WO2019196344A1 - 一种用于变轨距轮对的地面变轨设施 - Google Patents

一种用于变轨距轮对的地面变轨设施 Download PDF

Info

Publication number
WO2019196344A1
WO2019196344A1 PCT/CN2018/106981 CN2018106981W WO2019196344A1 WO 2019196344 A1 WO2019196344 A1 WO 2019196344A1 CN 2018106981 W CN2018106981 W CN 2018106981W WO 2019196344 A1 WO2019196344 A1 WO 2019196344A1
Authority
WO
WIPO (PCT)
Prior art keywords
locking
unlocking
disposed
section
variable gauge
Prior art date
Application number
PCT/CN2018/106981
Other languages
English (en)
French (fr)
Inventor
陈硕
李忠文
王旭
乔青峰
于大海
Original Assignee
中车青岛四方机车车辆股份有限公司
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by 中车青岛四方机车车辆股份有限公司 filed Critical 中车青岛四方机车车辆股份有限公司
Priority to PL18914590.7T priority Critical patent/PL3779044T3/pl
Priority to ES18914590T priority patent/ES2967377T3/es
Priority to EA202091909A priority patent/EA202091909A1/ru
Priority to EP18914590.7A priority patent/EP3779044B1/en
Priority to JP2020570610A priority patent/JP6983341B2/ja
Publication of WO2019196344A1 publication Critical patent/WO2019196344A1/zh

Links

Images

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61H—BRAKES OR OTHER RETARDING DEVICES SPECIALLY ADAPTED FOR RAIL VEHICLES; ARRANGEMENT OR DISPOSITION THEREOF IN RAIL VEHICLES
    • B61H7/00—Brakes with braking members co-operating with the track
    • B61H7/02—Scotch blocks, skids, or like track-engaging shoes
    • B61H7/04—Scotch blocks, skids, or like track-engaging shoes attached to railway vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60B—VEHICLE WHEELS; CASTORS; AXLES FOR WHEELS OR CASTORS; INCREASING WHEEL ADHESION
    • B60B17/00—Wheels characterised by rail-engaging elements
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T1/00—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles
    • B60T1/12—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles acting otherwise than by retarding wheels, e.g. jet action
    • B60T1/14—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles acting otherwise than by retarding wheels, e.g. jet action directly on road
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T7/00—Brake-action initiating means
    • B60T7/12—Brake-action initiating means for automatic initiation; for initiation not subject to will of driver or passenger
    • B60T7/124—Brakes for railway vehicles coming into operation in case of accident, derailment or damage of rolling stock or superstructure
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T7/00—Brake-action initiating means
    • B60T7/12—Brake-action initiating means for automatic initiation; for initiation not subject to will of driver or passenger
    • B60T7/128—Self-acting brakes of different types for railway vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
    • B61F7/00—Rail vehicles equipped for use on tracks of different width
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61H—BRAKES OR OTHER RETARDING DEVICES SPECIALLY ADAPTED FOR RAIL VEHICLES; ARRANGEMENT OR DISPOSITION THEREOF IN RAIL VEHICLES
    • B61H11/00—Applications or arrangements of braking or retarding apparatus not otherwise provided for; Combinations of apparatus of different kinds or types
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D63/00—Brakes not otherwise provided for; Brakes combining more than one of the types of groups F16D49/00 - F16D61/00
    • F16D63/008—Brakes acting on a linearly moving member

Definitions

  • Embodiments of the present disclosure relate to the field of rail vehicle variable gauge technology, and more particularly to a ground rail changing facility for a variable gauge wheelset.
  • variable-gauge bogies that can operate continuously between different gauge tracks and correspondingly set up ground-changing facilities, when variable-gauge bogies pass through ground-changing gauges. The gauge is automatically changed.
  • the embodiments of the present disclosure are intended to address at least one of the technical problems existing in the related art or related art.
  • an embodiment of the present disclosure provides a ground track changing device for a variable gauge wheel set, the ground track changing device including a pair of support rails disposed in parallel and an inner side of a pair of the support rails a pair of first guide rails, a pair of variable gauge guide rails and a pair of second guide rails disposed in sequence; an unlocking section is disposed between the first guide rail and the variable gauge guide rail, and after the unlocking section An unlocking emergency braking section is provided, a locking section is arranged between the variable gauge guiding rail and the second rail, and a locking emergency braking section is arranged after the locking section.
  • the unlocking state monitoring device is disposed near the end of the unlocking segment, and the locking state monitoring device is disposed near the last segment of the locking segment.
  • unlocking state monitoring devices are respectively disposed inside a pair of the support rails opposite to the end section of the unlocking section, and the locking state monitoring devices are respectively disposed at opposite ends of the locking section The interior of a pair of said support rails.
  • variable gauge bogie is provided with a pair of variable gauge wheel sets
  • the variable gauge wheel set includes a wheel, an axle and a locking mechanism; the wheel is disposed at both ends of the axle and with the axle
  • the locking mechanism is respectively disposed on the outer side of the wheel, and is located in the axle box body at both ends of the axle, the locking mechanism is connected with the wheel, and the wheel unlocking is realized by the locking mechanism. Lock to achieve variable gauge.
  • the locking mechanism comprises a locking pin disposed in the axle housing, the upper end of the locking pin is connected with a return spring, and the lower end of the locking pin extends out of the bottom of the axle housing.
  • the bottom surface of the locking pin is respectively disposed on both sides of the central axis thereof as a guiding inclined surface which is inclined upward from the central axis to both sides.
  • the support rail includes an axle box support surface horizontally disposed along a length direction of the support rail, and a length of an unlocking opening slot disposed on the axle housing support surface opposite to the unlocking section, the unlocking opening slot
  • the bottom of the slot is provided with an inclined upwardly locking bevel; and a section of the locking opening provided on the supporting surface of the axle housing opposite the locking section, the slot bottom of the locking opening slot is provided with a tilting direction
  • the lower locking slope, the unlocking slope and the locking slope are consistent with the inclination angle of the guiding slope.
