EA040155B1 - HIGH-SPEED TRAIN VARIABLE-GAUGE TRUCKS FOR RAILWAY VEHICLES - Google Patents

Description

Cross-reference to related application

This application claims priority of Chinese Patent Application No. 2018103320508, filed April 13, 2018, titled Variable Gauge Bullet Train Bogie for Railway Vehicles, which is incorporated herein by reference in its entirety.

Technical field

An embodiment of the present invention relates to the field of railway vehicle bogies, in particular to a variable gauge bullet train bogie for a railway vehicle.

State of the art

In order to meet the requirements for transportation on rail tracks with different gauges in neighboring countries, bogies with different rear flange distances are usually replaced at the border with other countries, but this solution is costly and time consuming. Variable gauge bogies were invented in Spain and later in Japan to allow trains to run continuously on tracks with different gauges.

For braking and parking, a wheel-mounted brake disc is usually installed on the wheel. When the train brakes, the brake pad of the brake clamp holds the wheel-mounted brake disc for braking. However, in the process of changing the train gauge, there will be relative movement between the wheels of one wheelset, and the position between the brake disc fixed on the wheel and the brake clamp will be changed, and the existing brake clamp installation mode may not meet the requirements for the changed gauge wheelset.

SUMMARY (I) Technical problems to be solved.

The object of the embodiments of the present disclosure is to solve at least one of the technical problems present in the prior art or related technologies.

One embodiment of the present disclosure provides a variable gauge bullet train bogie for a railway vehicle to meet the braking and parking requirements of the variable gauge wheelset at different gauges, improve the efficiency of the variable gauge wheelset on different railway tracks, and ensure safe operation. Vehicle.

(II) Technical solutions.

In order to solve the above technical problems, one embodiment of the present disclosure provides a variable gauge bullet train bogie for a rail vehicle that includes a frame. The frame includes a pair of side beams arranged in parallel and a pair of cross beams arranged in parallel and connected between a pair of side beams, a variable gauge wheelset is respectively located on the outer sides of the pair of transverse beams, the wheels of the variable gauge wheelset are mounted with brake discs fixed on the wheels , each of the side beams or each of the cross beams is installed with a mounting socket and a brake clip, and the brake clip is connected to the mounting socket by support pins. The support pins are located horizontally below the mounting socket, and both ends are rigidly connected to the mounting socket. One end of the brake clamp is provided with a connecting sleeve; moreover, the connecting sleeve is firmly seated on the damping inner sleeves with elastic damping; the connecting sleeve is fixed on the support pins by means of damping inner sleeves. When changing the track, the brake disc fixed on the wheel, located on the wheel, presses the brake clamp. When the pressure on the connecting sleeve is greater than the damping force between the connecting sleeve and the support pins, the connecting sleeve causes the brake clamp to move along the support pins.

In an embodiment of the present disclosure, the length of the connecting sleeves is less than the length of the support pins. Both ends of the connecting sleeve and both ends of the support pins are respectively connected through a bellows; and space is left between the connecting sleeve and the bottom surface of the mounting seat for a gap.

In an embodiment of the present disclosure, the damping inner bushings include a first damping inner bushing and a second damping inner bushing which are spaced apart. A spherical bearing is firmly mounted on the support pin between the first damping inner sleeve and the second damping inner sleeve. The positioning of the spherical bearing and the connecting sleeve is carried out by means of the bearing seat. The bearing seat and the inner surface of the connecting sleeve are connected by a press fit.

In an embodiment of the present disclosure, two bearing pins, including a first bearing pin and a second bearing pin, are arranged in parallel below the mounting seat. The first support pin is located outside the mounting socket; and the second support pin is located inside

- 1 040155 mounting socket. Accordingly, one end of the brake clip is provided with two connecting sleeves connected in parallel and including a first connecting sleeve and a second connecting sleeve. The first connecting sleeve is connected to the first support pin; and the second connecting sleeve is connected to the second support pin.

In an embodiment of the present disclosure, the mounting socket is provided with connecting ends extending downward along axially opposite sides of the variable gauge wheelset, and the support pins are rigidly connected to the connecting ends.

In an embodiment of the present disclosure, the side beam or cross beam is provided with a brake suspension bracket on which a mounting socket is located.

In an embodiment of the present disclosure, a variable gauge wheelset includes an axle, wheels, and locking mechanisms. Both ends of the pairs of side beams are respectively provided with a box body. Both ends of the axle pass respectively into the box body. The wheels are mounted on axles and connected to the axles by means of splines. Locking mechanisms are suitably provided on the outer sides of the wheels and are located in the axlebox housing at both ends of the axle. The locking mechanisms are connected to the wheels and are configured to lock and unlock the wheels to change the track.

In an embodiment of the present disclosure, the locking mechanism includes an inner sleeve, a rolling bearing, an outer sleeve, and a locking pin.

