CN115489234A - Locomotive wheel pair rail transfer device and locomotive - Google Patents

Abstract

The invention provides a locomotive wheel pair rail transfer device and a locomotive, and relates to the technical field of locomotive production and manufacturing. This locomotive wheelset becomes rail device, including becoming the rail device, it includes to become the rail device: the axle box beam is internally provided with a locking frustum and a plurality of locking bosses arranged along the axial direction of the axle; the axle box body sets up in the axle box roof beam, and the outer wall of axle box body is provided with the locking taper groove. The sliding mechanism is arranged outside the axle box body and comprises a sliding sleeve and a locking check ring, the sliding sleeve penetrates through the wheel, the locking check ring is arranged between the axle box beam and the sliding sleeve, and one side, close to the axle box beam, of the locking check ring is provided with a plurality of locking clamping grooves arranged along the axial direction of the axle; the sliding sleeve is configured to drive the wheel to move along the axial direction of the axle, so that the locking taper groove is selectively clamped on the locking frustum, and the at least one locking boss is selectively clamped with the corresponding locking groove. The locomotive wheel pair rail transfer device is large in bearing load and high in strength.

Description

Locomotive wheel pair rail transfer device and locomotive

Technical Field

The invention relates to the technical field of locomotive production and manufacturing, in particular to a locomotive wheel pair rail transfer device and a locomotive.

Background

Because countries in the world adopt different rail gauge standards, for example, the rail of China is standard rail with the gauge of 1435mm, the rail of Russia and most countries in east Europe and Central Asia is wide rail with the gauge of 1520mm. In the process of transnational intermodal transportation, domestic passenger transport and freight transport railway vehicles cannot pass through the wide-rail line from the standard rail line and need to be stopped to replace bogies which meet different rail gauge requirements.

The conventional locomotive wheel pair or motor train unit power wheel pair is formed by assembling wheels and axles together through interference fit, so that the inner side distance of the wheel pair is kept unchanged, and the operation requirement of one track distance can be met. When passing through different gauge lines, need park and go back storehouse and change and just can continue the operation after the bogie that adapts to new gauge, have manpower, material resources cost increase, and it is long consuming time, a great deal of problems such as operation efficiency low.

The existing technology of variable-gauge wheel sets at home and abroad can only be applied to motor train units or passenger locomotives with smaller axle load and traction force, although the structure of the rail-changing mechanism can be designed to be smaller and exquisite so as to reduce the difficulty of spatial arrangement, the high-power and large-axle-load locomotives have very large load in all directions, and all the rail-changing mechanisms at present can not meet the strength requirements.

Disclosure of Invention

The locomotive wheel pair rail transfer device and the locomotive provided by the invention have the advantages of large bearing load and high strength.

According to a first aspect of the present invention, there is provided a locomotive wheel pair rail transfer device, an axle, a wheel and a rail transfer device, wherein the axle is arranged through the wheel and the rail transfer device, and the rail transfer device comprises:

the axle box beam is internally provided with a locking frustum and a plurality of locking bosses arranged along the axial direction of the axle;

the shaft box body is arranged in the shaft box beam, and the outer wall of the shaft box body is provided with a locking taper groove;

the slipping mechanism is arranged outside the axle box body and comprises a slipping sleeve and a locking check ring, the slipping sleeve penetrates through the wheels, the locking check ring is arranged between the axle box beam and the slipping sleeve, and one side, close to the axle box beam, of the locking check ring is provided with a plurality of locking clamping grooves arranged along the axial direction of the axle;

the slipping sleeve is configured to drive the wheels to move along the axial direction of the axle, so that the locking taper groove is selectively clamped in the locking frustum, and at least one of the locking bosses is selectively clamped with the corresponding locking taper groove, so that the wheels can change the track gauge.

In some of these embodiments, the method comprises:

the axle box bearing is sleeved outside the axle and arranged between the axle and the axle box body;

the axle box rear cover is arranged in the axle box beam and is arranged between the axle box body and the locking check ring;

the axle box front cover is arranged at one end, far away from the axle box rear cover, of the axle box beam;

the axle box front cover and the axle box rear cover are respectively abutted against two ends of the axle box bearing outer ring.

In some embodiments, the axle box rear cover is provided with a guide groove, one side of the locking retainer ring facing the axle box rear cover is provided with a power transmission bridge, the locking clamp groove is arranged on the power transmission bridge, and the guide groove is used for limiting the power transmission bridge.

In some embodiments, the method further comprises:

the bearing seat is arranged between the locking check ring and the wheel, one end of the bearing seat is abutted to the sliding sleeve, and the other end of the bearing seat is connected to the locking check ring;

the thrust bearing is sleeved outside the axle and arranged between the bearing seat and the axle, and two sides of the thrust bearing are respectively abutted against the bearing seat and the locking check ring.

In some of these embodiments, the glide mechanism comprises a needle assembly comprising:

a needle roller retainer disposed between the axle and the slipping sleeve;

and the needle body is arranged on the needle roller retainer and is arranged between the needle roller retainer and the sliding sleeve.

In some embodiments, the needle roller assembly further comprises a limiting seat sleeved outside the axle and arranged between the axle and the needle roller holder for limiting the sliding sleeve.

In some of these embodiments, the glide mechanism further comprises:

the spline hub is sleeved outside the axle and arranged in the sliding sleeve;

and the spline is arranged on the spline hub and arranged between the spline hub and the sliding sleeve.

In some of these embodiments, the axlebox beam is provided with an axle bore, the locking frustum being provided on an inner wall of the axle bore;

and a movable gap is arranged between the shaft hole and the axle box body along the radial direction of the axle.

In some of these embodiments, the axle bore is provided with an upright portion for limiting rotation of the axle housing.

According to a second aspect of the present invention, there is provided a locomotive comprising the locomotive wheel pair rail transfer device described above.