  • the unlocking state monitoring device includes a first vertical hole corresponding to the end of the unlocking opening slot and communicating with the axle housing supporting surface, and the first vertical hole is provided with a first vertical direction a displacement sensor, and a first horizontal hole communicating with the bottom groove bottom of the unlocking opening groove, wherein the first horizontal hole is provided with a first lateral displacement sensor;
  • the locking state monitoring device includes a second vertical hole corresponding to the last end of the locking opening slot and communicating with the axle housing supporting surface, and the second vertical hole is provided with a second vertical direction a displacement sensor, and a second horizontal hole communicating with the bottom groove bottom of the locking opening slot, wherein the second horizontal hole is provided with a second lateral displacement sensor;
  • the first vertical displacement sensor, the first lateral displacement sensor, the second vertical displacement sensor, and the second lateral displacement sensor are all signaled to the controller.
  • the first horizontal hole horizontally penetrates one side wall of the unlocking opening groove
  • the second horizontal hole horizontally penetrates one side wall of the locking opening groove
  • the locking mechanism further comprises an inner sleeve, a rolling bearing and an outer sleeve;
  • the inner sleeve, the rolling bearing and the outer sleeve are tightly sleeved from the inside to the outside, the inner sleeve is clearance-fitted with the axle, and the outer sleeve is in clearance fit with the inner surface of the axle housing.
  • the opposite sides of the outer sleeve are respectively provided with bosses extending axially along the outer sleeve, and a plurality of grooves are arranged along the longitudinal direction of the boss, and the inner side wall of the shaft case is provided An inwardly curved surface corresponding to the groove, the groove and the concave curved surface define a locking space of the locking pin.
  • the locking pin comprises a pin body, one side of the pin body defines an opening slot, the opening slot penetrates in a radial direction of the pin body, and at least one pin along the pin is provided in the opening slot a lug extending axially, the upper end of the lug being connected to the top of the slot of the open slot, and a gap between the lower end of the lug and the bottom of the slot of the open slot, the lug being used for Inserted into the recess, the pin body is located on the opposite side of the lug for insertion into the concave curved surface.
  • An embodiment of the present disclosure provides a ground orbiting device for a variable gauge wheel set.
  • an unlocking emergency braking section is provided after the unlocking section. If the unlocking is unsuccessful, the vehicle is unsuccessful. Brake can be unlocked in the emergency braking section to prevent the un-unlocked wheel pair from entering the orbital section, causing damage to the vehicle and ground-changing facilities and causing a safety accident; and at the same time, setting the locking emergency braking section after the locking section If the locking is unsuccessful, the vehicle can brake in the locked emergency braking section to avoid a safety accident caused by the failed locking vehicle.
  • the embodiment of the present disclosure provides an unlocking state monitoring device near the end of the unlocking segment for monitoring whether the unlocking is successful, and setting a locking state monitoring device at the end of the locking segment for successful locking. Monitoring is carried out to help the driver to accurately determine whether the unlocking is successful or the locking is successful, and provide an accurate basis for the next emergency braking to avoid a safety accident.
  • FIG. 1 is a top plan view of an overall structure of a ground track changing device for a variable gauge wheel set according to an embodiment of the present disclosure
  • 2(a) and 2(b) are respectively a side view and a front view of the variable gauge wheel pair passing through the first rail in the embodiment of the present disclosure
  • 3(a) and 3(b) are respectively a side view and a front view of the variable gauge wheel pair passing through the track lowering section in the embodiment of the present disclosure
  • 4(a) and 4(b) are respectively a side view and a front view of the variable gauge wheel pair passing through the unlocking section in the embodiment of the present disclosure
  • 5(a) and 5(b) are respectively a side view and a front view of the variable gauge wheel pair just entering the variable gauge guide rail in the embodiment of the present disclosure
  • 6(a) and 6(b) are respectively a side view and a front view of the variable gauge wheel pair of the variable gauge wheel pair in the embodiment of the present disclosure
  • 7(a) and 7(b) are respectively a side view and a front view of the variable gauge wheel pair passing through the locking section in the embodiment of the present disclosure
  • 8(a) and 8(b) are respectively a side view and a front view of the variable gauge wheel pair just entering the track lifting section in the embodiment of the present disclosure
  • 9(a) and 9(b) are respectively a side view and a front view of the track-changing section of the variable gauge wheel pair in the embodiment of the present disclosure
  • 10(a) and 10(b) are respectively a side view and a front view of the variable gauge wheel pair passing through the second rail in the embodiment of the present disclosure
  • FIG. 11 is a schematic view showing a setting position of an unlock state monitoring device according to an embodiment of the present disclosure
  • FIG. 12 is a schematic view showing a setting position of a locking state monitoring device according to an embodiment of the present disclosure
  • Figure 13 is a schematic axial cross-sectional view of a variable gauge wheel set according to an embodiment of the present disclosure
  • Figure 14 is a schematic structural view of a locking pin according to an embodiment of the present disclosure.
  • 10 support rail
  • 20 first rail
  • 21 track lowering section
  • 30 variable gauge guide rail
  • 40 second rail
  • 41 rail lifting section
  • 50 unlocking section
  • 51 unlocking emergency system Moving section
  • 60 locking section
  • 61 locking emergency braking section
  • 80 variable gauge wheel pair
  • 81 wheel
  • 82 axle
  • 83 outer sleeve
  • 831 boss
  • 84 rolling bearing
  • 85 return spring
  • 86 locking pin
  • 861 pin body
  • 862 open slot
  • 863 lug
  • 864 notch
  • 865 guiding bevel
  • 90 axle housing
  • 100 unlocking the inclined surface
  • 110 locking the inclined surface
  • 120 first vertical hole
  • 130 first horizontal hole
  • 140 second vertical hole
  • 150 second horizontal hole.
  • the terms “installation”, “connected”, and “connected” are to be understood broadly, and may be, for example, a fixed connection or a Removable connection, or integral connection; may be mechanical connection or electrical connection; may be directly connected, or may be indirectly connected through an intermediate medium, and may be internal communication between the two elements.
