Wheel pairs of railway rolling stock. Wheelset for railway rolling stock Requirements for the wheelset
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Preface
The goals, basic principles and basic procedure for carrying out work on interstate standardization are established by GOST 1.0-92 “Interstate standardization system. Basic provisions" and GOST 1.2-2009 "Interstate standardization system. Interstate standards, rules and recommendations for interstate standardization. Rules for development, adoption, application, updating and cancellation"
Standard information
1 DEVELOPED by the Open Joint-Stock Company "Scientific Research and Design-Technological Institute of Rolling Stock" (JSC "VNIKTI")
2 INTRODUCED by the Federal Agency for Technical Regulation and Metrology
3 ADOPTED by the Interstate Council for Standardization, Metrology and Certification (Protocol No. 40 of November 29, 2011)
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Short name of the country according to MK (ISO 3166) 004-97 |
Country code according to MK (ISO 3166) 004-97 |
Abbreviated name of the national standardization body |
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Azerbaijan |
Azstandard |
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Ministry of Economy of the Republic of Armenia |
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Belarus |
State Standard of the Republic of Belarus |
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Kazakhstan |
Gosstandart of the Republic of Kazakhstan |
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Kyrgyzstan |
Kyrgyzstandard |
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Moldova-Standard |
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Russian Federation |
Rosstandart |
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Gospotrebstandart of Ukraine |
4. This standard has been developed taking into account the main provisions of the international standard ISO 1005-7:1982 “Railway rolling stock. Part 7. Wheel sets for rolling stock. Quality requirements" (ISO 1005-7:1982 "Railway rolling stock materia - Part 7: Wheelsets for traction and trailing stock - Quality requirements", NEQ)
5. By Order of the Federal Agency for Technical Regulation and Metrology dated March 5, 2012 No. 14-st, the interstate standard GOST 11018-2011 was put into effect as the national standard of the Russian Federation on January 1, 2013.
For the Russian Federation, this standard fully implements the requirements of the technical regulation “On the safety of railway rolling stock” in relation to the object of technical regulation - wheel pairs of locomotives and motor-car rolling stock, as well as the requirements of the technical regulation “On the safety of high-speed railway transport” in relation to the object of technical regulation - wheel pairs of high-speed railway rolling stock:
4.3.2 - 4.3.13, 4.3.15, 4.3.17, 5.2.6, 5.3.4 - 5.3.7, 5.3.7.1 - 5.3.7.9 contain the minimum necessary safety requirements;
Subsection 6.5 sets out the rules for sampling to confirm compliance;
7.1.1, 7.1.2, 7.1.4, 7.1.5, 7.1.8, 7.1.10, 7.1.12 - 7.2, 7.3.4 establish methods for verifying the minimum necessary safety requirements.
Information about changes to this standard is published in the annually published information index “National Standards”, and the text of changes and amendments is published in monthly published information indexes “National Standards”. In case of revision (replacement) or cancellation of this standard, the corresponding notice will be published in the monthly published information index “National Standards”. Relevant information, notices and texts are also posted in the public information system- on the official website of the Federal Agency for Technical Regulation and Metrology on the Internet
INTERSTATE STANDARD
Date of introduction- 2013-01-01
1 area of use
This standard establishes the requirements for the drive wheel pairs of locomotives (tenders), motor cars of motor-car rolling stock (traction rolling stock) of 1520 mm gauge railways, climatic version UHL according to GOST 15150.
2 Normative references
This standard uses normative references to the following interstate standards:
* GOST R 52366-2005 is in force on the territory of the Russian Federation (hereinafter).
GOST R 51175-98 (hereinafter).
Rolled and stamped wheel centers and other parts of the wheel pair - according to a regulatory document (ND), approved in the prescribed manner.
A
B C
D- wheel diameter along the rolling circle;
E- tolerance for radial runout of the wheel's rolling circle;
G
B
Figure 1 - Wheelset with one gear on the axle
A- the distance between the inner ends (edges) of the tires (rims) of the wheels;
B- width of the tire (rim) of the wheel; C- distance between the thrust end of the pre-hub part of the axle
and the inner end of the tire (rim) of the wheel; D- wheel diameter along the rolling circle; E- admission
radial runout of the wheel's rolling circle; G- tolerance for axial runout of the inner end of the bandage
(rim) wheels; B- geometric axis of the wheelset; TO- plane of symmetry of the axis;
T - size symmetry tolerance A relative to the plane TO(in diametrical terms)
Figure 2 - Wheelset with two gears on extended wheel hubs
A- the distance between the inner ends (edges) of the tires (rims) of the wheels;
B- width of the tire (rim) of the wheel; C- distance between the thrust end of the pre-hub part of the axle
and the inner end of the tire (rim) of the wheel; D- wheel diameter along the rolling circle;
E- tolerance for radial runout of the wheel's rolling circle;
G- tolerance for axial runout of the inner end of the wheel tire (rim);
B- geometric axis of the wheelset
Figure 3 - Wheelset with axial gearbox and disc brakes
4.2.1 Axle requirements
4.2.1.1 Roughness parameter Ra* axle surfaces should be:
* Hereinafter allowed instead of the roughness parameter Ra apply the appropriate parameter Rz according to GOST 2789.
Journals for rolling bearings and hub parts of wheels - no more than 1.25 microns;
Journals for axial plain bearings for TPS with design speed v K:
no more than 100 km/h - no more than 1.25 microns;
more than 100 km/h - no more than 0.63 microns;
The middle part - no more than 2.5 microns;
Hub parts for gears and brake discs - no more than 1.25 microns;
for thrust rolling and sliding bearings - no more than 2.5 microns;
non-working - no more than 6.3 microns;
Galteley:
bearing journals - no more than 1.25 microns;
axial necks - no more than 2.5 microns.
For hollow axes, the roughness parameter Ra the surface of the central hole should be no more than 6.3 microns.
4.2.1.2 The tolerance for variability of the diameter of the ** axis in the transverse and longitudinal sections should be, mm, no more than:
** Hereinafter, it is allowed to measure the deviation from roundness instead of the variability of the diameter in the cross section, and instead of the variability of the diameter in the longitudinal section to measure the profile of the longitudinal section. The tolerance for roundness and profile of the longitudinal section must be 0.5 of the tolerance value for the variability of diameter in the transverse or longitudinal section.
0.015 - for journals for rolling bearings;
0.05 - for journals for axial sliding bearings;
0.05 - for wheel hub parts, in the case of a cone, the larger diameter should be facing the middle of the axle;
0.05 - for the hub parts for gear wheels or for the hubs of ring gears and brake discs;
0.03 - for the pre-hub parts for the thrust rings of axle bearings.
4.2.1.3 The tolerance for radial runout when checking in the centers of the axle journals for rolling and sliding bearings, hub parts of wheels, brake discs and gears should be no more than 0.05 mm.
4.2.1.4 Tolerance of runout of the thrust ends of the pre-hub parts of the axle when checking at centers of more than 0.05 mm is not allowed.
4.2.1.5 The axle must be subjected to ultrasonic testing for the presence of internal defects and soundability in accordance with GOST 20415 and magnetic testing of surface defects in accordance with GOST 21105.
Requirements for permissible and unacceptable defects detected during ultrasonic and magnetic testing, and requirements for the soundability of axes - in accordance with GOST 31334.
4.2.1.6 The surfaces of the axle journals, pre-hub, hub and middle parts, as well as the transition fillets from one part of the axle to another, must be hardened by rolling rollers in accordance with GOST 31334.
4.2.2 Requirements for the wheel and wheel center
4.2.2.1 The difference in hardness values of the rims of solid wheels or tires of composite wheels for one wheel pair of more than 24 HB units is not allowed.
4.2.2.2 The difference in the width of the wheel tire (rim) (see Figures 1, 2 and 3, size B) of more than 3 mm is not allowed.
4.2.2.3 Roughness parameter Ra landing surfaces should be:
Wheel hub or wheel center holes:
with the thermal formation method - no more than 2.5 microns;
with the press forming method - no more than 5 microns;
The outer surface of the wheel center for the fit of the bandage is no more than 5 microns;
The inner seating surface of the bandage is no more than 5 microns;
Extended hub for gear fit - no more than 2.5 microns.
4.2.2.4 Diameter variability is not permitted:
For wheel hub or wheel center hole:
more than 0.05 mm - in cross section;
more than 0.05 mm - in the longitudinal section; in the case of a cone, the larger diameter should face the inner end of the hub;
For the outer surface of the wheel center for fitting the band:
0.2 - in cross section;
0.1 - in the longitudinal section, in the case of a cone, the direction of the taper of the outer surface of the wheel center must coincide with the direction of the taper of the inner seating surface of the tire, and the difference in the tolerance values for the variability of the diameter of the seating surfaces in the longitudinal section must be no more than 0.05 mm.
4.2.2.5 The upper and lower limit deviations from the nominal value of the mating diameter of the axle and wheel hub (wheel center) are not allowed by more than plus 2 and minus 1 mm, respectively. The difference in the thickness of the wheel hub (wheel center) at the ends, measured in the radial direction, except for the elongated part of the hub, is no more than 5 mm along the perimeter of the circle.
4.2.2.6 On a wheel center with an elongated hub for fitting a gear, the hole in the hub of the wheel center is bored after the gear (the hub of a composite gear) is seated relative to the axis of the pitch circle of the gear, while allowing for the coaxiality of the axis of the hole in the hub of the wheel center and the pitch circle of the gear - no more than 0.15 mm.
4.2.2.7 The locations of holes in the disc part of the wheel for fastening brake discs must be located taking into account minimizing stresses from operational loads.
4.2.2.8 On the inner seating surface of the bandage up to 10 mm wide, located at the thrust collar and at the recess for the bandage ring, roughs are not allowed. On the remaining part of this surface, no more than two drafts are allowed with a total area of no more than 16 cm 2 with a maximum length of the draft not exceeding 40 mm.
4.2.2.9 The radii of mating elements of the profile of the groove of the bandage under the bandage ring must be at least 2.5 mm, the radius of the mating of the seating surface and the thrust collar must be at least 1.5 mm. Roughness parameter Ra The recess surfaces for the bandage ring and for the thrust collar should be no more than 10 microns. The edges of the recess for the bandage ring, facing the inner seating surface of the bandage and the thrust collar, must have chamfers measuring 1.5 mm at an angle of 45°. Instead of chamfers, it is allowed to round edges with a radius of 2 mm.
4.2.2.10 The tolerance for variability in the diameter of the seating surface of the bandage in the cross section should be no more than 0.2 mm, in the longitudinal section - no more than 0.1 mm. In the case of a taper, the direction of the taper must comply with the requirements for the mating surface of the wheel center in 4.2.2.4.
4.2.2.11 Upper and lower deviations from the nominal value of the mating diameter of the tire and wheel center are not allowed by more than plus 3 and minus 1.5 mm, respectively.
4.2.2.12 Cast wheel centers and solid-rolled wheels must be subjected to ultrasonic testing in accordance with GOST 4491 and GOST 10791, respectively. Rolled, stamped and forged wheel centers must be subjected to ultrasonic testing in accordance with approved regulatory documentation.
By agreement with the consumer, it is allowed to control surface defects using magnetic particle or acoustic methods in rolled and stamped wheel centers, cast wheel centers, and solid wheels.
4.2.2.13 The bandage must be subjected to ultrasonic testing in accordance with GOST 398, as well as magnetic testing for the absence of defects (longitudinal and transverse cracks, hairlines, films, delaminations, etc.) on the internal seating surface.
4.2.2.14 Solid wheels and wheel centers of locomotives with a design speed of over 100 to 160 km/h (up to 130 km/h for MVPS wheel sets) must be subjected to static balancing, except for wheel centers for wheel sets subject to dynamic balancing. The residual imbalance of the solid wheel and wheel center must be no more than 12.5 kg cm. The location of the unbalanced mass must be marked on the rim of the wheel or wheel center with a marking of the number “0” with a height of 8 to 10 mm.
4.2.2.15 The fit of the tire on the wheel center is carried out using the thermal method with a tension from 1.2 · 10 -3 to 1.6 · 10 -3 of the wheel center rim diameter. The shrinkage of the wheel center rim due to plastic deformations after assembly should be no more than 20% of the interference determined before formation.
4.2.2.16 The temperature of the tire before being placed on the wheel center rim must be from 220 °C to 270 °C. During the heating process, it is necessary to register on a stored storage medium a graph of the temperature change (heating diagram) of the bandage over time, and also to ensure automatic shutdown of the heater when the maximum permissible temperature is reached.
4.2.2.17 The bandage ring is inserted into the groove of the bandage with the thickened side at a bandage temperature of not lower than 200 °C and the pressure collar of the bandage is finally compressed with a force of 44 10 4 to 49 10 4 N (from 45 to 50 tf) at a temperature of at least 100 ° C. After pressing the clamping collar, the bandage ring should be tightly clamped in the recess. The gap between the ends of the bandage ring is allowed to be no more than 2 mm.
4.2.2.18 After completion of compression, the pressure collar of the tire must be processed to a diameter corresponding to the outer (fitting) diameter of the wheel center rim with maximum deviations of ±0.2 mm, at a length of (7 ± 1) mm from the inner end of the tire, with traces of processing on the bandage ring are not allowed.
4.2.2.19 To control the absence of rotation of the tire on the wheel center during operation, after the tire is seated, control marks are applied on the outer ends of the tire and the rim of the wheel center on the same straight line along the radius of the composite wheel. Control marks in the form of four to five cores with a depth of 1.5 to 2.0 mm with equal intervals between the cores of at least 5 mm are applied no closer than 10 and no further than 45 mm from the inner diameter of the edge of the thrust collar of the bandage. A control mark on the rim of the wheel center in the form of a groove with a depth of 0.5 to 1.0 mm and a length of 10 to 20 mm is applied with a blunt tool.
To control the minimum thickness of the rim of a solid wheel, an annular groove in the form of a groove 6 +1 mm wide and 2 +1 mm deep should be applied to the outer end of the rim in accordance with Figure 4.
D- maximum diameter of a wheel with a worn rim
Figure 4 - Annular groove
4.2.2.20 Control stripes with a width of 30 to 40 mm are applied along the control marks:
The bandage has red enamel throughout the entire thickness of the bandage;
The rim of the wheel center is white (yellow).
4.2.3 Requirements for a gear (solid or composite)
4.2.3.1 Roughness parameter Ra The surface of the hole of a gear wheel or the hub of a composite gear wheel before landing on the axle or extended hub of the wheel center should be, µm, no more than:
2.5 - with the thermal method;
5 - with the pressing method.
4.2.3.2 The tolerance for variability in the diameter of the hole of a gear wheel or hub of a composite gear wheel in the transverse and longitudinal sections should be no more than 0.05 mm. In the case of a taper, the direction of the taper must correspond to the direction of the taper of the seating surface of the axle or extended hub of the wheel center.
4.2.3.3 The teeth of the gear wheel (rim) must be subjected to magnetic testing for the absence of surface defects in accordance with GOST 30803.
4.2.3.4 At the customer’s request, the gear wheels of locomotive wheel sets with a design speed of over 100 to 160 km/h (up to 130 km/h for MVPS wheel sets) must be subjected to static balancing. The residual imbalance should be no more than 12.5 kg cm. The location of the unbalanced mass must be marked with the number “0” with a height of 8 to 10 mm.
4.3 Requirements for the wheelset
4.3.1 Nominal basic dimensions of the wheelset (see Figures 1, 2, 3):
A= 1440 mm;
B= 140 mm - for locomotives ( B= 150 mm - for bandages without comb);
B= 130 mm - for MVPS;
C- according to technical documentation;
D- For:
Composite wheels of locomotives - according to GOST 3225;
Solid-rolled MVPS wheels - according to technical specifications or drawings;
4.3.2 Parameters of the rim profiles of solid wheels and wheel tires according to:
Figure 5 - for wheel sets of locomotives with a design speed of up to 200 km/h;
Figure 6 - for MVPS wheel sets with a design speed of up to 130 km/h.
Figure 5 - Profile of the rim of a solid wheel or tire of a prefabricated wheel of locomotives
Figure 6 - Profile of the rim of a solid wheel or tire of an assembled wheel of MVPS wheelsets
It is allowed, by agreement between the manufacturer and the customer and the owner of the infrastructure, * to use the profile of tires (rims) of wheels with other parameters (including wheels without a flange), taking into account not exceeding the permissible impact on the track.
* In the Russian Federation, the owner of the infrastructure is determined by federal law in the field of railway transport.
For locomotives and MVPS with a design speed of up to 200 km/h inclusive, it is not allowed to increase the value of the nominal width of the rim of a solid wheel or the tire of an assembled wheel in a wheel pair (see Figures 1, 2 and 3, size B) by more than 3 mm, but to reduce - more than 2 and 1 mm, respectively; for wheel sets of TPS with design speed over 200 km/h - ±1 mm.
Deviations of other sizes are according to quality 14 (GOST 25346).
4.3.3 Permissible deviation from the nominal value of the diameter along the rolling circle:
Tires for locomotive wheel sets in accordance with GOST 3225;
Tires for MVPS wheel sets and tenders in accordance with GOST 5000.
For TPS with a design speed of no more than 200 km/h, the difference in wheel diameters in the plane of the rolling circle for one wheel pair should be no more than 0.5 mm.
For wheel pairs of TPS with a design speed of over 200 km/h, the difference in wheel diameters in the plane of the rolling circle for one wheel pair of more than 0.3 mm is not allowed.
4.3.4 Tolerance for radial runout of the wheel rolling circle (see Figures 1, 2 and 3, value E) when checking in the centers (axis B) for the TPS there should not be, mm, more than:
0.5 - at v to no more than 120 km/h;
0.3 - at v to more than 120 km/h.
4.3.5 Distance between the inner ends of tires (rims) of wheels (size A) for TPS should be:
mm - at v to no more than 120 km/h;
(1440 ± 1) mm - at v to more than 120 km/h.
4.3.6 Tolerance for axial runout of the inner ends of tires (rims) of wheels ( G) when checking at centers (axis B) for TPS should not exceed, mm:
1.0 - at v to no more than 120 km/h;
0.8 - at v to over 120 km/h up to 160 km/h inclusive;
0.5 - at vk over 160 km/h up to 200 km/h inclusive;
0.3 - at v to over 200 km/h.
4.3.7 Roughness parameter Ra the rolling profile surfaces and wheel flanges of wheel pairs of TPS with a design speed of no more than 200 km/h should not be more than 10 microns, the inner ends of the wheel tires (rims) should not be more than 20 microns.
For wheel pairs of TPS with a design speed of over 200 km/h, the roughness parameter Ra rolling profile surfaces, wheel flanges, inner surfaces of wheel tires (rims), as well as the disk part and wheel hub should not be more than 6.3 microns.
4.3.8 At the inner ends of the wheel tires of wheel pairs of TPS with a design speed of no more than 120 km/h, dispersed roughs with a depth of no more than 1 mm are allowed, not extending beyond the radius of mating with the wheel flange. The total area of drafts is no more than 50 cm2.