One embodiment of the present invention has the following advantages or benefits:

according to the locomotive wheel pair rail transfer device provided by the embodiment of the invention, the axle box body is arranged in the axle box beam by arranging the locking cone frustum in the axle box beam, and the locking cone groove is formed in the outer wall of the axle box body, so that the locking cone groove and the locking cone frustum are equivalently locked at one side of the axle box beam, which is close to the axle box body, so that the positioning and the locking in the axial direction of the axle are realized.

The inner wall of the upper end of the axle box beam is provided with a plurality of locking bosses arranged along the axial direction of the axle, the sliding mechanism is provided with a plurality of locking clamping grooves arranged along the axial direction of the axle, at least one locking boss is selectively clamped with the corresponding locking clamping groove, one side, which is close to the upper end of the axle box beam and the sliding mechanism, can be locked through the locking bosses and the locking clamping grooves, the positioning and the locking along the axial direction of the axle are achieved, and the track gauge locking is achieved.

When the locomotive or the vehicle runs, the locking taper groove is clamped on the locking taper table, and the locking boss is clamped on the locking groove, so that the acting force along the axial direction of the axle is transmitted together by matching of double clamping, and the bearing effect of the wheel is ensured; when the track gauge of the locomotive or the vehicle is switched, the sliding mechanism can drive the wheels to move along the axial direction of the axle, so that the wheels are unlocked. At the moment, the locking taper groove is not clamped on the locking taper table any more, the locking taper groove is separated from the locking taper table, the acting force along the axial direction of the axle cannot be transmitted, and the unloading effect of the wheel is realized.

Because the axle box beam can be matched with the sliding mechanism to transfer acting force along the axial direction of the axle, the bearing load is larger, and the strength use requirements of high-power and large-axle-weight locomotives can be met.

The embodiment of the invention also provides a locomotive, which comprises the locomotive wheel pair rail transfer device. Through setting up locomotive wheel to the device of becoming the rail, only wheel uninstallation, gauge transform and wheel bear these three steps at whole orbital transfer process, wheel unblock and wheel uninstallation process go on in step, accomplish in step, wheel locking and wheel bear the weight of the process go on in step, accomplish in step, whole orbital transfer process does not need ground orbital transfer device to arrange unblock rail and locking rail moreover, has reduced ground orbital transfer device's the design degree of difficulty, has simplified the orbital transfer process, has practiced thrift manufacturing and design cost.

Drawings

For a better understanding of the present disclosure, reference may be made to the embodiments illustrated in the following drawings. The components in the drawings are not necessarily to scale, and related elements may be omitted in order to emphasize and clearly illustrate the technical features of the present disclosure. In addition, the relevant elements or components may be arranged differently as is known in the art. Further, in the drawings, like reference characters designate the same or similar parts throughout the several views. The above and other features and advantages of the present invention will become more apparent by describing in detail exemplary embodiments thereof with reference to the attached drawings.

Wherein:

FIG. 1 illustrates a cross-sectional view of a locomotive wheel set derailment assembly according to an embodiment of the present invention;

FIG. 2 is a schematic structural diagram of a axle box beam in the rail-changing device of a locomotive wheel set according to an embodiment of the invention;

FIG. 3 is a schematic structural diagram of a axle box of the rail changing device of the locomotive wheel set according to an embodiment of the present invention;

FIG. 4 is a schematic structural diagram of a rear cover of an axle box of a rail-changing device of a locomotive wheel pair according to an embodiment of the present invention;

FIG. 5 is a schematic structural diagram of a front cover of an axle box of a rail-changing device of a locomotive wheel pair according to an embodiment of the present invention;

FIG. 6 is a schematic diagram of a lock stop ring of the rail changing device of a locomotive wheel set according to an embodiment of the present invention;

FIG. 7 is a schematic structural diagram of a bearing seat of a locomotive wheel set rail transfer device according to an embodiment of the present invention;

FIG. 8 is a schematic view of a thrust bearing of a locomotive wheelset derailer according to an embodiment of the present invention;

FIG. 9 is a first schematic structural view of a slipping sleeve of a locomotive wheelset track-changing device according to an embodiment of the present invention;

FIG. 10 is a second schematic structural view of a slipping sleeve of a locomotive wheelset track-changing device according to an embodiment of the present invention;

FIG. 11 is a schematic structural view of a splined hub of a locomotive wheelset derailment set according to an embodiment of the present invention;

fig. 12 is a schematic structural view of a roller assembly in a locomotive wheelset track-changing device according to an embodiment of the invention;

fig. 13 is a schematic structural diagram of a retainer ring in the rail changing device for a locomotive wheel set according to an embodiment of the present invention.

Wherein the reference numerals are as follows:

100. a track transfer device; 200. an axle; 300. a wheel;

1. a axle box beam; 101. locking the frustum; 102. a shaft hole; 103. a vertical portion; 104. locking the boss;

2. a shaft box body; 21. locking the taper groove;

3. a sliding mechanism; 31. a slipping sleeve; 311. a wheel mounting interface; 312. a thrust bearing mounting interface; 313. a spline groove; 314. a raceway; 32. a splined hub;

33. a spline; 34. a needle roller assembly; 341. a needle roller retainer; 342. a needle rolling body; 343. a limiting seat;

35. a bearing seat;

36. locking a retainer ring; 361. a force transfer bridge; 362. locking the clamping groove;

4. a rear cover of the axle box; 41. a guide groove; 6. a thrust bearing; 7. an axle box bearing; 11. a shaft end gland bush; 12. an axle box front cover; 121. a second end cap mounting interface; 13. and a retainer ring.

Detailed Description

The technical solutions in the exemplary embodiments of the present disclosure will be clearly and completely described below with reference to the drawings in the exemplary embodiments of the present disclosure. The example embodiments described herein are for illustrative purposes only and are not intended to limit the scope of the present disclosure, so it should be understood that various modifications and changes may be made to the example embodiments without departing from the scope of the present disclosure.