  • installation may be, for example, a fixed connection or a Removable connection, or integral connection; may be mechanical connection or electrical connection; may be directly connected, or may be indirectly connected through an intermediate medium, and may be internal communication between the two elements.
  • multiple means two or more unless otherwise stated.
  • the ground track changing device includes a pair of support rails 10 disposed in parallel and along a pair of a pair of first guide rails 20, a pair of variable gauge guide rails 30 and a pair of second guide rails 40 disposed on the inner side of the support rail 10; the first guide rail 20 is disposed between the first guide rail 20 and the variable gauge guide rail 30 There is an unlocking section 50, and an unlocking emergency braking section 51 is provided after the unlocking section 50.
  • the unlocking emergency braking section 51 is a section of a guide rail for unlocking emergency braking, in the embodiment of the present disclosure.
  • the unlocking emergency braking section 51 is disposed on the support rail 10 to unlock the idle section between the inclined plane and the locking slope. If the unlocking is unsuccessful, the vehicle can brake in the unlocking emergency braking section 51 to avoid the un-unlocked wheelset. Entering the orbital section, causing damage to the vehicle and the ground orbiting facility, causing a safety accident, a locking section 60 is provided between the variable gauge guide rail 30 and the second rail 40, and in the locking section 60 is provided with a locking emergency braking section 61, in particular, locking the emergency braking section 61 as a section In the embodiment of the present disclosure, the locking emergency braking section 61 is disposed on the second rail 40, that is, the initial section of the second rail 40 serves as the locking emergency braking section 61. If the locking is unsuccessful, the vehicle can brake in the locked emergency braking section 61 to avoid a safety accident caused by the failed locking vehicle.
  • variable gauge wheel set 80 is shown from the first rail 20 to the second rail.
  • the entire variable gauge process of 40 is provided with an unlocking state monitoring device near the end of the unlocking section 50 (the unlocking is about to end) for monitoring whether the variable gauge wheelset 80 is successfully unlocked by the unlocking section 50.
  • a locking state monitoring device is provided near the end of the locking section 60 (the position where the locking is about to end) for monitoring whether the locking gauge wheel 80 is locked by the locking section 60, thereby It provides an accurate basis for the next step of entering the unlock emergency braking section 51 and locking the emergency braking section 61 to perform corresponding emergency braking, thereby avoiding a safety accident. For example, when the unlock state monitoring device detects that the unlocking fails, a signal is sent to the ground system to notify the driver to apply emergency braking in the subsequent unlocked emergency braking section 51 to avoid the unlocking of the vehicle entering the orbital segment and causing the wheel pair. And the destruction of ground-changing facilities to avoid the occurrence of security incidents.
  • the unlocking state monitoring devices are respectively disposed on the unlocking section 50.
  • the locking state monitoring devices are respectively disposed inside the pair of the support rails 10 opposite to the end of the locking section 60, respectively.
  • the variable gauge wheel set 80 includes a wheel 81, an axle 82 and a locking mechanism; the wheel 81 is disposed at both ends of the axle 82 and is splined with the axle 82 It is convenient to transmit torque, and also facilitates sliding of the wheel 81 along the axle 82; the locking mechanism is respectively disposed on the outer side of the wheel 81, and is located in the axle housing 90 at both ends of the axle 82, the locking mechanism and the The wheel 81 is connected, and the first rail 20 is disposed at an end of the variable gauge guide rail 30 so as to be inclined downwardly to form a track lowering section 21 through which the variable gauge wheel pair 80 passes.
  • the wheel 81 drives the locking mechanism to move together, and the locking mechanism is along the axle housing 90.
  • the second rail 40 is disposed at an end of the variable gauge guide rail 30 to be inclined upwardly to form a rail lifting section 41; the variable gauge is completed
  • the rear variable track wheel pair 80 is re-turned after passing the track lifting section 41 Carrier wheel 81, the wheel 81 to unlock the lock, to facilitate the gauge change is achieved by a locking mechanism.
  • the locking mechanism includes a locking pin 86 disposed in the axle housing 90, and an upper end of the locking pin 86 is coupled to a return spring 85, and a lower end of the locking pin 86 extends out of the At the bottom of the axle housing 90, the upper end of the return spring 85 is coupled to the support seat in the axle housing 90.
  • the lower end of the return spring 85 is fastened to the upper end of the locking pin 86, and the return spring 85 can be the locking pin 86.
  • the locking force is provided when the lock is applied, and when unlocked, the lock is released by the compression return spring 85.
  • the locking pin 86 and the unlocking segment 50 are applied to the locking pin 86 by the locking section 60 of the ground rail changing device to realize the expansion and contraction of the locking pin 86 for locking and unlocking.
  • the bottom surface of the locking pin 86 is respectively disposed on both sides of the central axis thereof as a guiding slope 865 inclined upward from the central axis to the both sides, and the guiding slope 865 is oriented in the same direction as the longitudinal direction of the support rail 10.
  • the support rail 10 includes a support surface of the axle housing 90 horizontally disposed along the length direction of the support rail 10 and a section of the unlocking opening opposite to the unlocking section 50 disposed on the support surface of the axle housing 90.
  • the slot bottom of the unlocking opening slot is provided with an obliquely upward unlocking slope 100; and a section of the locking opening provided on the supporting surface of the axle housing 90 opposite the locking section 60, the locking opening
  • the groove bottom of the groove is provided with a locking downward inclined inclined surface 110.
  • the opening of the unlocking opening groove and the locking opening groove is located at a middle portion in the width direction of the support rail 10, the unlocking inclined surface 100, the locking inclined surface 110 and the The inclination angle of the guide slope 865 is uniform.
  • the axle housing 90 When the gauge is changed, the axle housing 90 is supported on the support surface of the axle housing 90, and the locking pin 86 passes through the unlocking ramp 100 from the lower side of the axle housing 90, and guides one side.
  • the inclined surface 865 is engaged with the unlocking inclined surface 100, and the locking pin 86 is gradually raised by the upward force to complete the unlocking.
  • the locking pin 86 passes the locking inclined surface 110, the guiding slope 865 and the locking inclined surface of the other side are locked. 110 fit, locking pin 86 in its own gravity and return spring 85 Under the action of this force the locking ramp 110 is inclined downward along the down gradually until the complete locking.