4.3.9 The difference in distances from the inner ends of the wheel tires (rims) to the thrust ends of the hub parts of the axle (see Figures 1, 2 and 3, size difference WITH) for one wheel pair should not exceed 2.0 mm at a design speed of up to 200 km/h inclusive.
For wheel pairs of TPS with a design speed of over 200 km/h, the difference in dimensions C for one wheel pair should not exceed 1.0 mm.
The symmetry tolerance T of the distance between the inner ends of the wheel tires (rims) must be equal to the value of the size tolerance field A according to 4.3.5 when using the center of the axis as a base (see Figure 2, base K).
4.3.10 Wheel pairs with a gear (gear wheels) fixedly mounted on an axle (extended hub of the wheel center) for locomotives with a design speed of over 100 to 120 km/h (up to 130 km/h for MVPS wheel pairs) are subjected to testing for residual static imbalance. The value of the residual static imbalance of the wheelset should be no more than 25 kg cm. It is allowed for wheel pairs to ensure the value of residual static imbalance when forming them, taking into account the requirements of 5.1.3.
It is permissible to replace the test for residual static imbalance of wheel pairs with a test for residual dynamic imbalance. The value of the residual dynamic imbalance of the wheelset should be no more than 25 kg cm in the plane of each wheel of the wheelset.
4.3.11 For wheel sets of locomotives with a design speed of over 100 to 120 km/h with a gear (gears) fixedly mounted on an axis (extended hub of the wheel center) and with axle bearing housing fixed with the possibility of its rotation relative to the axis, the value of the residual static imbalance must be ensured when forming the wheelset. Wheel center imbalances are located in the same plane on one side of the wheelset axis. The total value of the residual static imbalance of the wheel centers should be no more than 25 kg cm.
It is permissible to replace the test for residual static imbalance of wheel pairs with a test for residual dynamic imbalance.
4.3.12 Wheelsets with a gear wheel fixedly fixed to the axle for locomotives with a design speed of over 120 km/h (over 130 km/h for MVPS wheelsets) are tested for residual dynamic imbalance.
The value of the residual dynamic imbalance in the plane of each wheel of the wheel set for locomotives should not exceed, kg cm:
12.5 - at v
7.5 - at v
The value of the residual dynamic imbalance in the plane of each wheel for MVPS wheel pairs should not exceed, kg cm:
25 - at v to over 130 to 160 km/h inclusive;
15 - at v to over 160 to 200 km/h inclusive.
For TPS wheel pairs with a design speed of over 200 km/h, the value of the residual dynamic imbalance in the plane of each wheel should not exceed 5.0 kg cm.
4.3.13 A wheel pair of a TPS, on which the gear wheel is installed in a bearing support, enclosing the axis of the wheel pair and mounted on a traction motor, and the transmission of torque to the wheel pair is carried out through a hollow shaft or an axial gearbox, capable of relative movement in the longitudinal and transverse directions relative to the axis of the wheelset, are checked for residual dynamic imbalance when fixing the bearing support with the gear in the middle position relative to the axis. The value of residual dynamic imbalance is in accordance with 4.3.12.
It is permissible for such a wheel pair to be checked for residual static imbalance and to provide the value of static imbalance separately for the constituent elements of the wheel pair (wheel centers of composite wheels, drive parts of the wheel pair connected to the wheel center located on the side opposite the gear wheel) when forming it, taking into account requirements 5.1.3.
The total value of the residual static imbalance of the wheelset should not exceed, kg cm:
25 - at v to over 120 to 160 km/h inclusive;
15 - at v to over 160 to 200 km/h inclusive.
4.3.14 Paint and varnish coatings of wheel sets of locomotives and tenders - in accordance with GOST 31365, wheel sets of MVPS - in accordance with GOST 12549.
For TPS wheel sets with a design speed of more than 200 km/h, the disc parts of the wheels and open parts of the axle must be protected with an anti-corrosion coating.
4.3.15 The electrical resistance between the tires (rims) of the wheels of a wheelset must be no more than 0.01 Ohm.
4.3.16 The use of a wheel center with a disk part in wheel pairs, the deformation of the shape of which causes during operation the tolerances on the distance between the inner ends of the wheel tires (size A, 4.3.5) due to heating of the wheel pair elements during prolonged and/or intense braking with brake pads on the rolling surface of the tires, reduction in the thickness of the tires due to wear and repair turning of the rolling surface of the tires, is not allowed.
4.3.17 The permissible safety factor for the fatigue resistance of the axle and wheel as part of a wheel pair for a specific TPS, taking into account the effect of technological and operational loads, is in accordance with GOST 31373.
4.3.18 Probability (calculated) of failure-free operation of the axle and wheel as part of a wheel pair for a specific TPS, taking into account the effect of technological and operational loads - according to GOST 31373.
4.3.19 The endurance limit of the axle and wheel as part of a wheel pair for a specific TPS, taking into account the effect of technological and operational loads - according to GOST 31373.
4.3.20 The permissible safety factor for the static strength of the axle and wheels as part of a wheel pair, taking into account the effect of technological and operational loads, is in accordance with GOST 31373.
4.4 Marking
Marking and branding of axles of MVPS wheel sets - in accordance with GOST 31334.
The marking of the axles of locomotive wheel pairs after formation and the branding after acceptance tests are applied on the right end of the axle according to Figure 7.
With a one-way drive, the right end is considered to be the end of the axle on the side of the gear wheel. With a double-sided drive or a symmetrical arrangement of the gear wheel, marking and branding are performed on any end free for branding and marking. Such an end with markings and branding is considered right.
When confirming compliance after certification, wheel sets are marked with a mark of market circulation in places where stamps related to the repair of the wheel set are placed, as well as in the wheel set registration form. If the design features of the wheelset do not allow marking of the mark of market circulation on the end of the axle, the sign of market circulation is placed on another surface specified in the technical documentation or only in the form.
Zone I(applied during the manufacture of the axle)
1
- conventional number or trademark of the manufacturer of the untreated axle;
2
- month and year (last two digits) of manufacturing the rough axle;
3
- serial number of heat and axis number; 4
- technical control marks of the manufacturer
and an acceptance representative who checked the correctness of the marking transfer and accepted the finishing axle;
5
- conventional number or trademark of the manufacturer that processed the rough axle
Zone II(applied when forming a wheelset)
6
- designation of the method of forming the wheelset [FT - thermal, F - press,
TK - combined with the thermal method of landing the wheel (wheel center) and the press method
landing the gear on the axis, TZ - combined with the thermal method of landing the gear
and the press method of landing the wheel (wheel center) on the axle]; 7
- conventional number or trademark
the enterprise that produced the wheelset; 8
- month and year of wheel formation
couples; 9
- technical control marks of the manufacturer and acceptance representative,
who accepted the wheelset; 10
- balancing mark
Note - If the ends of the axles are working elements of the axle box assembly design, then markings and stamps are stamped on the cylindrical surface of the shoulders or other non-working surface indicated on the working drawing; height of numbers and letters from 6 to 10 mm.
Figure 7 - Marking and branding of wheel pair axles
4.5 Requirements for accompanying documentation
A form is included with each wheel set. The wheelset form indicates:
Type (name);
Name and reference number of the manufacturer;
Date of manufacture;
Date and number of the acceptance certificate by the manufacturer;
Designation of the wheel pair drawing;
Data on axles, solid wheels or wheel centers and tires (casting manufacturer, heat number);
Manufacturer and designation of the drawing of the axle, solid wheels or wheel centers and tires;
Initial dimensions of the main parts of the axle (diameters of journals for rolling and sliding bearings, pre-hub and hub parts, diameter of the middle part of the axle), landing diameters of wheel hubs or wheel centers, outer landing diameters of wheel centers and internal diameters of tires, wheel diameters along the tread circle and thickness ridges, as well as the thickness of the bandages.
The wheel set form must contain pages to indicate the inspections and repairs carried out at the depot or repair plant (date, type of repair, mileage, actual dimensions).
The form for the wheel pair must be accompanied by a form for the gear(s).
5 Formation of the wheelset
5.1 General provisions
5.1.1 The wheelset should be formed by thermal, pressing or a combined method.
5.1.2 With the combined method of forming a wheel pair, wheels (wheel centers) and brake disc hubs are installed on the axle using the pressing method, and the gear wheel is installed using the thermal method. Other combinations of methods for forming the constituent elements of a wheel pair are allowed.
5.1.3 When forming wheel pairs of TPS with a design speed of over 100 km/h, the unbalanced masses of the wheel centers should be located in the same plane on one side of the axle.
5.1.4 The design of the wheel pair must provide channels for supplying oil under pressure to the connection area of the wheel, gear (gear hub) and brake disc hub with the axle for breaking up the wheel pair (oil removal).
5.2 Thermal forming method
5.2.1 Wheel sets are formed by the thermal method in accordance with the requirements of ND *, approved in the prescribed manner.
GOST R 53191-2008.
5.2.2 Local heating of a solid wheel hub, gear or wheel center assembled with a tire is not allowed.
From 0.85 · 10 -3 to 1.4 · 10 -3 diameters of mating parts for hubs of wheel centers and wheels;
From 0.5 · 10 -3 to 1.0 · 10 -3 diameters of mating parts for gear hubs and brake discs.
5.2.4 The seating surface of the axle must be covered with an anti-corrosion coating.
As an anti-corrosion coating for the axle mounting surfaces, it is recommended to use natural drying oil in accordance with GOST 7931 or heat-treated vegetable oil (sunflower in accordance with GOST 1129** or linseed in accordance with GOST 5791). It is allowed to use other anti-corrosion coatings that have passed tests for resistance to fretting corrosion of mating parts and do not reduce the fatigue strength of the axle.
** GOST R 52465-2005 is in force on the territory of the Russian Federation (hereinafter).
5.2.5 Before forming, parts mounted on the axle, except gears, are uniformly heated to a temperature of 240 °C to 260 °C and the heating diagram is recorded. The heating temperature of gears made of alloy steel is no more than 200 °C, gears made of steel grade 55 (F) *** is no more than 260 °C. The heating temperature of gears containing non-metallic elastic elements should be no more than 170 °C.
*** On the territory of the Russian Federation, these requirements are established in GOST R 51220-98.
5.2.6 After completion of the formation by the thermal method and cooling of the assembled wheelset to a temperature not exceeding the ambient temperature by more than 10 °C, the strength of the connection of the elements of the wheelset for TPS with a design speed of no more than 200 km/h must be checked for shear of the control axial load:
(636 ± 20) kN [(65 ± 2) tf] - for every 100 mm of the diameter of the hub parts of the axle for mounting running wheels or wheel centers for locomotive wheel sets;
(568 ± 20) kN [(58 ± 2) tf] - for every 100 mm of the diameter of the hub parts of the axle for mounting running wheels or wheel centers for MVPS wheel sets;
(432 ± 20) kN [(44 ± 2) tf] - for every 100 mm of the diameter of the hub parts of the axle for fitting a gear wheel or the hub of a compound gear wheel (one or two) for wheel pairs of locomotives with a nominal wheel diameter along the rolling circle of at least 1200 mm;
(294 ± 20) kN [(30 ± 2) tf] - for every 100 mm of the diameter of the hub parts of the axle for fitting a gear wheel or the hub of a compound gear wheel (one or two), a brake disc hub (one or two) for wheel pairs of the TPS with a nominal wheel diameter of up to 1200 mm;
(245 ± 20) kN [(25 ± 2) tf] - for every 100 mm of the diameter of the extended hub of the wheel center for the gear seat.
It is allowed to increase the established maximum value of the control axial load by 10%, taking into account the established interference.
It is allowed to check the fit of the gear on the extended hub of the wheel center with a control torque of (9.8 ± 0.8) kN m [(1.0 ± 0.08) tf m] per square of every 100 mm of the diameter of the extended hub of the wheel center. After landing the gear on the elongated hub of the wheel center, a control mark is applied to the plane adjacent to the landing surface. The control mark is applied with a blunt instrument in the form of a groove no more than 0.5 mm deep and no more than 10 mm long.
For TPS wheel sets with a design speed of over 200 km/h, the reference axle load in kilonewtons should be taken in the range of 5.2 - 5.8 d (d- diameter of the hub part of the axle, mm) in accordance with the interferences established in the design documentation for this connection (running wheel, wheel center, gear wheel, compound gear wheel hub, brake disc hub with axle).
Shift or rotation (displacement of control marks) in the connection is not allowed.
5.3 Press formation method
5.3.1 Parts installed on the axle (wheels, wheel centers or wheel centers assembled with tires, gears, brake disc hubs) and the axle must have the same temperature before pressing. The wheel temperature is allowed to exceed the axle temperature by no more than 10 °C.
5.3.3 The seating surfaces of the axle and parts installed on the axle must be covered with an even layer of natural drying oil in accordance with GOST 7931 or heat-treated vegetable oil (hemp in accordance with GOST 8989, linseed in accordance with GOST 5791 or sunflower in accordance with GOST 1129) oil. It is allowed to use other anti-corrosion coatings that have passed tests for resistance to fretting corrosion of mating parts and do not reduce the fatigue strength of the axle.
5.3.4 Pressing parts onto the axle and checking for shear with a control-axial load is carried out on a hydraulic press. The press must be equipped with a calibrated device for monitoring the force and an automatic recording device that records on paper or electronic media a diagram of the pressing force of the wheel (wheel center), gear, brake discs relative to the seat during the entire pressing operation.
The accuracy class of a recording instrument must be no less than 1.5%, the error of the chart stroke must be no more than 2.5%, the thickness of the recording line must be no more than 0.6 mm, the width of the chart tape must be no less than 100 mm, the length scale of the recording must be not less than 1:2, the height of the diagram 1 mm should correspond to a force of no more than 24.5 kN (2.5 tf).
5.3.5 The pressing of wheels (wheel centers) onto an axle and the pressing of gear wheels onto an axle or wheel center (brake discs) for wheel pairs of TPS with a design speed of no more than 200 km/h is carried out with final pressing forces, which must correspond to those indicated in the table 1, at a hydraulic press plunger speed of no more than 3 mm/s.
Table 1 - Final pressing forces when forming a wheelset using the pressing method
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Wheelset detail |
Final pressing force for every 100 mm diameter of the seating surface, |
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Composite wheel (one-piece wheel) |
Wheel Center |
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Locomotive axle |
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Gear wheel brake disc |
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Brake disc hub |
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* When pressed onto an extended wheel center hub. ** In the numerator the values are for wheelsets with a wheel diameter in the rolling circle up to 1200 mm, in the denominator - over 1200 mm. |
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5.3.6 The pressing of wheels, brake discs and gears onto the axle for TPS wheel pairs with a design speed of over 200 km/h is carried out on the diameter d in millimeters with final pressing forces in kilonewtons ranging from 3.9 to 5.8 d with mating length from 0.8 d up to 1.1 d.
5.3.7 A normal pressing indicator diagram should have the shape of a smooth curve, somewhat convex upward, increasing along the entire length from the beginning to the end of pressing. Template - diagram of pressing of wheel pairs is shown in Figure 8.
The following deviations from the normal form of the pressing diagram are allowed.
1
- field of satisfactory pressing diagrams; 2
- maximum curve; 3
- minimum curve;
P- pressing force, kN; P max, P min - maximum and minimum final forces, respectively
pressing in accordance with table 1; L- theoretical length of the diagram, mm
Figure 8 - Template - pressing diagram
5.3.7.1 At the initial point of the diagram (zone of transition of the conical part to the cylindrical part), an abrupt increase in force of no more than 49 kN (5 tf) followed by a horizontal section of no more than 5% of the theoretical length of the diagram L.
5.3.7.2 The presence of areas or depressions on the diagram at the locations of recesses for oil channels on the hubs, the number of which must correspond to the number of recesses.
5.3.7.3 Concavity of the diagram with a continuous increase in force, provided that the entire curve, except for the areas and depressions specified in 5.3.7.2, is placed above the straight line connecting the beginning of the curve with the point indicating the minimum permissible force on this diagram P min for a given axis type.
5.3.7.4 Horizontal straight line on the diagram at the end of pressing at a length not exceeding 15% of the theoretical length of the diagram L, or a drop in force of no more than 5% of the pressing force P max over a length not exceeding 10% of the theoretical diagram length L.
5.3.7.5 An abrupt increase in force at the end of the diagram, if the design of the wheelset or the formation technology provides for a landing to the stop in any element.
5.3.7.6 Force fluctuation at the end of pressing with an amplitude of no more than 3% of the pressing force P max over a length not exceeding 15% of the theoretical diagram length L when pressing wheels with an extended hub.
5.3.7.7 Deviation from measurement accuracy of up to 20 kN (2 tf) when determining the maximum maximum force according to the diagram.
5.3.7.8 If the final pressing force of wheel pairs is up to 10% less than or greater than the limit value of the range established in Table 1 (without taking into account the permissible stepwise increase in force in 5.3.7.5), the manufacturer, in the presence of the customer, must check the press fit by applying a test axial load three times in the opposite direction from the pressing force. To check the reduced final pressing force, the reference axial load must be equal to 1.2 times the actual pressing force. To check the increased final pressing force, the control axial load must correspond to the maximum pressing force according to table 1.
5.3.7.9 The actual length of the pressing pattern must be at least 85% of the theoretical length of the pattern L, mm, which is calculated by the formula
L = (L 1 + L 2) · i,
Where L 1 - length of the contact area of the wheel center hub with the axle, mm;
L 2 - additional advancement of the hub (if provided for in the design documentation), mm;
i- length scale of the diagram.
The actual length of the press-in diagram for the brake disc hub must be at least 105 i.
5.3.7.10 If an unsatisfactory diagram is received or the value of the final pressing force does not correspond to that established in Table 1, it is allowed to press the wheel (wheel center) onto the axle again (no more than two times) without additional mechanical processing of the seating surfaces in the absence of scuffing on the seating surfaces of the axle and wheel hub ( wheel center).
When re-pressing the wheel (wheel center) onto the axle, the value of the lower limit of the final force established in Table 1 must be increased by 15%.
6 Acceptance rules
6.1 Wheel sets are subjected to control for compliance with the requirements of this standard during acceptance tests (PS), periodic (P), type (T) tests in accordance with GOST 15.309 and tests to confirm compliance (C).