In an embodiment of the present disclosure, the inner sleeve, the rolling bearing and the outer sleeve are tightly fitted in sequence from the inner part to the outer part, the inner sleeve is seated with clearance on the axle. The end of the inner sleeve facing the wheels extends beyond the axle box housing and is firmly connected to the wheels. The outer bushing is seated with a gap on the inner surface of the box body, and the opposite sides of the outer bushing are respectively equipped with a protrusion extending in the axial direction along the outer bushing. A plurality of grooves are spaced along the length directions of the projections. The inner side wall of the box body has a concave arcuate surface corresponding to the grooves, respectively. The locking pins are insertable into the locking space formed by the grooves and the concave arcuate surface, and can be moved between the locking spaces by an external force so as to change the gauge.

In an embodiment of the present disclosure, the locking pin includes a pin body, one side of which is provided with an open slot extending in the radial direction of the pin body. The open groove is provided with at least one tooth extending in the axial direction of the pin body. The upper end of the tooth is connected to the upper part of the open slot. Between the lower end of the tooth and the lower part of the open groove, a recess is left; and the tooth is configured to be inserted into the grooves.

In an embodiment of the present disclosure, the pin housing is mounted in the axle box housing via a return spring. The upper end of the pin housing is connected to a return spring; and the lower end of the pin housing extends beyond the lower surface of the axle box housing.

In an embodiment of the present disclosure, the box housing is provided with a gauge change early warning and gauge change process detection unit.

In an embodiment of the present disclosure, the axle is in the form of a stepped rod having a diameter at the middle that is greater than the diameter at both ends. The wheels are located on the intermediate section of the stepped rod and are respectively located at both ends of the intermediate section. Locking mechanisms are located at both ends of the stepped bar.

In an embodiment of the present disclosure, the inner periphery of the wheel is internally splined. Both ends of the intermediate section of the stepped rod are respectively provided with external splines. The wheels and both ends of the middle rod are connected by fitting by means of an internal slot and an external slot.

In an embodiment of the present disclosure, both ends of the intermediate section are respectively made in the form of a three-part stepped rod, including a first shoulder, a second shoulder and a third shoulder, the diameters of which vary with a gradual increase from outside to inside. The outer slot is made on the outer periphery of the second bead. The wheel central hole is made in the form of a three-part stepped hole, including the first connecting hole, the second connecting hole and the third connecting hole, the diameters of which change with a gradual increase from outside to inside. Internal slots are located along the periphery of the inner wall of the second connection hole. The first connecting hole corresponds to the first collar. The inner slot is connected by fitting with the outer slots. The third connecting hole corresponds to the third bead.

(III) Provided technical results.

Compared with the prior art, an embodiment of the present disclosure has at least the following advantages.

This embodiment of the present disclosure provides a variable gauge bullet train bogie for a railroad vehicle in which the suspension mode of the brake clip is improved from the existing bogie, and the brake clip is connected to the mounting socket via support pins. The support pins are located horizontally below the mounting socket; and both their ends are rigidly connected to the mounting socket. One end of the brake clamp is provided with a connecting sleeve. The connecting sleeve is firmly seated on damping inner sleeves with resilient damping. The connecting sleeve is fixed on the support pins by means of damping inner sleeves. When changing the track, the brake disc attached to the wheel, located on the wheels, presses the brake clamp. When the pressure on the connecting sleeve is greater than the damping force between the connecting sleeve and the support pins, the connecting sleeve causes the brake clamp to move along the support pins, and the brake clamp also reaches the appropriate position after the complete measurement of the gauge of the wheel set, so as to meet the braking and parking requirements of the variable bogie. gauges at different gauges, improve the efficiency of the variable gauge bogie at different gauges, and ensure the safe operation of vehicles. In addition, due to the brake disc attached to the wheel and the brake clamp matched thereto, sufficient space can be reserved for installing the driving device required for the bullet train bogie, such as the traction motor, clutch, gearbox and other related parts of the transmission drive device or gearbox.

In addition, locking mechanisms are provided on the outer sides of the wheels, and the part of the axle between the inner sides of the wheels is matched to the known axle. Thus, on the one hand, there is sufficient space left for the motor, gearbox and other components mounted on the axle between the inner sides of the wheels; and, on the other hand, the interfacing of the variable gauge wheelset can be coordinated with the interfacing of existing vehicles, which is convenient for serial modification of existing vehicles. In addition, the wheels and the axle are connected by splines, so that the torque is evenly distributed along the inner periphery of the wheels, which contributes not only to the transmission of torque, but also to the smooth movement of the wheels along the axle to change the track.