  • the unlock state monitoring device includes a corresponding end portion of the unlocking open slot (ie, before the unlocking segment 50 is about to end, before the emergency braking segment 51 is unlocked) and
  • the axle housing 90 supports a first vertical hole 120 vertically communicating with the surface, the first vertical hole 120 is provided with a first vertical displacement sensor, and horizontally communicates with the bottom groove bottom of the unlocking opening slot.
  • a first horizontal hole 130, the first horizontal hole 130 is provided with a first lateral displacement sensor;
  • the locking state monitoring device includes a portion corresponding to the end portion of the locking opening slot (ie, immediately before the locking portion 60 ends, locking the emergency braking portion 61) and the shaft a second vertical hole 140 vertically communicating with the support surface of the casing 90, a second vertical displacement sensor disposed in the second vertical hole 140, and a horizontal communication with the bottom of the end slot of the locking opening slot a second horizontal hole 150, wherein the second horizontal hole 150 is provided with a second lateral displacement sensor;
  • the first vertical displacement sensor, the first lateral displacement sensor, the second vertical displacement sensor and the second lateral displacement sensor are all signally connected to the controller for collecting the collected axle housing 90 and the locking pin 86.
  • the position signal is transmitted to the controller, and the controller issues a control command to the driver, and the first vertical displacement sensor, the first lateral displacement sensor, the second vertical displacement sensor, and the second lateral displacement sensor preferably each employ a laser displacement sensor.
  • the unlocking state monitoring device and the locking state monitoring device of the embodiment of the present disclosure operate on the principle that when the first lateral displacement sensor detects the locking pin 86, it indicates that the wheel pair is located at the detecting position of the state monitoring device. At this time, if the first vertical displacement sensor on both sides can detect the axle housing 90, the unlocking is successful; otherwise, if the first vertical displacement sensor on one side or both sides does not detect the axle housing 90 , it indicates that the axle housing 90 is lifted due to the jam of the locking pin 86, and the unlocking fails.
  • a signal is sent to the controller of the ground system to inform the driver to apply emergency braking in the subsequent unlocked emergency braking section 51; to avoid the unlocking of the vehicle entering the orbital section causing the wheelset and the ground to be orbited.
  • the second vertical displacement sensor When the second vertical displacement sensor detects the axle housing 90, it indicates that the wheel pair is at the detection position of the condition monitoring device. At this time, if the second lateral displacement sensors on both sides detect the presence of the locking pin 86, it indicates that the locking is successful; otherwise, if the second lateral displacement sensor on one side or both sides does not detect the locking pin 86 , it indicates that the locking pin 86 cannot fall due to the locking of the locking pin 86, the return spring 85 of the locking pin 86, and the like, and the locking fails. If the locking fails, a signal is sent to the controller of the ground system informing the driver to apply an emergency brake in the subsequent locked emergency braking section 61. To avoid the failure of the locked vehicle with a huge safety hazard to drive out of the ground orbital facilities to avoid security incidents.
  • first horizontal hole 130 horizontally penetrates one side wall of the unlocking opening groove
  • second horizontal hole 150 horizontally penetrates one side wall of the locking opening groove
  • the locking mechanism may further include an inner sleeve (not shown), a rolling bearing 84 and an outer sleeve 83;
  • the inner sleeve, the rolling bearing 84 and the outer sleeve 83 are tightly sleeved from the inside to the outside, and the inner sleeve is in clearance fit with the axle 82, and the outer sleeve 83 and the inner surface of the axle housing 90 With a clearance fit, the opposite sides of the outer sleeve 83 are respectively provided with bosses 831 extending axially along the outer sleeve 83, and a plurality of grooves 832 are arranged along the longitudinal direction of the boss 831.
  • the inner side wall of the axle housing 90 is provided with a concave arc surface 91 corresponding to the recess 832, and the recess 832 and the concave curved surface 91 define the lock of the locking pin 86. Tight space. Specifically, when the locking pin 86 is inserted into the locking space, a portion of the locking pin 86 is located in the groove 832, another portion is in contact with the concave curved surface 91, and the outer sleeve 83 is fixed relative to the axis housing 90. In this embodiment, the locking of the wheel 81 is fixed relative to the axle 82. When the gauge is required, the locking pin 86 is disengaged from the locking space under the external force to achieve unlocking.
  • the thrust force causes the locking pin 86 to be disengaged from the locking space.
  • the variable rail guiding rail 30 is used to push the wheel 81 to move outward or inward along the axle 82.
  • the specific implementation manner is that the guiding groove on the variable gauge guiding rail 30 is The angle setting, for example, the angle between the guide grooves gradually becomes larger or smaller, and when the wheel 81 passes the guide groove, it is subjected to an inward or outward pressing force, which in turn drives the outer sleeve 83 relative to the axle housing 90.
  • the locking pin 86 moves, when the locking space corresponding to the changed gauge distance moves directly under the locking pin 86, the locking pin 86 is inserted into the locking space under the action of its own gravity and downward force, the wheel 81 variable gauge is completed.
  • the locking pin 86 includes a pin body 861 .
  • One side of the pin body 861 defines an opening slot 862 .
  • the opening slot 862 penetrates through the radial direction of the pin body 861 .
  • the opening groove 862 is provided with at least one lug 863 extending axially along the pin body 861, and preferably two parallel lugs 863 are provided to improve the stress of the single lug 863, thereby improving reliability.
  • the upper end of the lug 863 is connected to the top of the slot of the open slot 862, and a notch 864 is defined between the lower end of the lug 863 and the bottom of the slot 862.
  • the lug 863 is used for the insertion.
  • the pin body 861 is located on the opposite side of the lug 863 for insertion into the concave curved surface 91.
  • the locking pin 86 on both sides of the outer sleeve 83 passes through the unlocking ramp 100 at the same time, and the pin body 861 is gradually raised by the upward force, and is separated from the groove 832 from the bottom to the top to complete the unlocking, first convex
  • the ear 863 is separated from the groove 832 from the bottom to the top, and moves to the upper side of the groove 832.