The list of controlled parameters and testing methods for the wheelset is given in Table 2.
table 2
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Controlled parameter |
Clause of a standard containing requirements that are verified during testing |
Test method * |
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acceptance |
periodic |
for confirmation of compliance |
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1 Dimensions, tolerances and shape |
4.2.1.2 - 4.2.1.4, 4.2.2.2, 4.2.2.4, 4.2.2.5, 4.2.2.9 - 4.2.2.11, 4.2.2.17 - 4.2.2.19, 4.2.3.2, 4.3.1 - 4.3.6, 4.3.8, 4.3.9 |
4.3.3 - 4.3.6, 4.3.9 |
7.1.2, 7.1.4 (PS, P, T), 7.1.5 |
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2 Appearance and condition (quality) of the surface, including cleanliness (roughness) |
4.2.1.1, 4.2.2.3, 4.2.2.8, 4.2.2.9, 4.2.3.1, 4.3.7, 4.3.8 |
7.1.1 (PS, S), 7.2 (P, S) |
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3 Mechanical properties and chemical composition |
7.1.15 (PS), 7.2 (P) |
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4 Roll hardening |
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5 Heating temperature of mating parts |
4.2.2.16, 4.2.2.17, 5.2.2, 5.2.5, 5.3.1 |
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6 Presence of defects in the metal: |
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Ultrasonic testing |
4.2.1.5, 4.2.2.12, 4.2.2.13 |
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Magnetic control |
4.2.1.5, 4.2.2.13, 4.2.3.3, 4.2.11 |
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Acoustic control |
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7 Imbalance: |
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Static |
4.2.2.14, 4.3.10, 4.3.11, 4.3.13, 5.1.3 |
4.3.10, 4.3.11, 4.3.13 |
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Dynamic |
4.3.10, 4.3.12, 4.3.13 |
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8 Preload value of mating parts |
4.2.2.15, 5.2.3, 5.3.2 |
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9 Strength of connection of mating parts |
4.2.2.17, 5.2.6, 5.3.5 - 5.3.7 |
5.2.6, 5.3.4 - 5.3.6 |
7.1.10 (PS, S), 7.1.11 (PS), 7.2 (P, S) |
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5.3.7.1 - 5.3.7.9 |
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10 Parameters of the wheel tire (rim) profile along the rolling circle |
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11 Electrical resistance |
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12 Shrinkage of the wheel center due to plastic deformation |
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13 Changing the distance (size A) from heating during braking and reducing the thickness of the tires during turning |
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14 Fatigue resistance factor of the axle and wheels as part of a wheel pair |
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15 Static safety factor of the axle and wheels as part of a wheel pair |
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16 Endurance limit of axle and wheel as part of a wheel pair |
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17 Probability (calculated) of failure-free operation of an axle and wheel as part of a wheel pair |
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18 Marking |
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19 Color quality |
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* For parameters not indicated by test types, tests are carried out for all types of tests. |
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6.2 Acceptance tests
6.2.1 Acceptance tests of wheel pair parts and each wheel pair assembly must be carried out before they are painted with the presentation of certificates, other documents confirming quality, wheel shear test charts or pressing diagrams, as well as wheel pair and gear forms.
6.2.2 The elements and wheel pair that have passed acceptance tests must bear the acceptance stamps of the manufacturer, and if they are carried out by another control organization, its acceptance stamp.
6.2.3 In case of non-compliance with the requirements of this standard, the wheel pair parts prepared for assembly and the wheel pair must be rejected.
6.3 Periodic tests
6.3.1 Periodic tests should be carried out at least once a year in the scope of acceptance tests, and it is necessary to additionally control:
The quality of surface treatment is on two parts of each design;
The quality of hardening by rolling is in accordance with GOST 31334;
The strength of the connection between the tire and the wheel center is on two wheel pairs of each standard size of the tire.
6.3.2 In case of non-compliance with the requirements of this standard on at least one sample (part), the tests are repeated on twice the number of wheel pairs. If the test results are unsatisfactory, acceptance of the wheel sets is stopped until the cause is eliminated.
6.4 Type tests
6.4.1 Type tests should be carried out:
When changing the design of the wheelset (according to parameters 1 - 3, 5, 7 - 17 of Table 2);
When using materials with other mechanical properties, changing the technological process for manufacturing wheel pair parts and their blanks, or changing the manufacturer (according to parameters 1 - 6, 8 - 10, 12, 14 - 17 of Table 2);
When changing the method of forming a wheelset (according to parameters 1, 2, 4, 5, 8, 9, 12 of Table 2);
When changes in the braking system affect the mechanical or thermal load on the wheelset (wheel) (according to parameters 1 - 3, 5, 8, 9, 13 of Table 2);
When the axial load on the wheel pair or design speed increases, the loading pattern changes (according to parameters 1 - 5, 7 - 9, 13 - 17 of Table 2).
6.4.2 The conditions for conducting type tests must correspond to the operating conditions of the wheel sets in terms of the main parameters (static and dynamic loads from the wheelset on the rails, travel speed, traction and braking force).
6.5 Rules for sampling to confirm the conformity of wheel sets
Tests to confirm the conformity of wheel pairs are carried out on samples selected by random sampling in accordance with GOST 18321, which have passed acceptance tests. The number of samples for testing to confirm the conformity of wheel pairs is accepted at least two.
7 Test methods
7.1 During acceptance tests, compliance with the requirements of this standard is determined by the following means and methods.
7.1.1 The appearance and quality of surface treatment must be checked by visual inspection using surface roughness samples in accordance with GOST 9378 or a profilometer. Roughness parameters are monitored at three points equidistant from each other along the circumference.
7.1.2 Errors allowed when measuring linear dimensions are in accordance with GOST 8.051.
When controlling dimensions over 500 mm, the maximum error of the specific measuring instrument used should not exceed 1/3 of the tolerance value established by this standard.
Radial and axial runout are checked with a dial indicator and determined as the arithmetic mean value of the results of at least three measurements.
7.1.3 The value of the fit tension of the mating parts is determined before forming the wheel pair by measuring the landing diameters of their mating places with a micrometric bore gauge in accordance with GOST 868 and a micrometric clamp in accordance with GOST 11098 in three sections along the length of the fit and in two mutually perpendicular planes. The average value of the results from every six measurements should be taken as the diameter of the measured joint of the parts.
It is permissible to use another measuring instrument that provides the necessary measurement accuracy.
7.1.4 The correctness of the actual combinations of conical shapes of the landing surfaces should be checked by comparing the measurement results according to 7.1.3 using the measurement values in the two extreme sections along the length of the landing surfaces in two mutually perpendicular planes. The value of the diameter in the extreme section of the landing should be taken as the average value of two measurements in each section.
7.1.5 The width of the tire of a composite wheel is measured in three sections around the circumference at a distance of at least 100 mm from the extreme numbers of the marking.
7.1.6 The profile of the tire (rim) of the wheel should be checked with an appropriate template with maximum deviations for its dimensions of ±0.1 mm. The permissible gap between the template and the profile of the tire (rim) of the wheel should not include a feeler gauge with a thickness of more than 0.5 mm along the rolling surface and the thickness of the flange, 1 mm - along the height of the flange, while the template must be pressed against the inner end of the tire (rim) of the wheel .
Magnetic control according to GOST 21105 and acoustic control - according to GOST 20415.
Note - When assessing the results of ultrasonic testing, defect-identifying samples of the enterprise that have valid verification certificates are used.
7.1.8 Residual static or dynamic imbalance is checked on the wheel pair or separately by components when forming the wheel pair in accordance with Appendix A.
7.1.9 The heating temperature of the wheel pair parts before they are seated should be controlled according to the heating diagram using instruments and devices that control the temperature increase, preventing its limit value from being exceeded. Measurement error - ±5 °C.
7.1.10 The strength of the connection of parts to the axle must be checked:
In the case of the press fitting method - by the shape of the pressing diagram and its correspondence to the final pressing forces in accordance with Table 1. To check the suitability of the pressing diagrams, it is recommended to use an overhead template;
With the thermal landing method, a regulated control axial (shear) load is applied to the connection three times, and load diagrams are recorded.
The strength of the fit of the gear on the elongated hub of the wheel center is checked by the control torque (for rotation) according to 5.2.6, while loading diagrams are recorded.
7.1.11 The tight fit of the tire and compression of the tire ring on each wheel pair should be checked after the wheel has cooled by tapping with a metal hammer (GOST 2310) on the tread surface and the tire ring at at least four equidistant points. Muffled sound is not allowed.
7.1.12 Electrical resistance should be checked on a wheelset mounted on the supports of a device that allows measuring the electrical resistance between the tires (rims) of the wheels of the wheelset according to ND * approved in the prescribed manner.
* On the territory of the Russian Federation, these requirements are established in GOST R 52920-2008.
7.1.13 Markings should be checked visually. Wheelsets with unreadable markings should be rejected.
7.1.14 Methods for quality control of painting of locomotive wheel sets in accordance with GOST 31365, MVPS in accordance with GOST 12549.
7.1.15 The mechanical properties and chemical composition of the metal of wheel pair parts must be confirmed by documents on the quality of the enterprises that manufacture blanks (forgings).
7.2 During periodic testing, compliance with the requirements of this standard is determined by the following means and methods:
The quality of surface treatment of parts before forming a wheelset - control of surface roughness parameters in accordance with GOST 2789;
The quality of hardening by rolling - cutting longitudinal sections from the axes in the neck, hub, middle part, as well as selectively in the locations of fillets according to ND **, approved in the prescribed manner;
** On the territory of the Russian Federation, these requirements are established in.
The strength of the connection between the band and the wheel center - by measuring the actual dimensions of the connection after removing the band, calculating the preload value and comparing it with the initial preload value;
The mechanical properties of the metal must be checked on cut samples - wheels according to GOST 10791, axles according to GOST 31334, wheel centers according to GOST 4491, tires according to GOST 398 or other approved ND.
7.3 During type tests, compliance with the requirements of this standard is determined by the following means and methods.
7.3.1 The reduction in the actual tension (shrinkage) of the wheel center must be determined by measuring the diameters of the seating surfaces of the mating parts in three planes at an angle of 120° along the entire circumference, before installation and after removing the tire - according to 7.2, while the decrease in tension must be no more than specified at 4.2.2.15.
7.3.2 The change in the distance between the inner ends of the wheel tires due to heating when braking with pads on the wheel rolling surface must be determined by the finite element calculation method with idealization (breakdown) of the wheel with volumetric elements or by the experimental method, by reproducing a long braking mode for 20 minutes at a brake pressure ratio pads up to 0.5 of the maximum at a speed of at least 40 km/h on long descents and stop braking following long ones.
7.3.3 The change in the distance between the inner ends of the wheel tires due to a decrease in the thickness of the tire (rim) due to wear and repair turning of the tread profile is determined by the finite element calculation method with idealization (breakdown) of the wheel with volumetric elements or by the experimental method of layer-by-layer turning of the tread surface of the tire (rim) wheels from the maximum to the maximum thickness established in the rules of technical operation of railways ***.
*** On the territory of the Russian Federation, these requirements are established in.
7.3.4 Determination of the value of the safety factor for fatigue resistance of the axle and wheel as part of a wheel pair for a specific TPS, taking into account the effect of technological and operational loads - according to GOST 31373.
7.3.5 Determination of the endurance limit value of the axle and wheel as part of a wheel pair for a specific TPS, taking into account the effect of technological and operational loads - according to GOST 31373.
7.3.6 Determination of the value of the static strength safety factor of the axle and wheels and the probability (calculated) of failure-free operation of the axle and wheels as part of a wheel pair, taking into account the effect of technological and operational loads - according to GOST 31373.
7.4 Test results are recorded in test reports.
The test report must contain the following data:
Test date;
Type of tests;
Designation of the wheelset;
Measuring instrument;
Test results.
7.5 The measuring instruments used must have type approval certificates and valid verification certificates.
The equipment used must be certified in accordance with legislation on ensuring the uniformity of measurements.
8 Transportation and storage
8.1 When loading them onto a railway platform or a vehicle with wooden floors, wheel pairs should be positioned symmetrically to the longitudinal axis of the platform (body), securing the wheels with wooden wedges nailed to spacer boards attached to the floor of the vehicle. Wheel sets must be firmly attached to the floor with annealed wire with a diameter of 6 mm to avoid possible impacts of the wheel sets against each other. When transporting wheel sets on a railway platform or a vehicle with metal floors, the wheel sets should be installed on special supports that are permanently fixed to the vehicle.
8.2 When storing and transporting a wheel pair of journals, the pre-hub parts of the axles and the rims of the gear wheels must be coated with an anti-corrosion compound in accordance with protection groups 1 - 2, protection option VZ-1 in accordance with GOST 9.014.
Before transporting a wheel pair, the journals of the axles and the teeth of the gear wheels must be protected by tires - belts made of wooden strips strung on wire or rope or nailed to a metal or keeper tape. Gear teeth should be wrapped in moisture-proof paper and protected from damage.
Metal tape, wire and nails should not touch the axle journal.
During long-term storage, it is allowed to additionally wrap the necks and gears with burlap and glassine.
8.3 The axial bearings of the gearbox or traction motor must be covered with protective covers, and the bearings of the reaction torque levers of wheel pairs of diesel trains must be wrapped in burlap.
8.4 During transportation and storage it is not allowed:
Reset wheelsets and their elements;
Grab the journals and hub parts of the wheel pair axles with hooks and chains of lifting mechanisms;
Store wheelsets on the ground without mounting them on rails.
8.5 The sender must attach a metal or wooden plate with the following information embossed or painted on each wheel pair:
Sender's name;
Destination,
Wheelset number.
If a wheelset is supplied with axleboxes, a metal plate with the number of the wheelset stamped on it must be attached to the bolt securing the front cover of the right axlebox, if it is not stamped on the axlebox body or front cover.
9 Manufacturer's warranty
9.1 The manufacturer guarantees the compliance of wheel sets with the requirements of this standard, subject to compliance with the operating rules * and the requirements of Section 8.
* On the territory of the Russian Federation, these requirements are established in.
9.2 The warranty period for the strength of the connection of parts (axle, wheel, wheel center, gear) is 10 years.
Note - The warranty expires if the wheelset is rebuilt.
9.3 Warranty periods for the operation of wheel pair parts:
Cast wheel centers - according to GOST 4491;
Other parts - according to the specifications for a specific part.
Note - Warranty periods are calculated from the moment the wheelset is put into operation, indicating in the form the date of installation of the wheelset under the TPS.
10 Occupational safety requirements
10.1 When inspecting, surveying and forming wheel pairs, labor safety requirements in accordance with GOST 12.3.002 must be ensured.
10.2 When carrying out work on the formation of wheel pairs, measures must be taken to protect workers and the environment from the effects of hazardous and harmful production factors in accordance with GOST 12.0.003.
* On the territory of the Russian Federation, these requirements are established in the hygienic standards “Maximum permissible concentrations (MPC) of harmful substances in the air of the working area” (GN 2.2.5.1313-03), approved by the Ministry of Health of the Russian Federation on April 27, 2003.
10.4 Work related to the production and testing of wheel sets must be carried out in rooms equipped with supply and exhaust ventilation in accordance with GOST 12.4.021.
10.5 The microclimate indicators of production premises must comply with the requirements of ND**, approved by the authorized national executive body.
10.6 The level of noise and vibration at workplaces should not exceed the standards established in the ND **, approved by the authorized national executive body.
** On the territory of the Russian Federation, these requirements are established in the “Hygienic requirements for the microclimate of industrial premises. Sanitary rules and norms" (SanPiN 2.2.4.548-96), approved by the State Committee for Sanitary and Epidemiological Surveillance of Russia on October 1, 1996.
10.7 The lighting of production premises and workplaces must comply with the requirements of building codes and regulations.
10.8 Personnel involved in the production of wheel sets must be provided with personal protective equipment in accordance with GOST 12.4.011.
Appendix A
(required)
Checking residual static and dynamic imbalances
A.1 Checking residual static imbalance
Residual static imbalance is checked on a wheel pair mounted with axle journals on the supports of a balancing stand. When a wheel pair swinging on a stand spontaneously stops, the radius vector of the imbalance is directed downward.
To determine the value of the residual static imbalance, select and attach to the top of one of the wheels on the radius r load weighing m so that its imbalance is equal to the original imbalance.
mr = m 1 r 1 .
If the imbalances are equal, the wheel pair has a state of equilibrium on the horizontal supports of the stand in any position when rotating relative to the axis of rotation.
Residual static imbalance of the wheelset D ost, kg cm, calculated by the formula
D ost = mr
and compared with the permissible values according to 4.3.10, 4.3.11, 4.3.13.
If the permissible value of the residual static imbalance is exceeded, the wheel pairs are subjected to additional local turning and subsequent re-inspection.
m 1
- unbalanced mass of the wheelset; m- correction mass;
r 1 , r- distance from the axis of rotation to the center of mass
Figure A.1 - Scheme of static balancing of a wheel pair
A.2 Checking residual dynamic imbalance
Dynamic imbalance is checked on a wheel pair mounted on a balancing stand. The stand must ensure registration of an imbalance of at least 0.2 of the maximum value established by the requirements of this standard.
The values of the residual dynamic imbalance of the wheel pair are determined by measuring the dynamic impact of the inertia forces of the rotating masses of the wheel pair with set speeds and fixing their value and direction in the plane of the wheels. For this purpose, the stand is equipped with appropriate measuring sensors and recording equipment.
The obtained values of the residual dynamic imbalance of the wheel pair are compared with the permissible values according to 4.3.12.
If the permissible value of residual dynamic imbalance is exceeded, it is eliminated in the same way as static imbalance by local turning of the wheel, followed by re-checking.
Bibliography
|
TI 32 TsT-VNIIZhT-95 |
Technological instructions for strengthening by rolling rollers the axles of wheel pairs of locomotives and motor cars, approved by the Ministry of Railways of Russia on April 19, 1995. |
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|
Rules for the technical operation of railways of the Russian Federation, approved by the Ministry of Transport of Russia on December 21, 2010, by order No. 286 |
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|
Construction norms and rules SNiP 23-05-95 |
Natural and artificial lighting, adopted by the Interstate Scientific and Technical Commission for Standardization and Technical Regulation in Construction as interstate building standards on April 20, 1995. |
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(with amendments and additions approved by the order of the Ministry of Railways of Russia dated August 23, 2000 No. K-2273u)
1. INTRODUCTION………………………………………………………………………………………………………………….. 3 2. GENERAL PROVISIONS……… ………………………………………………………………………………………… 3 3. TECHNICAL CONTENT AND BASIC REQUIREMENTS FOR WHEEL PAIRS IN OPERATION ………………… . 5 4. TYPES, TIMELINES AND PROCEDURE FOR INSPECTION OF WHEELSETS9 5. MALFUNCTIONS OF WHEELSETS AND METHODS OF THEIR ELIMINATION …… 12 6. REPAIR AND FORMATION OF WHEELSETS …………………………………….. 20 6.1. GENERAL REQUIREMENTS……………………………………………………………………………………………………. 20 6.2. PROCESSING OF NEW AND OLD AXLES. ………………………………………………………………………………….. 21 6.3. PROCESSING OF NEW AND OLD CENTERS, SOLID ROLLED WHEELS AND GEARS…… 23 6.4. REPAIR OF GEARS. ………………………………………………………………………………………….. 25 6.5. BORING OF NEW AND OLD BANDAGES. ……………………………………………………………. 26 6.6. ATTACHMENT (CHANGE) OF BANDAGES. ……………………………………………………………………………………… 27 6.7. PRESSING WORKS…………………………………………………………………………………………………………… 29 6.8. THERMAL METHOD FOR FORMING WHEELSETS ……………………………………………………… 35 6.9. TURNING OF BANDAGES AND RIMS OF SOLID ROLLED WHEELS ACCORDING TO PROFILE……………………… 36 6.10. FORMATION OF WHEEL PAIRS………………………………………………………………………………… 44 7. CHECKING, ACCEPTANCE AND EXCLUSION OF WHEEL PAIRS FROM INVENTORY 45 8. MARKING AND STANDING OF WHEELSETS AND THEIR ELEMENTS … 46 9. PAINTING OF WHEELSETS ………………………………………………………………………………… 52 10. TRANSPORTATION, STORAGE OF WHEELSETS AND THEIR ELEMENTS …………………………………………………………………………………………………………… 53 11. SAFETY REQUIREMENTS AND ENVIRONMENTAL PROTECTION MEASURES ……… …………………………………………………………………………………. 54 12. METROLOGICAL SUPPORT…………………………………………………………….. 54 APPENDIX 1……………………………………………………… …………………………………………………………… 56 APPENDIX 2……………………………………………………………… …………………………………………………… 59 APPENDIX 3………………………………………………………………………………… ……………………………………………………………… 59 APPENDIX 4……………………………………………………………………………… ……………………………………………………… 60 APPENDIX 5………………………………………………………………………………… …………………………… 61 APPENDIX 6…………………………………………………………………………………………………………… …………………… 66 APPENDIX 7………………………………………………………………………………………………………………… …………… 68 APPENDIX 8…………………………………………………………………………………………………………… …… 70 APPENDIX 9…………………………………………………………………………………………………………………………………… 74 APPENDIX 10…………………………………………………………………………………………………………………. 76 APPENDIX 11…………………………………………………………………………………………………………………. 78 APPENDIX 12……………………………………………………………………………………………………………………………………. 78 APPENDIX 13…………………………………………………………………………………………………………………. 78
1. INTRODUCTION
1.1. This Instruction applies to wheel sets of all types of locomotives and multi-unit rolling stock (MURR) of 1520 mm gauge. Locomotives and MVPS are hereinafter referred to as traction rolling stock (TRS).
