012206708A (en
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山本　大輔
大輔 山本
鈴木　康文
康文 鈴木
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Railway Technical Research Institute
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Description

本発明は、車輪踏面の形成方法に関するものである。   The present invention relates to a method for forming a wheel tread.

鉄道車両の車輪には勾配がつけられている。これにより、鉄道車両は直線区間でも曲線区間でも舵を切ることなく安定してレールに追従して走行することができるが、本来直線区間と曲線区間では相反する特性を持っている。すなわち、車輪踏面の勾配を大きくすれば曲線通過性能は向上するが直線区間の走行安定性は低下する。逆に車輪踏面の勾配を小さくすれば、直線走行安定性は向上するが曲線区間での通過性能が低下するため、車輪のフランジやレールゲージコーナーの摩耗が進展してメンテナンスコストが上昇する。このため、従来の技術では走行線区の特性を考慮した車輪踏面の形状を数値解析などで決めていた。しかしながら、車輪踏面の形状を変更した場合、車両の走行性能が変化したり、軌道の短絡不良を生じる場合があり、車輪踏面の形状を容易に変更することができなかった。また、直線区間と曲線区間の全てにおいて最適となる車輪踏面形状は存在しないため、曲線通過性能の不足を補うため、鉄道車両が曲線を検知し、曲線進入時に車輪のフランジに摩擦調整剤や潤滑材を押し付けることにより、車輪とレール間の摩擦係数を低減させる提案がなされていた。   The wheels of railway vehicles are graded. As a result, the railway vehicle can travel stably following the rail without turning the rudder in either a straight section or a curved section, but inherently has contradictory characteristics in the straight section and the curved section. That is, if the gradient of the wheel tread is increased, the curve passing performance is improved, but the running stability of the straight section is lowered. On the contrary, if the gradient of the wheel tread is reduced, the straight running stability is improved, but the passing performance in the curved section is lowered, so that the wear of the wheel flange and rail gauge corner progresses and the maintenance cost increases. For this reason, in the prior art, the shape of the wheel tread considering the characteristics of the travel line section is determined by numerical analysis or the like. However, when the shape of the wheel tread is changed, the running performance of the vehicle may change or a short circuit failure may occur in the track, and the shape of the wheel tread cannot be easily changed. Also, since there is no optimal wheel tread shape in all of the straight and curved sections, the railcar detects the curve and compensates for friction modifiers and lubrication on the wheel flanges when entering the curve to compensate for the lack of curve passing performance. Proposals have been made to reduce the coefficient of friction between the wheel and the rail by pressing the material.

さらに、車輪転削後の少ない走行距離の間、フランジの摩耗により摩耗係数が一時的に増加する時期があり、これが原因で乗り上がり脱線が発生する場合があり、同様の方法でフランジに油などの潤滑材を塗布して摩擦係数を低減させるようにしていた。   In addition, there is a period when the wear coefficient temporarily increases due to wear of the flange during a short mileage after wheel turning, and this may cause climbing and derailment. The lubricant was applied to reduce the coefficient of friction.

図７は従来の鉄道車輪の摩耗低減装置の要部拡大断面図である（下記特許文献１参照）。   FIG. 7 is an enlarged cross-sectional view of a main part of a conventional railway wheel wear reduction device (see Patent Document 1 below).

この図において、１０１は鉄道車輪、１０２は鉄道車輪１０１の踏面部、１０３は鉄道車輪１０１のフランジ部、１０４は車輪踏面摩擦子、１０５は車輪踏面摩擦子１０４のバックメタル、１０６は摩擦シュー、１１１は車輪踏面摩擦子１０４の連結子、１１２は固形潤滑材、１１３は中間接合層である。   In this figure, 101 is a railway wheel, 102 is a tread part of the railway wheel 101, 103 is a flange part of the railway wheel 101, 104 is a wheel tread surface friction element, 105 is a back metal of the wheel tread surface friction element 104, 106 is a friction shoe, Reference numeral 111 denotes a connector of the wheel tread friction element 104, 112 denotes a solid lubricant, and 113 denotes an intermediate bonding layer.

このように、車輪踏面摩擦子１０４の側面に中間接合層１１３を介して固形潤滑材１１２が配置されている。   Thus, the solid lubricant 112 is arranged on the side surface of the wheel tread friction element 104 via the intermediate bonding layer 113.