  • the notch 864 under the lug 863 is opposite to the boss 831 between the two grooves 832, and the wheel 81 is changed by the gauge.
  • the guide rail 30 applies an external force to the left or right.
  • the outer sleeve 83 moves along with the wheel 81.
  • the boss 831 is snapped into the notch 864 and moves along the notch 864.
  • the lower end of the lug 863 is supported on the table of the boss 831.
  • the pin body 861 follows the self-gravity and the downward force of the return spring 85.
  • the tilting downwardly locking ramp 110 is gradually moved down until the lug 863 is inserted into the recess 832 to complete the locking and the variable gauge is completed.
  • the vehicle can brake in the unlocking emergency braking section 51, preventing the unpaired wheel pair from entering the orbital section.
  • a safety accident is caused by damage to the vehicle and the ground rail changing facility; and the locking emergency braking section 61 is provided after the locking section 60, and the vehicle can be braked in the locking emergency braking section 61 to avoid the locking failure.
  • the vehicle caused a safety accident.
  • the embodiment of the present disclosure provides an unlocking state monitoring device near the end of the unlocking segment 50 for monitoring whether the unlocking is successful, and a locking state monitoring device is provided at the end of the locking segment 60 for locking Whether the monitoring is successful, which helps the driver to accurately determine whether the unlocking is successful or the locking is successful, and provides an accurate basis for the next emergency braking, avoiding safety accidents and providing safety protection.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • General Engineering & Computer Science (AREA)
  • Train Traffic Observation, Control, And Security (AREA)
  • Handcart (AREA)
  • Platform Screen Doors And Railroad Systems (AREA)
  • Vehicle Body Suspensions (AREA)
  • Apparatus For Radiation Diagnosis (AREA)
  • Steering Control In Accordance With Driving Conditions (AREA)

Abstract

一种用于变轨距轮对的地面变轨设施，所述地面变轨设施包括平行设置的一对支撑轨（10）和沿一对所述支撑轨（10）的内侧依次设置的一对第一导轨（20）、一对变轨距导向轨（30）和一对第二导轨（40）；所述第一导轨（20）与所述变轨距导向轨（30）之间设有解锁段（50），且在所述解锁段（50）与所述变轨距导向轨（30）之间设有解锁紧急制动区段（51），所述变轨距导向轨（30）与所述第二导轨（40）之间设有锁紧段（60），且在所述锁紧段（60）与所述第二导轨（40）之间设有锁紧紧急制动区段（61）。该地面变轨设施能够消除现有地面变轨设施存在的安全隐患，避免重大损失的发生。

Description

一种用于变轨距轮对的地面变轨设施
交叉引用
本申请引用于2018年04月13日提交的专利名称为“一种用于变轨距轮对的地面变轨设施”的第2018103331019号中国专利申请，其通过引用被全部并入本申请。
技术领域
本公开实施例涉及轨道车辆变轨距技术领域，特别是涉及一种用于变轨距轮对的地面变轨设施。
背景技术
