RU2803900C1 - Bogie with variable track, device for changing track gauge, and method of changing track gauge - Google Patents

Abstract

FIELD: railway engineering.

SUBSTANCE: group of inventions relates to the field of railway transport with variable gauge, in particular to methods for changing the gauge on a bogie, bogies with variable gauge and devices for changing the gauge. The bogie contains a frame, wheel axle assemblies with a hub and a locking device, as well as axlebox assemblies. In the lower part of the box assembly, there are a bounding surface and a supporting surface. The wheels are mounted on axles with the possibility of sliding in the axial direction in the unlocked state and transmitting torque in the locked state. The device for measuring the gauge width contains a pair of docking rails of the first track, two columns of limiting beams, two sets of rails for wheel displacement, an unlocking rail and a pair of docking rails of the second track. A column of load-bearing beams and a column of limiting beams are located on the outside of each set of wheel offset rails. On the unlocking section, the lateral movement of the wheelset is limited, the weight of the vehicle is transferred to the carrier beam. The wheels of the bogie fall into the groove for shifting the wheels. The locking device is unlocked. In the displacement section, the carrier beams carry the weight of the vehicle, the limiting beams prevent the bogie from moving, the wheels are moved to the desired track. The locking device is maintained in the unlocked state. In the locking area, the locking device is locked, the weight of the vehicle is transferred to the wheels.

EFFECT: possibility of simultaneously changing the track gauge of the left and right wheels.

17 cl, 27 dwg

Description

Technical field

The present invention relates to a variable gauge bogie, a gauge changing device and a gauge changing method, and belongs to the field of variable gauge rail vehicles.

State of the art

At present, railway gauges vary in different countries and regions of the world, and even different gauges coexist in one of some countries and regions. When the same train has to operate on different gauge railway lines, there are currently three possible handling methods: the first method is the movement of goods/passengers from a train of one gauge to a train of another gauge; the second method is to replace a bogie of one track width with a bogie of a different track width; and the third method is the use of a variable gauge bogie, that is, the bogie wheel set is changed to adapt to different track widths. The first two methods have low efficiency, long operating cycle and high cost, while the third method has high efficiency, short operating cycle and low cost. Consequently, some countries in the world (such as Spain, Japan) have been studying variable gauge bogies for decades and have made a number of achievements.

The main requirement of a variable gauge bogie is that the wheels can be moved to predetermined positions precisely in the axial direction and can be locked securely after the movement has been completed. According to current needs, the current technology is limited to changes between two track widths, i.e., a variable track bogie can only be applied to two track widths.

PATENTES TALGO S.L. in Spain were pioneers in the technology of changing gauge and applied it to trains with articulated car bodies. This technology uses a four-link suspension design of independent rotating wheels, disc brakes and brake calipers, but is not suitable for high-speed conditions. Locking devices are located on both sides of the wheel (four sets of locking devices are provided on each wheel pair), the supporting outer ring of the axle box is locked by means of a T-bar, and the axle box bearing is axially attached to the wheel. As the bogie passes through the ground device, the ground release rail pulls back the T-beam to release the axle bearing. Under the action of the ground guide rail, the axle bearing moves with the wheel to a new position, then the ground release rail pushes the T-beam to the locking position, the axle bearing is locked again, and the track width changing process is completed. The left and right wheels move from one rail to the other rail at the same time. During axial movement of the wheels, the axle box carries weight, and the wheels are free to move.

CAF S.L. Spain also developed the later BrAVA variable gauge bogie, which uses an integrated wheelset design, the axles do not rotate, and the axle discs are used for braking. Locking devices are located on the outside of the wheel (two sets of locking devices are provided on each wheel pair), a sliding axle bushing is placed between the axle and axle box, the wheel is supported on the sliding axle bushing by means of a bearing, and the sliding axle bushing and axle box are locked with a bolt or tapered pin and unlocked under the weight of the axle. As the bogie passes through the ground device, the ground support rail operates the locking devices to unlock the axle bearings. Under the action of the ground guide rail, the axle bearings move with the wheels to new positions, then the wheel pair is separated from the support rail, the axle bearings are automatically locked again, and the track width changing process is completed. The left and right wheels move from one rail to the other rail at the same time. During axial movement of the wheels, the axle box carries weight, and the wheels are free to move.

Japan has successfully developed A-type and B-type variable gauge bogies. The A-type variable gauge bogie has hub motors and independent rotating wheel designs, but is not suitable for high-speed applications. The locking devices are located on the outside of the wheels, the sliding axle bushing is placed between the axle and the axlebox, the wheel is supported on the sliding axle bushing by a bearing, and the sliding axle bushing and axlebox are locked by means of a tapered pin (similar to the pin of the BrAVA variable gauge bogie). The B-type variable-gauge bogie has a conventional wheel set design and transmits torque through roller splines when the caliper, which is braked by the wheel disc, is equipped with a follower mechanism. Locking devices are located on the outside of the wheels (two sets of locking devices are provided on each wheel pair) and perform locking and unlocking through a lever mechanism and a ground device. The principle of changing the track width is practically the same as that of the BrAVA variable track trolley.

Poland has developed the SUW2000 variable track wheel set, which has a one-piece wheelset structure braked by an axle disc, and can realize changing track width without unloading, but cannot be supplied with power. Spring-loaded locking devices are located on the inside of the wheels (two sets of locking devices are located on each wheel pair). When the variable gauge wheelset passes through the ground device, the ground unlocking rail on one side operates the corresponding locking device to unlock the wheel, then the wheel is moved to a new position by the action of the ground guide rail and disengaged from the unlocking rail, the wheel is automatically locked again , and the process of changing the wheel track width on that side is completed. The process of changing the wheel track width on the other side is then carried out in the same way. The rails for the left and right wheels are changed sequentially. During axial movement of the wheels, the wheel still carries the load.

The German DB AG/Rafil variable-tread wheelset is practically the same as the SUW2000 in design principle, and both differ only in the internal design of the locking device.

In recent years, research and production institutes in China have also begun to study variable gauge technology, but these studies have not improved much compared to the above-mentioned foreign technologies such as the domestic variable gauge bogie. The variable gauge bogie includes an axle assembly, sliding key assemblies and an axlebox assembly. The wheels and axle bearings are fixedly mounted in a solid seat, and the solid seat can slide in an axial direction relative to the axle. Its design and operating principle are similar to the design and operating principle of the Japanese B-type variable gauge trolley. The sliding key assemblies are located in the axle boxes at the two ends of the wheelset, and the sliding key assemblies are initiated by the ground device to lock/unlock the integral seat so as to control the movement and locking of the wheels.

Changing the track width of a variable-gauge bogie must be done on a dedicated ground-mounted track-width changer. As shown in FIG. 27, the ground gauge changing device is installed at the junction of lines with two different gauge widths, and its two ends are respectively connected to the service lines in a non-contact (gap) manner. The ground gauge changing device generally includes a support rail, an unlocking rail, a guide rail and a joining rail. The trolley enters/exits the ground gauge changer through the docking rail; the support rail is placed on the axle boxes and is used to support the weight of the trolley through the axle boxes to relieve the load on the wheels; the unlocking rail initiates the locking device to lock/unlock; and a guide rail is used to drive the wheels axially to precisely defined positions to change the track width.

The Chinese patent application "Locking Mechanism for Gauge-Changeable Bogie (CN201310137008.8)" describes a locking mechanism for a variable-gauge bogie. The locking mechanism includes an axle, a wheel and a stopper mounted on the axle. The stopper is connected to the axle in a relatively rotatable manner, a locking device that restricts movement of the wheel in the axial direction of the axle is mounted on the stopper, the locking device is connected to the trigger type unlocking device, and the trigger type unlocking device is initiated to unlock by the ground device.

The Chinese patent application "Gauge-Changeable Bogie with Rotating Shafts and Fixed Gauge Changing Equipment (CN200980124898.0)" describes a variable gauge bogie with rotating shafts and fixed gauge changing equipment. The trolley includes a railway cargo carrier platform and at least one rotating shaft; the outer side of the rotating shaft includes a bearing part of the suspension spring of the carrying platform, the inner side of the bearing part includes a bearing, two wheels are assembled on the bearing by means of a connecting device, the connecting device allows the wheels to move laterally and is connected to the locking guide member, and the lateral movement is adjusted in positions corresponding to two track widths, by means of a locking guide element; and the bogie further includes a track width changing device adopted in the bearing portion; the track width changing device operates based on the interaction of the locking guide member and the lock, and the lock is vertically movable when the locking/unlocking guide member housed in the track width locking device is braked.

The Chinese patent application "Improved Gauge-Changeable Bogie with Rotating Shafts (CN200980146366.7)" describes an improved variable gauge bogie with rotating shafts. This patent application is an improvement on "Gauge-Changeable Bogie with Rotating Shafts and Fixed Gauge Changing Equipment (CN200980124898.0)".

The Chinese patent application "Wheel Translation Control System for Gauge Changing Device (CN99100668.2)" describes a wheel translation control system for a gauge changing device. The wheel translation control system for the track width conversion device includes: load cells inserted into elastic sensing devices located in the unlocking guides, as well as connected to the transverse translation guides, summing junction boxes connected to the load cells to receive signals generated by the latter , a pre-signal conditioning unit connected to the junction boxes to pre-condition the analog signals transmitted from the latter, and a digital device to process and store the signals received by the load cells and other data relating to the vehicle and its wheelsets.

The Chinese patent application "Gauge-changeable Bogie for Railway Trucks and Matching Ground Gauge Changing Rail Device (CN200620173311.9)" describes a variable gauge bogie and a matched ground changing device, mainly characterized in that: the gauge changing mechanism is placed on an inner side of a wheel of a variable-gauge trolley, and the tread-width changing mechanism includes a locking pin, a locking sleeve, a locking spring, a sliding clutch, a relief disk, a support clutch and a fixed sleeve; and the ground changing device includes two outer rails and two limiting rails.