したがって、車輪踏面摩擦子１０４の押付機構を利用して、鉄道車輪１０１のフランジ部１０３にこの固形潤滑材１１２を作用させることにより、鉄道車輪１０１のフランジ部１０３及びレールの摩耗の低減を図ることができる。   Therefore, by using the pressing mechanism of the wheel tread friction element 104 and causing the solid lubricant 112 to act on the flange portion 103 of the railway wheel 101, wear of the flange portion 103 and rail of the railway wheel 101 is reduced. Can do.

特開２００９−０９６２８０号公報JP 2009-096280 A

しかしながら、上記した車輪とレール間の摩擦係数を低減させる方法では、車輪踏面摩擦子に別部品としての摩擦調整剤や潤滑材を配置する必要があり、また、それらのメンテナンスも必要であった。   However, in the above-described method for reducing the friction coefficient between the wheel and the rail, it is necessary to dispose a friction adjusting agent and a lubricant as separate parts on the wheel tread friction, and maintenance thereof is also necessary.

本発明では、上記状況に鑑みて、基本的な車輪踏面の形状（車輪断面形状）を変更せずに局所的に微小な凹凸または凸部をつけることで、走行安定性を変えずに、曲線通過性能の向上及び乗り上がり脱線をし難くすることができる、車輪踏面の形成方法を提供することを目的とする。   In the present invention, in view of the above situation, a curve can be obtained without changing the running stability by locally adding minute irregularities or protrusions without changing the basic wheel tread shape (wheel cross-sectional shape). It is an object of the present invention to provide a method for forming a wheel tread that can improve the passing performance and make it difficult for derailment.

本発明は、上記目的を達成するために、
〔１〕車輪踏面の形成方法において、車輪のフランジの車輪幅方向反対側の端部に位置する鉄道車両の曲線通過時にレールと接触する車輪踏面部分に車輪研磨装置により微小凹凸を形成し、車両が分岐や曲線を通過する際に前記車輪のフランジの車輪幅方向反対側の端部の微小凹凸に内軌側のレールが当接することにより内軌側の横圧が小さくなるので外軌側の横圧と脱線係数が下がり、外軌側の乗り上がり脱線をし難くすることを特徴とする。 In order to achieve the above object, the present invention provides
[1] In the method for forming a wheel tread, a minute unevenness is formed by a wheel polishing device on a wheel tread that comes into contact with a rail when passing through a curve of a railway vehicle positioned at the end of the wheel flange opposite to the wheel width direction. When the rail passes through a branch or curve, the lateral pressure on the inner gauge side is reduced by the contact of the rail on the inner gauge side with the minute irregularities on the end of the wheel flange on the opposite side in the wheel width direction. The lateral pressure and derailment coefficient are lowered, making it difficult to climb on the outer gauge side and derail.

〔２〕上記〔１〕記載の車輪踏面の形成方法において、前記車輪研磨装置を車両の走行距離情報を用いて一定周期毎に動作させることを特徴とする。   [2] In the method for forming a wheel tread described in [1] above, the wheel polishing apparatus is operated at regular intervals using vehicle travel distance information.

〔３〕車輪踏面の形成方法において、車輪のフランジの車輪幅方向反対側の端部に位置する鉄道車両の曲線通過時にレールと接触する車輪踏面部分に車輪削正時に凸部を付けて削正し、車両が分岐や曲線を通過する際に前記車輪のフランジの車輪幅方向反対側の端部の凸部に内軌側のレールが当接することにより内軌側の横圧が小さくなるので外軌側の横圧と脱線係数が下がり、外軌側の乗り上がり脱線をし難くすることを特徴とする。   [3] In the wheel tread forming method, the wheel tread portion that contacts the rail when passing through the curve of the railroad vehicle located at the end opposite to the wheel width direction of the wheel flange is provided with a convex portion during wheel correction. However, when the vehicle passes through a branch or a curve, the lateral pressure on the inner gauge side is reduced by the contact of the rail on the inner gauge side with the convex portion of the end of the wheel flange on the opposite side in the wheel width direction. The lateral pressure on the gauge side and the derailment coefficient are lowered, making it difficult for the outer gauge side to climb and derail.

〔４〕上記〔３〕記載の車輪踏面の形成方法において、反フランジ側の端面から前記凸部の中心部との距離が１４ｍｍであり、かつ前記凸部が幅１２ｍｍ、高さ９０μｍの断面三角形状からなることを特徴とする。 [4] In the method for forming a wheel tread described in [3] above, the distance from the end surface on the opposite flange side to the center of the convex portion is 14 mm, and the convex portion has a width of 12 mm and a height of 90 μm. It has a triangular shape.