In addition, each of the two ends of the intermediate section of the axle is made in the form of a three-part stepped rod. External slots are located on the intermediate section of the three-part stepped rod. The central hole of the wheel is also made in the form of a three-part stepped hole. The internal splines are disposed in the intermediate portion of the three-part stepped hole, and thus the lip plus slot plus lip connection is integrally formed. The collars at both ends of the outer splines are adapted to absorb radial loads; and torque is transmitted by a combination of internal and external splines to functionally separate the radial load from torque transmission, thereby increasing the structural reliability of the variable gauge wheelset.

Brief description of the drawings

In FIG. 1 is a schematic 3D view of a variable gauge bullet train bogie for a rail vehicle according to an embodiment of the present disclosure.

In FIG. 2 is a schematic three-dimensional representation of the braking part of FIG. 1.

In FIG. 3 is an axial sectional view of a first support pin in a variable gauge bullet train bogie for a rail vehicle in the first embodiment of the present disclosure.

In FIG. 4 is an axial sectional view of a second support pin in a variable gauge bullet train bogie for a rail vehicle in a second embodiment of the present disclosure.

In FIG. 5 is a partial schematic view of a variable gauge bullet train bogie for a rail vehicle according to an embodiment of the present disclosure.

In FIG. 6 is a schematic view of a brake clamp mounted on a variable gauge wheelset in a bogie of a variable gauge bullet train for a rail vehicle according to an embodiment of the present disclosure.

In FIG. 7 is a schematic 3D view of the outer sleeve of FIG. 6.

In FIG. 8 is a schematic three-dimensional representation of the locking pin of FIG. 6. Reference symbols:

- brake clamp,

- mounting socket

- support pin

- damping inner sleeve,

- spherical bearing,

- bearing housing

- corrugated cover,

- 3 040155

- impact-resistant rubber bushing,

- insert,

- wheel,

- the first connecting sleeve,

- the second connecting sleeve,

- clamp body

- brake pad,

- side bar

- outer sleeve

- ledge,

- furrow,

- the first support pin,

- the second support pin,

- locking pin

- finger body

- open slot

- tooth,

- excavation,

- guide bevel

- friction bearing,

- inner sleeve

- box body,

- axis,

100 - brake disc fixed on the wheel.

Implementation of the invention

Specific embodiments of the present disclosure will be described in more detail with reference to the drawings and embodiments. The following embodiments are used to illustrate the present disclosure and not to limit the scope of the disclosure.

With regard to the description of the present disclosure, it should be noted that the orientation or relative position indicated by such terms as center, longitudinal, transverse, top, bottom, front, rear, left, right, vertical, horizontal, top, bottom, inside, outside are based on the orientation or relative position shown in the drawings, the purpose of which is only to facilitate the description of the present disclosure and to simplify this description, and not to indicate or imply that the device or element mentioned must have a particular orientation, be constructed and operate in a particular orientation , and therefore cannot be construed as limiting the present disclosure. In addition, the terms first, second, and third are for descriptive purposes only and should not be taken as denoting or implying relative importance.

In the description of the present disclosure, it should be noted that, unless otherwise clearly indicated or defined, the terms install, connect to and connect to should be understood in a broad sense, for example, it can be a fixed connection or a detachable connection, or a permanent connection; may be a connection by mechanical means or an electrical connection; there may be a direct connection or an indirect connection through an intermediate element, and there may be communication between the internals of two elements. Those of skill in the art may understand the specific meaning of the terms set forth above in this disclosure in accordance with particular situations.

In addition, in the description of the present disclosure, unless otherwise indicated, the set of something, many and many sets means two or more.

In the following, the implementation decision of the present disclosure is described in two embodiments, but does not limit the specific content of the disclosure.

First implementation.

As shown in FIG. 1, a variable gauge bullet train bogie for a rail vehicle provided for this embodiment of the present disclosure includes a frame including a pair of side beams 20 arranged in parallel and a pair of parallel cross beams connected between the pair of side beams 20. a pair of variable gauge respectively located outside the pair of transverse beams; and the wheels 10 of the variable gauge wheelset are provided with wheel-mounted brake discs 100. Specifically, as shown in FIG. 6, the wheel-mounted brake discs 100 are respectively mounted on the inner and outer sides of the wheels 10 and integrally connected by connecting parts. As shown in FIG. 5, the side beam 20 is provided with a mounting socket 2 and a brake clamp 1. Alternatively, the mounting socket 2 can also be mounted on the cross beam as shown in FIG. 2-3; the brake clamp 1 is connected to the mounting socket 2 by means of support