1.2. The instructions establish the procedure, terms, norms and requirements that wheel pairs must satisfy during their formation, repair (inspection) and technical maintenance.
1.3. All newly published operational and repair documentation for wheel pairs must strictly comply with these Instructions and GOST 11018, and the current documentation must be provided in accordance with them.
1.4. The requirements of this Instruction are mandatory for the manufacture, repair, maintenance and operation of wheel sets.
(As amended by the instructions of the Ministry of Railways of Russia dated August 23, 2000 No. K-2273u)
1.5. Instructions dated December 31, 1985. No. TsT/4351 is valid insofar as it concerns the manufacture and repair of wheel sets of steam locomotives.
2. GENERAL PROVISIONS
2.1. In accordance with the Rules for Technical Operation of Railways of the Russian Federation (hereinafter PTE), each wheel pair must meet the requirements of this Instruction. TPS wheel pairs with rolling bearings must also meet the requirements of the current Instructions for the maintenance and repair of units with rolling bearings of locomotives and multi-unit rolling stock.
Wheelsets of the transport train operating at speeds above 140 km/h must, in addition, meet the requirements of the current Instructions for the maintenance and operation of structures, rolling stock devices and traffic management in areas where high-speed passenger trains operate.
The manufacture and repair of driven gears of traction gearboxes with elastic rubber-metal elements, assemblies and parts of wheel pair drives with support-frame and support-axle suspension of traction electric motors must be carried out in accordance with the requirements of the relevant current drawings, repair rules, technological instructions, repair manuals and GOST 11018.
Compliance with the requirements of the specified technical documentation is mandatory for all workers associated with the formation, inspection, repair and operation of wheel sets.
2.2. Each wheel pair must have clearly marked signs on the axle indicating the time and place of formation, full inspection and a mark indicating its acceptance during formation and full inspection. Elements of a wheel pair must have signs and stamps established by the relevant standards, technical specifications and these Instructions. After repairs in the CIS countries and Latvia, it is allowed to operate wheel sets and their individual elements without the “Hammer and Sickle” stamp if the other required stamps are present (Section 8).
2.3. Wheel sets must be subject to inspection under the technical inspection system, an ordinary and full survey, in accordance with the procedure established by these Instructions.
2.4. Full inspection must be carried out at factories and locomotive depots that have permission from the Ministry of Railways and a mandatory minimum of equipment, devices, measuring and control instruments in accordance with Appendices 1 and 2.
2.5. Responsibility for maintaining instruments and measuring instruments in good condition, as well as for timely verification (calibration) of measuring instruments rests with the head of the wheel shop or the foreman in charge of the repair and formation of wheel pairs.
Control over the organization and timeliness of verification (calibration) of measuring instruments is carried out:
at the plant - head of the technical control department;
in the depot - chief engineer or deputy head of the depot for repairs.
(As amended by the instructions of the Ministry of Railways of Russia dated August 23, 2000 No. K-2273u)
2.6. The condition of equipment, devices and tools for the repair (inspection) of wheel pairs, as well as compliance with the requirements of this Instruction at factories and depots must be checked annually by commissions chaired by the chief engineer (or his deputy at the factory) with the participation of the quality control department and locomotive inspectors ( acceptance inspectors at the plant).
We have made significant changes to this page of the site based on comments . They are associated primarily with GOST 4835-2006, which establishes new types and sizes of wheel sets. We draw the attention of readers that according to this GOST, RU1 axles (with threads and castle nuts) are no longer produced, and the wheel diameter along the rolling circle is not 950 mm, as it was before, but 957 mm.
Wheel sets belong to the running parts and are one of the critical elements of the car. They are designed to direct the movement of the car along the rail track and absorb all the loads transmitted from the car to the rails as they rotate. When working under difficult loading conditions, wheel sets must ensure high reliability, since the safety of train traffic largely depends on them. Therefore, they are subject to special, increased requirements of Gosstandart, Rules for the Technical Operation of Railways, Instructions for the Inspection, Repair and Formation of Car Wheelsets, as well as other regulatory documents for design, manufacture and maintenance. The design and technical condition of the wheelsets influence the smoothness of the ride, the magnitude of the forces arising during the interaction of the car and the track, and the resistance to movement.
Working in modern operating conditions of railways and extreme environmental conditions, the wheel pair of a car must satisfy the following basic requirements: have sufficient strength, while having a minimum unsprung mass in order to reduce the packaging of rolling stock and reduce the direct impact on the rail track and car elements during passage unevenness of the rail track; have some elasticity, which reduces the noise level and softens the shocks that occur when the car moves along the rail track; together with axlebox units, provide possibly less resistance when the car moves and possibly greater resistance to wear of elements subject to wear during operation.
Classification of wheel sets. Improving their designs
The wheelset (Fig. 1) consists of axle 1 and two wheels mounted on it 2 . The types, main dimensions and technical conditions for the production of carriage wheel sets are determined by State Standards, and the maintenance and repair are determined by the “Rules for Technical Operation of Railways” (RTE) and the “Instructions for Inspection, Survey, Repair and Formation of Car Wheel Sets TsV/3429”, and as well as other regulatory documents for design, manufacture and maintenance. The design and technical condition of the wheelsets influence the smoothness of the ride, the magnitude of the forces arising during the interaction of the car and the track, and the resistance to movement.
The type of wheelset is determined by the type of axle and wheel diameter(Table 1). According to GOST 4835-2006, five types of wheel pairs are installed with axles of types RU1SH and RV2SH and wheels with a rolling circle diameter of 957 mm, depending on the type of car and the maximum calculated static load from the wheel pair on the rails (Table 1).
Table 1 Types of carriage wheel sets
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Wheelset type |
Car type |
Design speed of the car, km/h |
Maximum calculated statistical load from the wheel pair on the rails, kN (tf) |
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Cargo |
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Passenger |
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Non-motor electric trains |
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Non-motor diesel trains |
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|
Cargo |
An example of a symbol for a wheel pair for a freight car with an RU1SH axle and wheels with a diameter of 957 mm with axle units:
Wheel pair RU1SH-957-G GOST 4835-2006
The same, without axle boxes:
Wheelset RU1SH-957 without axle boxes GOST 4835-2006
Currently, GOST 4835-2006 excludes RU1 axles with end fastening with an M110 nut and most factories have stopped producing axes of this type. Wheel sets RU1-950 and RU1SH-950 can still be found in operation.
Neck diameters 3 , (Fig. 1), hub 5 and average 6 parts of the axle are determined based on the design load. Preaxial part 4 is a transition step from the journal to the hub part of the axle and is used to install sealing devices for the axle box body. On the hub parts 5 wheels are firmly attached 2 . On the necks 3 bearings are placed.
Rice. 1. Wheelset and axle journal shape: 1 - axis; 2 - wheel; 3 - neck; 4 - pre-incisional part; 5 - hub part; 6 - middle part; 7 - threaded part
Wheelsets with axles intended for operation with roller bearings are distinguished from each other by the design of the end mounting of the inner rings of the roller bearings on the journal:
with threaded part 7 for screwing on the castle nut (RU1 axis);
using an attached washer, for which holes are made at the ends with threads for fastening bolts (RU1SH axis, Fig. 1). This fastening is made in two versions: three or four bolts.
Much attention was paid to the strength and reliability of wheel sets when creating the first cars. Before 1892, the normal axle had diameters of the journals, hub and middle parts of 100, 135 and 126 mm, respectively. Due to the increase in the carrying capacity and packaging of cars, as well as the speed of trains, the loads acting on the wheel pairs increased, which required strengthening their elements. As a result, the diameters of the axles increased, the designs of the wheels were improved and the strength of their fit on the axle increased.
In pre-revolutionary Russia, wheel sets were equipped with composite (bandage) wheels, consisting of a wheel center, a tire and its reinforcing elements. Until 1892, wheels were used whose centers were made of wood (Fig. 2) (Menzel wheels). They were made from hardwood. A wooden disk was placed in the wheel center 2 , consisting of 16 sectors of teak wood. He was between the bandage 1 and hub 3 , was fastened to them using rings 4 And 5 bolted together 6 .
Fig.2 Wheel with wooden center
As noted, in those days such wheels had a silent and relatively quiet ride and softened vertical shocks. However, due to the shrinkage of the wood during operation, the bolts weakened, which impaired the safety of train traffic and led to the need for constant monitoring of the condition of the fastening.
Therefore, wheels with wooden centers (Menzel wheels) were withdrawn from service. Until 1900, forged centers became widespread, then cast spokes, steel discs and cast iron. In 1948, the production of cast iron centers was discontinued due to the large mass, low strength and frequent damage during the formation of wheel pairs. The production of spoke centers also stopped due to the uneven rigidity of the rim and the weakening of the connection with the bandage and air turbulence. The air turbulence caused sand to get on the rubbing surfaces of the chassis and increased wear and tearing of the metal.
In 1931, a transition was made from bandage wheels to more advanced bandageless ones, which was completed in the 70s. In 1953, the production of cast iron wheels was also discontinued, since they often developed dents, pits and chips, threatening the safety of trains and shortening their service life. Cast steel has proven to be more reliable in operation. Since 1935, the production of solid-rolled wheels, which have significant advantages over cast ones, was organized. Over the years, solid wheels have improved and become widespread.
For safe movement of the car along the rail track, wheels 2 are firmly attached to axle 1 (Fig. 3) in compliance with strictly defined dimensions. Distance between the inner edges of the wheels2s is: for new wheelsets intended for cars operating at speeds up to 120 km/h - (1440±3), over 120, but not more than 160 km/h - (1440) mm. Nominal distance between wheel circles2l equals 1580 mm, and between the middles of the necks2b – 2036 mm.
Fig.3. Main dimensions of the wheelset
To avoid uneven load transfer on wheels and rails size differencek from the end of the axle to the inner edge of the rim, no more than 3 mm is allowed. Wheels mounted on one axle must not have diameter differenceD more than 1 mm, which prevents one-sided wear of the ridges and prevents increased resistance to movement. To reduce inertial forces, the wheel pairs of high-speed cars are subjected to dynamic balancing: for speeds of 140...160 km/h, an imbalance of no more than 6 Nm is allowed; for speeds of 160...200 km/h - no more than 3 Nm. The nominal wheel rim width of all types of wheel sets is 130 mm.
In addition to wheel sets manufactured in accordance with GOST 4835-80, they also supply structures made according to special drawings and technical specifications for industrial transport cars, electric and diesel train cars, as well as with wheels sliding on the axle for operation on roads with different track width, etc. In cars equipped with disc brakes on the axle 1 (Fig. 4), except for two wheels 2 , firmly reinforced discs 3.
Fig.4 Wheel set with brake discs (3)
The wheel pair of a motor car of an electric train (Fig. 5) consists of an axle 5 and two tire wheels 6 with cast spoke wheel centers 2 and tires 1. One wheel center has an elongated flange 7, to which the gear flange 3 of the gearbox is attached with precision bolts. The gearbox is installed on the bearing-gear unit 4. Wheel pairs of industrial transport cars, intended for operation with increased loads, have increased diameters, in particular, the diameter of the journals is 180 mm.
Rice. 5. Wheel pair of a motor car of an electric train: 1 - tire; 2 - spoke center; 3 - gear; 4 - bearing-gear unit; 5 - axis; 6 - bandage wheel; 7 - flange
Wheelsets with sliding wheels on the axle have a more complex structure. At the Bryansk Machine-Building Plant in 1957, a wheel pair with wheels sliding on the axle was created (Fig. 6). The movement of wheels from one position to another occurs automatically when the car moves along a special transfer stand, connected at one end to the 1520 mm track and at the other to the 1435 mm track. The sliding wheelset consists of an axle 2 , along which the wheels can move 1 when a car moves from a track of one width to a track of another width.
Rice. 6. Wheel set with sliding wheels on the axle for rolling stock operating on 1520 and 1435 mm gauge roads without replacing the running parts: 1 - wheel; 2 - axis; 3 - bushing; 4 - lock ring; 5 - drum; 6 - buffer; 7 - lid; 8 - spring
To ensure sliding between the wheel hub 1 and the hub part of the axle 2 nylon bushing installed 3 . On the outer surface of the hub there are two ring grooves for securing the wheel to the axle using sectors 9 . The sectors enter one recess when the wheel is in a 1520 mm track, and the second? in track 1435 mm. This position of the sectors is fixed by a drum 5 , secured to the axle by means of a shrink fit. To prevent spontaneous exit of sectors from the annular grooves of the hub, a locking ring is provided 4 bolted to the buffer 6 . There are springs inside the buffer 8 resting on the lid 7 and pressing the buffer and locking ring towards the middle of the axle. The gearing of the drum and the wheel hub prevents the wheel from turning on the axle.
The sliding wheel set is driven as follows. When the car passes along the transfer stand, the buffer is pressed out with a special stop 6 , causing the locking rings 4 move towards the wheels and no longer hold the sectors 9 in the hub recesses. Then stand by pressing on the wheels 1 , moves them along the axis 2 to the required position. At the beginning of this movement, the wheels squeeze out the sectors 9 from the annular grooves, at the end of the movement of the wheels, the sectors are opposite the second grooves. At the same time they are released from pressing the buffer 6 and under the action of springs 8 returned with locking rings 4 to the starting position. At the same time, the rings 4 click on the sectors 9 , as a result of which the sectors enter the second grooves, securing the wheels in a changed position.
One of the design options for a wheelset with sliding wheels was developed by specialists from Uralvagonzavod and VNIIZhT.
Designs with sliding wheels differ from conventional wheelsets in a more complex design, increased weight and manufacturing cost. However, technical and economic calculations show that when transporting some cargo, sliding wheel pairs, despite the disadvantages listed above, including additional costs for repairs and maintenance, can reduce capital investments and operating costs compared to the costs required for organizing and carrying out reloading work at border stations. Transshipment-free communication also ensures reduction of cargo losses and acceleration of their delivery to the consumer, which is important especially for perishable goods.
Wheelsets of narrow-gauge wagons are very diverse. For example, there were 42 types of 750 mm gauge wheelsets, of which 30 had beads at the ends of the journals and 12 without beads, 14 sizes of wheel diameter - from 450 to 650 mm. The wheels were bandage wheels with cast iron or steel (disc or spoke) wheel centers, as well as bandageless wheels - cast iron and solid-rolled steel. In Fig. Figure 7 shows a wheelset without shoulders on the axle journals, used in narrow-gauge railway cars that were equipped with axle boxes that did not have bearings. On axis 1 on the left is a section of a tire wheel with a disk center 2 , on which the bandage is firmly attached 4 , reinforced against shear with a safety ring 3 , and on the right is a tireless wheel 5 . In 1955, the Main Directorate of Carriage Facilities of the Ministry of Railways unified the wheel pairs of 750 mm gauge cars, thanks to which their variety of types sharply decreased.
Rice. 7. Wheel pair without shoulders on the neck of the axle of narrow-gauge 750 mm gauge cars: 1 - axle; 2 - disk center; 3 - safety ring; 4 - bandage; 5 - solid rolled wheel
The carriage axle (Fig. 1) is an integral part of the wheelset and is a steel beam of round cross-section varying along the length. On the hub parts of the 3 axle there are wheels, fixed rigidly or movably, and on the journals 1 there are bearings. Car axles differ in size, determined depending on the given load; the shape of the axle journal in accordance with the type of bearing used - for rolling bearings and plain bearings; round cross-sectional shape - solid or hollow; method of end mounting of rolling bearings on the axle journal - with a castle nut or washer.
Rice. 1. Types of carriage axles: 1 - neck; 2 - pre-hub part; 3 - hub part; 4 - middle part
In addition, axles are classified according to material and manufacturing technology. Between necks 1i hub parts 3 are pre-hub parts 2, serving to accommodate parts of the rear sealing devices of the axleboxes, as well as to reduce the stress concentration in the transition sections from the hub parts to the axle journals. In places where diameters change, there are smooth joints - fillets, made with certain radii: from the neck 1 - to the pre-hub part 2, from the pre-hub part - to the hub part 3 and from the middle 4 - to the hub part. The reduction in stress concentration caused by the fit of the inner ring of the roller bearing is ensured by a relief groove located at the beginning of the rear fillet of the axle journal (Fig. 8, G). The axles for rolling bearings at the ends of the journals have a threaded part TO(Fig. 1, A) for screwing on the castle nut; at the end there is a groove with two threaded holes for installing and fastening the locking plate with two bolts.
In carriage axles with fastening of rolling bearings, using an attached washer, threaded holes for bolts are made at the ends of the journals (Fig. 1, b) in two versions: using three or four bolts. There are center holes at the ends of all types of axles (Fig. 1, d, f), serving to install and secure an axle or wheel pair in centers during processing on a lathe. The shape and dimensions of the center holes are standardized. The axles of wheel sets equipped with a disc brake, as well as the axles on which the installation of an undercar generator drive is provided, have mounting surfaces for installing brake discs or gearbox parts. The main dimensions and permissible loads for standard types of axles of broad gauge cars, except for electric and diesel train cars, are given in Table. 2.
Roller bearings with an outer diameter of 250 mm are installed on the journals of the RU1 and RU1SH axles.
For all types of axles, the distances between the centers of load application to the journals are the same and amount to 2036 mm. For freight cars with increased loads from the wheel pair on the rails up to 245 kN, a reinforced axle with increased diameters is provided.