为了满足邻近国家不同轨距轨道间的运输要求，现多在交界处更换不同轮对内侧距的转向架，但该方案成本高、耗时长。西班牙和日本先后发明了可变轨距的转向架，能够在不同轨距轨道间连续运行，且相应地设置了地面变轨设施，当可变轨距的转向架经过地面变轨距设施时，轨距自动变换。
但是，列车经过现有的地面变轨设施时，通过解锁段后直接进入变轨段，对于是否解锁成功并没有相应的检测手段，而且没有解锁失败后的紧急处理措施，一旦解锁失败而此时列车直接进入变轨段的话，将造成变轨距轮对损坏，造成重大损失；相应地，列车进入锁紧段后是否正常锁紧也没有相应的检测手段，且没有锁紧失败后的紧急处理措施，使得目前的地面变轨设施存在较大的安全隐患。
发明内容
(一)要解决的技术问题
本公开实施例旨在至少解决现有技术或相关技术中存在的技术问题之一。
本公开实施例的目的是提供一种用于变轨距轮对的地面变轨设施，以方便列车一旦解锁或锁紧失败后进行紧急制动，消除现有地面变轨设施存 在的安全隐患。
(二)技术方案
为了解决上述技术问题，本公开实施例提供一种用于变轨距轮对的地面变轨设施，所述地面变轨设施包括平行设置的一对支撑轨和沿一对所述支撑轨的内侧依次设置的一对第一导轨、一对变轨距导向轨和一对第二导轨；所述第一导轨与所述变轨距导向轨之间设有解锁段，且在所述解锁段之后设有解锁紧急制动区段，所述变轨距导向轨与所述第二导轨之间设有锁紧段，且在所述锁紧段之后设有锁紧紧急制动区段。
其中，靠近所述解锁段的末段设有解锁状态监测装置，靠近所述锁紧段的末段设有锁紧状态监测装置。
其中，所述解锁状态监测装置分别设于与所述解锁段的末段相对的一对所述支撑轨的内部，所述锁紧状态监测装置分别设于与所述锁紧段的末段相对的一对所述支撑轨的内部。
其中，所述变轨距转向架设有一对变轨距轮对，所述变轨距轮对包括车轮、车轴和锁紧机构；所述车轮设于所述车轴的两端，且与所述车轴通过花键连接；所述锁紧机构分别设于所述车轮的外侧，且位于所述车轴两端的轴箱体中，所述锁紧机构与所述车轮连接，通过锁紧机构实现车轮解锁与锁紧，以实现变轨距。
其中，所述锁紧机构包括设于所述轴箱体中的锁紧销，所述锁紧销的上端与复位弹簧连接，所述锁紧销的下端延伸出所述轴箱体的底部。
其中，所述锁紧销的底面在位于其中心轴线的两侧分别设置为从中心轴线向两侧向上倾斜的导向斜面。
其中，所述支撑轨包括沿支撑轨的长度方向水平设置的轴箱体支撑面和设于所述轴箱体支撑面上的一段与所述解锁段相对的解锁开口槽，所述解锁开口槽的槽底设有倾斜向上的解锁斜面；以及设于所述轴箱体支撑面上的一段与所述锁紧段相对的锁紧开口槽，所述锁紧开口槽的槽底设有倾斜向下的锁紧斜面，所述解锁斜面、锁紧斜面与所述导向斜面的倾斜角度一致。
其中，所述解锁状态监测装置包括与所述解锁开口槽的末段对应且与所述轴箱体支撑面连通的第一竖向孔，所述第一竖向孔内设有第一垂向位 移传感器，以及与所述解锁开口槽的末段槽底连通的第一水平孔，所述第一水平孔内设有第一横向位移传感器；
所述锁紧状态监测装置包括与所述锁紧开口槽的末段对应且与所述轴箱体支撑面连通的第二竖向孔，所述第二竖向孔内设有第二垂向位移传感器，以及与所述锁紧开口槽的末段槽底连通的第二水平孔，所述第二水平孔内设有第二横向位移传感器；
所述第一垂向位移传感器、第一横向位移传感器、第二垂向位移传感器和第二横向位移传感器均信号连接至控制器。
其中，所述第一水平孔水平贯穿所述解锁开口槽的一侧侧壁，所述第二水平孔水平贯穿所述锁紧开口槽的一侧侧壁。
其中，所述锁紧机构还包括内套筒、滚动轴承和外套筒；
所述内套筒、滚动轴承和外套筒由内向外依次紧密套接，所述内套筒与所述车轴间隙配合，所述外套筒与所述轴箱体的内表面间隙配合，所述外套筒外的相对两侧分别设有沿所述外套筒轴向延伸的凸台，沿所述凸台的长度方向间隔设有多个凹槽，所述轴箱体的内侧壁设有与所述凹槽一一对应的内凹弧面，所述凹槽与所述内凹弧面限定出所述锁紧销的锁紧空间。
其中，所述锁紧销包括销体，所述销体的一侧开设有一开口槽，所述开口槽沿所述销体的径向贯通，所述开口槽内设有至少一个沿所述销体轴向延伸的凸耳，所述凸耳的上端与所述开口槽的槽顶连接，所述凸耳的下端与所述开口槽的槽底之间设有缺口，所述凸耳用于插入所述凹槽中，所述销体位于所述凸耳的相对另一侧用于插入所述内凹弧面中。
(三)有益效果
与现有技术相比，本公开实施例具有以下优点：
本公开实施例提供的一种用于变轨距轮对的地面变轨设施，在现有的地面变轨设施基础上，在解锁段之后设置解锁紧急制动区段，若解锁不成功，车辆可在解锁紧急制动区段制动，避免没有解锁的轮对进入变轨段，造成车辆和地面变轨设施的损坏而造成安全事故；同时在锁紧段之后设置锁紧紧急制动区段，若锁紧不成功，车辆可在锁紧紧急制动区段制动，避免锁紧失败的车辆造成安全事故。
此外，本公开实施例在靠近解锁段的末段设置解锁状态监测装置，用于对解锁是否成功进行监测，在靠近锁紧段的末段设置锁紧状态监测装置，用于对锁紧是否成功进行监测，从而有助于司机准确判断是否解锁成功或锁紧成功，为下一步是否进行相应的紧急制动提供准确的依据，避免造成安全事故。
附图说明
图1为本公开实施例一种用于变轨距轮对的地面变轨设施的整体结构俯视图；
图2(a)、图2(b)分别为本公开实施例中的变轨距轮对经过第一导轨的侧视图和主视图；
图3(a)、图3(b)分别为本公开实施例中的变轨距轮对经过轨道降低段的侧视图和主视图；
图4(a)、图4(b)分别为本公开实施例中的变轨距轮对经过解锁段的侧视图和主视图；
图5(a)、图5(b)分别为本公开实施例中的变轨距轮对刚驶入变轨距导向轨的侧视图和主视图；
图6(a)、图6(b)分别为本公开实施例中的变轨距轮对刚驶出变轨距导向轨的侧视图和主视图；
图7(a)、图7(b)分别为本公开实施例中的变轨距轮对经过锁紧段的侧视图和主视图；
图8(a)、图8(b)分别为本公开实施例中的变轨距轮对刚要进入轨道抬升段的侧视图和主视图；
图9(a)、图9(b)分别为本公开实施例中的变轨距轮对经过轨道抬升段的侧视图和主视图；
图10(a)、图10(b)分别为本公开实施例中的变轨距轮对经过第二导轨的侧视图和主视图；