- 4 040155 pins 3. In particular, the support pins 3 are located horizontally below the mounting seat 2, and both ends are rigidly connected to the mounting seat 2. One end of the brake clamp 1 is provided with a connecting sleeve. The connecting sleeve is firmly seated on damping inner sleeves 4 with elastic damping. If necessary, the damping inner sleeve 4 is made of resistant rubber and the connecting sleeve is fixed to the support pins 3 by means of the damping inner sleeves 4 to ensure that the positions of the brake clamp 1 and the mounting socket 2 remain unchanged when the gauge wheel set is operating normally. In addition, the inner sides of the damping inner sleeves 4 contacting the support pins 3 are provided with grooves 32 sized according to the amount of required damping force, so that the damping force can be adjusted according to actual needs. When the wheels 10 move due to inward or outward pressure when changing the gauge, the wheel 10 presses the brake clamp 1. When the pressure on the connecting sleeve is greater than the damping force between the connecting sleeves and the support pins 3, the connecting sleeve causes the brake clamp 1 to move along the support pins 3. After complete measurement of the gauge of the wheel set, the brake clamp 1 also reaches the corresponding position and is again blocked on the support pins 3 by means of the damping inner sleeve 4 for positioning, so that the gauge bogie can be braked on different railway tracks, which increases the efficiency of the gauge bogie when various gauges and ensures safe operation of the vehicle. In addition, vibration and shock caused by driving a vehicle can be suppressed by damping the resistant rubber, so that the lateral positioning of the brake clamp 1 is stable and reliable.

In addition, by positioning the wheel-mounted brake disc 100 and the brake clamp 1 matched thereto, and the mounting seat 2, sufficient space can be reserved to provide the driving device required for the variable gauge bogie, such as a traction motor, a clutch, a gearbox, and other related parts corresponding to the transmission drive unit or its gearbox.

In this embodiment of the present disclosure, in order to provide sufficient space in which the connecting sleeves move back and forth, the length of the connecting sleeves is less than the length of the support pins 3, and both ends of the connecting sleeves and both ends of the support pins 3, respectively, are connected through a bellows 7. Since the bellows case 7 has sufficient elasticity, it can expand and contract when the connecting sleeves are moved. In addition, by positioning the bellows 7, dust and dirt can be prevented from entering the connecting sleeves. In addition, the bellows 7 has some influence on the transverse positioning of the coupling sleeve. In addition, to ensure that there is no collision between them when the connecting sleeves move along the support pins 3, a gap is provided between the connecting sleeves and the bottom surface of the mounting socket 2.

It should be noted that the damping inner sleeves 4 include a first damping inner sleeve and a second damping inner sleeve which are spaced apart. A spherical bearing 5 is firmly mounted on the bearing pin 3 between the first damping inner sleeve and the second damping inner sleeve. The outer diametral surface of the outer ring of the spherical bearing 5 is spherical and can match the corresponding concave spherical surface of the bearing seat 6 to provide a self-alignment function. The seat 6 of the bearing and the inner surface of the connecting sleeve are connected by a press fit with the formation of a single structure. The spherical bearing 5 is arranged in such a way that the bearing seat 6 can be prevented from swinging during the movement of the connecting sleeves. In addition, both ends of the spherical bearing 5 can limit the movement of the first damping inner sleeve and the second damping inner sleeve, i. the maximum travel distance of the first and second damping inner sleeves is the travel distance to contact with the spherical bearing 5; when the connecting sleeves are moved, the bearing seat 6 moves along the surface of the spherical bearing 5.

In addition, in order to conveniently install the bearing pin 3, the mounting socket 2 is suitably provided with connecting ends extending downward along axially opposite sides of the gauge wheel pair, and the bearing pins 3 are rigidly connected to the connecting ends.

In addition, in order to ensure reliable connection, two bearing pins 3 including the first bearing pin 31 and the second bearing pin 32 are arranged in parallel below the mounting socket 2, respectively. The first bearing pin 31 is located outside the mounting seat 2, and the second bearing pin 32 is located inside the mounting seat 2. Accordingly, one end of the brake clamp 1 is provided with two connecting sleeves connected in parallel and including

- 5 040155 into itself the first connecting sleeve 11 and the second connecting sleeve 12. These two connecting sleeves can be connected by welding into a single unit. The first connecting sleeve 11 is connected to the first bearing pin 31, and the second connecting sleeve 12 is connected to the second bearing pin 32, so that the connecting sleeves can be connected to the bearing pins smoothly without turning. When the brake clamp 1 is to be moved, the damping force between the first coupling sleeve 11 and the first bearing pin 31 and the damping force between the second coupling bush 12 and the second bearing pin 32 must be simultaneously overcome, i. the damping force experienced is relatively large.

Specifically, in this embodiment of the present disclosure, the brake clip 1 comprises a pair of clip bodies 13 arranged opposite each other, one end of the clip body 13 is connected to coupling sleeves, and the insides of the other end are respectively provided with a brake lining 14, which is a brake lining 14, manufactured by powder metallurgy and has good wear resistance.