In the description of the present disclosure, unless otherwise explicitly specified or limited, the terms "first", "second", and "first" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance; the term "plurality" means two or more; the term "and/or" includes any and all combinations of one or more of the associated listed items. In particular, references to "the" object or "an" object are also intended to mean one of possibly multiple such objects.

The terms "connected," "secured," and the like are to be construed broadly and unless otherwise stated or indicated, and for example, "connected" may be a fixed connection, a removable connection, an integral connection, an electrical connection, or a signal connection; "connected" may be directly connected or indirectly connected through an intermediate. The specific meaning of the above terms in the present disclosure can be understood by those skilled in the art as the case may be.

Further, in the description of the present disclosure, it is to be understood that the directional words "upper", "lower", "inner", "outer", etc., which are described in the exemplary embodiments of the present disclosure, are described at the angles shown in the drawings, and should not be construed as limiting the exemplary embodiments of the present disclosure. It will also be understood that, in the context of a connection between one element or feature and another element(s), "on," "under," or "inside" or "outside," it can be directly connected to the other element(s) "on," "under" or "inside" or "outside," or indirectly connected to the other element(s) "on," "under" or "inside" or "outside" through intervening elements.

Example embodiments will now be described more fully with reference to the accompanying drawings. Example embodiments may, however, be embodied in many different forms and should not be construed as limited to the embodiments set forth herein; rather, these embodiments are provided so that this disclosure will be thorough and complete, and will fully convey the concept of example embodiments to those skilled in the art. The same reference numerals in the drawings denote the same or similar structures, and thus their detailed description will be omitted.

The present embodiment provides a locomotive wheel set track-changing device, as shown in fig. 1, the locomotive wheel set track-changing device includes an axle 200, a wheel 300 and a track-changing device 100, the axle 200 is inserted into the wheel 300 and the track-changing device 100, and the track-changing device 100 is used for changing track gauge of the wheel 300 along the axial direction of the axle 200 to realize the change of the inboard distance of the wheel set.

It should be particularly noted that the number of the wheels 300 is two, the two wheels 300 are symmetrically arranged at two ends of the axle 200, and the two track-changing devices 100 are symmetrically arranged at the axle end positions at two sides of the axle 200, so that the space inside the wheels 300 is not occupied, the occupied space is saved, the requirement of the power wheel pair, particularly the high-power heavy-duty truck wheels 300, on the structural arrangement inside the wheels is met, and the track-changing requirement of the unpowered wheel pair is met. At the moment, the space inside the wheel 300 can be used for arranging driving devices such as a motor with a power wheel pair, a gear box and an axle suspension box device, and can also be used for arranging a shaft disc braking device with an unpowered wheel pair, and the like, so that the space arrangement is reasonable, and the space utilization rate is high.

It can be understood that the most critical part for track gauge change of a rail transit locomotive or vehicle is switching of the inner side gauge of a wheel set, and the rail changing device 100 is the most core component for realizing switching of the inner side gauge of the wheel set and ensuring rail changing accuracy by using the wheel set of the variable-gauge bogie. By using the rail transfer device 100, the problem that the rail gauge difference of the railways of each country causes the obstruction to the transnational railway transportation can be solved, namely, the rail gauge of the railways of other countries is adapted by adjusting the inner side gauge of the wheels 300.

The existing track-variable locomotive wheel pair can only be generally suitable for a motor train unit or a passenger locomotive with smaller axle load and traction force, and cannot meet the strength requirement of the existing track-variable locomotive wheel pair due to the fact that the loads of the high-power large-axle-load locomotive in all directions are very large and the loads of the high-power large-axle-load locomotive in all directions are very large.

In order to solve this problem, as shown in fig. 1 to fig. 3, the rail transfer device 100 provided in this embodiment includes an axle box beam 1, an axle box body 2, and a sliding mechanism 3, wherein an inner wall of an upper end of the axle box beam 1 is provided with a locking frustum 101 and a plurality of locking bosses 104 arranged along an axial direction of an axle 200. The axle box body 2 is arranged in the axle box beam 1, and the outer wall of the axle box body 2 is provided with a locking taper groove 21; the sliding mechanism 3 is disposed outside the axle box 2 and penetrates through the wheel 300, and the sliding mechanism 3 is provided with a plurality of locking slots 362 disposed along the axial direction of the axle 200. The slipping mechanism 3 is configured to drive the wheel 300 to move along the axial direction of the axle 200, so that the locking taper groove 21 is selectively clamped to the locking taper table 101, and at least one locking boss 104 is selectively clamped to the corresponding locking groove 362, so that the slipping mechanism 3 and the axle box girder 1 are switched between an unlocking mode and a locking mode, and the wheel 300 is used for changing the track gauge.

The locomotive wheelset track transfer device that this embodiment provided is provided with locking frustum 101 through being provided with in axle box roof beam 1, axle box body 2 sets up in axle box roof beam 1, and the outer wall of axle box body 2 is provided with locking taper groove 21, is equivalent to and locks through locking taper groove 21 and locking frustum 101 in axle box roof beam 1 and axle box body 2 one side that is close to each other, plays and fixes a position and lock along axletree 200 axial direction.

The inner wall of the upper end of the axle box beam 1 is provided with a plurality of locking bosses 104 arranged along the axial direction of the axle 200, the sliding mechanism 3 is provided with a plurality of locking clamping grooves 362 arranged along the axial direction of the axle 200, at least one locking boss 104 is selectively clamped with the corresponding locking clamping groove 362, one side, close to each other, of the upper end of the axle box beam 1 and one side, close to the sliding mechanism 3, of the corresponding locking boss 104 and the corresponding locking clamping groove 362 can be locked mutually, positioning and locking along the axial direction of the axle 200 are achieved, and track gauge locking is achieved.