The Chinese patent application "Gauge-changeable Bogie (CN201710780877.0)" describes a variable gauge bogie, mainly characterized in that: the variable gauge bogie includes an axle assembly, a sliding key assembly and an axle box assembly, the axle assembly includes includes an axle and a one-piece wheel bearing seat, a sliding key assembly includes a slider, and an axlebox assembly includes an axlebox and a bearing; the part of the axle from the wheel seat to the end is a movable paired connecting part; The one-piece bearing-wheel seat includes a bearing seat and a wheel seat connected to each other, and a movable pair engagement part; the movable pair engaging part and the movable pair connecting part form an axial movable pair; the slider is a cylindrical body, the outer wall of the cylindrical body is connected to the axle box in a sliding manner in the axial direction, and the inner wall is connected motionlessly in the axial direction to the bearing seat by means of a bearing. The wheels are axially adjustable to suit different track widths.

Chinese patent application "Gauge Changing Device (CN201710780904.4)" describes a gauge changing device that includes a support rail, an unlocking rail and a guide rail, the support rail includes a support preparation rail and a support support rail, and an unlocking rail includes includes an unlocking preparation rail and an unlocking support rail; the support preparation rail forms the support portion; the supporting support rail and the unlocking preparation rail form an unlocking portion; and the support support rail, the unlocking support rail and the guide rail form the guide portion. The specific design of the support rail and the arrangement of the unlocking rail are obviously different from those in this patent application.

The Chinese patent application "Gauge-changeable Bogie (CN201811443000.3)" describes a variable-gauge bogie that includes a frame and two variable-gauge wheelsets placed on two sides of the frame, each wheel pair being variable-gauge. the track includes an axle, wheels located at two ends of the axle, and transmission mechanisms mated and connected to the corresponding wheels; drive motors corresponding to the wheels are arranged in the longitudinal direction of the frame, and the output shaft of each drive motor is connected to the drive gear by a pair of bevel gears in a transmission manner; the output shaft of the driving motor is positioned coaxially with the first bevel gear in the bevel gear pair, the second bevel gear in the bevel gear pair is positioned coaxially with the driving gear, the first bevel gear and the second bevel gear are meshed in the vertical direction, the driven gear is fixedly inserted on the outer circumference of the transmission mechanism, the driven gear meshes with the drive gear, and each wheel is driven by a corresponding drive motor to rotate independently about the axis.

The Chinese patent application "Locking Mechanism for Gauge-changeable Wheel Set and Gauge-changeable Wheel Set (CN201811443014.5)" describes a locking mechanism for a variable track wheel set and a variable track wheel set. The locking mechanism includes a locking sleeve, the locking sleeve is slidably inserted onto the axle, the first end of the locking sleeve is connected to the wheel by a rotating bearing, the second end of the locking sleeve is pulled into axle boxes at two ends of the axle, the second end of the locking sleeve is provided with a locking platform, a plurality of spaced apart locking slots are provided axially in the axle boxes, and the locking platform is inserted into the locking slots and locked and can be switched between a plurality of locking slots by external force to change the track width. This invention application further provides a variable-gauge wheelset.

The Chinese patent application "Gauge-changeable Wheel Set and Gauge-changeable Bogie (CN201811442966.5)" describes a variable gauge wheel set and a variable gauge bogie, mainly characterized in that the variable gauge wheel set includes an axle, wheels located at two ends of the axle, transmission mechanisms respectively located on the inner sides of the wheels and mating and connected to the corresponding wheels, and driving devices; the transmission mechanism includes an inner bushing, an intermediate adapter bushing and an outer bushing arranged in order from the inside to the outside; the connecting end of the inner sleeve is connected to the inner side of the wheel, outer splines are provided on the outer circumference of the inner sleeve, inner splines are provided on the inner circumference of the intermediate adapter sleeve, and the inner sleeve and the intermediate adapter sleeve are connected through the interaction of the inner splines and outer splines; the driving device includes a driving gear and a driven gear, the driven gear is fixedly inserted on the outer circumference of the outer sleeve, the driving gear is engaged with the driven gear, and the driving gear drives the driven gear to rotate; a locking sleeve is disposed between the wheel and the axle, the locking sleeve is provided with a locking platform, and a plurality of spaced apart locking grooves for locking the locking platform are provided in an axial direction in the axlebox.

The Chinese patent application "Gauge-changeable Axle System and Rail Vehicle (CN201811214059.5)" describes a variable gauge axle system and rail vehicle. A variable tread axle system includes an axle, wheels supported on the axle, bearings inserted at two ends of the axle, and hollow bushings inserted on a radially outer side of the axle, the wheels being fixedly attached to the outer sides of the hollow bushings, the bearings being secured in axially at the two ends of the axle, and the hollow bushings are axially movable between the bearings along the axle and can be fixed in a first position adjacent to the bearings and a second position away from the bearings.

The Chinese patent application "Locking Member Applied to Gauge-changeable Bogie (CN201821277229.X)" describes a locking member applied to a variable-gauge bogie, mainly characterized in that: a locking member applied to a variable-gauge bogie includes includes the main part of the cart, the axle, the wheel and the axle bushing, while the axle bushing is connected to the axle with splines in a sliding manner, the axle is fixed on the main part of the cart, the wheel is connected with the possibility of rotation to the axle box with a bearing fixed for rotation around the axis, the end of the axle bushing , located on the inner side of the rail, is attached to the main part of the bogie by a return spring, the end of the axial bushing, located on the outer side of the rail, is coaxially fixed to the back plate; the locking mechanism is located on the back plate, and the locking mechanism includes two fastening arms having the same structure and attached to the back plate, balls embedded in the axle sleeve, and a lift rod.

The Chinese patent application "Locking Mechanism for Gauge-changeable Wheel Set and Gauge-changeable Wheel Set (CN201810732191.9)" describes a locking mechanism for a variable-tread wheel set and a variable-tread wheel set, mainly characterized by: a locking mechanism for a variable tread wheel pair includes a supporting outer sleeve and a locking rod, and a locking operating surface is provided on an inner circumference of the supporting outer sleeve; the locking working surface is provided with a plurality of inner annular grooves at intervals in the axial direction and sliding grooves extending axially through the plurality of inner annular grooves; the locking rod includes a locking head and a unlocking head, and the locking head is snapped into the inner annular grooves to be locked; the unlocking head is pulled out from the sliding grooves, and the locking head leaves the inner annular grooves under the action of external force to realize unlocking.

The Chinese patent application "Gauge-changeable Wheel Set and Gauge-changeable Bogie (CN201810731828.2)" describes a variable-gauge wheel set and a variable-gauge bogie, mainly characterized by the fact that: a variable-gauge wheel set includes wheels, an axle and locking mechanisms, the wheels being placed at the two ends of the axle and connected to the axle with splines; the outer side of the wheel hub is pulled outward to form an elongated connecting sleeve, and the locking mechanisms are accordingly pressed into the corresponding sleeves and located in the axle boxes at the two ends of the axle; the locking mechanism is provided with a locking rod extending through the bottom of the axle box, and the locking rod can realize locking or unlocking of the locking mechanism under the action of an external force, thereby locking or unlocking the wheel.

The Chinese patent application "Ground Rail Transfer Facility for Gauge-changeable Wheel Set (CN201810730989.X)" describes a ground rail transfer facility for a variable gauge wheel set, mainly characterized by: ground rail transfer facility for a variable gauge wheel set variable gauge includes a pair of support rails arranged in parallel and a pair of first guide rails, a pair of guide rails for varying the track width, and a pair of second guide rails disposed in series along the inner side of the pair of support rails, with an end of the first guide rail facing the track-width changing guide rail is configured as a downwardly inclined unloading portion, and the end of the second guide rail facing the gauge-changing guide rail is configured as an upwardly inclined loading portion; the unlocking rails are further disposed on the outer side of the pair of support rails, respectively, the unlocking rails correspond to positions between the first guide rails and the track width changing guide rails, and the upper surfaces of the unlocking rails are provided with unlocking grooves extending in the longitudinal direction.

The Chinese patent application "Wheel Set for Gauge-changeable Bogie and Bogie (CN201810697495.6)" describes a wheel set for a variable-gauge bogie and a bogie mainly characterized in that: a wheel set for a variable-gauge bogie includes wheels, axle and tread width changing mechanisms, wherein the tread width changing mechanism includes a fixed bushing, a locking pin, a relief bushing and an unlocking disk; the wheels are placed on the two ends of the axle in a sliding manner, the tread change mechanisms are accordingly placed on the axle inside the wheels, and the unlocking discs are pushed to drive the locking pins upward so that the stationary bushings are unlocked from the raised bushings to lock or unlock the wheels and change the width ruts.

The Chinese patent application "Ground Matching Device for Lifting Bearing Type Gauge-changeable Bogie with Unloaded Wheel Set (CN201810446894.5)" describes a ground matching device for a variable gauge bogie, mainly characterized as: variable gauge lifting type bearing with an unloaded wheel pair includes an internal positioning beam, a vertical bearing device, a transverse centering device, an unlocking and locking beam, an internal and external guide rail and a triangular truss; The internal positioning beam is divided into a bell section and a linear positioning section, the vertical bearing device includes a vertical bearing seat and a set of bearing rollers, the transverse centering device includes a transverse bearing seat and a transverse centering set of rollers, the unlocking and locking beam is divided into bell sections according to to both sides, the unlocking portion, the horizontal holding portion and the locking portion, and the inner and outer guide rails are divided into an entry portion and a gauge changing portion. Its design is obviously different from that of this patent application (installation of unlocking rails, roller design).

The Chinese patent application "Ground Rail Transfer Facility for Gauge-changeable Bogie (CN201810333718.0)" describes a ground gauge changing facility for a variable gauge bogie, mainly characterized by the fact that: a ground gauge changing facility for a variable gauge bogie the track includes a pair of support rails arranged in parallel, and a pair of first guide rails, a pair of guide rails for changing the track width, and a pair of second guide rails placed in series along the inner side of the pair of support rails; the unlocking portion is located between the first guide rail and the track width changing guide rail, the locking portion is located between the track width changing guide rail and the second guide rail, push-pull positioning devices are respectively provided on the inner/outer side of the unlocking portion and the inner/outer side of the locking portion plot; push-pull positioning devices are used to apply lateral thrust to the variable-tread wheel pair of the variable-tread bogie passing through the unlocking portion and the locking portion, an emergency braking releasing region is provided behind the unlocking portion, and an emergency braking locking region is provided behind the locking portion . Its design is obviously different from that of this patent application (release rail installation and roller design).