In addition, in this embodiment of the present disclosure, both ends of the pair of side beams 20 are respectively provided with a axlebox housing 70, and both ends of the axle 80 of the variable gauge wheel pair respectively extend into the axlebox housing 70, and both ends of the axle 80 are supported and positioned by the axlebox housing 70. As shown in FIG. 6, the wheels 10 are mounted on the axle 80 between two opposite axle boxes 70 and connected to the axle 80 by splines. In particular, the connecting hole of each wheel 10 is provided with an internal spline, and the axle 80 is provided with an external spline. The wheels 10 and the axle 80 are connected by placing internal and external splines in each other for uniform distribution of torque along the periphery of the wheel 10, which is not only convenient for transmitting the torque and weight of the vehicle, but also convenient for the smooth movement of the wheel 10 along the axle 80 for track change. The locking mechanisms are suitably provided on the outer sides of the wheels 10 and located in the axlebox housing 70, only a slight improvement of the axle 80 on the outer sides of the wheels 10 is required, and the axle 80 of the inner part of the wheel 10 is matched with the known axle 80. On the one hand, there is sufficient space available for the engine, gearbox and other parts mounted on the axle 80 inside the wheel 10. On the other hand, the interfacing of the variable gauge wheelset can be matched with the interfacing of an existing vehicle so as to facilitate serial modification of existing vehicles. The locking mechanism is connected to the outer sides of the wheels 10 to lock and unlock the wheels 10 so as to change the track values of the wheels 10. It has a simple structure and is convenient to operate.

In this embodiment of the present disclosure, in order to conveniently install and position the locking mechanisms, the axle 80 is made in the form of a stepped rod having a diameter in the middle part that is greater than the diameter at both ends, the wheels 10 are located on the intermediate rod of the stepped rod and are respectively located on both ends of the intermediate section, and the locking mechanisms are located on the rods at both ends of the stepped rod.

In an embodiment of the present disclosure, as shown in FIG. 6, the locking mechanism specifically includes an inner sleeve 60, a rolling bearing 50, an outer sleeve 30, and a locking pin 40.

The inner sleeve 60, the rolling bearing 50 and the outer sleeve 30 are tightly fitted in series from the inside to the outside to form a smoothly moving one-piece structure, and seals are installed at both ends of the resulting smoothly moving one-piece structure to prevent oil leakage in the rolling bearing 50 and prevent the outer dust and foreign objects into a smoothly moving one-piece structure. When the train is moving normally, the inner sleeve 60 and the inner ring of the rolling bearing 50 rotate, the inner sleeve 60 and the inner ring of the rolling bearing 50 rotate with the wheels 10, the outer ring of the rolling bearing 50 and the outer sleeve 30 remain relatively stationary. The inner sleeve 60 is seated with clearance on the axle 80, one end of the inner sleeve 60 facing the wheels 10 extends beyond the pedestal housing 70 and is firmly connected to the wheels 10 by fasteners such as a bolt. The outer sleeve 30 is seated with a gap on the inner surface of the pedestal housing 70, and the sliding housing can smoothly move horizontally relative to the pedestal housing 70. As shown in FIG. 7, opposite sides on the outside of the outer sleeve 30 are respectively provided with protrusions 31 extending axially along the outer sleeve 30, and a plurality of grooves 32 are spaced apart along the length direction of the protrusions 31. The inner wall of the box body 70 has concave arcuate surfaces corresponding to the grooves 32, respectively. The locking pins 40 are insertable into the locking spaces formed by the grooves 32 and the inner concave arcuate surface, and can be interchanged between the locking spaces by an external force to change the gauge of the wheels 10. In particular, when the locking pins 40 are inserted into the locking spaces locking, one part of the locking pins 40 is located in the grooves 32, and the other part corresponds to a concave arcuate surface; and the outer sleeve 30 is fixed relative to the pedestal housing 70 for locking. At this time, the position of the wheels

- 6 040155 is fixed about the axis 80. When it is necessary to change the track, the locking pin 40 is disengaged from the locking space by an external force to unlock. In this embodiment, the locking finger 40 can be disengaged from the locking space by using an upward push. At this time, the wheels 10 are pushed to move outward or inward along the axle 80 and then drive the smoothly moving one-piece structure to move relative to the pedestal housing 70 and the locking pins 40. When the locking space corresponding to the changed track moves just below the locking pins 40, the locking pins 40 are inserted into the locking space by their own gravity and downward force, the track of the wheel 10 is reversed.

In particular, the inner sleeve 60 is axially seated at both ends of the stepped bar, with both elements having a clearance fit, and space is left between the inner bush 60 and the shoulder of the stepped bar for a gap to change gauge so as to provide sufficient space for the inner bush. 60 to move along axle 80 without interfering with axle 80 during a gauge change. The distance between two adjacent grooves 32 is equal to half of the required gauge change. When changing the gauge, the wheels 10 at both ends of the axle 80 move simultaneously and the two wheels 10 move half the distance of the track to be changed, the total distance of travel being the distance of the track to be changed, for example from standard gauge to narrow gauge or wide gauge, or from narrow gauge or broad gauge to standard gauge, the gauge to be changed can be selected according to specific needs.