INTERSTATE COUNCIL FOR STANDARDIZATION, METROLOGY AND CERTIFICATION
INTERSTATE COUNCIL FOR STANDARDIZATION, METROLOGY AND CERTIFICATION
INTERSTATE
STANDARD
General technical conditions
(ISO 1005-7:1982, NEQ)
Official publication
Standardinform
Preface
The goals, basic principles and basic procedure for carrying out work on interstate standardization are established by GOST 1.0-92 “Interstate standardization system. Basic provisions" and GOST 1.2-2009 "Interstate standardization system. Interstate standards, rules and recommendations for interstate standardization. Rules for development, adoption, application, updating and cancellation"
Standard information
1 DEVELOPED by the Open Joint-Stock Company "Scientific Research and Design-Technological Institute of Rolling Stock" (JSC "VNIKTI")
2 INTRODUCED by the Federal Agency for Technical Regulation and Metrology
3 ADOPTED by the Interstate Council for Standardization, Metrology and Certification (Protocol No. 40 of November 29, 2011)
4 This standard has been developed taking into account the main provisions of the international standard ISO 1005-7:1982 “Railway rolling stock. Part 7. Wheel sets for rolling stock. Quality requirements" (ISO 1005-7:1982 "Railway rolling stock materia - Part 7: Wheelsets for traction and trailing stock - Quality requirements", NEQ)
5 By Order of the Federal Agency for Technical Regulation and Metrology dated March 5, 2012 No. 14-st, the interstate standard GOST 11018-2011 was put into effect as the national standard of the Russian Federation on January 1, 2013.
For the Russian Federation, this standard fully implements the requirements of the technical regulation “On the safety of railway rolling stock” in relation to the object of technical regulation - wheel pairs of locomotives and motor-car rolling stock, as well as the requirements of the technical regulation “On the safety of high-speed railway transport” in relation to the object of technical regulation - wheel pairs of high-speed railway rolling stock:
4.3.2-4.3.13, 4.3.15, 4.3.17, 5.2.6, 5.3.4-5.3.7, 5.3.7.1-5.3.7.9 contain the minimum necessary safety requirements;
Subsection 6.5 sets out the rules for sampling to confirm compliance;
7.1.1, 7.1.2, 7.1.4, 7.1.5, 7.1.8, 7.1.10, 7.1.12-7.2, 7.3.4 establish methods for verifying the minimum necessary safety requirements.
6 INSTEAD GOST 11018-2000
Information about changes to this standard is published in the annually published information index “National Standards”, and the text of changes and amendments is published in the monthly published information index “National Standards”. In the event of revision (replacement) or cancellation of this standard, a corresponding notice will be published
in the monthly published information index “National Standards”. Relevant information, notifications and texts are also posted in the public information system - on the official website of the Federal Agency for Technical Regulation and Metrology on the Internet
© Standardinform, 2012
In the Russian Federation, this standard cannot be fully or partially reproduced, replicated and distributed as an official publication without permission from the Federal Agency for Technical Regulation and Metrology
1 Scope of application...................................................1
3 Terms and definitions...................................................2
4 Technical requirements...................................................4
5 Formation of a wheelset...................................................14
6 Acceptance rules...................................................17
7 Test methods...................................................20
8 Transportation and storage...................................................22
9 Manufacturer's guarantees...................................................22
10 Occupational safety requirements...................................................23
Appendix A (mandatory) Checking residual static and dynamic imbalances. . 24 Bibliography................................................... 25
INTERSTATE STANDARD
WHEELSETS OF TRAUCTIONAL ROLLING STOCK FOR 1520 MM GAUGE RAILWAYS
General technical conditions
Date of introduction - 2013-01-01
1 area of use
This standard establishes the requirements for the drive wheel pairs of locomotives (tenders), motor cars of motor-car rolling stock (traction rolling stock) of 1520 mm gauge railways, climatic version UHL according to GOST 15150.
This standard uses normative references to the following interstate standards:
GOST 8.051-81 State system for ensuring the uniformity of measurements. Errors allowed when measuring linear dimensions up to 500 mm
GOST 9.014-78 Unified system of protection against corrosion and aging. Temporary anti-corrosion protection of products. General requirements
GOST 12.0.003-74 System of occupational safety standards. Dangerous and harmful production factors. Classification
GOST 12.3.002-75 System of occupational safety standards. Production processes. General safety requirements
GOST 12.4.011-89 System of occupational safety standards. Protective equipment for workers. General requirements and classification
GOST 12.4.021-75 System of occupational safety standards. Ventilation systems. General requirements
GOST 15.309-98 System for developing and launching products into production. Testing and acceptance of manufactured products. Basic provisions
GOST 398-2010 Carbon steel tires for rolling stock of broad gauge railways and subways. Specifications
GOST 868-82 Indicator bore gauges with a division value of 0.01 mm. Specifications
GOST 1129-93 Sunflower oil. Specifications
GOST 2310-77 Steel hammers. Specifications
GOST 2789-73 Surface roughness. Parameters and characteristics
GOST 3225-80 Rough tires for locomotives of broad gauge railways. Types and times
GOST 4491-86 Cast wheel centers for rolling stock of 1520 mm gauge railways. General technical conditions
GOST 5000-83 Rough tires for wagons and tenders of 1520 mm gauge railways. Once
GOST 5267.10-90 Profile for bandage rings. Assortment
Official publication
GOST 5791-81 Industrial linseed oil. Technical specifications GOST 7931-76 Natural drying oil. Technical specifications GOST 8989-73 Hemp oil. Specifications
GOST 9378-93 Surface roughness samples (comparison). General technical conditions GOST 10791-2011 Solid-rolled wheels. Technical specifications GOST 11098-75 Brackets with a reading device. Technical specifications GOST 12503-75 Steel. Ultrasonic testing methods. General requirements GOST 12549-2003 Passenger carriages on 1520 mm gauge mainline railways. Coloring. Specifications
GOST 15150-69 Machines, instruments and other technical products. Versions for different climatic regions. Categories, operating, storage and transportation conditions regarding the impact of environmental climatic factors
GOST 18321-73 Statistical quality control. Methods for random selection of samples of piece goods
GOST 20415-82 Non-destructive testing. Acoustic methods. General provisions GOST 21105-87 Non-destructive testing. Magnetic particle method GOST 23479-79 Non-destructive testing. Optical view methods. General requirements GOST 25346-89 Basic standards of interchangeability. Unified system of admissions and landings. General provisions, series of tolerances and main deviations
GOST 30803-2002 Gear wheels for traction transmissions of traction rolling stock of mainline railways. Specifications
GOST 31334-2007 Axles for rolling stock of 1520 mm gauge railways. Specifications
GOST 31365-2008 Paint and varnish coatings for electric and diesel locomotives on 1520 mm gauge main railways. Specifications
GOST 31373-2008 Wheel pairs of locomotives and motor-car rolling stock. Calculations and strength tests
Note - When using this standard, it is advisable to check the validity of reference standards on the territory of the state according to the corresponding index of standards compiled as of January 1 of the current year, and according to the corresponding information indexes published in the current year. If the reference standard is replaced (changed), then when using this standard you should be guided by the replacing (changed) standard. If the reference standard is canceled without replacement, then the provision in which a reference is made to it is applied in the part that does not affect this reference.
3 Terms and definitions
The following terms with corresponding definitions are used in this standard:
3.1 wheel pair of locomotives and motor cars of motor-car rolling stock;
MVPS: An assembly unit consisting of an axle with running wheels fixedly mounted on it, as well as one or two gear wheels of the traction drive (axial gearbox), fingers of the twin drive and other parts, including a hollow shaft, axle bearing housing, axial bearings of the traction drive engine or gearbox, brake discs, axle bearings with labyrinth bushings (when installing axle boxes between the running wheels), which cannot be dismantled without dismantling the wheelset.
3.2 traction (railway) rolling stock; TPS: Including locomotives and MVPS, a set of types of railway rolling stock that have traction properties to carry out the transportation process.
Note - MVPS includes electric trains, diesel trains, diesel-electric trains and motor cars (rail buses) intended for the transportation of passengers.
3.3 wheel (running): An element of a wheel pair, which is a solid part or assembly unit, when rotated in direct contact with the rail, the TPS moves.
3.4 one-piece wheel (running): One-piece part of a wheel pair with a rim, a disk part and a hub.
3.5 composite wheel (running): An assembly unit of a wheel pair, consisting of a wheel center, a tire and a tire ring securing it.
3.6 wheel hub: The central part of a solid wheel or wheel center with a hole that forms a seating surface for a fit with guaranteed interference, preventing rotation on the axle under the influence of permissible loads.
Note - The hub may have an extended projection (extended hub) to form a seating surface for installing a gear wheel (and other parts) on it.
3.7 wheel rim: The outer thickened part of a solid wheel, which has a special profile that ensures its contact with the rail and specified contact conditions.
3.8 tire: A part of a composite wheel that has a special profile that ensures its contact with the rail and specified contact conditions.
3.9 tire support collar: Part of the tire located between the outer side surface of the tire and the inclined surface associated with the seating surface of the tire, designed to support the side part of the wheel center rim.
3.10 pressure collar of the bandage: Part of the bandage located between the inner side surface of the bandage and the recess for the bandage ring, designed to fix the bandage ring in the groove of the bandage.
3.11 wheel center: Part of a composite wheel with a rim, a disk or spoke part and a hub.
3.12 wheel center rim: The outer thickened part of the wheel center designed to fit the tire.
3.13 bandage ring: A part designed to secure the bandage to the wheel center.
3.14 gear: A solid part or assembly unit that is a gear unit with a closed system of teeth that ensures continuous movement of another gear unit (wheel).
finished axle: An axle that has been finally machined, subjected to roller hardening along its entire length, and has undergone ultrasonic and magnetic testing.
[GOST 31334-2007, article 3.2]_
3.16 variability of diameter in the cross section of the landing surface: The difference between the largest and smallest unit diameters measured in the same cross section.
3.17 tolerance for variability of diameter in the cross section: The greatest permissible variability of diameter in the cross section.
3.18 variability of diameter in the longitudinal section of the landing surface: The difference between the largest and smallest unit diameters measured in the same longitudinal section.
3.19 tolerance for variability of diameter in the longitudinal section: The greatest permissible variability of diameter in the longitudinal section.
3.20 formation of a wheel pair: The technological process of installing wheels, a gear (one or two) and other parts onto the axle using thermal or press fit.
3.21 fretting corrosion: A physical and chemical process, a type of metal corrosion at the points of contact between tightly compressed or rolling mating surfaces of parts, if, as a result of deformation of their surfaces, microscopic displacements occur under conditions of exposure to a corrosive environment, for example air, moisture.
3.22 pin of a wheel pair of locomotives with a twin drive: A part installed in the running wheel and designed to transmit torque from the drive mechanism to the wheel pair.
3.23 rough: Part of the surface of a part with the roughness of the original workpiece or a previous operation of the technological process.
3.24 brake disc: An element of a wheel pair designed for braking traction rolling stock and installed on the middle part of the axle or on the sides of the wheel disks if such a braking scheme is used.
3.25 hollow shaft: A traction drive element that covers the middle part of the wheelset axle and transmits torque from the wheelset gear.
4 Technical requirements
4.1 The wheelset (see Figures 1-3) must consist of:
From solid or hollow axle:
with journals for axle bearings located outside the wheels or between them,
with pre-hub and hub surfaces for running wheels,
with a smooth middle part and (or) with landing parts for gear wheels, axial bearings of the traction motor, gearbox, brake discs or any other parts mounted on the axle between the wheels;
Of two running wheels:
solid (rolled, stamped, forged, cast),
composite with wheel centers (rolled, stamped, forged, cast), tires and bandage rings securing them;
From a gear wheel (one or two, except for wheel pairs of locomotives with a twin drive):
a) whole,
b) composite: ring gear, hub and other connecting parts between them;
From other parts or assemblies, including axial bearings of the traction motor or gearbox, axle bearing housings, brake discs mounted on the sides of the wheel disks, a hollow shaft that is located between the wheels and cannot be dismantled without dismantling the wheel pair, as well as brake discs installed on wheels.
4.2 Wheelset parts intended for assembly must meet the technical requirements:
Axles - GOST 31334;
Solid-rolled wheels - GOST 10791;
Cast wheel centers - GOST 4491;
Bandages - GOST 398, GOST 3225*;
Bandage rings - GOST 5267.10;
Gears - GOST 30803**;
Rolled and stamped wheel centers and other parts of the wheel pair - according to a regulatory document (ND), approved in the prescribed manner.
Gear
Skating circle
A is the distance between the inner ends (edges) of the tires (rims) of the wheels; B is the width of the tire (rim) of the wheel; C is the distance between the thrust end of the pre-hub part of the axle and the inner end of the tire (rim) of the wheel; D is the diameter of the wheels along the rolling circle; E-tolerance for radial runout of the wheel rolling circle; G - tolerance for axial runout of the inner end of the bandage
Figure 1 - Wheelset with one gear on the axle
* GOST R 52366-2005 is in force on the territory of the Russian Federation (hereinafter).
** GOST R 51175-98 is in force on the territory of the Russian Federation (hereinafter).
Gear wheels Rolling circle
A is the distance between the inner ends (edges) of the tires (rims) of the wheels; B is the width of the tire (rim) of the wheel; C is the distance between the thrust end of the pre-hub part of the axle and the inner end of the tire (rim) of the wheel; D is the diameter of the wheels along the rolling circle; E - tolerance for radial runout of the wheel's rolling circle; G - tolerance for axial runout of the inner end of the tire (rim) of the wheel; B - geometric axis of the wheelset; K - plane of symmetry of the axis; T - symmetry tolerance of dimension A relative to plane K (in diametrical terms)
Figure 2 - Wheelset with two gears on extended wheel hubs
Brake discs
A is the distance between the inner ends (edges) of the tires (rims) of the wheels; B is the width of the tire (rim) of the wheel; C is the distance between the thrust end of the pre-hub part of the axle and the inner end of the tire (rim) of the wheel; D - wheel diameter along the rolling circle; E - tolerance for radial runout of the wheel's rolling circle; G - tolerance for axial runout of the inner end of the bandage
(rim) wheels; B - geometric axis of the wheelset
Figure 3 - Wheelset with axial gearbox and disc brakes
4.2.1 Axle requirements
4.2.1.1 The roughness parameter Ra* of the axle surfaces must be:
Journals for rolling bearings and hub parts of wheels - no more than 1.25 microns;
Journals for axial plain bearings for TPS with design speed v K:
no more than 100 km/h - no more than 1.25 microns;
more than 100 km/h - no more than 0.63 microns;
The middle part - no more than 2.5 microns;
Hub parts for gears and brake discs - no more than 1.25 microns;
for thrust rolling and sliding bearings - no more than 2.5 microns;
non-working - no more than 6.3 microns;
Galteley:
bearing journals - no more than 1.25 microns;
axial necks - no more than 2.5 microns.
For hollow axes, the roughness parameter Ra of the surface of the central hole should be no more than 6.3 microns.
4.2.1.2 The tolerance for variability of the diameter** of the axis in the transverse and longitudinal sections should be, mm, no more than:
0.015 - for journals for rolling bearings;
0.05 - for journals for axial sliding bearings;
0.05 - for wheel hub parts, in the case of a cone, the larger diameter should be facing the middle of the axle;
0.05 - for the hub parts for gear wheels or for the hubs of ring gears and brake discs;
0.03 - for the pre-hub parts for the thrust rings of axle bearings.
4.2.1.3 The tolerance for radial runout when checking in the centers of the axle journals for rolling and sliding bearings, hub parts of wheels, brake discs and gears should be no more than 0.05 mm.
4.2.1.4 Tolerance of runout of the thrust ends of the pre-hub parts of the axle when checking at centers of more than 0.05 mm is not allowed.
4.2.1.5 The axle must be subjected to ultrasonic testing for the presence of internal defects and soundability in accordance with GOST 20415 and magnetic testing of surface defects in accordance with GOST 21105.
Requirements for permissible and unacceptable defects detected during ultrasonic and magnetic testing, and requirements for the soundability of axes - in accordance with GOST 31334.
4.2.1.6 The surfaces of the axle journals, pre-hub, hub and middle parts, as well as the transition fillets from one part of the axle to another must be hardened by rolling rollers in accordance with GOST 31334.
4.2.2 Requirements for the wheel and wheel center
4.2.2.1 The difference in hardness values of the rims of solid wheels or tires of composite wheels for one wheel pair of more than 24 HB units is not allowed.
4.2.2.2 The difference in the width of the wheel tire (rim) (see Figures 1, 2 and 3, size B) of more than 3 mm is not allowed.
4.2.2.3 The roughness parameter Ra of the landing surfaces must be:
Wheel hub or wheel center holes:
with the thermal formation method - no more than 2.5 microns;
with the press forming method - no more than 5 microns;
The outer surface of the wheel center for the fit of the bandage is no more than 5 microns;
The inner seating surface of the bandage is no more than 5 microns;
Extended hub for gear fit - no more than 2.5 microns.
** Hereinafter, it is allowed to measure the deviation from steepness instead of the variability of the diameter in the cross section, and instead of the variability of the diameter in the longitudinal section to measure the profile of the longitudinal section. The tolerance for the steepness and profile of the longitudinal section should be 0.5 of the tolerance value for the variability of diameter in the transverse or longitudinal section.
4.2.2.4 Diameter variability is not permitted:
For wheel hub or wheel center hole:
more than 0.05 mm - in cross section;
more than 0.05 mm - in the longitudinal section; in the case of a cone, the larger diameter should face the inner end of the hub;
For the outer surface of the wheel center for fitting the band:
0.2 - in cross section;
0.1 - in the longitudinal section, in the case of a cone, the direction of the taper of the outer surface of the wheel center must coincide with the direction of the taper of the inner seating surface of the tire, and the difference in the tolerance values for the variability of the diameter of the seating surfaces in the longitudinal section must be no more than 0.05 mm.
4.2.2.5 The upper and lower limit deviations from the nominal value of the mating diameter of the axle and wheel hub (wheel center) are not allowed by more than plus 2 and minus 1 mm, respectively. The difference in the thickness of the wheel hub (wheel center) at the ends, measured in the radial direction, except for the elongated part of the hub, is no more than 5 mm along the perimeter of the circle.
4.2.2.6 On a wheel center with an elongated hub for fitting a gear, the hole in the hub of the wheel center is bored after the gear (the hub of a composite gear) is seated relative to the axis of the pitch circle of the gear, while allowing for the coaxiality of the axis of the hole in the hub of the wheel center and the pitch circle of the gear - no more than 0.15 mm.
4.2.2.7 The locations of holes in the disc part of the wheel for fastening brake discs must be located taking into account minimizing stresses from operational loads.
4.2.2.8 On the inner seating surface of the bandage up to 10 mm wide, located at the thrust collar and at the recess for the bandage ring, roughs are not allowed. On the remaining part of this surface, no more than two drafts are allowed with a total area of no more than 16 cm 2 with a maximum length of the draft not exceeding 40 mm.