The Chinese patent application "Locking Mechanism for Gauge-changeable Bogie (CN201310137008.8)" describes a locking mechanism for a variable-gauge bogie, mainly characterized in that the locking mechanism can be easily maintained and replaced for a variable-gauge bogie. The locking mechanism includes a shaft; the wheel is mounted on the axle, the limiter is mounted on the axle, the limiter is connected to the axle in a relatively rotating manner; a locking device that restricts movement of the wheel in the axial direction of the axle is mounted on the limiter, the locking device is connected to the trigger type unlocking device, and the trigger type unlocking device is initiated to unlock by the ground track width changing device.

Chinese patent application CN201811228987.7 entitled "1435/1520mm Gauge Rail Transition Connection Segment Suitable for Gauge-changeable Railway Freight Trains" describes a variable gauge rail crossing connecting section, which is mainly characterized by providing a steel connecting section for the rail crossing and a protective connecting portion for a rail crossing and is suitable for changing the gauge of freight trains without the wheels being unloaded during the gauge changing process.

The Chinese patent application "Gauge-changeable Wheel Set and Locking Mechanism Thereof (CN201611142943.3)" describes a variable gauge wheel set and its locking mechanism, mainly characterized by the fact that: the locking mechanism is located between the wheel hub and the axle and is used to locking the wheel in different axle positions; a guide structure that directs the axial movement of the wheel is placed on the axle; the locking mechanism includes a fixed bushing mounted on the axle, a fixed bushing is mounted on a raised bushing, a release element is placed between the fixed bushing and a raised bushing, the fixed bushing is equipped with radial through holes; limiting balls are placed in the radial through holes, an upper groove is formed on the inner surface of the wall of the relief bushing, and at least two lower grooves with different axial positions are formed on the outer surface of the wall of the wheel hub. As the wheel moves axially, the upper groove on the relief bushing engages the lower grooves at various positions so that the wheel is locked in various positions by the limiting balls.

The Chinese patent application "Gauge-changeable Wheel Set (CN201810333761.7)" describes a variable gauge wheel set mainly characterized by including wheels, an axle and locking mechanisms; the wheels are placed at the two ends of the axle and connected to the axle with splines; locking mechanisms are respectively located on the outer sides of the wheels and located in axle boxes at two ends of the axle, and the locking mechanisms are connected to the wheels to lock and unlock the wheels. The locking mechanism includes an outer sleeve, a locking pin, an inner sleeve and a roller bearing. The inner sleeve, roller bearing and outer sleeve are inserted tightly in order from the inside to the outside. The inner bushing is in a clearance fit with the axle, the axial projection of the outer bushing is provided with a groove, the inner wall of the axlebox is provided with a concave arcuate surface, and a locking pin is inserted into the groove and the concave arcuate surface to effect locking.

The Chinese patent application "Locking Mechanism for Gauge-changeable Wheel Set and Gauge-changeable Wheel Set (CN201810730392.5)" describes a locking mechanism for a variable track wheel set and a variable track wheel set. The locking mechanism is mainly characterized by including an outer bearing sleeve, a locking rod, a bearing assembly and an inner sleeve. The inner bushing is installed on the axle outside the wheel and is located in the axle box. The inner sleeve, bearing assembly and outer bearing sleeve are inserted tightly in order from the inside to the outside. A positioning lip is provided on the inner circumference of the outer bearing sleeve, a track width changing groove is provided on the outer side of the bearing outer sleeve, and a locking rod is inserted into the corresponding changing groove to effect locking.

Chinese patent application CN201810730888.2 with the title "Wheel Set for Gauge-changeable Train" describes a wheel set for a variable gauge train that includes wheels, an axle and locking devices, wherein the wheel is connected to the axle by an inner sleeve in a sliding manner, and the wheel is fixed to the inner hub; The locking device includes a locking unit, a locking block and a unlocking unit, the locking unit is fixedly mounted on the inner sleeve outside the wheel and is located in each of the axle boxes at the two ends of the axle, the locking block is elastically connected in the axle box, a plurality of clamping grooves are provided on the outer surface of the locking unit , the locking block is inserted into the clamping grooves by the pull of the unlocking assembly to lock the wheel, and the unlocking assembly is pushed away from the locking block to unlock the wheel.

Chinese patent application CN201810732185.3 with the title "Axle Box Structure for Gauge-changeable Wheel Set and Gauge-changeable Wheel Set" describes axle box structure for variable track wheelset and variable track wheelset, characterized by: axle channel is provided in the axle box and is used to install the outer bearing sleeve in a sliding fit with the axial channel and a locking rod for locking or unlocking the outer bearing sleeve, a mating hole communicating with the channel is provided at the bottom of the axle box, a locking working surface is provided on the inner circumference of the outer bearing sleeve, the locking working surface is provided with tread grooves, and the locking pin of the locking rod is inserted into a separate tread groove to effect locking.

Chinese patent application CN201810732522.9 with the title "Wheel Set for Rail Vehicle Gauge-changeable Bogie and Bogie" describes a wheel set for a rail vehicle variable gauge bogie and a bogie characterized in that: the wheel set includes an axle, wheels and locking units; a wheel hub located on the outer side of the wheel is provided with a connecting sleeve in an expanding manner, and the wheel hub and/or connecting sleeve are connected to the axle by splines; the locking assemblies are respectively pressed onto the outer circumferences of the wheel couplings and located in the axleboxes, and the locking assemblies are used to drive the wheels in the axial direction of the axleboxes or to lock the wheels.

Chinese patent application CN201910012719.X with the title "Sealing Device for Gauge-changeable Wheel Set and Gauge-changeable Wheel Set" describes a sealing device for a variable-tread wheel set and a variable-tread wheel set, characterized in that: a sealing device is used between the sliding mechanism of the variable track wheelset and the rear cover of the axle box for the axle box, and the sliding mechanism is movable in an axial direction relative to the axle box and rotatable relative to the axle box. The sealing device includes a sliding seal and a rotating seal, the sliding seal includes a sliding ring mounted on the outside of the sliding mechanism and slidingly attached to the rear cover of the axlebox, and axial through grooves on the inner wall of the sliding ring cooperate with stops on the outer wall of the sliding mechanism.

The essence of the invention

The ground gauge changing device is a fixed device that guides the variable gauge truck to change the gauge, and must meet the needs of the gauge changing action of the variable gauge truck, so its design depends on the design of the variable gauge truck ruts. In the above-mentioned tread change technology, 2 or 4 sets of locking devices are placed on the wheel set, some of which cannot be supplied with power, and some also require the left and right wheels to perform the tread change in 2 steps. The present invention is aimed at providing a variable gauge trolley, a gauge changing apparatus and a method for changing the gauge. In particular, for the needs of the new variable-tread bogie, only the locking device is placed in the middle of the wheel pair and can be supplied with power, and the left and right wheels are guided by unlocking the middle to perform the tread width change simultaneously.

In order to achieve the above objective, the technical solution applied in the present invention is:

A variable-gauge bogie including a frame, a wheel axle assembly mounted on the frame, and two axle boxes respectively mounted at two ends of the wheel axle assembly, wherein a gear hub and a locking device are mounted in the middle of the wheel axle assembly, and the locking device is located in the middle of the axle and connects to one end of the gear hub;

a lateral limiting surface and a vertical support surface are provided at the bottom of the axle box, a lateral limiting surface is used to limit the lateral position of the wheelset during a change in the track width, and a vertical support surface is used to bear the weight of the bogie during a change in the track width;

the wheel axle assembly includes an axle and a drive wheel assembly and a driven wheel assembly mounted on the axle;

the drive wheel assembly includes a drive wheel and a drive axle bushing;

the driven wheel assembly includes a driven axle bushing and a driven wheel;

the driving axial bushing and the driven axial bushing are intersected to mate with each other, and the locking device is installed at a mating position between the driving axial bushing and the driven axial bushing;

the drive wheel interacts with the axle in one of two states: the drive wheel can slide axially relative to the axle during unlocking, and a drive torque can be transmitted between the drive wheel and the axle during locking; And

the driven wheel interacts with the axle in one of two states: the driven wheel can slide axially relative to the axle during unlocking, and driving torque can be transmitted between the driven wheel and the axle during locking.

Therefore, the locking device of the present invention is located in the middle of the wheel pair of the trolley. When the track width needs to be changed, the axle is unlocked and the wheels can move axially relative to the axle. Once the track width is changed, the axle is locked by the locking device and the wheels cannot move axially relative to the axle. When the bogie passes through the ground gauge changer, the wheels are moved by the ground gauge changer so that the wheel set adapts to the new gauge and the bogie can move on two lines with different gauges.

According to embodiments of the present invention, the present invention can be further optimized. The following is the technical solution formed after optimization:

In order to better transmit torque (when locked) and axial movement (when unlocked), a shaft extension and axle splines are provided at each of the two ends of the axle, and an axle locking lug is provided at the middle portion of the axle; the shaft extension is used to install the axle bearing to support the axle box; axial splines interact with the drive wheel and driven wheel, respectively; and the axle locking projection is used to secure the driving wheel assembly and the driven wheel assembly by means of the locking device.

Preferably, a drive wheel spline is provided in a drive wheel hole, and a drive wheel stop circle is provided on an inner end surface of the drive wheel; the drive wheel spline interacts with the axle spline on the axle; the drive wheel stop cooperates with the drive axle bush stop provided at the end of the drive axle bush; a driven wheel spline is provided in a driven wheel hole, and the driven wheel spline engages an axle spline on the axle.

In one preferred embodiment, a drive axle bushing stop cooperating with the drive wheel is provided at a first end of the drive axle bushing, a drive axle bushing locking projection is provided on an outer surface of a second end of the drive axle bushing, and a drive axle bushing recess is formed at the second end; the driving axial bushing and the driven axial bushing are intersected by the notch of the driving axial bushing; the locking protrusion of the drive axle bushing is used to secure the drive wheel assembly to the axle; a drive axle bushing spline is provided on an outer diameter of the middle portion of the drive axle bushing, and a drive axial bushing spline is used to engage with a gear hub spline inside a gear hub mounted on the drive axle bushing.

In order to ensure mating of the driving axial bushing and the driven axial bushing, a plurality of notches of the driving axial bushing are provided in the longitudinal direction of the driving axial bushing; The stops of the driving axial bushing are placed in the circular direction of the driving axial bushing, and the entire stops are V-shaped.