In addition, both ends of the intermediate section of the stepped rod are respectively provided with external splines, the wheels 10 and both ends of the intermediate section are connected by fitting by means of internal splines and external splines. In addition, both ends of the intermediate section are respectively made in the form of a three-part stepped rod, including the first shoulder, the second shoulder and the third shoulder, the diameters of which gradually increase from the outside to the inside. The outer slot is made on the outer periphery of the second bead; and the central hole of the wheel 10 is made in the form of a three-part stepped hole, including the first connection hole, the second connection hole and the third connection hole, the diameters of which gradually increase from the outside to the inside. The inner splines are located on the periphery on the inner wall of the second connection hole, the first connection hole corresponds to the first shoulder, the inner splines are connected by fitting with the outer splines, and the third connection hole corresponds to the third shoulder. The shoulder plus spline plus shoulder joint is formed in one piece. The shoulder at both ends of the outer splines is designed to take the radial load, and the torque is transmitted by a combination of inner and outer splines to functionally separate the radial load from the transmission of torque, thereby increasing the structural reliability of the variable gauge wheelset.

In particular, as shown in FIG. 8, the locking pin 40 includes a pin body 41, one side of which is provided with an open slot 42 extending in the radial direction of the pin body 41. The open groove 42 is provided with at least one tooth 43 extending axially along the body 41 of the pin. For example, two parallel teeth 43 may be positioned to improve the stress state of one tooth 43 and improve reliability. The upper end of the tooth 43 is connected to the upper part of the open slot 42, between the lower end of the tooth 43 and the lower part of the open slot 42 a recess 44 is left, and the tooth 43 is inserted into the groove 32. When changing the track, the locking pin 40 is removed from engagement with grooves 32 upwards under the action of a vertically directed external force, first the tooth 43 is removed from interaction with the grooves 32 upwards and moves to a position above the grooves 32 and then the recess 44 under the tooth 43 is opposite the protrusion 31 between the two grooves 32. When an external force is applied to the left or the right side, the outer sleeve 30 moves along the wheel 10, and the lug 31 is locked in the recess 44 and moves along the recess 44. The lower end of the tooth 43 rests on the surface of the lug 31 until it moves to the position of another groove 32. Then the body 41 finger is moved downward by its own gravity and downward force, and barb 43 is inserted into groove 32 for blocking, and the track is completely changed.

In addition, the width of the tooth 43 matches the width of the groove 32 so that the tooth 43 can be inserted into the groove 32 or out of engagement with the groove 32. This ensures that the entire locking mechanism is in a stable position after the insertion of the tooth 43 into the groove 32 in order to avoid any or shaking. The width of the notch 44 is greater than or equal to the thickness of the protrusion 31, so that the protrusion 31 can be locked into the notch 44 and move smoothly therein.

In this embodiment of the present disclosure, in order to ensure that the part of the pin body 41 inserted into the pedestal body 70 fits well with the pedestal body 70, the concave arcuate surface located on the pedestal body 70 corresponds to the outer surface on the opposite side of the pin body 41 having open groove 42.

In addition, the body 41 of the pin is installed in the body 70 of the axle box through the return spring. Upper

- 7 040155 the end of the pin body 41 is connected to the return spring, and the lower end of the pin body 41 extends beyond the lower surface of the axle box body 70. Specifically, a support seat may be provided in the axle box housing 70, an upper end of the pin housing 41 is connected to a return spring, and an upper end of the return spring is connected to the support seat. The return spring is designed to ensure that the finger body 41 has a blocking force when it is located in the blocking space to hold it in the locked state, and provides a reverse force to the finger body 41 when it is locked again after being unlocked, which contributes to quick lock. The lower surface of the box body 70 is provided with a through hole, the diameter of which is slightly larger than the diameter of the body 41 of the pin. The lower end of the housing 41 of the pin extends beyond the bottom surface of the housing 70 of the box. The lower surface of the pin body 41 is suitably formed as an upward sloped guide bevel 45 on both sides of the central axis so that the ground gauge changing means can provide forces acting on the pin body 41 to change the gauge.

For lateral positioning of the axle 80, both ends of the axle 80 are respectively connected to the pedestal housing 70 by a positioning bearing so as to prevent lateral movement of the axle 80 relative to the pedestal housing 70. The positioning bearing may be a deep groove ball bearing.

In this embodiment of the present disclosure, the axlebox housing 70 is provided with a gauge change early warning and gauge change process detection unit to ensure the safe operation of the vehicle before and after the gauge change in order to learn the dynamic responses and modal matching rules for the bogies before and after the change. gauges, predict the dynamic performance of the train, propose limits for changing suspension parameters, and analyze adaptability for different gauges.