图11为本公开实施例解锁状态监测装置的设置位置示意图；
图12为本公开实施例锁紧状态监测装置的设置位置示意图；
图13为本公开实施例变轨距轮对的轴向剖视示意图；
图14为本公开实施例锁紧销的结构示意图；
图中：10：支撑轨；20：第一导轨；21：轨道降低段；30：变轨距导向轨；40：第二导轨；41：轨道抬升段；50：解锁段；51：解锁紧急制动区段；60：锁紧段；61：锁紧紧急制动区段；80：变轨距轮对；81：车轮；82：车轴；83：外套筒；831：凸台；832：凹槽；84：滚动轴承；85：复位弹簧；86：锁紧销；861：销体；862：开口槽；863：凸耳；864：缺口；865：导向斜面；90：轴箱体；91：内凹弧面；100：解锁斜面；110：锁紧斜面；120：第一竖向孔；130：第一水平孔；140：第二竖向孔；150：第二水平孔。
具体实施方式
下面结合附图和实施例，对本公开的具体实施方式作进一步详细描述。以下实施例用于说明本公开，但不用来限制本公开的范围。
在本公开实施例的描述中，需要说明的是，术语“中心”、“纵向”、“横向”、“上”、“下”、“前”、“后”、“左”、“右”、“竖直”、“水平”、“顶”、“底”“内”、“外”等指示的方位或位置关系为基于附图所示的方位或位置关系，仅是为了便于描述本公开实施例和简化描述，而不是指示或暗示所指的装置或元件必须具有特定的方位、以特定的方位构造和操作，因此不能理解为对本公开实施例的限制。此外，术语“第一”、“第二”、“第三”等仅用于描述目的，而不能理解为指示或暗示相对重要性。
在本公开实施例的描述中，需要说明的是，除非另有明确的规定和限定，术语“安装”、“相连”、“连接”应做广义理解，例如，可以是固定连接，也可以是可拆卸连接，或一体地连接；可以是机械连接，也可以是电连接；可以是直接相连，也可以通过中间媒介间接相连，可以是两个元件内部的连通。对于本领域的普通技术人员而言，可以视具体情况理解上述术语在本公开实施例中的具体含义。
此外，在本公开实施例的描述中，除非另有说明，“多个”、“多根”、“多组”的含义是两个或两个以上。
如图1-14所示，为本公开实施例提供的一种用于变轨距轮对的地面变轨设施，所述地面变轨设施包括平行设置的一对支撑轨10和沿一对所述支撑轨10的内侧依次设置的一对第一导轨20、一对变轨距导向轨30和一 对第二导轨40；所述第一导轨20与所述变轨距导向轨30之间设有解锁段50，且在所述解锁段50之后设有解锁紧急制动区段51，具体地，解锁紧急制动区段51为一段用于解锁紧急制动用的导轨，本公开实施例中，解锁紧急制动区段51设于支撑轨10上解锁斜面和锁紧斜面之间的空闲段，若解锁不成功，车辆可在解锁紧急制动区段51制动，避免没有解锁的轮对进入变轨段，造成车辆和地面变轨设施的损坏而造成安全事故，所述变轨距导向轨30与所述第二导轨40之间设有锁紧段60，且在所述锁紧段60之后设有锁紧紧急制动区段61，具体地，锁紧紧急制动区段61为一段用于锁紧紧急制动用的导轨，本公开实施例中，锁紧紧急制动区段61设于第二导轨40上，即第二导轨40的起始段作为锁紧紧急制动区段61使用，若锁紧不成功，车辆可在锁紧紧急制动区段61制动，避免锁紧失败的车辆造成安全事故。
本公开的实施例中，如图2(a)、图2(b)至图10(a)、图10(b)，示出了变轨距轮对80从第一导轨20到第二导轨40的整个变轨距过程，在靠近所述解锁段50的末段(解锁即将结束的位置)设有解锁状态监测装置，用于对变轨距轮对80经过解锁段50是否解锁成功进行监测，在靠近所述锁紧段60的末段(锁紧即将结束的位置)设有锁紧状态监测装置，用于对变轨距轮对80经过锁紧段60是否锁紧成功进行监测，从而为下一步进入解锁紧急制动区段51和锁紧紧急制动区段61是否需要进行相应的紧急制动提供准确的依据，避免造成安全事故。例如，当解锁状态监测装置监测到解锁失败，则发送信号给地面系统，通知司机在随后的解锁紧急制动区段51施加紧急制动，以避免解锁失败的车辆进入到变轨段造成轮对和地面变轨设施的破坏，避免安全事故的发生。
具体地，为了不影响地面变轨设施的整体布局，也为了保护解锁状态监测装置和锁紧状态监测装置不被破坏以及方便安装，所述解锁状态监测装置分别设于与所述解锁段50的末段相对的一对所述支撑轨10的内部，所述锁紧状态监测装置分别设于与所述锁紧段60的末段相对的一对所述支撑轨10的内部。
本公开的实施例中，所述变轨距轮对80包括车轮81、车轴82和锁紧机构；所述车轮81设于所述车轴82的两端，且与所述车轴82通过花键 连接，便于传递扭矩，也便于车轮81沿车轴82滑动；所述锁紧机构分别设于所述车轮81的外侧，且位于所述车轴82两端的轴箱体90中，所述锁紧机构与所述车轮81连接，所述第一导轨20朝向所述变轨距导向轨30的一端设置为倾斜向下的第一坡面形成轨道降低段21，变轨距轮对80经过该轨道降低段21时由车轮81支撑变为轴箱体10支撑，为下一步解锁做好准备，在变轨距时，解锁成功后，车轮81带动锁紧机构一起移动，此时锁紧机构沿轴箱体90移动，移动到所变轨距时，进行锁紧，所述第二导轨40朝向所述变轨距导向轨30的一端设置为倾斜向上的第二坡面形成轨道抬升段41；变轨距完成后的变轨距轮对80，经过该轨道抬升段41后重新变为车轮81承载，通过锁紧机构实现车轮81解锁与锁紧，以方便变轨距。
具体地，所述锁紧机构包括设于所述轴箱体90中的锁紧销86，所述锁紧销86的上端与复位弹簧85连接，所述锁紧销86的下端延伸出所述轴箱体90的底部，复位弹簧85的上端连接在轴箱体90中的支撑座上，复位弹簧85的下端紧固套设在锁紧销86的上端，复位弹簧85能够为锁紧销86在锁紧时提供锁紧力，且在解锁时，通过压缩复位弹簧85进行解锁。通过地面变轨设施的锁紧段60和解锁段50对锁紧销86施加作用力，实现锁紧销86伸缩，进行锁紧和解锁。
进一步地，所述锁紧销86的底面在位于其中心轴线的两侧分别设置为从中心轴线向两侧向上倾斜的导向斜面865，导向斜面865的朝向与支撑轨10的长度方向同向。