In one preferred embodiment, the first end of the driven axle bushing engages the driven wheel, locking projections of the driven axle bushing are provided on the outer surface of the second end, and recesses of the driven axle bushing are formed on the second end; the driving axial bushing and the driven axial bushing are intersected by notching the driven axial bushing; The locking lug of the driven axle bushing is used to secure the driven wheel assembly to the axle.

In order to ensure mating of the driving axial bushing and the driven axial bushing, a plurality of notches of the driven axial bushing are provided in the longitudinal direction of the driven axial bushing; The stops of the driven axial bushing are placed in the circular direction of the driven axial bushing, and the entire stops are V-shaped.

Preferably, only one set of locking device is provided, so that the structure is simpler and the operation is more convenient.

Preferably, the gear hub includes a gear hub body with an inner hole that is used for mounting on a drive axle bushing of the drive wheel assembly; a gear hub spline is provided in the inner hole of the gear hub, a first mounting surface is provided in the middle of the gear hub, a second mounting surface is provided on the outer surface of each of the two sides of the first mounting surface, and a bearing surface of the gear hub and a locking lug of the gear hub are provided on the outer side of one end. gear hubs; the gear hub spline is used to interact with the drive axle bushing to transmit a driving torque when the locking device realizes locking, and to allow the drive wheel assembly to slide axially relative to the gear hub when the locking device realizes unlocking; the first mounting surface is used to mount the outer gear ring to form a complete gear train; the second mounting surface is used to install the roller bearing to support the gear reducer; the gear hub bearing surface is used to support the locking device, and the gear hub locking protrusion is used to secure the locking block of the locking device. Therefore, the driving gear can be conveniently connected to the gear hub to stabilize the gearing device and the tread locking device, so that the variable tread wheelset is driveable.

The gearbox hub of the present invention integrates multiple functions of supporting a box for a locking device box for changing the track width by means of a hollow shaft, locking the track width change, transmitting torque and supporting the gear reducer. Various seats placed on the surface of the gear hub are used to install the gear wheel, gear roller bearing support and locking device support; a locking block is provided and secured to maintain fixed positions of the gear reducer and the track width changing device relative to the axis during the track width changing process; and a spline located in the inner hole is used to transmit torque to the wheel axle assembly.

Preferably, the drive axle bushing spline is provided on the outer diameter of the middle portion of the drive axle bushing, and the drive axle bushing spline cooperates with the gearbox hub spline inside the gearbox hub. Thus, the drive axle bushing spline interacts with the gearbox hub spline inside the gearbox hub to transmit driving torque.

Preferably, the locking device is used to lock the drive wheel assembly and the driven wheel assembly to the axle or unlock the drive wheel assembly and the driven wheel assembly from the axle; the locking device includes a support cylinder mounted outside the axis, a plurality of locking modules and a plurality of positioning blocks circumferentially disposed in the support cylinder, and a roller ring disposed outside the support cylinder; two adjacent locking modules are spaced apart by a positioning block, and two adjacent positioning blocks are spaced apart by a locking module, and the roller rings are connected to the locking modules; The locking modules are in a locked state when the bogie is moving normally, and in an unlocked state when the bogie track width changes.

Therefore, after unlocking, when the driving wheel assembly and the driven wheel assembly move axially to the correct location as the bogie continues to move forward, the unlocking rail gradually narrows; under the restoring force of the spring, the two roller rings move towards each other, the roller rings drive the control unit of the locking module connected to the roller ring to move axially towards the middle, and at the same time, the pin shaft moves radially inward, into at the same time moving in the axial direction to the middle, which drives the attached locking blocks of the locking modules, which are connected to the pin shaft to move radially inward to achieve the locking position, the locking device carries out locking, and the driving wheel assembly and driven wheel assembly are in a locked state.

More preferably, in order to provide locking and unlocking, the locking module includes a control unit, a locking unit mounted on the control unit, a support rod and spring mounted on the control unit, and a pin shaft mounted on the locking unit; and the axial movement of the control unit may be converted into a radial movement of the locking unit to realize locking and unlocking of the locking device.

Preferably, the support rod is fixedly installed in the first support rod hole on the front cover or the second support rod hole on the rear cover of the support cylinder to support the spring; a spring is installed on the support rod, and the spring is located in the spring mounting hole of the control unit and is used to provide restoring force and locking force to the locking device; and preferably the spring is a cylindrical helical steel compression spring.

In order to better maintain or release the locking state of the locking block, the control unit is provided with a roller ring mounting portion, a spring mounting hole, two control unit bevels, two Z-shaped slots, and two control unit positioning tables, and two side positioning surfaces. control unit; the roller ring installation portion is used to connect with the roller ring; The spring installation hole is used to accommodate the spring; the bevels of the control unit cooperate with the bevels of the locking block to maintain or release the locking state of the locking block.

Preferably, a Z-shaped groove is used to limit the path of movement of the pin shaft; a lower part of the positioning table of the control unit contacts the cylindrical inner hole of the main body of the support cylinder to perform radial positioning on the control unit; an upper portion of the positioning stage of the control unit contacts a lower extreme positioning surface of the positioning unit to limit the control unit to slide only in the axial direction; a side positioning surface of the control unit contacts an inner positioning surface of the locking block to limit rotation of the locking block; the pin shaft is fixedly installed in the pin hole of the locking block, pulled into the Z-shaped groove of the control unit and used to control the relative movement of the locking block and the control unit; and preferably, the lower part of the control unit positioning table is an arcuate surface and the upper part is flat.

Preferably, the locking block is provided with two pin holes, two outer positioning surfaces, two locking recesses, two end surfaces of the locking block, two inner positioning surfaces and two bevels of the locking block; Pin holes are used to firmly mount pin shafts; one of the two locking recesses is used to secure the locking block to the gear hub locking lug, and the other is used to lock the axle locking lug, the driving axle bushing locking lug and the driven axle bushing locking lug together; the outer positioning surfaces contact the side positioning surfaces of the positioning block for the positioning block, the inner positioning surfaces contact the side positioning surfaces of the control block for the control block, the end surfaces of the locking block contact the positioning surfaces of the slot of the positioning block, and the outer positioning surfaces, the inner positioning surfaces and the end the surfaces of the locking block together limit the installation position and the direction of movement of the locking block; and the bevels of the locking block cooperate with the bevels of the control unit to maintain or release the locking state of the locking block.

Preferably, the positioning block is provided with two side positioning surfaces of the positioning block, one arc-shaped surface of the positioning block, four groove positioning surfaces and two bottom edge positioning surfaces. The arcuate surface of the positioning block is fixedly mounted on the cylindrical inner hole of the support cylinder; the support cylinder includes a support cylinder main part, a front support cylinder cover mounted on a front end of the support cylinder main part, and a rear support cylinder cover mounted on a rear end of the support cylinder main part; the front cover of the support cylinder, the main body of the support cylinder and the rear cover of the support cylinder are connected to form an empty cavity for installing locking modules and positioning blocks; the front cover of the support cylinder is provided with a front cover installation hole, and the front cover installation hole is used to engage with a bearing surface of the gear hub for the gear hub to support a locking device on the gear hub; the main part of the support cylinder is provided with a cylindrical inner hole and six recesses of the main part of the cylinder; The cylindrical inner hole is used to secure the positioning blocks and perform radial positioning on the control blocks; the recesses of the main body of the cylinder are used to provide mounting space and axial movement for the roller ring mounting areas of the control units; the roller ring is equipped with a surface for extruding the roller ring and three grooves for installing the roller ring; and the roller ring mounting slots are used to install the roller ring mounting sections of the control units.

In order to provide better mating and connection between the drive axle bushing and the drive wheel, a drive axle bushing stop cooperating with the drive wheel is provided at the first end of the drive axle bushing, a locking projection of the drive axle bushing is provided on the outer surface of the second end, and a drive recess an axial bushing is formed at the second end; the driving axial bushing and the driven axial bushing are intersected by the notch of the driving axial bushing; and a locking lug of the drive axle bushing is used to secure the drive wheel assembly to the axle.

Preferably, a plurality of driving axle bushing recesses are provided in a longitudinal direction of the driving axial bushing.

The stops of the driving axial bushing are located in the circular direction of the driving axial bushing, and the entire stops are V-shaped.

The gear hub of the present invention is mounted in the middle of the wheel axle assembly and can be connected to an external gear reducer. When the wheel axle assembly is locked, the gear hub can transmit driving torque to the wheel axle assembly; and when the wheel axle assembly is unlocked, the drive wheel assembly can slide axially relative to the gear hub.

Based on the same inventive idea, the present invention further provides a device for changing the gauge of a rail vehicle installed in the middle of two lines of different gauges and connected to two lines of different gauges; its design characteristics are as follows:

the track width changing device includes a pair of first line docking rails, two columns of load-bearing beams, two column bounding beams, two sets of wheel displacement rails, an unlocking rail and a pair of second line docking rails;

the first line connecting rails are used to connect with the first line, the second line connecting rails are used to connect with the second line, and the first line and the second line have different gauges;

the first line docking rail and the second line docking rail are connected by a set of wheel displacement rails, which is used to guide the wheel to move laterally to change the wheel track;

a support beam column for carrying the weight of the rail vehicle and a limit beam column for limiting the lateral position of the wheel pair are provided on the outer side of each rail for displacing the wheels; And

an unlocking rail is placed between two sets of wheel offset rails to guide the unlocking and locking of the locking device.

Therefore, unlocking, changing the gauge and locking are carried out through the interaction of the docking rails, the load-bearing beams, the limiting beams, the wheel displacement rails and the unlocking rail, which provide a smooth change in the gauge of the variable gauge rail vehicle.

Further, in order to better move the wheels axially after unlocking, each set of wheel displacement rails is composed of two rails having a distance greater than the width of the wheel rim, and a wheel rim accommodating gap is formed between the two rails.

Preferably, the wheel displacement rail is divided into an oblique portion in the middle and horizontal portions at two ends; horizontal sections are used to maintain the lateral position of the wheel unchanged during unlocking or locking; and the oblique section is used to guide the lateral movement of the wheel. Thus, the transverse (axial direction of the axis) position of the wheel is maintained unchanged in horizontal sections, and changes only in the oblique section in order to change the track width.