The gauge change process according to an embodiment of the present disclosure: during the gauge change, the gauge change process is triggered by the locking pin 40 located at the bottom of the box body 70. When the wheels pass through the ground gauge changer, the ground device is first used to jack up the box body 70 to support the weight of the vehicle body, and the wheelset is unloaded, the locking mechanisms of the gauge changer wheelset are unlocked by the ground gauge changer, the gauge is reversed. by squeezing the rim of the wheel 10 from the inside/outside through temporary paths on the ground, the locking mechanisms are locked, the axle box 70 is lowered to receive the load, the wheel set begins to bear the load, and the track is completely changed, and the vehicle runs normally.

The gauge change detection process according to an embodiment of the present disclosure includes the steps of: placing a gauge change early warning and gauge change process detection unit in the axle box body 70 of the ground gauge change equipment and set a safe braking distance after the gauge change to ensure the safety and reliability of the process gauge change; and if the gauge change fails, a warning device is activated to notify the vehicle that emergency braking is required.

The second implementation option.

The difference between the second embodiment and the first embodiment is that, as shown in FIG. 4, the second connecting sleeve 12 in the second embodiment is seated on the second support pin 32 through the insert 9, and the insert 9 is provided with a shock-resistant rubber sleeve 8 rigidly fixed in it, the second connecting sleeve 12 is seated with a press fit on the impact-resistant rubber sleeve 8. Connecting sleeve, shock-resistant rubber sleeve 8 and insert 9 form a single structure. The coupling sleeve is free to move back and forth along the bearing pin driven by the bushing 9. In the second embodiment, only the damping force between the first coupling bush 11 and the first bearing pin 31 needs to be overcome, i. e. damping force is small.

It should be noted that the liner 9 is made of a metal material, and the shock-resistant rubber bush 8 is vulcanized along the outer periphery of the liner 9.

According to the above embodiment, this embodiment of the disclosure can match the parking brake of the variable gauge bogie at different gauges, improve the performance of the variable gauge bogie at different gauges, ensure the safe operation of the vehicle, and provide stable and reliable lateral positioning of the brake clamp.

In addition, according to the gauge change design of the embodiment of the present disclosure, only a few small improvements are made to the known bogie while the axle part on the inner sides of the wheels 6 is matched to the known axle; and there is sufficient space provided for the motor, gearbox and other components mounted on the axle between the inner sides of the wheels.

The above implementations are only preferred implementations.

- 8 040155 of this disclosure and are not intended to limit the present disclosure. Any modifications, equivalent substitutions, improvements, etc. made within the spirit and principles of this disclosure are to be included within the protection scope of this disclosure.

Claims (12)