本発明によれば、基本的な車輪踏面形状を変更することなく、走行安定性を変えずに、曲線通過性能の向上及び乗り上がり脱線の安全余裕の向上を図ることができる。   According to the present invention, it is possible to improve the curve passing performance and improve the safety margin for climbing derailment without changing the basic wheel tread shape and without changing the running stability.

本発明の第１実施例を示す車輪研磨装置の車輪への設置状態を示す模式図である。It is a schematic diagram which shows the installation state to the wheel of the wheel grinding | polishing apparatus which shows 1st Example of this invention. 車輪研磨装置により微小凹凸形状を形成した車輪踏面形状（その１）を示す図である。It is a figure which shows the wheel tread shape (the 1) which formed the micro unevenness | corrugation shape with the wheel grinding | polishing apparatus. 車輪研磨装置により微小凹凸形状を形成した車輪踏面形状（その２）を示す図である。It is a figure which shows the wheel tread shape (the 2) which formed micro unevenness | corrugation shape with the wheel grinding | polishing apparatus. 車輪・レール間の接触点位置を示す図である。It is a figure which shows the contact point position between a wheel and a rail. 本発明の第２実施例を示す車輪削正時に凸部を形成した車輪踏面形状を示す図である。It is a figure which shows the wheel tread shape which formed the convex part at the time of wheel correction which shows 2nd Example of this invention. 図５のＡ部拡大断面図である。It is the A section expanded sectional view of FIG. 従来の鉄道車輪の摩耗低減装置の要部拡大断面図である。It is a principal part expanded sectional view of the conventional abrasion reduction apparatus of a railway wheel.

本発明の車輪踏面の形成方法は、車輪のフランジの車輪幅方向反対側の端部に位置する鉄道車両の曲線通過時にレールと接触する車輪踏面部分に車輪研磨装置により微小凹凸を形成し、車両が分岐や曲線を通過する際に前記車輪のフランジの車輪幅方向反対側の端部の微小凹凸に内軌側のレールが当接することにより内軌側の横圧が小さくなるので外軌側の横圧と脱線係数が下がり、外軌側の乗り上がり脱線をし難くする。   The method for forming a wheel tread according to the present invention forms a minute unevenness by a wheel polishing device on a wheel tread that contacts a rail when passing through a curve of a railway vehicle positioned at the end of the wheel flange opposite to the wheel width direction. When the rail passes through a branch or curve, the lateral pressure on the inner gauge side is reduced by the contact of the rail on the inner gauge side with the minute irregularities on the end of the wheel flange on the opposite side in the wheel width direction. Lateral pressure and derailment coefficient are reduced, making it difficult to climb on the outer gauge side.

また、車輪のフランジの車輪幅方向反対側の端部に位置する鉄道車両の曲線通過時にレールと接触する車輪踏面部分に車輪削正時に凸部を付けて削正し、車両が分岐や曲線を通過する際に前記車輪のフランジの車輪幅方向反対側の端部の凸部に内軌側のレールが当接することにより内軌側の横圧が小さくなるので外軌側の横圧と脱線係数が下がり、外軌側の乗り上がり脱線をし難くする。   In addition, the wheel tread part that contacts the rail when passing through the curve of the rail of the wheel flange on the opposite side in the width direction of the wheel is corrected by adding a convex part to the wheel tread part at the time of wheel correction. When passing, the inner rail side lateral pressure is reduced by the contact of the rail on the inner rail side with the convex portion of the end of the wheel flange on the opposite side in the wheel width direction, so the lateral pressure on the outer gauge side and the derailment coefficient are reduced. Falls, making it difficult to get on the outer track side and derail.

以下、本発明の実施の形態について詳細に説明する。   Hereinafter, embodiments of the present invention will be described in detail.

図１は本発明の第１実施例を示す車輪研磨装置の車輪への設置状態を示す模式図、図２は車輪研磨装置により微小凹凸形状を形成した車輪踏面形状（その１）を示す図、図３は車輪研磨装置により微小凹凸形状を形成した車輪踏面形状（その２）を示す図、図４は車輪・レール間の接触点位置を示す図である。   FIG. 1 is a schematic diagram showing an installation state of a wheel polishing apparatus according to a first embodiment of the present invention on a wheel, and FIG. 2 is a view showing a wheel tread shape (part 1) in which minute irregularities are formed by the wheel polishing apparatus. FIG. 3 is a diagram showing a wheel tread surface shape (part 2) in which minute irregularities are formed by a wheel polishing apparatus, and FIG.