In order to provide unlocking before changing the track width and locking after changing the track width, the track width changing device can be divided into three sections a, b and c, where one of the two sections a and c is a locking section and the other section is an unlocking portion, and portion b is a wheel displacement portion; horizontal sections are located in sections a and c; and the oblique sections are in section b.

In order to better realize unlocking and prepare for changing the gauge, the unlocking rail is a rail with two sharp ends and a thick middle, and is divided into flared sections at two ends and a constant width section in the middle; the flared portions are used to guide the unlocking or locking of the locking device, and the constant width portion is used to maintain the locking device in an unlocked state during wheel movement.

In order to provide unlocking before changing the track width and locking after changing the track width, the track width changing device can be divided into three sections a, b and c, where one of the two sections a and c is a locking section and the other section is an unlocking portion, and portion b is a wheel displacement portion; the expanding areas are in areas a and c; and a section of constant width is located in section b.

Preferably, the supporting beams and limiting beams consist of rolling guide rail blocks arranged in a column.

Based on the same inventive idea, the present invention further provides a method for performing a gauge change on a variable gauge bogie using a rail vehicle gauge changer, characterized in that:

The method includes the following steps:

S1, unlocking; the wheel set of the variable gauge bogie is driven to the unlocking portion of the gauge changing device through the first line docking rail or the second line docking rail, and the limiting beam limits the lateral position of the wheel pair; Meanwhile, the load-bearing beam bears the weight of the vehicle; at this time, the wheels fall into the grooves of the wheel displacement rails, the sides of the wheel rims are limited by the wheel displacement rails, and the wheels come out of contact with the first line docking rail or the second line docking rail; then the axleboxes are loaded with the weight of the vehicle and the wheels are unloaded, the process of changing the track width begins, and the unlocking rail drives the locking device to unlock;

S2, wheel offset; the wheel pair enters the wheel displacement portion of the track width changing device, and the wheel displacement rails clamp the lateral movement wheels to accomplish the track width changing process; at this time, the limiting beams limit the lateral position of the wheel pair, the supporting beams bear the weight of the vehicle, and the unlocking rail keeps the locking device in an unlocked state; And

S3, locking; The wheel pair enters the locking section of the device for changing the track width, the locking device locks under the action of the restoring force of its spring, then the axle boxes are unloaded, the wheels are loaded with the weight of the rail vehicle, and the change in track width ends.

The track width changing device of the present invention can unlock at the middle of the wheel set of a variable track trolley and guide the left and right wheels to accomplish the process of changing the track width at the same time, and is suitable for a variable track trolley that is provided with one set of locking device in middle and must change the track width on the left and right wheels simultaneously.

Compared with the prior art, the present invention has the following advantageous results: the left and right wheels can change the track width at the same time by providing only one set of locking device in the middle of the variable track wheel pair, and the provided gear hub makes it possible to supply power to the wheel pair.

Brief description of drawings

Fig. 1 is a schematic drawing of a variable gauge wheelset of the present invention;

Fig. 2 is a schematic drawing of the axle box of the present invention;

Fig. 3 is a schematic drawing of a wheel axle assembly of the present invention;

Fig. 4 is a schematic drawing of a drive wheel assembly of the present invention;

Fig. 5 is a schematic drawing of a drive wheel of the present invention;

Fig. 6 is a schematic drawing of a drive axle bushing of the present invention;

Fig. 7 is a schematic drawing of an axis of the present invention;

Fig. 8 is a schematic drawing of a driven wheel assembly of the present invention;

Fig. 9 is a schematic drawing of a driven axle bushing of the present invention;

Fig. 10 is a schematic diagram of a driven wheel of the present invention;

Fig. 11 is a schematic drawing of a gear hub of the present invention;

Fig. 12 is a schematic diagram of a locking device of the present invention;

Fig. 13 is a schematic diagram of a locking module of the present invention;

Fig. 14 is a schematic diagram of a control unit of the present invention;

Fig. 15 is a schematic drawing of a locking block of the present invention; wherein a) is a front view, and b) is a view from the other side;

Fig. 16 is a schematic drawing of a positioning unit of the present invention;

Fig. 17 is a schematic drawing of the principle of limiting the locking module by the positioning block of the present invention;

Fig. 18 is a schematic drawing of a support cylinder of the present invention;

Fig. 19 is a schematic drawing of a roller ring of the present invention;

Fig. 20 is a schematic diagram of unlocking the locking device of the present invention;

Fig. 21 is a schematic drawing of a locking locking device of the present invention;

Fig. 22 is a schematic diagram of a locking axis of the present invention;

Fig. 23 is a schematic drawing of a ground gauge changing device of the present invention;

Fig. 24 is a schematic drawing of a support beam/limit beam of the present invention;

Fig. 25 is a functional division diagram of a ground gauge changing device of the present invention;

Fig. 26 is a sectional view showing that the variable gauge wheelset is included in the ground gauge changing device according to the present invention; And

Fig. 27 is a schematic drawing of an existing ground gauge changer.

In the drawings, reference numeral A denotes an axle box; B - wheel axle assembly; C - gear hub; D - locking device; G - device for changing the track width; A1 - lateral bounding surface; A2 - surface of the vertical support; B1 - drive wheel assembly; B2 - axis; B3 - driven wheel assembly; B11 - drive wheel; B12 - driving axial bushing; B111 - drive wheel stop; B112 - drive wheel spline; B121 - stop of the drive axial bushing; B122 - spline of the drive axial bushing; B123 - recess of the drive axial bushing; B124 - locking protrusion of the drive axial bushing; B21 - shaft extension; B22 - axle spline; B23 - axle locking protrusion; B31 - driven axial bushing; B32 - driven wheel; B311 - locking protrusion of the driven axial bushing; B312 - recess of the driven axial bushing; B321 - driven wheel spline; C1 - gear hub spline; C2 - second mounting surface; C3 - first mounting surface; C4 - bearing surface of the gearbox hub; C5 - locking lug of the gearbox hub; D1 - locking module; D2 - positioning block; D3 - support cylinder; D4 - roller ring; D11 - support rod; D12 - spring; D13 - control unit; D14 - pin shaft; D15 - locking block; D131 - installation area for the roller ring; D132 - hole for installing a spring; D133 - control unit bevel; D134 - Z-shaped groove; D135 - control unit positioning table; D136 - side positioning surface of the control unit; D151 - hole for pin; D152 - external positioning surface; D153 - locking recess; D154 - end surface of the locking block; D155 - internal positioning surface; D156 - bevel of the locking block; D21 - side positioning surface of the positioning block; D22 - arcuate surface of the positioning block; D23 - groove positioning surface; D24 - positioning surface of the lower edge; D31 - front cover of the support cylinder; D32 - main part of the support cylinder; D33 - rear cover of the support cylinder; D311 - hole for installing the front cover; D312 - first hole for the support rod on the front cover; D321 - internal cylinder bore; D322 - recess of the main part of the cylinder; D331 - second hole for the support rod on the back cover; D41 - surface for extruding the roller ring; D42 - groove for installing the roller ring; G1 - connecting rail of the first line; G2 - load-bearing beam; G3 - limiting beam; G4 - rail for wheel displacement; G5 - unlocking rail; G6 - connecting rail of the second line; G21 - rail block for rolling direction; G41 - horizontal section; G42 - oblique section; G51 - expanding section; G52 - constant width section; a/c - unlocking/locking section; b - wheel displacement section.

Detailed Description of Embodiments of the Invention

The present invention will be described in detail below with reference to the accompanying drawings in conjunction with the embodiments. It should be noted that embodiments of the present invention and features of the embodiments can be combined with each other without conflict. For convenience of description, the terms "top", "bottom", "left" and "right" described below are only consistent with the top, bottom, left and right directions of the drawings and do not limit the design.

The variable gauge trolley has the ability to move on two lines with different gauges thanks to the use of a variable gauge wheelset. A variable track wheel set includes two axle boxes, a set of a wheel axle assembly, a gear hub and a locking device located in the middle of the axle. The locking device is located in the middle of the wheel pair. When the bogie passes through a ground gauge changer placed at the intersection of two lines of different gauges, the movement of the wheels is carried out by the action of the ground gauge changer so that the wheel set adapts to the new gauge width and the bogie can move along the two lines with different track widths.

Compared with traditional trolleys, the variable tread trolley of the present invention is mainly characterized by being equipped with a variable tread wheelset, wherein the wheels of the variable tread wheelset can be axially moved to two different positions to accommodate two different widths gauge, and no change is made, or only a partial adaptive change is made in other components such as the frame, suspension system and traction device, bogies in addition to the wheelset.

A rail vehicle gauge changing device is placed at the intersection of two lines of different gauge widths and is used to guide the variable gauge truck to automatically perform the gauge change. The ground gauge changing device is composed of a pair of first line docking rails, two columns of vertical guide rail blocks, two columns of side guide rail blocks, two sets of wheel offset rails, an unlocking rail and a pair of second line docking rails. The first line connecting rails and the second line connecting rails are respectively connected to the first line and the second line with different gauges; vertical guide rail blocks are used to bear the weight of the rail vehicle; side guide rail blocks are used to limit the lateral position of the wheelset; wheel offset rails are used to guide the lateral movement of wheels; and unlocking rails are used to guide the unlocking and locking of the locking device.

As shown in FIG. 1, a variable-tread wheel set of the present invention includes two axle boxes A, a set of wheel axle assembly B, a gear hub C, and a locking device D located in the middle of the axle. Axleboxes A are installed at the two ends of the wheel axle assembly B, a gear hub C is installed in the middle of the wheel axle assembly B, and a locking device D is installed at one end of the gear hub C.

As shown in FIG. 2, the lateral limiting surface A1 and the vertical support surface A2 are provided at the bottom of the axle box A. At the track width changing stage, the lateral limiting surface A1 contacts the rolling surface of the limiting beam G3 in the track width changing ground device G to limit the lateral position of the wheelset and bring the wheelset into the ideal position for changing the track width; the vertical support surface A2 contacts the rolling surface of the support beam G2 in the ground device G for changing the track width to bear the weight of the rail vehicle. Next, the wheel is released from contact with rail G1 or G6 in the ground gauge changer G, and the wheel is unloaded to prepare for its lateral movement or unlocking or locking.