Because the axle box beam 1 can be matched with the sliding mechanism 3 correspondingly to transmit acting force along the axial direction of the axle 200, the borne load is larger, and the strength use requirements of high-power and large-axle-weight locomotives can be met.

When a locomotive or a vehicle runs, the locking taper groove 21 is clamped in the locking taper table 101, and the locking boss 104 is clamped in the locking clamping groove 362, which is equivalent to double clamping matching and transmitting acting force along the axial direction of the axle 200 together, so that the bearing effect of the wheel 300 is ensured; when the track gauge of the locomotive or the vehicle is switched, the sliding mechanism 3 can drive the wheel 300 to move along the axial direction of the axle 200, so that the unlocking of the wheel 300 is realized. At this time, the locking taper groove 21 is no longer clamped to the locking taper table 101, and the locking taper groove 21 is separated from the locking taper table 101, so that the acting force along the axial direction of the axle 200 cannot be transmitted, and the unloading effect of the wheel 300 is realized.

It will be appreciated that the number of locking bosses 104 and locking slots 362 matches and accommodates the number of gauges. Specifically, if the number of the track gauges is two, the number of the locking bosses 104 and the number of the locking slots 362 are both two. The two track gauges may be referred to as a wide track gauge and a narrow track gauge, respectively, and when the track gauge is wide, the two locking bosses 104 are correspondingly clamped in the two locking slots 362; when the gauge is narrow, the locking boss 104 on the inner side is correspondingly clamped in the corresponding locking slot 362.

Because the prior track gauge changing mechanism is generally provided with a complex unlocking or locking device, when the track gauge changing mechanism passes through the ground track gauge changing device, the track gauge changing mechanism can be matched with an unlocking and locking track on the ground track gauge changing device to unlock and lock, the structure is complex, the track gauge changing process is complex, the reliability is poor, the situation of locking and unlocking cannot be frequently caused, the requirement on the ground track gauge changing device is high, and the track gauge changing mechanism becomes a restriction factor for hindering the development of a track gauge changing train.

However, the track transfer device 100 provided in this embodiment simplifies the track transfer process into three processes of unloading and unlocking the wheel 300, switching the track gauge, and carrying and locking the wheel 300, which is equivalent to synchronous execution and synchronous completion of the unloading process of the wheel 300 and the unlocking process of the wheel 300, synchronous execution and synchronous completion of the locking process of the wheel 300 and the carrying process of the wheel 300, and the unlocking track and the locking track do not need to be arranged on the ground track transfer device in the whole track transfer process, and the complicated unlocking and locking procedures in the track gauge transfer process are cancelled, so that the track transfer process is simplified, and the design and manufacturing cost of the ground track transfer device is saved.

In one embodiment, as shown in fig. 1 and 2, the axlebox 1 is the main load-bearing member of the rail-changing device, mainly for bearing the load of the locomotive and for lateral force transmission. The inner ring of the axle box beam 1 is provided with a locking frustum 101, and the locking frustum 101 is clamped in the locking taper groove 21 of the axle box body 2, so that the axle box beam 1 and the axle box body 2 are locked and fixed.

The locking cone table 101 and the locking cone groove 21 are of conical structures, under the matching action of the locking cone table 101 and the locking cone groove 21, the positioning effect between the axle box beam 1 and the axle box body 2 along the axial direction of the axle 200 is achieved, and axial acting force is transmitted in the running process of a locomotive or a vehicle.

It should be noted that, a first mounting interface and a second mounting interface are provided outside the axlebox beam 1, the first mounting interface is used for mounting a primary suspension device, and the second mounting interface is used for mounting an axlebox pull rod. The first installation interface can be adjusted according to the parameters and application requirements of the whole locomotive or the vehicle, double-side spring seats can be arranged, and the spring seats can also be arranged at the top of the axle box beam 1 to form a rotating arm type axle box; one system of vertical shock absorbers can be arranged, one system of vertical shock absorbers can be arranged on the axle box cover, the structure adjustment is flexible and various, and various axle box types on the market can be replaced at present.

In one embodiment, as shown in fig. 1 and 2, the pedestal girder 1 is provided with a shaft hole 102, and a locking cone 101 is provided at an inner wall of the shaft hole 102. Wherein, along the radial direction of the axle 200, a movable gap is provided between the axle hole 102 and the axle box body 2.

The axle hole 102 is provided in the pedestal beam 1, and the axle hole 102 is used for accommodating the axle housing 2 to provide a mounting position for the axle housing 2. A play is provided between the shaft hole 102 and the axle housing 2 in the radial direction of the axle 200 to provide the axle housing 2 with a movable play space. Specifically, the axle housing 2 is moved in the radial direction of the axle 200 and in a direction away from the locking frustum 101, disengaging the locking taper groove 21 and the locking frustum 101 from each other to achieve the unloading process of the wheel 300; when the axle box body 2 moves along the radial direction of the axle 200 and towards the direction close to the locking cone 101, the locking cone groove 21 and the locking cone 101 are clamped with each other, so that the bearing process of the wheel 300 is realized.

In one embodiment, as shown in fig. 1 and 2, the shaft hole 102 is provided with a vertical portion 103, and the vertical portion 103 is used for limiting the rotation of the shaft housing 2.

The vertical portion 103 is provided through the shaft hole 102, the shaft hole 102 is not a circular hole structure, and the shaft hole 102 is similar to an oblong hole or a kidney-shaped hole structure. The vertical portion 103 may also be referred to as a vertical rib or a force-transmitting limit rib, and mainly has the following functions: firstly, the vertical part 103 plays a limiting role and prevents the axle box beam 1 and the axle box body 2 from rotating relatively, so that the locking taper groove 21 and the corresponding locking frustum 101 are ensured not to cause the failure of the track-changing device 100 due to phase change, and the reliability of the track-changing device 100 is ensured; second, during operation of the locomotive or vehicle, a force in the radial direction of the axle 200 is transmitted using the vertical portion 103.