CLAIM 1. Bullet train bogie variable gauge for a railway vehicle, containing a frame that contains a pair of side beams (20), located in parallel, and a pair of transverse beams connected between the two side beams (20), characterized in that the wheel pair variable gauge accordingly located on the outer sides of the pair of transverse beams, the wheels (10) of the variable gauge wheel pair are mounted with brake discs (100) fixed on the wheels; each of the side beams (20) or each of the cross beams is installed with an installation socket (2) and a brake clip (1), and the brake clip (1) is connected to the installation socket (2) by support pins (3), which are located horizontally below the installation nests (2), and both their ends are rigidly connected to the mounting nest (2), one end of the brake clamp (1) is equipped with a connecting sleeve; moreover, the connecting sleeve is firmly seated on the damping inner sleeves (4) with elastic damping; the connecting sleeve is fixed on the support pins (3) by means of damping inner sleeves (4); when changing the track, the brake disc (100) attached to the wheel, located on the wheel (10), presses the brake clamp (1); and, when the pressure on the connecting sleeve is greater than the damping force between the connecting sleeve and the supporting pins (3), the connecting sleeve causes the brake clip (1) to move along the supporting pins (3). 2. Bogie bullet train variable gauge for a railway vehicle according to claim 1, characterized in that the length of the connecting sleeves is less than the length of the support pins (3), both ends of the connecting sleeve and both ends of the support pins (3), respectively, are connected through a corrugated cover (7 ), and a gap is left between the connecting sleeve and the bottom surface of the mounting socket (2). 3. Bullet train bogie for a railway vehicle according to claim 1, characterized in that the damping inner bushings (4) include a first damping inner bushing and a second damping inner bushing, which are spaced apart, and on the support pin (3 ) between the first damping inner sleeve and the second damping inner sleeve, a spherical bearing (5) is firmly mounted, the positioning of the spherical bearing (5) and the connecting sleeve is carried out by means of the bearing seat (6); wherein the seat (6) of the bearing and the inner surface of the connecting sleeve are connected by a press fit. 4. Bullet train bogie of variable gauge for a railway vehicle according to claim 1, characterized in that two support pins (3), including the first support pin (31) and the second support pin (32), are located in parallel below the mounting socket ( 2), wherein the first support pin (31) is located outside the mounting seat (2), and the second support pin (32) is located inside the mounting seat (2), one end of the brake clamp (1) is provided with two connecting sleeves connected in parallel and including in the first connecting sleeve (11) and the second connecting sleeve (12), wherein the first connecting sleeve (11) is connected to the first support pin (31), and the second connecting sleeve (12) is connected to the second support pin (32). 5. Bullet train bogie of variable gauge for a railway vehicle according to claim 1, characterized in that the mounting socket (2) is provided with connecting ends extending down along the sides of the variable gauge wheelset opposite along the axis, and the support pins (3) are rigidly connected to connecting ends. 6. Bullet train bogie for a railway vehicle according to claim 1, characterized in that the side beam (20) or the cross beam is provided with a brake suspension bracket, on which the mounting socket (2) is placed. 7. Bullet train variable gauge for a railway vehicle according to any one of paragraphs.1-6, characterized in that the wheel pair variable gauge includes an axle (80), wheels (10) and locking mechanisms; moreover, both ends of the pairs of side beams (20) are respectively provided with a box body (70), both ends of the axle (80) pass respectively into the box body (70), the wheels (10) are mounted on the axle (80) and connected to the axles (80) by means of slots; locking mechanisms are respectively provided on the outer sides of the wheels (10) and are located in the axle box housing (70) at both ends of the axle (80); and the locking mechanisms are connected to the wheels (10) and are configured to lock and unlock the wheels (10) to change the gauge of the wheels (10). 8. Bullet train variable gauge bogie for a railway vehicle according to claim 7, characterized in that the locking mechanism includes an inner sleeve (60), a rolling bearing (50), an outer sleeve (30) and a locking pin (40); wherein the inner sleeve (60), - 9 040155 rolling bearing (50) and outer sleeve (30) are tightly fitted in series from the inside to the outside, the inner sleeve (60) is seated with clearance on the axle (80), the end of the inner sleeve (60) facing the wheels (10 ), passes behind the body (70) of the axle box and is firmly connected to the wheels (10); the outer sleeve (30) is seated with a gap on the inner surface of the body (70) of the box, and the opposite sides of the outer sleeve (30) are respectively equipped with a protrusion (31) extending in the axial direction along the outer sleeve (30); a plurality of grooves (32) are located at intervals along the length directions of the projections (31), the inner side wall of the body (70) of the axle box has a concave arcuate surface corresponding to the grooves, respectively, and the locking fingers (40) are made to be inserted into the locking space formed by the grooves (32) and a concave arcuate surface, and interchanges between the interlocking spaces by an external force so as to change the gauge. 9. Bullet train bogie for a railway vehicle according to claim 8, characterized in that the blocking pin (40) includes a pin body (41), one side of which is provided with an open groove (42) extending in the radial direction of the body ( 41) fingers; moreover, the open groove (42) is provided with at least one tooth (43) extending in the axial direction of the body (41) of the pin, the upper end of the tooth (43) is connected to the upper part of the open groove (42), between the lower end of the tooth (43) and the lower part of the open groove (42) leaves room for the notch (44), and the tooth (43) is designed to be inserted into the grooves (32). 10. Bogie bullet train variable gauge for a railway vehicle according to claim 9, characterized in that the body (41) of the finger is installed in the body (70) of the box through the return spring; the upper end of the pin housing (41) is connected to the return spring, and the lower end of the pin housing (41) extends beyond the lower surface of the axle box housing (70). 11. Bullet train bogie for a railway vehicle according to claim 7, characterized in that the box body (70) is provided with a gauge change early warning and gauge change process detection unit. 12. Bullet train bogie of variable gauge for a railway vehicle according to claim 7, characterized in that the axle (80) is made in the form of a stepped rod having a diameter in the middle part that is greater than the diameter at both ends, the wheels (10) are located at the intermediate section of the stepped rod and respectively located at both ends of the intermediate section, and the locking mechanisms are located at both ends of the stepped rod; the inner periphery of the wheel (10) is provided with internal splines, both ends of the intermediate section of the stepped rod are respectively provided with external splines, and the wheels (10) and both ends of the middle rod are connected by fitting by means of an internal spline and an external spline; and both ends of the intermediate section, respectively, are made in the form of a three-part stepped rod, including the first bead, the second bead and the third bead, the diameters of which change with a gradual increase from the outside to the inside; the outer slot is made on the outer periphery of the second bead; the central hole of the wheel (10) is made in the form of a three-part stepped hole, including the first connecting hole, the second connecting hole and the third connecting hole, the diameters of which change with a gradual increase from outside to inside; the inner splines are located along the periphery of the inner wall of the second connection hole, the first connection hole corresponds to the first collar, the inner slot is connected by fitting with the outer splines, and the third connection hole corresponds to the third collar.