As shown in FIG. 3, the wheel axle assembly B is composed of a driving wheel assembly B1, an axle B2 and a driven wheel assembly B3. When the cart is in normal use, the wheel axle assembly is locked by means of a locking device; and when the trolley passes the ground gauge changer, the locking device realizes the unlocking and the wheels can move axially about the axle.

As shown in FIG. 4, the drive wheel assembly B1 is composed of the drive wheel B11 and the drive axle bushing B12.

As shown in FIG. 5, drive wheel splines B112 are provided in the hole of drive wheel B11, and drive wheel stop circle B111 is provided on the inner end surface of drive wheel B11. Drive wheel splines B112 engage with axle splines B22 on axle B2. When the locking device D realizes the unlocking, the splines cooperate with each other so that the drive wheel B11 can slide in the axial direction; and when the locking device D realizes the locking, the splines cooperate with each other so that the driving torque can be transmitted between the drive wheel B11 and the axle B2. The drive wheel stops B111 cooperate with the drive axle bushing stops B121 provided at the end of the drive axle bush B12, so that a driving torque can be transmitted between the drive wheel B11 and the drive axle bush B12.

As shown in FIG. 6, a driving axial bushing stop circle B121 is provided at the end of the driving axial bushing B12, driving axial bushing splines B122 are provided on the outer diameter of the middle portion, four driving axial bushing notches B123 are uniformly formed in the circumferential direction of the other end, and two V-shaped locking protrusions B124 drive axial bushings are provided on the outer surface. The drive axle bushing stops B121 cooperate with the drive wheel stops B111 provided on the inner end surface of the drive wheel B11 to transmit driving torque. Drive axle bushing splines B122 interact with gearbox hub splines C1 inside gearbox hub C to transmit drive torque. Drive axle bushing notches B123 provide an intersection between drive axle bushing B12 and driven axle bushing B31. Drive axle bushing locking lugs B124 are used to secure drive wheel assembly B1 to axle B2.

As shown in FIG. 7, a shaft extension B21 and axle splines B22 are provided at each of the two ends of the axle B2, and four V-shaped axle locking lugs B23 are uniformly provided at the middle portion in the circumferential direction. The shaft extension B21 is used to install the axle bearing to support the axle box. Axle splines B22 are used to engage drive wheel splines B112 and driven wheel splines B321. When the locking device D realizes unlocking, the splines cooperate with each other so that the driving wheel B11 and the driven wheel B32 can slide in the axial direction; and when the locking device D realizes locking, the splines cooperate with each other so that driving torque can be transmitted between the driving wheel B11 and the axle B2, and between the driven wheel B32 and the axle B2. The axle locking lugs B23 are used to secure the drive wheel assembly B1 and the driven wheel assembly B3 by means of the locking device D.

As shown in FIG. 8, the driven wheel assembly B3 is composed of a driven axle bushing B31 and a driven wheel B32.

As shown in FIG. 9, four driven axial bushing recesses B312 are uniformly formed on one end of the driven axial bushing B31 in the circumferential direction, and two V-shaped driven axial bushing locking projections B311 are provided on the outer surface. The driven axle bushing notches B312 provide an intersection between the driven axle bushing B31 and the driven axle bushing B12. Driven axle bushing locking lugs B311 are used to secure driven wheel assembly B3 to axle B2.

As shown in FIG. 10, driven wheel splines B321 are provided in the driven wheel hole B32. Drive wheel splines B321 engage with axle splines B22 on axle B2. When the locking device D realizes the unlocking, the splines cooperate with each other so that the driven wheel B32 can slide in the axial direction; and when the locking device D realizes the locking, the splines cooperate with each other so that the driving torque can be transmitted between the driven wheel B32 and the axle B2.

As shown in FIG. 11, gear hub splines C1 are provided in the inner hole of gear hub C, a first mounting surface C3 is provided in the middle, a second mounting surface C2 is provided on the outer surface of each of the two sides of the first mounting surface C3, and a bearing surface C4 of the gear hub and locking lugs C5 of the hub gearboxes are provided on the outer surface of one end. The gear hub splines C1 cooperate with the drive axle bushing splines B122 so that the gear hub C can transmit driving torque to the wheel axle unit B, and the drive wheel unit B1 can slide in an axial direction relative to the gear hub C. The first mounting surface C3 is used to install the outer gear ring to form a complete gearbox. The second mounting surface C2 is used to install the roller bearing to support the gear reducer. The gear hub bearing surface C4 cooperates with the first cover mounting hole D311 to support the locking device D. The gear hub locking lugs C5 are used to secure the locking blocks D15.

As shown in FIG. 12, the locking device D consists of six locking modules D1, six positioning blocks D2, a support cylinder D3 and two roller rings D4. Locking modules D1 and positioning blocks D2 are evenly distributed in the support cylinder D3 in a surrounding shape. Two adjacent locking modules D1 are spaced apart by one positioning unit D2, and two adjacent positioning blocks D2 are spaced apart by one locking module D1. The positioning blocks D2 are fixed in the support cylinder D3. Two roller rings D4 are connected to the locking module and placed outside the support cylinder D3. Locking device D is used to lock the drive wheel assembly B1 and the driven wheel assembly B3 on the axle B2 or unlock the drive wheel assembly B1 and the driven wheel assembly B3 from the axle B2.

As shown in FIG. 13, the locking module D1 consists of a support rod D11, a spring D12, a control unit D13, two pin shafts D14 and a locking unit D15. The locking module D1 is used to convert the axial movement of the control unit D13 into the radial movement of the locking unit D15 so as to realize the locking and unlocking of the locking device D. When the cart moves normally, the locking modules D1 are in the locking state; and when the track width changes, the locking modules D1 are in the unlocking state.

The support rod D11 is fixedly installed in the first support rod hole on the front cover D312 or the second support rod hole on the rear cover D331 of the support cylinder D3 to support the spring D12.

Spring D12 is a cylindrical helical steel compression spring mounted on support rod D11 and located in spring mounting hole D132 of control unit D13 to provide locking device D with restoring force and locking force.

As shown in FIG. 14, the control unit D13 is provided with a roller ring mounting portion D131, a spring mounting hole D132, two control unit bevels D133, two Z-shaped slots D134, two control unit positioning tables D135, and two control unit side positioning surfaces D136. Roller ring installation section D131 is used to connect with roller ring D4. Spring installation hole D132 is used to accommodate spring D12. The control block ramps D133 cooperate with the locking block ramps D156 to maintain or release the locking state of the locking block D15. Z-shaped grooves D134 limit the path of movement of the pin shafts D14. The lower part of the control unit positioning table D135 is an arcuate surface that contacts the cylindrical inner hole D321 of the support cylinder main body D32 to perform radial positioning on the control unit D13; and the top of the control unit positioning table D135 is a plane that contacts the positioning surface D24 of the lower edge of the positioning unit D2 to limit the control unit D13 to sliding in the axial direction only. The lateral positioning surface D136 of the control unit contacts the inner positioning surface D155 of the locking block D15 to limit the rotation of the locking block D15.

The pin shaft D14 is fixedly mounted in the pin hole D151 of the locking block D15 and is pulled into the Z-shaped groove D134 of the control block D13 to regulate the relative movement of the locking block D15 and the control block D13.

As shown in a) and b) in FIG. 15, the locking block D15 is provided with two pin holes D151, two outer positioning surfaces D152, two locking recesses D153, two locking block end surfaces D154, two inner positioning surfaces D155 and two locking block bevels D156. Pin hole D151 is used to permanently install pin shaft D14. One locking recess D153 is used to secure the locking block D15 to the gear hub locking lug C5, and the other locking recess D153 is used to lock the axle locking lug B23, the driving axle bushing locking lug B124 and the driven axle bushing locking lug B311 together. The outer positioning surface D152 contacts the side positioning surface D21 of the positioning block for the positioning block D2, the inner positioning surface D155 contacts the side positioning surface D136 of the control block for the control block D13, the end surface D154 of the locking block contacts the positioning surface D23 of the groove of the positioning block D2; The positioning block side positioning surface D21, the control block side positioning surface D136 and the groove positioning surface D23 together limit the installation position and the moving direction of the locking block D15. The locking block bevels D156 cooperate with the control unit bevels D133 to maintain or release the locking state of the locking block D15.

As shown in FIG. 16, the positioning block D2 is provided with two positioning block side positioning surfaces D21, one arcuate positioning block surface D22, four groove positioning surfaces D23, and two bottom edge positioning surfaces D24. The arcuate surface D22 of the positioning block is fixedly mounted on the cylindrical inner hole D321 of the support cylinder D3.

As shown in FIG. 17, the principle of limiting the locking module by the positioning block is as follows: the recess formed by the side positioning surface D21 of the positioning block and the slot positioning surfaces D23 is used to accommodate the locking block D15 and restricts it to radial movement only; and the lower edge positioning surface D24 contacts the upper plane of the control unit positioning table D135 to limit the sliding control unit D13 in the axial direction only.

As shown in FIG. 18, the support cylinder D3 is composed of a front support cylinder cover D31, a support cylinder main body D32, and a rear support cylinder cover D33. All three are connected to form an empty cavity for the installation of locking modules D1 and positioning blocks D2.

The support cylinder front cover D31 is provided with a front cover mounting hole D311 and the first three support rod holes on the front covers D312. The front cover mounting hole D311 cooperates with the gear hub bearing surface C4 to support the locking device D on the gear hub C. The first support rod hole on the D312 front cover is used to permanently install the D11 support rod.

The support cylinder main body D32 is provided with a cylindrical inner hole D321 and six cylinder main body recesses D322. The cylindrical inner hole D321 is used to secure the positioning unit D2 and radially position the control unit D13. Recess D322 of the cylinder main body is used to provide installation space and axial movement for the roller ring mounting portion D131 of the control unit D13.

The back cover D33 of the support cylinder is provided with three second holes for the support rod on the back covers D331. The second support rod hole on the back cover of D331 is used to permanently install the support rod D11.

As shown in FIG. 19, the roller ring D4 is provided with a surface D41 for extruding the roller ring and three grooves D42 for installing the roller ring. The roller ring extrusion surface D41 is treated to harden the wear resistance to accommodate the side extrusion and friction of the G5 unlocking rail. The distance between the roller ring extrusion surfaces D41 for the two roller rings D4 automatically adapts to the width of the unlocking rail D5, thereby driving the control unit D13 to move in the axial direction to realize locking or unlocking of the locking device D. The roller ring mounting groove D42 is used to install section D131 for installing the roller ring on control unit D13.