In one embodiment, as shown in fig. 1-3, the axle housing 2 is a main bearing part of the rail-changing device for the locomotive wheel pair, and mainly bears the load of the locomotive and is a key part for transmitting transverse force, and a locking taper groove 21 is arranged at the upper part of the outer part of the axle housing 2, and the locking taper groove 21 and the locking taper 101 of the axle box girder 1 cooperate with each other to transmit acting force along the axial direction of the axle 200. On the outside of the axle housing 2 there is a stop cooperating with the vertical portion 103 of the axle housing beam 1 for transmitting forces in the radial direction of the axle 200. The shaft box body 2 is internally provided with a mounting hole, and the end surfaces of two ends of the shaft box body 2 are respectively provided with a first shaft box mounting interface and a second shaft box mounting interface.

In one embodiment, as shown in fig. 1, the rail-changing device for locomotive wheelsets further includes an axle box bearing 7, the axle box bearing 7 is disposed in a mounting hole, the mounting hole provides a mounting position for the axle box bearing 7, and the axle box bearing 7 is sleeved outside the axle 200 and disposed between the axle 200 and the axle box body 2, so as to ensure the smoothness of the rotation of the axle 200 during the normal operation of the locomotive.

It should be noted that the journal bearing 7 may be a double-row tapered roller bearing, a double-row cylindrical roller bearing, or other bearings that perform the same load-bearing function.

It should be noted that, the position of the axle box bearing 7 is fixed when the track gauge is changed, and the center line of the axle box bearing 7 is always overlapped with the bearing centers of the axle box body 2 and the axle box beam 1, so that the offset load is not generated under various track gauges, thereby ensuring the service life and reliability of the axle box bearing 7. In addition, the axle box bearing 7 is relatively easy to select, the existing axle box bearing 7 of the locomotive or the vehicle can be selected, redevelopment is not needed, local materials are used, and the production cost is saved.

In one embodiment, as shown in fig. 1, the locomotive wheelset track-changing device further includes a shaft end cover 11, and the shaft end cover 11 is disposed at the end of the axle 200 for limiting the axle box bearing 7. The inner ring of the bearing 7 of the journal box is limited by the shaft end gland 11.

It should be noted that the shaft end cover 11 and the axle 200 may be connected by bolts, that is, the bolts are respectively inserted into the shaft end cover 11 and the axle 200, and the shaft end cover 11 is used to fix the axle bearing 7.

In one embodiment, as shown in fig. 1 and 4, the rail transferring device for locomotive wheelsets further includes a rear axle box cover 4 and a front axle box cover 12, the rear axle box cover 4 is disposed in the axle box beam 1 and disposed at an end of the axle box body 2 close to the sliding mechanism 3, that is, the rear axle box cover 4 is mounted to the first axle box mounting interface of the axle box body 2. As shown in fig. 1 and 5, the front axle box cover 12 is partially disposed in the axle box beam 1 and at an end of the axle box body 2 away from the slider mechanism 3, and the front axle box cover 12 is mounted to the second axle box mounting interface of the axle box body 2. The axle box rear cover 4 and the axle box front cover 12 are respectively abutted against two ends of the outer ring of the axle box bearing 7, and play a role in fixing the outer ring of the axle box bearing 7.

It should be noted that a first end cap mounting interface is provided on an end surface of the axle box front cover 12, and the end cap mounting interface is used for mounting a grounding device or an axle end speed sensor. If desired, a second end cap mounting interface 121 may be provided at the end face of the front axle housing cover 12, the second end cap mounting interface 121 being configured to mount a series of vertical shock absorbers.

In one embodiment, as shown in fig. 1 to 6, the sliding mechanism 3 includes a locking collar 36, the locking collar 36 is located between the axle box beam 1 and the wheel 300, and a plurality of locking slots 362 are provided on a side of the locking collar 36 close to the axle box beam 1. By locating the locking collar 36 between the axle box girder 1 and the wheel 300, the locking collar 36 and the axle box girder 1 cooperate to provide a locking function.

Specifically, when the locomotive or the vehicle runs, the locking slot 362 of the locking retainer 36 is clamped with the locking boss 104 of the axle box girder 1, so as to lock the wheel 300; when the track gauge of the locomotive or the vehicle is switched, the locking clamping groove 362 of the locking retainer ring 36 is separated from the locking boss 104 of the axle box girder 1, so that the wheel 300 is unlocked; if the rail gauge needs to be switched to the wide gauge, the two locking bosses 104 are correspondingly clamped in the two locking clamping grooves 362; when the narrow gauge needs to be switched, the locking boss 104 located on the inner side is correspondingly clamped in the locking clamping groove 362 located on the outer side, so that the locking in two different gauge states can be met while the acting force along the axial direction of the axle 200 is ensured.

In one embodiment, the axlebox rear cover 4 is disposed within the axlebox beam 1 and between the axlebox body 2 and the locking collar 36. The axle box rear cover 4 is provided with a guide groove 41 (as shown in fig. 4), one side of the locking retainer 36 facing the axle box rear cover 4 is provided with a transmission bridge 361 (as shown in fig. 6), the locking clamp groove 362 is arranged on the transmission bridge 361, and the guide groove 41 is used for limiting the transmission bridge 361.

Specifically, the axle box rear cover 4 is provided with an extension portion on a side close to the sliding mechanism 3, the extension portion is provided with a guide groove 41, a side of the locking collar 36 facing the axle box rear cover 4 is provided with a power transmission bridge 361, and the guide groove 41 is used for limiting the power transmission bridge 361. The guide groove 41 provides an accommodating space for the force transfer bridge 361, and simultaneously, the force transfer bridge 361 is limited, the rotation of the lock stop ring 36 can be limited by the guide groove 41, the whole rail transfer device 100 is guaranteed to execute accurate action in the rail transfer process, and the rail transfer reliability is guaranteed. Meanwhile, the force transmission bridge 361 is provided with a plurality of locking clamping grooves 362 along the axial direction of the axle 200, so that the locking clamping grooves 362 of the locking retainer ring 36 can be butted with the locking bosses 104 of the axle box beam 1, and the unlocking and locking functions of the wheel 300 can be realized.