これらの図において、１は輪軸、２は輪軸１に固定される車輪、３は車輪踏面、４は車輪２のフランジ、５，１１はフランジ４の車輪幅方向反対側の車輪踏面３に位置する、微小凹凸５Ａ，１１Ａが形成された車輪踏面研磨部、６は車輪研磨装置であり、この車輪研磨装置６は台車枠（図示なし）に固定されており、その先端を矢印７の方向に移動してフランジ４の車輪幅方向反対側に位置する車輪踏面研磨部５、１１に押し付けることにより、車輪踏面３のフランジ４の車輪幅方向反対側の端部に位置する微小凹凸５Ａ，１１Ａを形成する。また、８はレールである。   In these drawings, 1 is a wheel shaft, 2 is a wheel fixed to the wheel shaft 1, 3 is a wheel tread, 4 is a flange of the wheel 2, and 5 and 11 are located on a wheel tread 3 on the opposite side of the flange 4 in the wheel width direction. , A wheel tread surface polishing portion on which minute irregularities 5A and 11A are formed, 6 is a wheel polishing device, and this wheel polishing device 6 is fixed to a carriage frame (not shown), and its tip moves in the direction of arrow 7 Then, by pressing against the wheel tread surface polishing portions 5 and 11 located on the opposite side of the flange 4 in the wheel width direction, minute irregularities 5A and 11A located on the end of the wheel tread surface 3 on the opposite side in the wheel width direction are formed. To do. Reference numeral 8 denotes a rail.

車輪踏面の形状に微小な凹凸をつける方法としては、図２に示すように、台車枠に設置した車輪研磨装置を用いて、一定周期毎に車輪踏面３を削り、当該部位に常時微小凹凸５Ａが存在する形状構造とする。   As shown in FIG. 2, the wheel tread 3 is shaved at regular intervals using a wheel polishing device installed on the carriage frame, and the portion of the wheel tread is always finely uneven 5A. It is assumed that the shape structure exists.

さらに、車輪研磨装置の先端部の凹凸形状を変化させて図３に示すような間隔を有する微小凹凸１１Ａを有する車輪踏面研磨部１１を形成するようにしてもよい。   Further, the wheel tread surface polishing portion 11 having the minute unevenness 11A having the intervals as shown in FIG. 3 may be formed by changing the uneven shape of the tip portion of the wheel polishing apparatus.

図４は車輪・レール間の接触点位置（図中○印）を示しており、図４（ａ）は輪軸１が中立位置にある場合、図４（ｂ）は輪軸１が＋１０ｍｍ右移動位置にある場合を示している。図４（ａ）では、車輪２がレール８に図２で示した微小凹凸５Ａを形成する位置で接触していないことがわかる。この条件は直線走行時の位置関係である。一方、図４（ｂ）では、内軌側の車輪・レール間の接触点位置がフランジ４とは車輪幅方向反対側にあることがわかる。この位置は曲線通過時の接触点位置である。   4 shows the position of the contact point between the wheels and the rail (marked with a circle in FIG. 4). FIG. 4 (a) shows the position where the wheel shaft 1 is in the neutral position, and FIG. Shows the case. In FIG. 4A, it can be seen that the wheel 2 is not in contact with the rail 8 at a position where the minute unevenness 5A shown in FIG. 2 is formed. This condition is a positional relationship during straight running. On the other hand, in FIG. 4B, it can be seen that the position of the contact point between the wheel and the rail on the inner rail side is on the side opposite to the flange 4 in the wheel width direction. This position is the contact point position when passing through the curve.

このように、車輪２とレール８の接触面に微小凹凸５Ａを付けた方が微小凹凸５Ａを形成しない場合と比べて接線力低減効果が得られるため、曲線通過性能が向上するとともに車両が分岐や曲線を通過する際に横圧と脱線係数が下がり、乗り上がり脱線防止に対する安全余裕を向上させることができる。なお、微小凹凸の高さ、ピッチ（山と山の間隔）ともに大きい方が、内軌側の接線力が低下するため、外軌側の横圧と脱線係数が下がる。   As described above, the tangential force reduction effect is obtained when the minute unevenness 5A is formed on the contact surface between the wheel 2 and the rail 8, compared with the case where the minute unevenness 5A is not formed, so that the curve passing performance is improved and the vehicle is branched. When passing through a curve, the lateral pressure and derailment coefficient are reduced, and the safety margin for preventing derailment can be improved. In addition, since the tangential force on the inner gauge side decreases as the height and pitch (interval between peaks and peaks) of the micro unevenness decrease, the lateral pressure and derailment coefficient on the outer gauge side decrease.