As shown in FIG. 20, the unlocking process of the locking device D is as follows: the trolley is driven into the ground track width changing device G, the unlocking rail G5 enters the space between the two roller rings D4 of the locking device D; when the cart moves forward, the gradually expanding unlocking rail G5 pushes the two roller rings D4 to both sides, the roller ring D4 causes the control unit D13 connected together to move axially outward, the spring D12 is compressed, and at the same time the pin shaft D14 moves along the Z-shaped groove D134; due to the restriction of the Z-shaped groove D134, the pin shaft D14 moves radially outward while at the same time moving axially outward, which causes the locking block D15 connected to the pin groove D14 to move radially outward so that the locking recesses D153 are released from the locking position , the locking device D is unlocked, and the driving wheel unit B1 and the driven wheel unit B3 are in an axially movable state.

As shown in FIG. 21, the locking process of the locking device D is as follows: when the driving wheel unit B1 and the driven wheel unit B3 have moved axially into place as the trolley continues to move forward, the unlocking rail G5 is gradually narrowed; Under the restoring force of spring D12, the two roller rings D4 move closer to the middle, the roller ring D4 causes the control unit D13 connected to the roller ring D4 to move axially towards the middle, and at the same time, the pin shaft D14 moves along the Z- shaped groove D134; due to the constraint of the Z-slot D134, the pin shaft D14 moves radially inward while at the same time moving axially toward the middle, which causes the locking block D15 connected to the pin shaft D14 to move radially inward so that the locking recesses D153 engage locking position, the locking device D performs the locking, and the driving wheel unit B1 and the driven wheel unit B3 are in the locked state.

As shown in FIG. 22, the locking method of the wheel axle assembly is as follows: when the drive wheel assembly B1 and the driven wheel assembly B3 are moved into place, the axle locking lugs B23, the driving axle bushing locking lugs B124, and the driven axle bushing locking lugs B311 are circumferentially aligned in a complete circle (V the -shaped sides of these projections are aligned with each other in a circumferential direction) and are covered by the locking recess D153 simultaneously, so that there is no relative movement between them, i.e., they are in a locked state, and the drive wheel unit B1 and the driven wheel unit B3 are locked axially on axis B2. When the locking recess D153 is radially retracted, the axle locking protrusion B23, the driving axle bushing locking protrusion B124 and the driven axle bushing locking protrusion B311 are released from their axial constraint, and any of them can move axially relative to the other, i.e., they are in unlocked state.

Changing the track width of the variable track vehicle is accomplished by directing the ground device G to change the track width. The ground gauge changer G is installed in the middle of two lines with different gauges. When the variable gauge bogie passes through the ground gauge changer G, the special design in the ground gauge changer G will automatically initiate the unlocking action, the wheel moving action and the locking action of the variable gauge wheelset in sequence, so that the bogie makes changing the track width.

As shown in FIG. 23, the ground gauge changing device G is composed of a pair of first-line docking rails G1, two columns of load-bearing beams G2, two columns of limiting beams G3, two sets of wheel displacement rails G4, an unlocking rail G5, and a pair of second-line docking rails G6. The connecting rails G1 of the first line are connected to the first line, the connecting rails G6 of the second line are connected to the second line, and the first line and the second line have different gauges. G2 support beam columns are placed on each of the two sides to bear the weight of the rail vehicle; and limit beam columns B3 are placed on each of the two sides to limit the lateral position of the wheelset. A set of wheel offset rails G4 is placed on each of the two sides and connected to the first line docking rail G1 and the second line docking rail G6 to guide the wheel for lateral movement. The unlocking rail G5 is placed in the middle to guide the unlocking and locking of the locking device D.

As shown in FIG. 23, the wheel offset rail G4 is composed of two rails having a distance slightly larger than the wheel rim width for the wheel, and is divided into horizontal portions G41 at two ends and an oblique portion G42 in the middle. Horizontal sections G41 are used to keep the lateral position of the wheel constant during unlocking or locking. The oblique sections G42 are used to guide the lateral movement of the wheel.

As shown in FIG. 23, the unlocking rail G5 is a rail with two sharp ends and a thick middle, and is divided into flared portions G51 at two ends and a constant width portion G52 in the middle. The flared portion G51 is used to guide the unlocking or locking of the locking device D, and the constant width portion G52 is used to maintain the locking device D in an unlocked state during movement of the wheels.

As shown in FIG. 24, the support beam G2 and the limit beam G3 are both composed of rolling direction rail blocks G21 arranged in the column. G21 rolling direction rail block is a common independent structural component with high load-bearing capacity and good rolling property, which can support the stability of the gauge changing process of variable gauge truck.

As shown in FIG. 25, according to the function, the ground gauge changing device G can be divided into three sections a, b and c. Portions a and c are, respectively, a locking portion and an unlocking portion, or are, respectively, an unlocking portion and a locking portion; and section b is the wheel displacement section. Horizontal portions G41 and flared portions G51 are located in portions a and c, and an oblique portion G42 and a constant width portion G52 are located in portion b.

As shown in FIG. 26, when the vehicle is driven from the first line to the second line, the process of changing the track width is as follows:

I. Unlocking. The wheel pair is driven to the unlocking portion a of the ground device G for changing the track width through the connecting rails G1 of the first line. The lateral limiting surfaces A1 at the lower parts of the axle boxes A contact the rolling surfaces of the limiting beams G3 to limit the lateral position of the wheelset; meanwhile, the vertical support surfaces A2 at the lower parts of the axleboxes A contact the rolling surfaces of the supporting beams G2 to bear the weight of the rail vehicle; the wheels fall into the grooves of the wheel displacement rails G4, the sides of the wheel rims are limited by the wheel displacement rails G4, and the wheels come out of contact with the first line mating rails G1. At this time, the axle boxes are loaded with the weight of the rail vehicle, the wheels are unloaded, and the change in track width begins. The expanding portion G51 gradually expands, and the roller rings D4 move outward to drive the locking device D to unlock.

II. Wheel offset. The wheel pair enters the wheel displacement section b of the ground device G to change the track width. The G42 oblique sections clamp the wheels for lateral movement in order to change the track width. During this process, the limiting beams G3 limit the lateral position of the wheelset, the supporting beams G2 bear the weight of the rail vehicle, and the constant width portion G52 maintains the locking device D in an unlocked state.

III. Locking. The wheel pair enters the locking section from the ground device G to change the track width. The expanding portion G51 gradually narrows, the constraint applied to the roller rings D4 is gradually relaxed, and the locking device D achieves locking under the restoring force of its spring D12. Then, the side bounding surfaces A1 come out of contact with the bounding beams G3, the vertical support surfaces A2 also come out of contact with the supporting beams G2, and the wheels are separated from the wheel displacement rails G4 and touch the second line joining rails G6. At this time, the axle boxes are unloaded, the wheels are loaded with the weight of the rail vehicle, and the change in track width is completed.

When the vehicle is transferred from the second line to the first line, the wheel pair enters the ground gauge changing device G through the second line connecting rails G6 and leaves the first line connecting rails G1, where c is the unlocking portion, a is the locking portion, and the process changing the track width is exactly the same. Therefore, the ground gauge changing device G and the variable gauge trolley can realize two-way reversible change.

The tread changing device of the present invention can unlock at the middle of a wheel set of a variable-tread trolley and guide the left and right wheels to perform a tread-change at the same time, and is suitable for a variable-tread trolley which is provided with one set of locking device in the middle and must change the track width on the left and right wheels simultaneously.

The contents illustrated by the above embodiments are to be understood as such embodiments that are simply used to illustrate the present invention more clearly and not as limiting the scope of the present invention. Various equivalent modifications made to the present invention by those skilled in the art upon reading the present invention all fall within the scope of the appended claims of this application.

Claims (44)