In particular, after the wheels 300 are unlocked, the axle housing 2 and the axle housing rear cover 4 do not rotate, and the locking retainer 36 located in the guide groove 41 of the axle housing rear cover 4 does not rotate, so that the locking taper groove 21 and the corresponding locking taper 101 do not fail due to phase change.

It can be understood that a limiting groove is formed in one side, facing the transmission bridge 361, of the axle box body 2, the limiting groove is used for limiting the transmission bridge 361 to achieve a mechanical limiting function, when the increase of the inner side distance of the wheel 300 is too large, the transmission bridge 361 of the locking retainer ring 36 is in contact with the limiting groove to achieve limiting, and the situation that the wheel 300 slips or is difficult to lock due to the fact that the transverse moving amount of the wheel 300 is too large in the track distance changing process is avoided. The limiting groove can be used for reserving a moving space for the force transmission bridge 361 of the locking retainer ring 36 in a wide rail state, and the locking retainer ring 36 is axially limited in the rail changing process, so that the locking structure is prevented from being dislocated due to overlarge displacement.

In one embodiment, as shown in fig. 1, 7-8, the locomotive wheel pair rail transfer device further comprises a bearing seat 35 and a thrust bearing 6, the bearing seat 35 is disposed between the locking retainer 36 and the wheel 300 and connected to the locking retainer 36, and the thrust bearing 6 is sleeved outside the axle 200 and disposed between the bearing seat 35 and the axle 200.

By disposing the bearing housing 35 between the locking collar 36 and the wheel 300 and connecting to the locking collar 36, the locking collar 36 and the bearing housing 35 cooperate to perform transmission of force in the axial direction of the axle 200. In addition, the bearing housing 35 is used to mount the thrust bearing 6 to provide a mounting position for the thrust bearing 6. The thrust bearing 6 may be a bidirectional thrust ball bearing, and is configured to decouple the rotational motion of the wheel 300 and the movement along the axial direction of the axle 200, and finally transmit only the acting force, which is applied to the wheel 300 and is along the axial direction of the axle 200, to the axle-box beam 1 through the locking retainer 36 and the bearing seat 35.

In one embodiment, as shown in fig. 1 and 9-11, the sliding mechanism 3 includes a sliding sleeve 31, a spline hub 32, and a spline 33, the sliding sleeve 31 is disposed through the wheel 300 and abuts against the bearing seat 35, the spline hub 32 is sleeved outside the axle 200 and disposed inside the sliding sleeve 31, and the spline 33 is disposed on the spline hub 32 and between the spline hub 32 and the sliding sleeve 31.

Wherein, slip sleeve 31 is main slip and torque transmission mechanism, wears to locate wheel 300 through slip sleeve 31, and slip sleeve 31 can drive wheel 300 and remove along the axial direction of axletree 200, realizes the wheel 300 and becomes the rail process. Specifically, a wheel 300 mounting interface is provided outside the sliding sleeve 31, the wheel 300 mounting interface is used for mounting the wheel 300, and a thrust bearing mounting interface 312 is provided outside the sliding sleeve 31, and the thrust bearing mounting interface 312 is used for mounting the thrust bearing 6. Locate the outside of axletree 200 and set up in slipping sleeve 31 through spline hub 32 cover, spline hub 32 plays the effect of bearing spline 33, spline hub 32 and axletree 200 interference fit to guarantee the fixed effect between spline hub 32 and the axletree 200, be provided with spline groove 313 in spline hub 32's inside, spline groove 313 is used for holding spline 33, set up between spline hub 32 and slipping sleeve 31 through spline 33, spline 33 plays when transmission moment of torsion in normal work process, still guarantee the gliding smoothness nature in the derailment process.

It should be particularly noted that the spline hub 32 needs to be processed by a special process, so that the spline hub 32 meets the strength requirement, at this time, the axle 200 does not need to be specially reinforced, the processing process is completely the same as that of the existing locomotive axle 200, the spline hub 32 can be replaced in time according to the use condition, the replacement cost is low, the axle 200 does not need to be replaced, and the axle 200 can be used in the whole life cycle.

It should be noted that the spline 33 can be replaced by multiple spline forms such as an involute spline and a rectangular spline, and can be integrated with the sliding sleeve 31 as required and be matched with the spline hub 32 for torque transmission, or the spline 33 can be integrated with the spline hub 32 and be matched with the sliding sleeve 31 for torque transmission.

In one embodiment, as shown in fig. 1 and 12, the skid mechanism 3 further includes a needle roller assembly 34, the needle roller assembly 34 including a needle roller cage 341 and a needle roller body 342, the needle roller cage 341 being disposed between the axle 200 and the skid sleeve 31. The needle body 342 is provided on the needle roller holder 341 between the needle roller holder 341 and the sliding sleeve 31.

It is understood that the needle roller holders 341 and the needle roller bodies 342 are main components between the wheel 300 and the axle 200 that receive loads in the radial direction of the axle 200, such as the mass of each suspension system, the wheel-rail vertical impact force, and the like. With the needle roller cage 341 disposed between the axle 200 and the slipping sleeve 31, the needle roller cage 341 provides a bearing position for the needle roller 342, and accordingly, the raceway 314 is provided inside the slipping sleeve 31 to provide an accommodation space for the needle roller 342. Under the mutual cooperation of the needle roller holder 341 and the needle roller body 342, the needle roller holder can move along with the wheel 300 along the axial direction of the axle 200 during track gauge switching, so that the center of the needle roller holder 341 is always overlapped with the rolling circle of the tread of the wheel 300, the whole needle roller assembly 34 is not subjected to unbalance loading, no clamping stagnation is generated when the wheel 300 slides, and the smoothness of the sliding mechanism 3 in the track changing process is further ensured.