本発明で形成する微小凹凸５Ａ，１１Ａは、車輪２の寿命を延ばすために、常に削るのではなく、例えば、車両の走行距離情報を用いて一定周期ごとに車輪研磨装置を動作させて削ることで、曲線通過性能を向上させるのに好適な状態の微小凹凸５Ａ，１１Ａを保つように構成する。   The minute irregularities 5A and 11A formed in the present invention are not always shaved in order to extend the life of the wheel 2, but are shaved by operating a wheel polishing device at regular intervals using vehicle travel distance information, for example. Thus, the micro unevenness 5A, 11A in a state suitable for improving the curve passing performance is maintained.

また、車輪転削後の一時的にフランジ部の摩擦係数が増加する時期においても、上記したように、反フランジ側踏面に微小凹凸を設ける形状としたことで、横圧と脱線係数が下がるので、上記した乗り上がり脱線は発生し難くなる。つまり、車輪転削後の少ない走行距離の間に発生する乗り上がり脱線防止に対する安全余裕度を向上させることができる。   In addition, even when the friction coefficient of the flange part temporarily increases after wheel rolling, as described above, the side pressure and the derailment coefficient are reduced by providing a shape with minute irregularities on the tread surface on the non-flange side. The above climbing derailment is less likely to occur. That is, it is possible to improve the safety margin for prevention of climbing derailment that occurs during a short travel distance after wheel turning.

図５は本発明の第２実施例を示す車輪研磨装置により凸部を形成した車輪踏面形状を示す図、図６は図５のＡ部拡大断面図である。   FIG. 5 is a diagram showing a wheel tread shape in which convex portions are formed by a wheel polishing apparatus according to a second embodiment of the present invention, and FIG.

図６に示すように、車輪２１のフランジ２３の車輪幅方向反対側に位置する鉄道車両の曲線通過時にレールと接触する車輪踏面２２部分に車輪研磨装置により凸部２４を形成する。   As shown in FIG. 6, a convex portion 24 is formed by a wheel polishing device on a wheel tread 22 portion that comes into contact with the rail when passing through a curve of a railway vehicle located on the opposite side of the wheel 23 in the wheel width direction of the flange 23 of the wheel 21.

その凸部２４の形状は、例えば、図６に示すように、幅Ｗが１２ｍｍ、高さＨが９０μｍの断面三角形状からなる。なお、Ｌは反フランジ側の端面から凸部２４の中心部との間の距離であり、例えば、１４ｍｍである。 For example, as shown in FIG. 6, the convex portion 24 has a triangular cross section having a width W of 12 mm and a height H of 90 μm. Note that L is the distance between the end face on the opposite flange side and the center of the convex portion 24, and is, for example, 14 mm.

特に、この実施例の車輪路面形状は、単純な形状で車輪削正がしやすいという利点もある。   In particular, the wheel road surface shape of this embodiment also has an advantage that it is easy to correct the wheel with a simple shape.

上記のように構成することにより、凸部２４が摩耗してなくなるまでの間、横圧低減（脱線係数Ｑ／Ｐ低減）に寄与することができる。また、走行距離の増加に伴い凸部２４は摩耗して消滅するが、凸部２４のない元の車輪踏面形状に戻るだけであるため、この摩耗が車輪の走行性能に悪影響を与えることはない。さらに、凸部２４が消滅する時期には、フランジの摩耗も進行して摩擦係数が車輪転削後に比べて相対的に小さくなるため、乗り上がり脱線は発生し難くなる。つまり、上記した凸部２４の形成により、フランジ部の摩擦係数が大きくなる間のみ、外軌側の横圧と脱線係数Ｑ／Ｐを低減することができるため、乗り上がりを発生し難くし、安全余裕度を向上させることができる。   By configuring as described above, it is possible to contribute to the reduction of lateral pressure (reduction of derailment coefficient Q / P) until the convex portion 24 is not worn. Further, as the traveling distance increases, the convex portion 24 wears and disappears, but only returns to the original wheel tread shape without the convex portion 24, so this wear does not adversely affect the traveling performance of the wheel. . Further, when the convex portion 24 disappears, the wear of the flange also progresses, and the friction coefficient becomes relatively smaller than that after wheel rolling, so that the riding derailment hardly occurs. That is, because the formation of the convex portion 24 described above can reduce the lateral pressure and derailment coefficient Q / P on the outer gauge side only while the friction coefficient of the flange portion is increased, it is difficult for the ride to occur, The safety margin can be improved.