1. A bogie with variable track width, comprising a frame, a wheel axle unit (B) mounted on the frame, and two axle boxes (A), respectively installed at two ends of the wheel axle unit (B), with a wheel axle unit (B) in the middle The gearbox hub (C) and a locking device (D) are installed on the axle, wherein the locking device (D) is located in the middle of the axis and connected to one end of the gearbox hub (C); at the bottom of the axlebox (A), a lateral limiting surface (A1) and a vertical support surface (A2) are provided, wherein the lateral limiting surface (A1) is used to limit the lateral position of the wheelset during a change in track width, and the vertical support surface (A2) used to bear the weight of the bogie while changing the track width; the wheel axle assembly includes an axle (B2) and a drive wheel assembly (B1) and a driven wheel assembly (B3) mounted on the axle (B2); the drive wheel assembly (B1) includes a drive wheel (B11) and a driven axle bushing (B12), and the driven wheel assembly (B3) includes a driven axle bushing (B31) and a driven wheel (B32); the driving axial bushing (B12) and the driven axial bushing (B31) intersect to mate with each other, and the locking device (D) is installed at a mating position between the driving axial bushing (B12) and the driven axial bushing (B31); The drive wheel (B11) interacts with the axle (B2) in one of two states: the drive wheel (B11) can slide axially relative to the axle (B2) during unlocking, and the drive torque can be transmitted between the drive wheel (B11) and the axle ( B2) during locking; and the driven wheel (B32) interacts with the axle (B2) in one of two states: the driven wheel (B32) can slide axially relative to the axle (B2) during unlocking, and a driving torque can be transmitted between the driven wheel (B32) and the axle (B2) during locking. 2. The variable-gauge trolley according to claim 1, in which a shaft extension (B21) and axle splines (B22) are provided at each of the two ends of the axle (B2), and a locking protrusion (B23) is provided in the middle part of the axle (B2) axles; wherein the extension (B21) of the shaft is used to install the axle bearing to support the axle box; the splines (B22) of the axle interact with the drive wheel (B11) and the driven wheel (B32), respectively; and the locking lug (B23) of the axle is used to secure the drive wheel assembly (B1) and the driven wheel assembly (B3) by the locking device (D). 3. A trolley with variable track width according to claim 2, in which a drive wheel spline (B112) is provided in the hole of the drive wheel (B11), and a circle of stops (B111) of the drive wheel is provided on the inner end surface of the drive wheel (B11); in this case, the spline (B112) of the drive wheel interacts with the spline (B22) of the axle on the axle (B2); drive wheel stops (B111) cooperate with drive axle bush stops (B121) provided at the end of the drive axle bush (B12); In the driven wheel hole (B32) there is a driven wheel spline (B321) and the driven wheel spline (B321) engages with the axle spline (B22) on the axle (B2). 4. Trolley with variable track width according to any one of paragraphs. 1-3, in which a drive axle bushing stop (B121) is provided at the first end of the drive axle bushing (B12), interacting with the drive wheel (B11), and a drive axle bushing locking projection (B124) is provided on the outer circumference of the second end of the drive axle bushing (B12). axial bushing, and a recess (B123) of the driving axial bushing is formed at the second end; the driving axle bushing (B12) and the driven axial bushing (B31) are intersected by the notch (B123) of the driving axial bushing; the locking lug (B124) of the drive axle bushing is used to secure the drive wheel assembly (B1) to the axle (B2); A drive axle bushing spline (B122) is provided on the outer diameter of the middle portion of the drive axle bushing (B12), wherein the drive axle bushing spline (B122) is used to engage with the gearbox hub spline (C1) inside the gearbox hub (C) mounted on the drive axle bushing (B12). 5. Trolley with variable track width according to any one of paragraphs. 1-3, in which the first end of the driven axle bushing (B31) cooperates with the driven wheel (B32), a driven axle bushing locking projection (B311) is provided on the outer surface of the second end of the driven axle bushing (B31), and a recess (B312) is formed on the second end ) driven axial bushing; the driven axle bushing (B31) and the driving axle bushing (B12) are intersected by the notch (B312) of the driven axial bushing; The driven axle bushing locking tab (B311) is used to secure the driven wheel assembly (B3) to the driven axle (B2). 6. Trolley with variable track width according to any one of paragraphs. 1-3, wherein the gear hub includes a gear hub body with an inner hole that is used for mounting on a drive axle bushing (B12) of a drive wheel assembly (B1); a gear hub spline (C1) is provided in the inner hole of the gearbox hub (C), a first mounting surface (C3) is provided in the middle of the gearbox hub (C), and a second mounting surface (C2) is provided on the outer surface of each of the two sides of the first mounting surface (C3). ) and on the outer surface of one end of the gear hub (C) there are provided a bearing surface (C4) of the gear hub and a locking lug (C5) of the gear hub; The gear hub spline (C1) is used to interact with the drive axle bushing (B12) to transmit driving torque when the locking device (D) realizes locking and to allow the drive wheel assembly (B1) to slide axially relative to the gear hub (C). when the locking device (D) realizes unlocking; the first mounting surface (C3) is used to install the outer gear ring to form a complete gearbox; the second mounting surface (C2) is used to install the roller bearing to support the gear reducer; the bearing surface (C4) of the gear hub is used to support the locking device (D), and the locking lug (C5) of the gear hub is used to secure the locking block (D15) of the locking device (D). 7. Trolley with variable track width according to any one of paragraphs. 1-3, wherein the locking device (D) is used to lock the drive wheel assembly (B1) and the driven wheel assembly (B3) on the axle (B2) or unlock the drive wheel assembly (B1) and the driven wheel assembly (B3) from the axle ( B2); The locking device contains a support cylinder (D3) mounted outside the axis (B2), a plurality of locking modules (D1) and a plurality of positioning blocks (D2) placed circumferentially in the support cylinder (D3), and a roller ring (D4) placed outside the support cylinder (D3); two adjacent locking modules (D1) are spaced from each other by one positioning block (D2), and two adjacent positioning blocks (D2) are spaced from each other by one locking module (D1), and a roller ring (D4) is connected to the locking module; The locking modules (D1) are in a locked state when the bogie is moving normally, and in an unlocked state when the bogie track width changes. 8. The variable-gauge trolley according to claim 7, in which the locking module (D1) contains a control unit (D13), a locking unit (D15) installed on the control unit (D13), a support rod (D11) and a spring (D12) installed in the control block (D13), and a pin shaft (D14) installed on the locking block (D15); and the axial movement of the control block (D13) can be converted into a radial movement of the locking block (D15) to realize locking and unlocking of the locking device (D). 9. The variable-gauge trolley according to claim 8, in which the positioning block (D2) is provided with two side positioning surfaces (D21) of the positioning block, one arcuate surface (D22) of the positioning block, four positioning surfaces (D23) of the groove and two positioning surfaces (D24) bottom edge; the arcuate surface (D22) of the positioning block is fixed to the cylindrical inner hole (D321) of the support cylinder (D3); The support cylinder (D3) includes a main support cylinder part (D32), a front support cylinder cover (D31) mounted on the front end of the support cylinder main part (D32), and a rear support cylinder cover (D33) installed on the rear end of the main part (D32). D32) support cylinder; the front cover (D31) of the support cylinder, the main part (D32) of the support cylinder and the rear cover (D33) of the support cylinder are connected to form an empty cavity for installing locking modules (D1) and positioning blocks (D2); The front cover (D31) of the support cylinder is provided with a mounting hole (D311) of the front cover, and the mounting hole (D311) of the front cover is used to engage the bearing surface (C4) of the gear hub for the gear hub to support the locking device (D) on the hub (C) gearbox; the support cylinder main body (D32) is provided with a cylindrical inner hole (D321) and six recesses (D322) of the cylinder main body; the cylindrical inner hole (D321) is used to fix the positioning blocks (D2) and perform radial positioning on the control block (D13); the recesses (D322) of the cylinder main body are used to provide installation space and axial movement for a portion (D131) for installing the roller ring of the control unit (D13); the roller ring (D4) is provided with a roller ring extrusion surface (D41) and three roller ring mounting grooves (D42); and the installation groove (D42) of the roller ring is used to install the section (D131) for installing the roller ring of the control unit (D13). 10. A device for changing the gauge of a rail vehicle, used to be installed in the middle of two lines with different gauges and connected to two lines with different gauges, while The track gauge device includes a pair of first line docking rails (G1), two columns of load-bearing beams (G2), two columns of limiting beams (G3), two sets of wheel offset rails (G4), an unlocking rail (G5) and a pair connecting rails (G6) of the second line; the connecting rails (G1) of the first line are connected to the first line, the connecting rails (G6) of the second line are connected to the second line, and the first line and the second line have different gauges; a connecting rail (G1) of the first line and a connecting rail (G6) of the second line are connected by a set of wheel displacement rails (G4) to guide the wheel to move laterally to change the wheel track; a support beam column (G2) for carrying the weight of the rail vehicle and a limit beam column (G3) for limiting the lateral position of the wheelset are provided on the outer side of each set of rails (G4) for displacing the wheels; an unlocking rail (G5) is placed between two sets of rails (G4) to displace the wheels to guide the unlocking and locking of the locking device (D). 11. The device for changing the track width of a rail vehicle according to claim 10, wherein each set of wheel displacement rails (G4) is composed of two rails having a distance greater than the width of the wheel rim, and a wheel rim accommodating gap is formed between the two rails. 12. A device for changing the track width of a rail vehicle according to claim 10, in which the wheel displacement rail (G4) is divided into an oblique section (G42) in the middle and horizontal sections (G41) at two ends; the horizontal section (G41) is used to keep the lateral position of the wheel unchanged during unlocking or locking; and the oblique section (G42) is used to guide the lateral movement of the wheel. 13. The device for changing the track width of a rail vehicle according to claim 12, in which the device (G) for changing the track width can be divided into three sections - a, b and c, where one of the two sections a and c is a locking section, and the other portion is the unlocking portion, and portion b is the wheel displacement portion; horizontal sections (G41) are respectively located in sections a and c; and the oblique section (G42) is located on section b. 14. A device for changing the track width of a rail vehicle according to any one of claims. 10-13, in which the unlocking rail (G5) is a rail with two sharp ends and a thick middle, and is divided into flared portions (G51) at two ends and a constant width portion (G52) in the middle; the flared portion (G51) is used to guide the unlocking or locking of the locking device (D), and the constant width portion (G52) is used to maintain the locking device (D) in an unlocked state while the wheels are moving. 15. The device for changing the track width of a rail vehicle according to claim 14, in which the device (G) for changing the track width can be divided into three sections - a, b and c, where one of the two sections a and c is a locking section, and the other portion is the unlocking portion, and portion b is the wheel displacement portion; the expanding portions (G51) are respectively located in portions a and c; and a constant width portion (G52) is located in portion b. 16. A device for changing the track width of a rail vehicle according to any one of claims. 10-13, in which both the load-bearing beam (G2) and the limiting beam (G3) are composed of rolling direction rail blocks (G21) arranged in a column. 17. A method for changing the track width on a trolley with a variable track width according to any one of paragraphs. 1-9 using a device for changing the track width of a rail vehicle according to any one of paragraphs. 10-16, the method includes the following steps: S1, unlocking; the wheel set of the variable gauge bogie is driven to the unlocking portion of the track width changing device (G) through the first line docking rails (G1) or the second line docking rails (G6), and the limiting beam (G3) limits the lateral position of the wheel pair; meanwhile, the supporting beam (G2) bears the weight of the rail vehicle; at this time, the wheels fall into the groove formed by the wheel displacement rails (G4), the sides of the wheel rims are limited by the wheel displacement rails (G4), and the wheels come out of contact with the first line docking rails (G1) or the second line docking rails (G6); and the axleboxes (A) are loaded with the weight of the rail vehicle, the wheels are unloaded, the gauge change begins and the unlocking rail drives the locking device (D) to unlock; S2, wheel offset; the wheel pair enters the wheel displacement portion of the track width changing device (G), and the wheel displacement rails clamp the wheels to move transversely to complete the track width changing process; at this time, the limiting beams (G3) limit the lateral position of the wheel pair, the supporting beams (G2) bear the weight of the rail vehicle, and the unlocking rail holds the locking device (D) in an unlocked state; And S3, locking; the wheel pair enters the locking section of the device (G) for changing the track width, the locking device (D) locks under the action of the restoring force of its spring (D12) and the axle boxes (A) are unloaded, the wheels are loaded with the weight of the rail vehicle and the change in track width ends.