4.2.2.9 The radii of mating elements of the profile of the groove of the bandage under the bandage ring must be at least 2.5 mm, the radius of the mating of the seating surface and the thrust collar must be at least 1.5 mm. The roughness parameter Ra of the surfaces of the groove under the bandage ring and under the thrust collar should be no more than 10 microns. The edges of the recess for the bandage ring, facing the inner seating surface of the bandage and the thrust collar, must have chamfers measuring 1.5 mm at an angle of 45°. Instead of chamfers, it is allowed to round edges with a radius of 2 mm.
4.2.2.10 The tolerance for variability in the diameter of the seating surface of the bandage in the cross section should be no more than 0.2 mm, in the longitudinal section - no more than 0.1 mm. In the case of a taper, the direction of the taper must comply with the requirements for the mating surface of the wheel center in 4.2.2.4.
4.2.2.11 Upper and lower deviations from the nominal value of the mating diameter of the tire and wheel center are not allowed by more than plus 3 and minus 1.5 mm, respectively.
4.2.2.12 Cast wheel centers and solid-rolled wheels must be subjected to ultrasonic testing in accordance with GOST 4491 and GOST 10791, respectively. Rolled, stamped and forged wheel centers must be subjected to ultrasonic testing in accordance with approved regulatory documentation.
By agreement with the consumer, it is allowed to control surface defects using magnetic particle or acoustic methods in rolled and stamped wheel centers, cast wheel centers, and solid wheels.
4.2.2.13 The bandage must be subjected to ultrasonic testing in accordance with GOST 398, as well as magnetic testing for the absence of defects (longitudinal and transverse cracks, hairlines, films, delaminations, etc.) on the internal seating surface.
4.2.2.14 Solid wheels and wheel centers of locomotives with a design speed of over 100 to 160 km/h (up to 130 km/h for MVPS wheel sets) must be subjected to static balancing, except for wheel centers for wheel sets subject to dynamic balancing. The residual imbalance of the solid wheel and wheel center must be no more than 12.5 kg cm. The location of the unbalanced mass must be marked on the rim of the wheel or wheel center with the number “0” with a height of 8 to 10 mm.
4.2.2.15 The tire is seated on the wheel center using the thermal method with a tension from 1.2-10 -3 to 1.6-10 -3 of the wheel center rim diameter. The shrinkage of the wheel center rim due to plastic deformations after assembly should be no more than 20% of the interference determined before formation.
4.2.2.16 The temperature of the tire before landing on the rim of the wheel center must be from 220 °C to 270 °C. During the heating process, it is necessary to register on a stored storage medium a graph of the temperature change (heating diagram) of the bandage over time, and also to ensure automatic shutdown of the heater when the maximum permissible temperature is reached.
4.2.2.17 The bandage ring is inserted into the groove of the bandage with the thickened side at a bandage temperature of not lower than 200 °C and the pressure collar of the bandage is finally compressed with a force of 44 10 4 to 49 10 4 N (from 45 to 50 tf) at a temperature of at least 100 °C. After pressing the clamping collar, the bandage ring should be tightly clamped in the recess. The gap between the ends of the bandage ring is allowed to be no more than 2 mm.
4.2.2.18 After completion of compression, the pressure collar of the tire must be processed to a diameter corresponding to the outer (fitting) diameter of the wheel center rim with maximum deviations of + 0.2 mm, at a length of (7 + 1) mm from the inner end of the tire, with traces of processing on the bandage ring are not allowed.
4.2.2.19 To control the absence of rotation of the tire on the wheel center during operation, after the tire is seated, control marks are applied on the outer ends of the tire and the rim of the wheel center on the same straight line along the radius of the composite wheel. Control marks in the form of four to five cores with a depth of 1.5 to 2.0 mm with equal intervals between the cores of at least 5 mm are applied no closer than 10 and no further than 45 mm from the inner diameter of the edge of the thrust collar of the bandage. A control mark on the rim of the wheel center in the form of a groove with a depth of 0.5 to 1.0 mm and a length of 10 to 20 mm is applied with a blunt tool.
To control the minimum thickness of the rim of a solid wheel, an annular groove in the form of a groove 6 +1 mm wide and 2 +1 mm deep should be applied to the outer end of the rim in accordance with Figure 4.
D - maximum diameter of a wheel with a worn rim
Figure 4 - Annular groove
4.2.2.20 Control stripes with a width of 30 to 40 mm are applied along the control marks:
The bandage has red enamel throughout the entire thickness of the bandage;
The rim of the wheel center is white (yellow).
4.2.3 Requirements for a gear (solid or composite)
4.2.3.1 The roughness parameter Ra of the surface of the hole of a gear wheel or the hub of a composite gear wheel before landing on the axle or extended hub of the wheel center should be, μm, no more than:
2.5 - with the thermal method;
5 - with the pressing method.
4.2.3.2 The tolerance for variability in the diameter of the hole of a gear wheel or hub of a composite gear wheel in the transverse and longitudinal sections should be no more than 0.05 mm. In the case of a tapered™, the direction of the taper must correspond to the direction of the taper of the seating surface of the axle or extended wheel center hub.
4.2.3.3 The teeth of the gear wheel (rim) must be subjected to magnetic testing for the absence of surface defects in accordance with GOST 30803.
4.2.3.4 At the customer’s request, the gear wheels of locomotive wheel sets with a design speed of over 100 to 160 km/h (up to 130 km/h for MVPS wheel sets) must be subjected to static balancing. The residual imbalance should be no more than 12.5 kg cm. The location of the unbalanced mass should be marked with a marking - the number “0” with a height of 8 to 10 mm.
4.3 Requirements for the wheelset
4.3.1 Nominal basic dimensions of the wheelset (see Figures 1, 2, 3):
B = 140 mm - for locomotives (B = 150 mm - for tires without ridge);
B = 130 mm - for MVPS;
C - according to technical documentation;
Composite wheels of locomotives - according to GOST 3225;
Solid-rolled MVPS wheels - according to technical specifications or drawings;
Composite wheels MVPS - according to GOST 5000.
4.3.2 Parameters of the rim profiles of solid wheels and wheel tires according to:
Figure 5 - for wheel sets of locomotives with a design speed of up to 200 km/h;
Figure 6 - for MVPS wheel sets with a design speed of up to 130 km/h.
Figure 6 - Profile of the rim of a solid wheel or tire of an assembled wheel of MVPS wheelsets
It is allowed, by agreement between the manufacturer and the customer and the owner of the infrastructure*, to use the profile of tires (rims) of wheels with other parameters (including wheels without a flange), taking into account not exceeding the permissible impact on the track.
For locomotives and MVPS with a design speed of up to 200 km/h inclusive, it is not allowed to increase the value of the nominal width of the rim of a solid wheel or the tire of an assembled wheel in a wheel pair (see Figures 1, 2 and 3, size B) by more than 3 mm, but to reduce - more than 2 and 1 mm, respectively; for wheel sets of TPS with design speed over 200 km/h - + 1 mm.
Deviations of other sizes are according to quality 14 (GOST 25346).
4.3.3 Permissible deviation from the nominal value of the diameter along the rolling circle:
Tires for locomotive wheel sets in accordance with GOST 3225;
Tires for MVPS wheel sets and tenders according to GOST 5000.
For TPS with a design speed of no more than 200 km/h, the difference in wheel diameters in the plane of the rolling circle for one wheel pair should be no more than 0.5 mm.
For wheel pairs of TPS with a design speed of over 200 km/h, the difference in wheel diameters in the plane of the rolling circle for one wheel pair of more than 0.3 mm is not allowed.
4.3.4 The tolerance for radial runout of the wheel rolling circle (see Figures 1, 2 and 3, value E) when checking at the centers (axis B) for the TPS should not be, mm, more than:
0.5 - at v K no more than 120 km/h;
0.3 - at v K more than 120 km/h.
4.3.5 The distance between the inner ends of the wheel tires (rims) (size L) for the TPS should be:
(1440!h) mm - P R I v k no more than 120 km/h;
(1440 + 1) mm - at v K more than 120 km/h.
4.3.6 The tolerance for the axial runout of the inner ends of the tires (rims) of the wheels (D) when checking at the centers (axis B) for the TPS should not exceed, mm:
1.0 - at v K no more than 120 km/h;
0.8 - at v K over 120 km/h up to 160 km/h inclusive;
0.5 - at v K over 160 km/h up to 200 km/h inclusive;
0.3 - at v K over 200 km/h.
4.3.7 The roughness parameter Ra of the surfaces of the rolling profile and wheel flanges of wheel sets of TPS with a design speed of no more than 200 km/h should not be more than 10 microns, the inner ends of the wheel tires (rims) should not be more than 20 microns.
* In the Russian Federation, the owner of the infrastructure is determined by federal law in the field of railway transport.
For TPS wheel pairs with a design speed of over 200 km/h, the roughness parameter Ra of the rolling profile surfaces, wheel flanges, the inner surface of wheel tires (rims), as well as the disk part and wheel hub should not be more than 6.3 microns.
4.3.8 At the inner ends of the wheel tires of wheel pairs of TPS with a design speed of no more than 120 km/h, dispersed roughs with a depth of no more than 1 mm are allowed, not extending beyond the radius of mating with the wheel flange. The total area of drafts is no more than 50 cm2.
4.3.9 The difference in distances from the inner ends of the tires (rims) of the wheels to the thrust ends of the under-chair parts of the axle (see Figures 1, 2 and 3, size difference C) for one wheel pair should not exceed 2.0 mm at a design speed of up to 200 km /h inclusive.
For wheel pairs of TPS with a design speed of over 200 km/h, the difference in dimensions C for one wheel pair should not exceed 1.0 mm.
The symmetry tolerance T of the distance between the inner ends of the wheel tires (rims) must be equal to the value of the tolerance field for size L according to 4.3.5 when using the center of the axle as a base (see Figure 2, base K).
4.3.10 Wheel pairs with a gear (gear wheels) fixedly mounted on an axle (extended hub of the wheel center) for locomotives with a design speed of over 100 to 120 km/h (up to 130 km/h for MVPS wheel pairs) are subjected to testing for residual static imbalance. The value of the residual static imbalance of the wheelset must be no more than 25 kg cm. It is allowed for the value of the residual static imbalance for wheel pairs to be ensured when forming them, taking into account the requirements of 5.1.3.
It is permissible to replace the test for residual static imbalance of wheel pairs with a test for residual dynamic imbalance. The value of the residual dynamic imbalance of the wheelset should be no more than 25 kg cm in the plane of each wheel of the wheelset.
4.3.11 For wheel sets of locomotives with a design speed of over 100 to 120 km/h with a gear (gears) fixedly mounted on an axis (extended hub of the wheel center) and with axle bearing housing fixed with the possibility of its rotation relative to the axis, the value of the residual static imbalance must be ensured when forming the wheelset. Wheel center imbalances are located in the same plane on one side of the wheelset axis. The total value of the residual static imbalance of the wheel centers should be no more than 25 kg cm.
It is permissible to replace the test for residual static imbalance of wheel pairs with a test for residual dynamic imbalance.
4.3.12 Wheelsets with a gear wheel fixedly fixed to the axle for locomotives with a design speed of over 120 km/h (over 130 km/h for MVPS wheelsets) are tested for residual dynamic imbalance.
The value of the residual dynamic imbalance in the plane of each wheel of the wheel set for locomotives should not exceed, kg cm:
12.5 - at v K over 120 to 160 km/h inclusive;
7.5 - at v K over 160 to 200 km/h inclusive.
The value of the residual dynamic imbalance in the plane of each wheel for MVPS wheel pairs should not exceed, kg cm:
25 - at v K over 130 to 160 km/h inclusive;
For TPS wheel sets with a design speed of over 200 km/h, the value of the residual dynamic imbalance in the plane of each wheel should not exceed 5.0 kg cm.
4.3.13 A wheel pair of a TPS, on which the gear wheel is installed in a bearing support, enclosing the axis of the wheel pair and mounted on a traction motor, and the transmission of torque to the wheel pair is carried out through a hollow shaft or an axial gearbox, capable of relative movement in the longitudinal and transverse directions relative to the axis of the wheelset, are checked for residual dynamic imbalance when fixing the bearing support with the gear in the middle position relative to the axis. The value of residual dynamic imbalance is in accordance with 4.3.12.
It is permissible to subject such a wheel pair to check for residual static imbalance and provide the value of static imbalance separately for the constituent elements of the wheel pair (wheel centers of composite wheels, drive parts of the wheel pair connected to the wheel pair
trom located on the side opposite the gear) when forming it taking into account the requirements of 5.1.3.
The total value of the residual static imbalance of the wheelset should not exceed, kg - cm:
25 - at v K over 120 to 160 km/h inclusive;
15 - at v K over 160 to 200 km/h inclusive.
4.3.14 Paint and varnish coatings of wheel sets of locomotives and tenders - in accordance with GOST 31365, wheel sets of MVPS - in accordance with GOST 12549.
For TPS wheel sets with a design speed of more than 200 km/h, the disc parts of the wheels and open parts of the axle must be protected with an anti-corrosion coating.
4.3.15 The electrical resistance between the tires (rims) of the wheels of a wheelset must be no more than 0.01 Ohm.
4.3.16 The use of a wheel center with a disk part in wheel pairs, the deformation of the shape of which causes during operation the tolerances on the distance between the inner ends of the wheel tires (dimension A, 4.3.5) to be exceeded due to heating of the elements of the wheel pair during prolonged and/or intense braking with brake pads on the rolling surface of the bandages, reducing the thickness of the bandages due to wear and repair turning of the rolling surface of the bandages is not allowed.
4.3.17 The permissible safety factor for the fatigue resistance of the axle and wheel as part of a wheel pair for a specific TPS, taking into account the effect of technological and operational loads - in accordance with GOST 31373.
4.3.18 Probability (calculated) of failure-free operation of the axle and wheel as part of a wheel pair for a specific TPS, taking into account the effect of technological and operational loads - according to GOST 31373.
4.3.19 Endurance limit of the axle and wheel as part of a wheel pair for a specific TPS, taking into account the effect of technological and operational loads - in accordance with GOST 31373.
4.3.20 The permissible safety factor for the static strength of the axle and wheels as part of a wheel pair, taking into account the effect of technological and operational loads, is in accordance with GOST 31373.
4.4 Marking
Marking and branding of axles of MVPS wheel sets - in accordance with GOST 31334.
The marking of the axles of locomotive wheel pairs after formation and the branding after acceptance tests are applied on the right end of the axle according to Figure 7.
With a one-way drive, the right end is considered to be the end of the axle on the side of the gear wheel. With a double-sided drive or a symmetrical arrangement of the gear wheel, marking and branding are performed on any end free for branding and marking. Such an end with markings and branding is considered right.
When confirming compliance after certification, wheel sets are marked with a mark of market circulation in places where stamps related to the repair of the wheel set are placed, as well as in the wheel set registration form. If the design features of the wheelset do not allow marking of the mark of market circulation on the end of the axle, the sign of market circulation is placed on another surface specified in the technical documentation or only in the form.
a) For axles with plain and rolling bearings without end fastening with a nut
b) For axles with rolling bearings with end fastening with a nut
c) For axles with rolling bearings with end-mounted washer
Zone / (applied during the manufacture of the axle)
1 - conventional number or trademark of the manufacturer of the untreated axle; 2 - month and year (last two digits) of manufacturing the rough axle; 3 - serial number of heat and axis number; 4 - marks of technical control of the manufacturer and the acceptance representative, who checked the correctness of the marking transfer and accepted the finishing axle; 5 - conventional number or trademark of the manufacturer that processed the rough axle
Zone // (applied when forming a wheelset)
6 - designation of the method of forming a wheel pair [FT - thermal, F - press, TK - combined with the thermal method of landing the wheel (wheel center) and the press method of landing the gear on the axle, TZ - combined with the thermal method of landing the gear and the press method of landing wheels (wheel center) to the axle]; 7 - conventional number or trademark of the enterprise that produced the wheelset; 8-month and year of wheel pair formation; 9 - marks of technical control of the manufacturer and the acceptance representative who accepted the wheelset; 10 - balancing mark
Note - If the ends of the axles are working elements of the axle box assembly design, then markings and stamps are stamped on the cylindrical surface of the shoulders or other non-working surface indicated on the working drawing; height of numbers and letters from 6 to 10 mm.
Figure 7 - Marking and branding of wheel pair axles
4.5 Requirements for accompanying documentation
A form is included with each wheel set. The wheelset form indicates:
Type (name);
Name and reference number of the manufacturer;
Date of manufacture;
Date and number of the acceptance certificate by the manufacturer;
Designation of the wheel pair drawing;
Data on axles, solid wheels or wheel centers and tires (casting manufacturer, heat number);
Manufacturer and designation of the drawing of the axle, solid wheels or wheel centers and tires;
Initial dimensions of the main parts of the axle (diameters of journals for rolling and sliding bearings, pre-hub and hub parts, diameter of the middle part of the axle), landing diameters of wheel hubs or wheel centers, outer landing diameters of wheel centers and internal diameters of tires, wheel diameters along the tread circle and thickness ridges, as well as the thickness of the bandages.
The wheel set form must contain pages to indicate the inspections and repairs carried out at the depot or repair plant (date, type of repair, mileage, actual dimensions).
The form for the wheel pair must be accompanied by a form for the gear(s).
5 Formation of the wheelset
5.1 General provisions
5.1.1 The wheelset should be formed by thermal, pressing or a combined method.
5.1.2 With the combined method of forming a wheel pair, wheels (wheel centers) and brake disc hubs are installed on the axle using the pressing method, and the gear wheel is installed using the thermal method. Other combinations of methods for forming the constituent elements of a wheel pair are allowed.
5.1.3 When forming wheel sets of TPS with a design speed of over 100 km/h, the unbalanced masses of the wheel centers should be located in the same plane on one side of the axle.
5.1.4 The design of the wheel pair must provide channels for supplying oil under pressure to the connection area of the wheel, gear (gear hub) and brake disc hub with the axle for breaking up the wheel pair (oil removal).
5.2 Thermal forming method
5.2.1 Wheel sets are formed by the thermal method in accordance with the requirements of ND*, approved in the prescribed manner.
5.2.2 Local heating of a solid wheel hub, gear or wheel center assembled with a tire is not allowed.
From 0.85 10 _3 to 1.4 10 _3 diameters of mating parts for hubs of wheel centers and wheels;
From 0.5 10 -3 to 1.0 10 -3 diameters of mating parts for gear hubs and brake discs.
5.2.4 The seating surface of the axle must be covered with an anti-corrosion coating.
As an anti-corrosion coating for the axle mounting surfaces, it is recommended to use natural drying oil in accordance with GOST 7931 or heat-treated vegetable oil (sunflower in accordance with GOST 1129** or linseed in accordance with GOST 5791). It is allowed to use other anti-corrosion coatings that have passed tests for resistance to fretting corrosion of mating parts and do not reduce the fatigue strength of the axle.
5.2.5 Before forming, parts installed on the axle, except for gears, are uniformly heated to a temperature of 240 °C to 260 °C and the heating diagram is recorded. The heating temperature of gears made of alloy steel is no more than 200 °C, gears of steel grade 55 (F)*** is no more than 260 °C. The heating temperature of gears containing non-metallic elastic elements should be no more than 170 °C.