It should be noted that the needle roller assembly 34 is capable of bearing loads in the radial direction of the axle 200, and has a high load-bearing capacity, a small space occupation, and a reduced risk of the wheel 300 jamming during the rail changing process, as compared to a sliding bearing, but according to the technical solution, the needle roller assembly 34 may be replaced by a sliding bearing in some other embodiments.

It should be noted that in some other embodiments, the needle roller assembly 34 may be replaced by a needle roller bearing or a sliding bearing.

In one embodiment, as shown in fig. 1 and 13, the needle roller assembly 34 further includes a limiting seat 343, the limiting seat 343 is disposed outside the axle 200 and between the axle 200 and the needle roller holder 341, the limiting seat 343 is mainly used for bearing the load transmitted by the needle roller assembly 34 in the radial direction of the axle 200, one end face of the limiting seat 343 can perform a limiting function when the track gauge is changed, and the other end face can be used for limiting a axlebox sealing ring of the locomotive.

It should be noted that, when the distance inside the wheel 300 is reduced too much, the sliding sleeve 31 contacts with the end surface of the spline hub 32 to realize the limiting function, or the sliding sleeve 31 contacts with the end surface of the limiting seat 343 to realize the limiting function. By adopting the mechanical limiting mode, the condition that the track gauge variation of the wheel 300 is smaller in the track gauge changing process is avoided.

In particular, the locomotive wheel pair rail transfer device further includes a retaining ring 13, and the retaining ring 13 is sleeved on the axle 200 and is disposed inside the limit seat 343 for limiting the driving device such as the limit seat 343 or the axle suspension housing.

In one embodiment, as shown in the figure, the wheel pair rail transfer device further comprises a bearing shoe, the bearing shoe is arranged at the lower part of the axle box beam 1, the bearing shoe and the axle box beam 1 are fastened together through a bolt connection, and the bearing shoe is mainly used for bearing the load along the radial direction of the axle 200 when the rail gauge of the locomotive or the vehicle is changed.

It should be noted that the load shoe can be structurally modified and replaced according to the interface requirements of the ground derailing apparatus 100.

The locomotive wheelset track transfer device provided by the embodiment works as follows:

1. after the locomotive or the vehicle enters the unloading area of the ground rail transfer device 100, the bearing shoes arranged at the lower part of the axle box beam 1 contact with the bearing rails of the ground rail transfer device 100, the wheels 300 gradually sink along the sinking rails of the ground rail transfer device 100, and all parts of the rail transfer device except the axle box beam 1 and the locomotive wheel pair sink together with the wheels 300. At this time, the locking cone 101 of the axle box girder 1 and the locking cone groove 21 of the axle box body 2, and the locking boss 104 of the axle box girder 1 and the locking groove 362 of the locking collar 36 are gradually disengaged until the axle box body 2 and the lower semi-circular arc of the inner ring of the axle box girder 1 contact, that is, unloading is completed, at this time, the load shoe at the lower part of the axle box girder 1 bears all the loads on the vehicle, the wheel 300 is completely unloaded, the locking cone 101 of the axle box girder 1 and the locking cone groove 21 of the axle box body 2 are completely disengaged, that is, the wheel 300 is completely unlocked while the wheel 300 is unloaded.

2. When the locomotive or the vehicle reaches a rail transfer area, the wheels 300 transversely move to a fixed track distance under the action of the guide rail, the sliding sleeve 31 drives the thrust bearing 6, the locking check ring 36 and the bearing seat 35 to synchronously move, and the locking cone frustum 101 of the axle box beam 1 corresponds to the locking cone groove 21 of the axle box body 2, and the locking boss 104 of the axle box beam 1 corresponds to the locking clamping groove 362 of the locking check ring 36 again;

in order to prevent the wheel 300 from slipping or being difficult to lock due to the overlarge transverse displacement of the wheel 300 in the track gauge changing process, the invention has a mechanical limiting function, namely when the increase of the inner side gauge of the wheel 300 is overlarge, the force transmission bridge 361 of the locking retainer ring 36 is contacted with the limiting groove of the axle box body 2 to realize limiting; when the inner distance reduction of the wheel 300 is too large, the sliding sleeve 31 contacts with the end face of the limiting seat 343 to realize limiting.

3. When the locomotive or the vehicle reaches a loading area, the tread of the wheel 300 starts to move upwards along the ascending rail of the ground rail transfer device 100, the locking cone platform 101 of the axle box beam 1 is mutually embedded with the locking cone groove 21 of the axle box body 2, the locking boss 104 of the axle box beam 1 and the locking clamping groove 362 of the locking retaining ring 36, and the wheel 300 is synchronously locked while the bearing of the wheel 300 is completed.

It can be understood that the present embodiment provides a locomotive wheel pair rail transfer device, which substantially decouples loads in the radial direction of the axle 200, loads in the axial direction of the axle 200 and torsional moments between the wheel 300 and the axle 200, respectively, loads in the radial direction of the axle 200 are borne by the needle roller assembly 34, loads in the axial direction of the axle 200 are borne by the journal bearing 7, the thrust ball bearing and the locking assembly, and torques are transmitted by the slipping sleeve 31, the spline hub 32 and the spline 33 of the slipping mechanism 3.

The embodiment also provides a locomotive, which comprises the locomotive wheel pair rail transfer device. Through setting up locomotive wheel pair orbital transfer device, only wheel 300 uninstallation, gauge transform and wheel 300 bear these three steps in whole orbital transfer process, wheel 300 unblock and wheel 300 uninstallation process go on in step, accomplish in step, wheel 300 locks and wheel 300 bears the weight of the process go on in step, accomplish in step, and whole orbital transfer process does not need ground orbital transfer device 100 to arrange the rail of unblock and locking, has reduced ground orbital transfer device 100's the design degree of difficulty, has simplified the orbital transfer process, has practiced thrift manufacturing and design cost.