なお、本発明は上記実施例に限定されるものではなく、本発明の趣旨に基づき種々の変形が可能であり、これらを本発明の範囲から排除するものではない。   In addition, this invention is not limited to the said Example, Based on the meaning of this invention, a various deformation | transformation is possible and these are not excluded from the scope of the present invention.

本発明の車輪踏面の形成方法は、走行安定性を低下させずに、輪軸の旋回性能を向上させることができる、車輪踏面の形成方法として利用可能である。   The method for forming a wheel tread according to the present invention can be used as a method for forming a wheel tread that can improve the turning performance of the axle without lowering the running stability.

１ 輪軸
２，２１ 車輪
３，２２ 車輪踏面
４，２３ 車輪のフランジ
５，１１ 車輪踏面研磨部
５Ａ，１１Ａ 微小凹凸
６ 車輪研磨装置
７ 矢印
８ レール
２４ 凸部 DESCRIPTION OF SYMBOLS 1 Wheel shaft 2,21 Wheel 3,22 Wheel tread 4,23 Wheel flange 5,11 Wheel tread polishing part 5A, 11A Minute unevenness 6 Wheel polishing apparatus 7 Arrow 8 Rail 24 Convex part

Claims (4)

車輪のフランジの車輪幅方向反対側の端部に位置する鉄道車両の曲線通過時にレールと接触する車輪踏面部分に車輪研磨装置により微小凹凸を形成し、車両が分岐や曲線を通過する際に前記車輪のフランジの車輪幅方向反対側の端部の微小凹凸に内軌側のレールが当接することにより内軌側の横圧が小さくなるので外軌側の横圧と脱線係数が下がり、外軌側の乗り上がり脱線をし難くすることを特徴とする車輪踏面の形成方法。   The wheel polishing device forms minute irregularities on the wheel tread part that contacts the rail when passing through the curve of the railroad vehicle located at the opposite end of the wheel width direction of the wheel flange, and when the vehicle passes through a branch or curve, The lateral pressure on the inner gauge side decreases when the rail on the inner gauge side comes into contact with the minute irregularities on the end of the wheel flange on the opposite side in the width direction of the wheel, so the lateral pressure on the inner gauge side and the derailment coefficient are reduced. A method of forming a wheel tread characterized by making it difficult for a side ride to derail. 請求項１記載の車輪踏面の形成方法において、前記車輪研磨装置を車両の走行距離情報を用いて一定周期毎に動作させることを特徴とする車輪踏面の形成方法。   2. The method for forming a wheel tread according to claim 1, wherein the wheel polishing apparatus is operated at regular intervals using vehicle travel distance information. 車輪のフランジの車輪幅方向反対側の端部に位置する鉄道車両の曲線通過時にレールと接触する車輪踏面部分に車輪削正時に凸部を付けて削正し、車両が分岐や曲線を通過する際に前記車輪のフランジの車輪幅方向反対側の端部の凸部に内軌側のレールが当接することにより内軌側の横圧が小さくなるので外軌側の横圧と脱線係数が下がり、外軌側の乗り上がり脱線をし難くすることを特徴とする車輪踏面の形成方法。   At the end of the wheel flange on the opposite side in the width direction of the wheel, when the rail car passes through the curve, the wheel tread part that contacts the rail is corrected by adding a convex part at the time of wheel correction, and the vehicle passes through a branch or a curve. When the inner rail side rail is brought into contact with the convex portion at the opposite end of the wheel flange direction of the wheel flange, the lateral pressure on the inner gauge side is reduced, so that the lateral pressure and derailment coefficient on the outer gauge side are reduced. A method of forming a wheel tread characterized by making it difficult to get on and out of the outer gauge side. 請求項３記載の車輪踏面の形成方法において、反フランジ側の端面から前記凸部の中心部との距離が１４ｍｍであり、かつ前記凸部が幅１２ｍｍ、高さ９０μｍの断面三角形状からなることを特徴とする車輪踏面の形成方法。 4. The method for forming a wheel tread according to claim 3, wherein the distance from the end surface on the opposite flange side to the center of the convex portion is 14 mm, and the convex portion has a triangular cross section with a width of 12 mm and a height of 90 μm. A method for forming a wheel tread characterized by the above.
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JP4130286B2 (en) * 1999-12-27 2008-08-06 カヤバ工業株式会社 Wheel tread cleaning device for railway vehicles
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