* On the territory of the Russian Federation, these requirements are established in GOST R 53191-2008.
** GOST R 52465-2005 is in force on the territory of the Russian Federation (hereinafter).
*** On the territory of the Russian Federation, these requirements are established in GOST R 51220-98.
5.2.6 After completion of the formation by the thermal method and cooling of the assembled wheelset to a temperature not exceeding the ambient temperature by more than 10 °C, the strength of the connection of the elements of the wheelset for the TPS with a design speed of no more than 200 km/h must be checked for shear of the control axial load:
(636 + 20) kN [(65 + 2) tf] - for every 100 mm of the diameter of the hub parts of the axle for mounting running wheels or wheel centers for locomotive wheel sets;
(568 + 20) kN [(58 + 2) tf] - for every 100 mm of the diameter of the hub parts of the axle for mounting running wheels or wheel centers for MVPS wheel sets;
(432 + 20) kN [(44 + 2) tf] - for every 100 mm of the diameter of the hub parts of the axle for fitting a gear wheel or the hub of a compound gear wheel (one or two) for wheel pairs of locomotives with a nominal wheel diameter along the rolling circle of at least 1200 mm;
(294 + 20) kN [(30 + 2) tf] - for every 100 mm of the diameter of the hub parts of the axle for fitting a gear wheel or the hub of a compound gear wheel (one or two), a brake disc hub (one or two) for wheel pairs of the TPS with a nominal wheel diameter of up to 1200 mm;
(245 + 20) kN [(25 + 2) tf] - for every 100 mm of the diameter of the extended hub of the wheel center for the gear seat.
It is allowed to increase the established maximum value of the control axial load by 10%, taking into account the established interference.
It is allowed to check the fit of the gear on the extended hub of the wheel center with a control torque of (9.8 + 0.8) kN m [(1.0 + 0.08) tf m] per square of every 100 mm of the diameter of the extended hub of the wheel center. After landing the gear on the elongated hub of the wheel center, a control mark is applied to the plane adjacent to the landing surface. The control mark is applied with a blunt instrument in the form of a groove no more than 0.5 mm deep and no more than 10 mm long.
For TPS wheel pairs with a design speed of over 200 km/h, the control axle load in kilonewtons should be taken in the range of 5.2 - 5.8 d (d is the diameter of the hub part of the axle, mm) in accordance with the interference fits established in the design documentation for this connection (running wheel, wheel center, gear wheel, compound gear hub, brake disc hub with axle).
Shift or rotation (displacement of control marks) in the connection is not allowed.
5.3 Press formation method
5.3.1 Parts installed on the axle (wheels, wheel centers or wheel centers assembled with tires, gears, brake disc hubs) and the axle must have the same temperature before pressing. The wheel temperature is allowed to exceed the axle temperature by no more than 10 °C.
5.3.3 The seating surfaces of the axle and parts installed on the axle must be covered with an even layer of natural drying oil in accordance with GOST 7931 or thermally treated vegetable oil (hemp in accordance with GOST 8989, linseed in accordance with GOST 5791 or sunflower in accordance with GOST 1129) oil. It is allowed to use other anti-corrosion coatings that have passed tests for resistance to fretting corrosion of mating parts and do not reduce the fatigue strength of the axle.
5.3.4 Pressing parts onto the axle and checking for shear with a control-axial load is carried out on a hydraulic press. The press must be equipped with a calibrated device for monitoring the force and an automatic recording device that records on paper or electronic media a diagram of the pressing force of the wheel (wheel center), gear, brake discs relative to the seat during the entire pressing operation.
The accuracy class of a recording instrument must be no less than 1.5%, the error of the chart stroke must be no more than 2.5%, the thickness of the recording line must be no more than 0.6 mm, the width of the chart tape must be no less than 100 mm, the length scale of the recording must be not less than 1:2, the height of the diagram 1 mm should correspond to a force of no more than 24.5 kN (2.5 tf).
5.3.5 The pressing of wheels (wheel centers) onto an axle and the pressing of gear wheels onto an axle or wheel center (brake discs) for wheel pairs of TPS with a design speed of no more than 200 km/h is carried out with final pressing forces, which must correspond to those indicated in the table 1, at a hydraulic press plunger speed of no more than 3 mm/s.
Table 1 - Final pressing forces when forming a wheelset using the pressing method
* When pressed onto an extended wheel center hub.
** In the numerator the values are for wheelsets with a wheel diameter in the rolling circle up to 1200 mm, in the denominator - over 1200 mm.
5.3.6 The pressing of wheels, brake discs and gears onto the axle for TPS wheel pairs with a design speed of over 200 km/h is carried out at a diameter d in millimeters with final pressing forces in kilonewtons in the range from 3.9 to 5.8 d at a length mating from 0.8 d to 1.1 d.
5.3.7 A normal pressing indicator diagram should have the shape of a smooth curve, somewhat convex upward, increasing along the entire length from the beginning to the end of pressing. Template - diagram of pressing of wheel pairs is shown in Figure 8.
The following deviations from the normal form of the pressing diagram are allowed.
R. - 01Р ■ "min w,ll min
1 - field of satisfactory pressing diagrams;
2 - maximum curve; 3 - minimum curve; P-pressing force, kN; P max, P t\n - respectively max-
49.0 maximum and minimum final pressing forces into
0 in accordance with table 1; L - theoretical length of dia
grams, mm
Figure 8 - Template - pressing diagram
5.3.7.1 At the initial point of the diagram (the zone of transition of the conical part to the cylindrical part), an abrupt increase in force of no more than 49 kN (5 tf) followed by a horizontal section of no more than 5% of the theoretical length of the diagram L.
5.3.7.2 The presence of areas or depressions on the diagram at the locations of recesses for oil channels on the hubs, the number of which must correspond to the number of recesses.
5.3.7.3 Concavity of the diagram with a continuous increase in force, provided that the entire curve, except for the areas and depressions specified in 5.3.7.2, is placed above the straight line connecting the beginning of the curve with the point indicating on this diagram the minimum permissible force P min for a given type of axle.
5.3.7.4 A horizontal straight line on the diagram at the end of pressing at a length not exceeding 15% of the theoretical length of diagram L, or a drop in force of no more than 5% of pressing force Pmax at a length not exceeding 10% of the theoretical length of diagram L.
5.3.7.5 An abrupt increase in force at the end of the diagram, if the design of the wheelset or the formation technology provides for a landing to the stop in any element.
5.3.7.6 Fluctuation of force at the end of pressing with an amplitude of no more than 3% of the pressing force Р max over a length not exceeding 15% of the theoretical length of the diagram L when pressing wheels with an extended hub.
5.3.7.7 Deviation from measurement accuracy of up to 20 kN (2 tf) when determining the maximum maximum force according to the diagram.
5.3.7.8 If the final pressing force of wheel pairs is up to 10% less than or greater than the limit value of the range established in Table 1 (without taking into account the permissible stepwise increase in force in 5.3.7.5), the manufacturer, in the presence of the customer, must check the press fit by applying a test axial load three times in the opposite direction from the pressing force. To check the reduced final pressing force, the reference axial load must be equal to 1.2 times the actual pressing force. To check the increased final pressing force, the control axial load must correspond to the maximum pressing force according to table 1.
5.3.7.9 The actual length of the pressing diagram must be at least 85% of the theoretical length of the diagram L, mm, which is calculated using the formula
L = (C + L 2)i,
where L 1 is the length of the contact area of the wheel center hub with the axle, mm;
/_ 2 - additional advancement of the hub (if provided for in the design documentation), mm;
/ - length scale of the diagram.
The actual length of the press-in diagram for the brake disc hub must be at least 105 ⁄".
5.3.7.10 If an unsatisfactory diagram is received or the value of the final pressing force does not correspond to that established in Table 1, it is allowed to press the wheel (wheel center) onto the axle again (no more than two times) without additional mechanical processing of the seating surfaces in the absence of scuffing on the seating surfaces of the axle and wheel hub ( wheel center).
When re-pressing the wheel (wheel center) onto the axle, the value of the lower limit of the final force established in Table 1 must be increased by 15%.
6 Acceptance rules
6.1 Wheel sets are subjected to control for compliance with the requirements of this standard during acceptance tests (PS), periodic (P), type (T) tests in accordance with GOST 15.309 and tests to confirm compliance (C).
The list of controlled parameters and testing methods for the wheelset is given in Table 2.
table 2
|
Controlled parameter |
Clause of a standard containing requirements that are verified during testing |
tests* |
|||
|
delivery notes |
periodic |
for confirmation of compliance |
|||
|
1 Dimensions, tolerances and shape |
4.2.1.2-4.2.1.4, 4.2.2.2, 4.2.2.4, 4.2.2.5, 4.2.2.9-4.2.2.11, 4.2.2.17^t.2.2.19, 4.2.3.2, 4.3.1-4.3.6, 4.3.8, 4.3.9 |
4.3.3-4.3.6, 4.3.9 |
7.1.2, 7.1.4 (PS, P, T), 7.1.5 |
||
|
2 Appearance and condition (quality) of the surface, including cleanliness (roughness) |
4.2.1.1,4.2.2.3, 4.2.2.8, 4.2.2.E, 4.2.3.1,4.3.7, 4.3.8 |
7.1.1 (PS, S), 7.2 (P, S) |
|||
|
3 Mechanical properties and chemical composition |
7.1.15 (PS), 7.2 (P) |
||||
|
4 Roll hardening | |||||
|
5 Heating temperature of mating parts |
4.2.2.16, 4.2.2.17, 5.2.2, 5.2.5, 5.3.1 | ||||
|
6 Presence of defects in the metal: Ultrasonic testing Magnetic control Acoustic control |
4.2.1.5,4.2.2.12,4.2.2.13 4.2.1.5.4.2.2.13.4.2.3.3.4.2.11 | ||||
|
7 Imbalance: Static Dynamic |
4.2.2.14, 4.3.10, 4.3.11,4.3.13, 5.1.3 4.3.12 | ||||
|
8 Preload value of mating parts |
4.2.2.15, 5.2.3, 5.3.2 | ||||
|
9 Strength of connection of mating parts |
4.2.2.17, 5.2.6, 5.3.5-5.3.7 |
5.2.6, 5.3.4- 5.3.6 |
7.1.10 (PS, S), 7.1.11 (PS), 7.2 (P,S) |
||
|
10 Parameters of the wheel tire (rim) profile along the rolling circle | |||||
|
11 Electrical resistance | |||||
|
12 Shrinkage of the wheel center due to plastic deformation | |||||
|
13 Change in distance (dimension A) from heating during braking and reducing the thickness of the tires during turning | |||||
|
14 Fatigue resistance factor of the axle and wheels as part of a wheel pair | |||||
|
15 Static safety factor of the axle and wheels as part of a wheel pair | |||||
|
16 Endurance limit of axle and wheel as part of a wheel pair | |||||
End of table 2
* For parameters not indicated by test types, tests are carried out for all types of tests.
6.2 Acceptance tests
6.2.1 Acceptance tests of wheel pair parts and each wheel pair assembly must be carried out before they are painted with the presentation of certificates, other documents confirming quality, wheel shear test charts or pressing diagrams, as well as wheel pair and gear forms.
6.2.2 The elements and wheel pair that have passed acceptance tests must bear the acceptance stamps of the manufacturer, and if they are carried out by another control organization, its acceptance stamp.
6.2.3 In case of non-compliance with the requirements of this standard, the wheel pair parts prepared for assembly and the wheel pair must be rejected.
6.3 Periodic tests
6.3.1 Periodic tests should be carried out at least once a year in the scope of acceptance tests, and it is necessary to additionally control:
The quality of surface treatment is on two parts of each design;
The quality of hardening by rolling is in accordance with GOST 31334;
The strength of the connection between the tire and the wheel center is on two wheel pairs of each standard size of the tire.
6.3.2 In case of non-compliance with the requirements of this standard on at least one sample (part), the tests are repeated on twice the number of wheel pairs. If the test results are unsatisfactory, acceptance of the wheel sets is stopped until the cause is eliminated.
6.4 Type tests
6.4.1 Type tests should be carried out:
When changing the design of the wheelset (according to parameters 1-3, 5, 7-17 of Table 2);
When using materials with other mechanical properties, changing the technological process for manufacturing wheel pair parts and their blanks, or changing the manufacturer (according to parameters 1-6, 8-10, 12, 14-17 of Table 2);
When changing the method of forming a wheelset (according to parameters 1,2,4,5,8,9,12 of Table 2);
When changes in the braking system affect the mechanical or thermal load on the wheelset (wheel) (according to parameters 1-3, 5, 8, 9, 13 of Table 2);
When the axial load on the wheel pair or design speed increases, the loading pattern changes (according to parameters 1-5, 7-9, 13-17 of Table 2).
6.4.2 The conditions for conducting type tests must correspond to the operating conditions of the wheel sets in terms of the main parameters (static and dynamic loads from the wheelset on the rails, travel speed, traction and braking force).
6.5 Rules for sampling to confirm the conformity of wheel sets
Tests to confirm the conformity of wheel pairs are carried out on samples selected by random sampling in accordance with GOST 18321, which have passed acceptance tests. The number of samples for testing to confirm the conformity of wheel pairs is accepted at least two.
7 Test methods
7.1 During acceptance tests, compliance with the requirements of this standard is determined by the following means and methods.
7.1.1 The appearance and quality of surface treatment must be checked by visual inspection using surface roughness samples in accordance with GOST 9378 or a profilometer. Roughness parameters are monitored at three points equidistant from each other along the circumference.
7.1.2 Errors allowed when measuring linear dimensions are in accordance with GOST 8.051.
When controlling dimensions over 500 mm, the maximum error of the specific measuring instrument used should not exceed 1/3 of the tolerance value established by this standard.
Radial and axial runout are checked with a dial indicator and determined as the arithmetic mean value of the results of at least three measurements.
7.1.3 The value of the fit tension of the mating parts is determined before forming the wheel pair by measuring the landing diameters of their mating places with a micrometric bore gauge in accordance with GOST 868 and a micrometric clamp in accordance with GOST 11098 in three sections along the length of the fit and in two mutually perpendicular planes. The average value of the results from every six measurements should be taken as the diameter of the measured joint of the parts.
It is permissible to use another measuring instrument that provides the necessary measurement accuracy.
7.1.4 The correctness of the actual combinations of conical shapes of the landing surfaces should be checked by comparing the measurement results according to 7.1.3 using the measurement values in the two extreme sections along the length of the landing surfaces in two mutually perpendicular planes. The value of the diameter in the extreme section of the landing should be taken as the average value of two measurements in each section.
7.1.5 The width of the tire of a composite wheel is measured in three sections around the circumference at a distance of at least 100 mm from the extreme numbers of the marking.
7.1.6 The profile of the tire (rim) of the wheel should be checked with an appropriate template with maximum deviations for its dimensions of + 0.1 mm. The permissible gap between the template and the profile of the tire (rim) of the wheel should not include a probe with a thickness of more than 0.5 mm along the tread surface and the thickness of the flange, 1 mm - along the height of the flange, while the template must be pressed against the inner end of the tire (rim) of the wheel .
7.1.7 The absence of surface defects of the axle, wheel, tire, as well as the gear wheel (rim) must be checked by visual inspection methods in accordance with GOST 23479, magnetic inspection in accordance with GOST 21105, the absence of internal defects - by ultrasonic inspection in accordance with GOST 12503. Absence of internal defects of the wheel center must be checked using ultrasonic testing in accordance with GOST 12503, the absence of surface defects - by visual testing in accordance with GOST 23479, magnetic testing in accordance with GOST 21105 and acoustic testing - in accordance with GOST 20415.
Note - When assessing the results of ultrasonic testing, defect-identifying samples of the enterprise that have valid verification certificates are used.
7.1.8 Residual static or dynamic imbalance is checked on the wheel pair or separately by components when forming the wheel pair in accordance with Appendix A.
7.1.9 The heating temperature of the wheel pair parts before they are seated should be controlled according to the heating diagram using instruments and devices that control the temperature increase, preventing its limit value from being exceeded. Measurement error - + 5 °C.
7.1.10 The strength of the connection of parts to the axle must be checked:
In the case of the press fitting method - by the shape of the pressing diagram and its correspondence to the final pressing forces in accordance with Table 1. To check the suitability of the pressing diagrams, it is recommended to use an overhead template;
With the thermal landing method, a regulated control axial (shear) load is applied to the connection three times, and load diagrams are recorded.
The strength of the fit of the gear on the elongated hub of the wheel center is checked by the control torque (for rotation) according to 5.2.6, while loading diagrams are recorded.
7.1.11 The tight fit of the tire and compression of the tire ring on each wheel pair should be checked after the wheel has cooled by tapping with a metal hammer (GOST 2310) on the tread surface and the tire ring at at least four equidistant points. Muffled sound is not allowed.
7.1.12 Electrical resistance should be checked on a wheelset mounted on the supports of a device that allows measuring the electrical resistance between the tires (rims) of the wheels of the wheelset according to RD*, approved in the prescribed manner.
7.1.13 Markings should be checked visually. Wheelsets with unreadable markings should be rejected.
7.1.14 Methods for quality control of painting of locomotive wheel sets in accordance with GOST 31365, MVPS in accordance with GOST 12549.
7.1.15 The mechanical properties and chemical composition of the metal of wheel pair parts must be confirmed by documents on the quality of the enterprises that manufacture blanks (forgings).
7.2 During periodic testing, compliance with the requirements of this standard is determined by the following means and methods:
The quality of surface treatment of parts before forming the wheelset - control of surface roughness parameters in accordance with GOST 2789;
The quality of hardening by rolling - cutting longitudinal sections from the axes in the neck, hub, middle part, as well as selectively in the locations of fillets according to ND**, approved in the prescribed manner;
The strength of the connection between the band and the wheel center - by measuring the actual dimensions of the connection after removing the band, calculating the preload value and comparing it with the initial preload value;
The mechanical properties of the metal must be checked on cut samples - wheels according to GOST 10791, axles according to GOST 31334, wheel centers according to GOST 4491, tires according to GOST 398 or other approved ND.
7.3 During type tests, compliance with the requirements of this standard is determined by the following means and methods.
7.3.1 The reduction in the actual tension (shrinkage) of the wheel center must be determined by measuring the diameters of the seating surfaces of the mating parts in three planes at an angle of 120° along the entire circumference, before installation and after removing the tire - according to 7.2, while the decrease in tension must be no more than specified at 4.2.2.15.
7.3.2 The change in the distance between the inner ends of the wheel tires due to heating when braking with pads on the wheel rolling surface must be determined by the finite element calculation method with idealization (breakdown) of the wheel with volumetric elements or by the experimental method, by reproducing a long braking mode for 20 minutes at a brake pressure ratio pads up to 0.5 of the maximum at a speed of at least 40 km/h on long descents and stop braking following long ones.