It should be noted here that the locomotive wheel pair derailment set shown in the drawings and described in the present specification is only one example employing the principles of the present invention. It will be clearly understood by those skilled in the art that the principles of the present invention are not limited to any of the details or any of the components of the apparatus shown in the drawings or described in the specification.

It is to be understood that the invention is not limited in its application to the details of construction and the arrangement of components set forth in the description. The invention is capable of other embodiments and of being practiced and carried out in various ways. The foregoing variations and modifications fall within the scope of the present invention. It will be understood that the invention disclosed and defined in this specification extends to all alternative combinations of two or more of the individual features mentioned or evident from the text and/or drawings. All of these different combinations constitute alternative aspects of the present invention. The embodiments described in this specification illustrate the best mode known for carrying out the invention and will enable those skilled in the art to utilize the invention.

Other embodiments of the disclosure will be apparent to those skilled in the art from consideration of the specification and practice of the invention disclosed herein. This disclosure is intended to cover any variations, uses, or adaptations of the invention following, in general, the principles of the disclosure and including such departures from the present disclosure as come within known or customary practice within the art to which the disclosure pertains. It is intended that the specification and example embodiments be considered as exemplary only, with a true scope and spirit of the disclosure being indicated by the following claims.

It will be understood that the present disclosure is not limited to the precise arrangements described above and shown in the drawings and that various modifications and changes may be made without departing from the scope thereof. The scope of the disclosure is limited only by the appended claims.

Claims (10)

1. A locomotive wheel pair rail transfer device comprises an axle (200), a wheel (300) and a rail transfer device (100), wherein the axle (200) penetrates through the wheel (300) and the rail transfer device (100), and the rail transfer device (100) is characterized by comprising:

the axle box beam comprises an axle box beam (1), wherein a locking frustum (101) and a plurality of locking bosses (104) arranged along the axial direction of the axle (200) are arranged in the axle box beam (1);

the shaft box body (2) is arranged in the shaft box beam (1), and a locking conical groove (21) is formed in the outer wall of the shaft box body (2);

the sliding mechanism (3) is arranged outside the axle box body (2), the sliding mechanism (3) comprises a sliding sleeve (31) and a locking retainer ring (36), the sliding sleeve (31) penetrates through the wheel (300), the locking retainer ring (36) is arranged between the axle box beam (1) and the sliding sleeve (31), and one side, close to the axle box beam (1), of the locking retainer ring (36) is provided with a plurality of locking clamping grooves (362) arranged along the axial direction of the axle (200);

wherein, slip sleeve (31) configuration is configured to drive wheel (300) are followed the axial direction of axletree (200) removes, makes locking taper groove (21) selectivity joint in locking frustum (101), at least one locking boss (104) selectivity with rather than corresponding locking draw-in groove (362) looks joint is used for wheel (300) alternate gauge.

2. The locomotive wheel pair rail transfer device of claim 1, comprising:

the axle box bearing (7) is sleeved outside the axle (200) and is arranged between the axle (200) and the axle box body (2);

the axle box rear cover (4) is arranged in the axle box beam (1) and is arranged between the axle box body (2) and the locking check ring (36);

the axle box front cover (12) is arranged at one end, far away from the axle box rear cover (4), of the axle box beam (1);

wherein the axle box front cover (12) and the axle box rear cover (4) are respectively abutted against two ends of an outer ring of the axle box bearing (7).

3. The locomotive wheel pair rail transfer device according to claim 2, characterized in that the axle box rear cover (4) is provided with a guide groove (41), a side of the locking retainer (36) facing the axle box rear cover (4) is provided with a power transmission bridge (361), the locking clamp groove (362) is provided on the power transmission bridge (361), and the guide groove (41) is used for limiting the power transmission bridge (361).

4. The locomotive wheelset derailment assembly of claim 1, further comprising:

the bearing seat (35) is arranged between the locking retainer ring (36) and the wheel (300), one end of the bearing seat (35) is abutted to the sliding sleeve (31), and the other end of the bearing seat is connected to the locking retainer ring (36);

the thrust bearing (6) is sleeved outside the axle (200) and arranged between the bearing seat (35) and the axle (200), and two sides of the thrust bearing (6) are respectively abutted to the bearing seat (35) and the locking retainer ring (36).

5. Locomotive wheelset derailment device according to claim 1, wherein the glide mechanism (3) comprises a needle assembly (34), and the needle assembly (34) comprises:

a needle roller cage (341) provided between the axle (200) and the slipping sleeve (31);

and a needle body (342) which is provided on the needle roller cage (341) and is provided between the needle roller cage (341) and the sliding sleeve (31).

6. The locomotive wheelset derailment device of claim 5, wherein the needle assembly (34) further comprises a limiting seat (343), the limiting seat (343) is sleeved outside the axle (200) and is arranged between the axle (200) and the needle roller holder (341) for limiting the slipping sleeve (31).

7. Locomotive wheelset derailment device according to claim 1, characterized in that the glide mechanism (3) further comprises:

a spline hub (32) sleeved outside the axle (200) and arranged in the sliding sleeve (31);

a spline (33) disposed on the spline hub (32) and disposed between the spline hub (32) and the slip sleeve (31).

8. Locomotive wheelset derailment device according to any of claims 1-7, characterized in that the axle box beam (1) is provided with an axle hole (102), and the locking frustum (101) is provided on the inner wall of the axle hole (102);

wherein, along the radial direction of the axle (200), a movable gap is arranged between the axle hole (102) and the axle box body (2).

9. The locomotive wheelset derailment device of claim 8, wherein the axle hole (102) is provided with a vertical portion (103), and the vertical portion (103) is used for limiting the rotation of the axle box body (2).

10. A locomotive comprising a wheel set derailment apparatus according to any of claims 1-9.

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