7.3.3 The change in the distance between the inner ends of the wheel tires due to a decrease in the thickness of the tire (rim) due to wear and repair turning of the tread profile is determined by the finite element calculation method with idealization (breakdown) of the wheel with volumetric elements or by the experimental method of layer-by-layer turning of the tread surface of the tire (rim) wheels from the maximum to the maximum thickness established in the rules of technical operation of railways***.
7.3.4 Determination of the value of the safety factor for fatigue resistance of the axle and wheel as part of a wheel pair for a specific TPS, taking into account the effect of technological and operational loads - in accordance with GOST 31373.
7.3.5 Determination of the endurance limit value of the axle and wheel as part of a wheel pair for a specific TPS, taking into account the effect of technological and operational loads - according to GOST 31373.
7.3.6 Determination of the value of the static strength safety factor of the axle and wheels and the probability (calculated) of failure-free operation of the axle and wheels as part of a wheel pair, taking into account the action of technological and operational loads - according to GOST 31373.
7.4 Test results are recorded in test reports.
The test report must contain the following data:
Test date;
Type of tests;
Designation of the wheelset;
Measuring instrument;
Test results.
* On the territory of the Russian Federation, these requirements are established in GOST R 52920-2008.
** On the territory of the Russian Federation, these requirements are established in.
*** On the territory of the Russian Federation, these requirements are established in.
7.5 The measuring instruments used must have type approval certificates and valid verification certificates.
The equipment used must be certified in accordance with legislation on ensuring the uniformity of measurements.
8 Transportation and storage
8.1 When loading them onto a railway platform or a vehicle with wooden floors, wheel pairs should be positioned symmetrically to the longitudinal axis of the platform (body), securing the wheels with wooden wedges nailed to spacer boards attached to the floor of the vehicle. Wheel sets must be firmly attached to the floor with annealed wire with a diameter of 6 mm to avoid possible impacts of the wheel sets against each other. When transporting wheel sets on a railway platform or a vehicle with metal floors, the wheel sets should be installed on special supports that are permanently fixed to the vehicle.
8.2 When storing and transporting a wheel pair of journals, the pre-hub parts of the axles and the rims of the gear wheels must be coated with an anti-corrosion compound in accordance with protection groups 1-2, protection option VZ-1 in accordance with GOST 9.014.
Before transporting a wheel pair, the journals of the axles and the teeth of the gear wheels must be protected by tires - belts made of wooden strips strung on wire or rope or nailed to a metal or keeper tape. Gear teeth should be wrapped in moisture-proof paper and protected from damage.
Metal tape, wire and nails should not touch the axle journal.
During long-term storage, it is allowed to additionally wrap the necks and gears with burlap and glassine.
8.3 The axial bearings of the gearbox or traction motor must be covered with protective covers, and the bearings of the reaction torque levers of wheel pairs of diesel trains must be wrapped in burlap.
8.4 During transportation and storage it is not allowed:
Reset wheelsets and their elements;
Grab the journals and hub parts of the wheel pair axles with hooks and chains of lifting mechanisms;
Store wheelsets on the ground without mounting them on rails.
8.5 The sender must attach a metal or wooden plate with the following information embossed or painted on each wheel pair:
Sender's name;
Destination,
Wheelset number.
If a wheelset is supplied with axleboxes, a metal plate with the number of the wheelset stamped on it must be attached to the bolt securing the front cover of the right axlebox, if it is not stamped on the axlebox body or front cover.
9 Manufacturer's warranty
9.1 The manufacturer guarantees the compliance of wheel sets with the requirements of this standard, subject to compliance with the operating rules* and the requirements of Section 8.
9.2 The warranty period for the strength of the connection of parts (axle, wheel, wheel center, gear) is 10 years.
Note - The warranty expires if the wheelset is rebuilt.
9.3 Warranty periods for the operation of wheel pair parts:
Axles - according to GOST 31334;
Solid rolled wheels - according to GOST 10791;
Cast wheel centers - according to GOST 4491;
Bandages - according to GOST 398;
* On the territory of the Russian Federation, these requirements are established in.
Gear wheels - according to GOST 30803;
Other parts - according to the specifications for a specific part.
Note - Warranty periods are calculated from the moment the wheelset is put into operation, indicating in the form the date of installation of the wheelset under the TPS.
10 Occupational safety requirements
10.1 When inspecting, surveying and forming wheel pairs, the labor safety requirements in accordance with GOST 12.3.002 must be ensured.
10.2 When carrying out work on the formation of wheel pairs, measures must be taken to protect workers and the environment from the effects of hazardous and harmful production factors in accordance with GOST 12.0.003.
10.4 Work related to the production and testing of wheel sets must be carried out in rooms equipped with supply and exhaust ventilation in accordance with GOST 12.4.021.
10.5 The microclimate indicators of production premises must comply with the requirements of ND**, approved by the authorized national executive body.
10.6 The level of noise and vibration at workplaces should not exceed the standards established in the ND**, approved by the authorized national executive body.
10.7 The lighting of production premises and workplaces must comply with the requirements of building codes and regulations.
10.8 Personnel involved in the production of wheel sets must be provided with personal protective equipment in accordance with GOST 12.4.011.
* On the territory of the Russian Federation, these requirements are established in the hygienic standards “Maximum permissible concentrations (MPC) of harmful substances in the air of the working area” (GN 2.2.5.1313-03), approved by the Ministry of Health of the Russian Federation on April 27, 2003.
** On the territory of the Russian Federation, these requirements are established in the “Hygienic requirements for the microclimate of industrial premises. Sanitary rules and norms" (SanPiN 2.2.4.548-96), approved by the State Committee for Sanitary and Epidemiological Surveillance of Russia on October 1, 1996.
Appendix A (mandatory)
Checking residual static and dynamic imbalances
A.1 Checking residual static imbalance
Residual static imbalance is checked on a wheel pair mounted with axle journals on the supports of a balancing stand. When a wheel pair swinging on a stand spontaneously stops, the radius vector of the imbalance is directed downward.
To determine the value of the residual static imbalance, a load of mass m is selected and attached to the upper part of one of the wheels at a radius r so that its imbalance is equal to the initial imbalance.
If the imbalances are equal, the wheel pair has a state of equilibrium on the horizontal supports of the stand in any position when rotating relative to the axis of rotation.
Residual static imbalance of the wheel pair D rest, kg ■ cm, is calculated using the formula
and compared with the permissible values according to 4.3.10, 4.3.11, 4.3.13.
If the permissible value of the residual static imbalance is exceeded, the wheel pairs are subjected to additional local turning and subsequent re-inspection.
Stand support
t 1 - unbalanced mass of the wheelset; t - correction mass; r v g - distance from the axis of rotation to the center of mass
Figure A.1 - Scheme of static balancing of a wheel pair
A.2 Checking residual dynamic imbalance
Dynamic imbalance is checked on a wheel pair mounted on a balancing stand. The stand must ensure registration of an imbalance of at least 0.2 of the maximum value established by the requirements of this standard.
The values of the residual dynamic imbalance of the wheel pair are determined by measuring the dynamic impact of the inertia forces of the rotating masses of the wheel pair with set speeds and fixing their value and direction in the plane of the wheels. For this purpose, the stand is equipped with appropriate measuring sensors and recording equipment.
The obtained values of the residual dynamic imbalance of the wheel pair are compared with the permissible values according to 4.3.12.
If the permissible value of residual dynamic imbalance is exceeded, it is eliminated in the same way as static imbalance by local turning of the wheel, followed by re-checking.
Bibliography
TI 32 TsT-VNIIZhT-95 Technological instructions for hardening wheel axles by rolling rollers
pairs of locomotives and motor cars, approved by the Ministry of Railways of Russia on April 19, 1995.
Rules for the technical operation of railways of the Russian Federation, approved by the Ministry of Transport of Russia on December 21, 2010, by order No. 286
UDC 669.4.027.11:006.354 MKS 45.060 D56 OKP 31 8381
Key words: traction rolling stock, 1520 mm gauge, wheelsets, wheel (running), axle, wheel center, tire, tire ring, gear wheel, wheel rim, wheel hub, technical requirements, formation of a wheelset, marking, acceptance rules, control methods, manufacturer's guarantees, labor protection, environmental protection
Editor R.G. Goverdovskaya Technical editor N.S. Goishanova Corrector M.I. Pershina Computer layout V.I. Goishchenko
Delivered for recruitment on September 25, 2012. Signed for publication on October 25, 2012. Format 60x84 1/8. Arial typeface. Uel. oven l. 3.72.
Academic ed. l. 3.40. Circulation 118 copies. Zach. 947.
FSUE "STANDARTINFORM", 123995 Moscow, Granatny per., 4. Typed in FSUE "STANDARTINFORM" on a PC.
Printed in the branch of FSUE "STANDARTINFORM" - type. "Moscow Printer", 105062 Moscow, Lyalin lane, 6.
The wheel pair belongs to rail transport and can be used in the chassis of railway rolling stock. The invention solves the problems of increasing the service life of a wheelset, increasing maintainability, reducing maintenance and repair costs, improving driving performance, increasing traffic safety and environmental safety in conditions of increasing speed, weight of trains and loads on the axle of the wheelset. The wheel pair includes two wheels with internal flanges on one solid hollow axle with a diameter ratio ranging from 0.4 to 0.8, a conical mating shape, a center tread line of the T wheel with a tread circle diameter L, two outer and inner axle boxes, radial channels in the axle connecting the internal cavities of the axle and the cavities of the axle boxes, which are filled with liquid lubricant, sealing devices that prevent liquid lubricant from leaking out of the axle boxes, a hydraulic pump located on the axle is designed to circulate the cooling lubricant in the cavities of the bearing axle boxes. 1 ill.
The invention relates to rail transport, in particular to the chassis of railway rolling stock. A known wheel pair, chosen as an analogue, contains two wheels with internal flanges on one solid solid or hollow axle with two external axle boxes that transmit the load to the axle using bearings (Cars. Edited by L.A. Shadur. M.: Transport, 1980, p. 94, Fig. V.3). A known wheel pair, chosen as a prototype, contains two wheels with internal flanges on one solid axle with two internal or external axle boxes that transmit the load to the axle by means of support bearings (International Standard ISO 1005/7. Railway rolling stock, part 7. Wheel sets for rolling stock. Quality requirements; Drawing 2, page 17). However, the above known wheel pairs (analogue, prototype) are made according to the traditional design, providing on one solid axle either two only external axle boxes, or two only internal ones, and have the following disadvantages, which reduce service life, maintainability, and increase the costs of maintenance and repair , reduce driving performance, traffic safety and environmental safety in conditions of increasing speed, weight of trains and loads on the axle of the wheelset:
Increased bending stresses in dangerous sections of the axle due to its asymmetrical loading relative to the center rolling line of the wheel, which, under conditions of cyclic bending deformations during movement, is the cause of the observed fatigue failures (statistics of car releases show that due to the appearance of transverse cracks in the hub and center parts of the axle, at least 40% of the axles are rejected; see Serensen S.V., Shneiderovich O.M.; Groman M.B. Shafts and axles. M., Gosmashtekhizdat, 1959);
Increased vertical asymmetrical load on the axle box unit, support bearings, which, with grease lubricants, leads to conditions of semi-dry friction, heating of the axle box unit, intense wear, fatigue destruction of cages, rings and rollers in rolling bearings, antifriction layer in plain bearings (statistics show that the share uncoupling of cars due to heating of axle boxes due to bearing faults is up to 70%: see Tr. VNIIZhT, 1982, issue 654);
The inability to maintain the wheel rolling circle in a vertical plane, which reduces driving performance, causes an additional lateral impact of the wheel flange on the rail head and leads to the action of dynamic transverse forces on the axle bearing through a reflected shock wave, to the breakdown of the rail and sleeper grid, and lateral friction of the wheel on the rail, causing As is known, the greatest wear occurs on contact surfaces;
The absence and impossibility of implementing, with the existing design of the wheelset (prototype), a closed system of forced lubrication with cooling of the axle bearings, which does not require the addition of lubricant for a long time of operation, and a reliable sealing system (statistics show that the proportion of wheelsets with axleboxes rolled out in a cold state - due to watering of the lubricant, its dilution, release through the labyrinth seal and for this reason excessive wear of the centering surfaces and jumpers of the rolling bearing cage, depending on the class of cars, from 35 to 65%; see Tr VNIIZhT, 1978, issue 583). The objective of the invention is to increase the service life of the wheelset, increase maintainability, reduce maintenance and repair costs, improve driving performance, improve traffic safety and environmental safety in conditions of increasing speed, weight of trains and loads on the axle of the wheelset. To solve this problem, a wheel pair containing two wheels with internal flanges on one solid hollow axle with two external axle boxes is simultaneously equipped with two internal axle boxes, each of which with the corresponding external axle box is placed on the axle symmetrically relative to the center rolling line of the wheel, the ratio of the diameter of the hollow hole axle to its outer diameter in the range from 0.4 to 0.8, the interface of the wheel with the axle has a conical shape, with the small diameters of the cone facing the ends of the axle, the internal cavities of the axle and axle boxes are filled with environmentally friendly lubricant and cooling fluid and are connected by radial channels made in the axle , a hydraulic pump is placed on the axle, the axle boxes are equipped with sealing devices for liquid lubricant. The presence of new elements and connections allows, while maintaining both the existing loads on the axle of the wheel pair and the tendency for their increase, to increase the service life, maintainability, reduce the costs of maintenance and repair, improve driving performance, improve traffic safety and economic security due to the symmetrical the center rolling line of the wheel distributes the load on the axle and bearings, maintains the wheel's rolling circle in a vertical plane and reduces by half: a) vertical equivalent loads on the support bearings, b) bending moment in the near-hub sections of the axle from the vertical static load, complete unloading of the middle part axle from bending, while increasing the fatigue strength and durability of axle box units by more than twice, bending deformation of the axle by more than three times, and providing a closed lubrication system for bearings. The specified new set of essential features is necessary and sufficient to solve the specified problem, which proves compliance with the “novelty” criterion of protection. A comparison of the proposed invention not only with the prototype, but also with other technical solutions in this field of technology did not reveal any features that distinguish the proposed invention from the prototype, which allows us to conclude that it meets the “inventive step” criterion. The drawing shows the symmetrical part of the proposed wheelset. The wheel pair includes two wheels with internal flanges 1 on one solid hollow axle 2 with a ratio of internal and external diameters d1/d2 ranging from 0.4 to 0.8, a conical shape of mating 3 of the axle 2 and wheels 1, the center rolling line of the wheel T with the diameter rolling circle L, two outer 4 and two inner 5 axle boxes, radial channels 6 in the axle connecting the internal cavity 7 of the axle 2 and the cavities 8 of axle boxes 4, 5, which are filled with liquid lubricant such as, for example, Tormob fluid from the Canadian company Thordon , end-type sealing devices 9 are similar to the seal of the company "Söderval and Sons", Sweden (see "Shipbuilding Technology", 1991, No. 7), hydraulic pump 10, located, for example, inside the axle cavity. The wheelset works as follows. With a symmetrical arrangement of the inner and outer bearing axle boxes 4.5 relative to the center rolling line T of the wheel 1, only the near-hub sections of the Z axis are subject to bending, while the middle part of the axis of length A is completely unloaded from static bending. At the same time, the deflections and angles of rotation of the axle sections are reduced by more than three times, the difference between the angular movements of the characteristic near-hub sections of the axle is significantly reduced: sections coinciding with the planes of adjacent rolling bearings of axle boxes 4.5, with the outer and internal planes of sealing devices 9 axle boxes 4.5; as a consequence, this reduces the influence of axial amplitude forces, which are dangerous for bearings and sealing devices, caused by constrained bending deformations, which, under conditions of rotation of the curved axis, leads to impacts, friction and wear of the contacting parts. Further, if the stress in the design sections of the axle from the vertical static force acting on one bearing is reduced by half, then the fatigue strength in accordance with the known experimental data and with the formulas of the probabilistic method for assessing the strength of the axle (see "Norms for the calculation and design of new and modernized carriages of 1520 mm gauge MRS railways (non-self-propelled)") more than doubles. Such a significant increase in the fatigue strength of axle 2 in dangerous sections and the unloading of its middle part due to load redistribution justifies the possibility of safely weakening the cross section of the axle by introducing an internal symmetrical container into the axle without increasing the standard outer diameter by replacing the solid section with an annular one. At the same time, the mass of the axle is reduced (by an average of 100 kg) with all the known useful consequences, and the internal cavity 7, allocated due to the emerging strength reserve of the axle, is used in the proposed closed lubrication system of axlebox units 4.5 as a reservoir that simultaneously performs the functions of storing and cooling the lubricant , washing the axle bearings while driving. The range of 0.4 - 0.8 ratio of the diameters of the hollow axis d1/d2 was selected: a) optimality conditions between the requirement of ensuring strength, on the one hand, and increasing the volume of the internal cavity used for the lubrication system (with a simultaneous reduction in the mass of the axis) - on the other; b) technology for manufacturing axles with a variable ratio d1/d2 along the length of the axle; c) experience in the use of hollow axles, described, for example, in the book "Cars", ed. L.A. Shadur, M.: "Transport", 1980, pp. 94, 95, d) the behavior of the functions f = 1-(d1/d2) 2, w = 1-(d1/d2) 4, respectively characterizing the cross-sectional area of the tubular axis and moment of resistance. A halving of the radial equivalent forces acting on one bearing causes a significant increase in the durability of the bearings in million kilometers in accordance with the formula for assessing the durability of axle-box bearings (see "Calculation standards..." mentioned above). Thus, axlebox units are low-maintenance and have an increased service life, which leads to reduced operating costs. With a symmetrical distribution of the load on the axlebox units 4.5, the plane of the rolling circle of diameter L of wheel 1 is automatically set to a vertical position, which improves the driving performance of the vehicle and eliminates additional lateral forces on the rail and sleeper grid, reduces the influence of lateral friction of the wheel on the rail and wear of their surfaces. Environmental safety is also ensured in the event of an emergency (explosion, destruction of the axlebox body, etc.), because The leaking lubricant does not pollute the environment, since it is environmentally friendly and water-soluble. The maintainability of the wheelset increases, and repair costs are reduced due to the conical shape of the landing surface of wheel 1 and axle 2, because injection of liquid onto such a mating surface ensures convenient disassembly of the wheels. The hydraulic pump 10, placed on the axle asymmetrically with respect to the wheels 1, causes circulation of liquid lubricant in the cavity 7 of the axle 2 during movement, providing a closed lubrication system for the axlebox units 4.5. An invention that includes such system-related factors as the conical coupling of both wheels with the axle, allowing for a symmetrical distribution of vertical load on the axle and bearings relative to the center rolling line of the wheel, maintaining the wheel's rolling circle in a vertical plane, significant unloading of the axle from bending, and bearings from radial forces and axial forces arising due to constraint of bending deformations, as well as the creation of a closed system of environmentally friendly lubrication of bearings and low-maintenance axle box unit, leads to such systemically related consequences as increased service life, increased maintainability, reduced maintenance and repair costs, improved driving performance, increasing traffic safety, which together create a super effect in conditions of increasing speed, train weight and loads on the axle of the wheelset.