其中，所述支撑轨10包括沿支撑轨10的长度方向水平设置的轴箱体90支撑面和设于所述轴箱体90支撑面上的一段与所述解锁段50相对的解锁开口槽，所述解锁开口槽的槽底设有倾斜向上的解锁斜面100；以及设于所述轴箱体90支撑面上的一段与所述锁紧段60相对的锁紧开口槽，所述锁紧开口槽的槽底设有倾斜向下的锁紧斜面110，优选地，解锁开口槽和锁紧开口槽的开口位于支撑轨10宽度方向的中部，所述解锁斜面100、锁紧斜面110与所述导向斜面865的倾斜角度一致，在变轨距时，轴箱体90支撑在该轴箱体90支撑面上，锁紧销86从轴箱体90的下方经过该解锁斜面100，一侧的导向斜面865与解锁斜面100贴合，锁紧销86受到向 上的作用力被逐渐抬高，完成解锁，当锁紧销86经过该锁紧斜面110时，另一侧的导向斜面865与锁紧斜面110贴合，锁紧销86在自身重力以及复位弹簧85向下力的作用下沿该倾斜向下的锁紧斜面110逐渐下移，直至完成锁紧。
本公开的实施例中，如图11所示，所述解锁状态监测装置包括与所述解锁开口槽的末段(即在解锁段50即将结束、解锁紧急制动区段51之前)对应且与所述轴箱体90支撑面垂直连通的第一竖向孔120，所述第一竖向孔120内设有第一垂向位移传感器，以及与所述解锁开口槽的末段槽底水平连通的第一水平孔130，所述第一水平孔130内设有第一横向位移传感器；
如图12所示，所述锁紧状态监测装置包括与所述锁紧开口槽的末段(即在锁紧段60即将结束、锁紧紧急制动区段61之前)对应且与所述轴箱体90支撑面垂直连通的第二竖向孔140，所述第二竖向孔140内设有第二垂向位移传感器，以及与所述锁紧开口槽的末段槽底水平连通的第二水平孔150，所述第二水平孔150内设有第二横向位移传感器；
所述第一垂向位移传感器、第一横向位移传感器、第二垂向位移传感器和第二横向位移传感器均信号连接至控制器，用于将采集到的轴箱体90以及锁紧销86的位置信号传递给控制器，由控制器发出控制指令给司机，且第一垂向位移传感器、第一横向位移传感器、第二垂向位移传感器和第二横向位移传感器均优选采用激光位移传感器。
本公开实施例的解锁状态监测装置和锁紧状态监测装置的工作原理为：当第一横向位移传感器检测到锁紧销86时，表明轮对位于该状态监测装置的检测位置。此时，若两侧的第一垂向位移传感器均能够检测到轴箱体90，则表明解锁成功；否则，若一侧或两侧的第一垂向位移传感器均未检测到轴箱体90，则表明由于锁紧销86卡滞等原因，造成轴箱体90抬起，解锁失败。若解锁失败，则发送信号给地面系统的控制器，通知司机在随后的解锁紧急制动区段51施加紧急制动；以避免解锁失败的车辆进入到变轨区段造成轮对和地面变轨设施的破坏，避免安全事故的发生。
当第二垂向位移传感器检测到轴箱体90时，表明轮对位于该状态监测装置的检测位置。此时，若两侧的第二横向位移传感器均检测到锁紧销 86的存在，则表明锁紧成功；否则，若一侧或两侧的第二横向位移传感器均未检测到锁紧销86，则表明由于锁紧销86卡滞、锁紧销86的复位弹簧85失效等原因，锁紧销86无法落下，锁紧失败。若锁紧失败，则发送信号给地面系统的控制器，通知司机在随后的锁紧紧急制动区段61施加紧急制动。以避免锁紧失败的车辆带着巨大的安全隐患驶出地面变轨设施，避免安全事故的发生。
具体地，所述第一水平孔130水平贯穿所述解锁开口槽的一侧侧壁，所述第二水平孔150水平贯穿所述锁紧开口槽的一侧侧壁。
具体地，如图13所示，所述锁紧机构还可以包括内套筒(图中未示出)、滚动轴承84和外套筒83；
所述内套筒、滚动轴承84和外套筒83由内向外依次紧密套接，所述内套筒与所述车轴82间隙配合，所述外套筒83与所述轴箱体90的内表面间隙配合，所述外套筒83外的相对两侧分别设有沿所述外套筒83轴向延伸的凸台831，沿所述凸台831的长度方向间隔设有多个凹槽832，所述轴箱体90的内侧壁设有与所述凹槽832一一对应的内凹弧面91，所述凹槽832与所述内凹弧面91限定出所述锁紧销86的锁紧空间。具体地，当锁紧销86插入锁紧空间时，锁紧销86的一部分位于凹槽832中，另一部分与内凹弧面91贴合，外套筒83相对于轴箱体90位置被固定，实现锁紧，此时，车轮81相对于车轴82位置固定；当需要变轨距时，锁紧销86在外力作用下脱离所在的锁紧空间，实现解锁，本实施例中，优选采用向上的推力使得锁紧销86脱离锁紧空间，此时，利用变轨距导向轨30推动车轮81沿车轴82向外或向内移动，具体实现方式为变轨距导向轨30上的导向槽呈角度设置，例如导向槽之间的角度逐渐变大或逐渐变小，当车轮81经过该导向槽时受到向内或向外的挤压力，随之带动外套筒83相对于轴箱体90和锁紧销86移动，当与所变轨距相应的锁紧空间移动到锁紧销86的正下方时，锁紧销86在自身重力及向下力的作用下插入该锁紧空间，车轮81变轨距完成。
其中，如图14所示，所述锁紧销86包括销体861，所述销体861的一侧开设有一开口槽862，所述开口槽862沿所述销体861的径向贯通，所述开口槽862内设有至少一个沿所述销体861轴向延伸的凸耳863，优 选设有两个平行的凸耳863，以改善单个凸耳863的受力情况，从而提高可靠性，所述凸耳863的上端与所述开口槽862的槽顶连接，所述凸耳863的下端与所述开口槽862的槽底之间设有缺口864，所述凸耳863用于插入所述凹槽832中，所述销体861位于所述凸耳863的相对另一侧用于插入所述内凹弧面91中。在变轨距时，位于外套筒83两侧的锁紧销86同时经过解锁斜面100，销体861受到向上的作用力被逐渐抬高，从下向上脱离凹槽832，完成解锁，首先凸耳863从下向上脱离凹槽832，移动到凹槽832的上方，此时凸耳863下方的缺口864与两个凹槽832之间的凸台831位置相对，此时车轮81由变轨距导向轨30施加向左或向右的外力，外套筒83跟随车轮81一起移动，凸台831卡入缺口864中并沿缺口864移动，凸耳863的下端支撑在凸台831的台面上，直至移动到另一个凹槽832的位置，当位于外套筒83两侧的锁紧销86同时经过锁紧斜面110时，销体861在自身重力以及复位弹簧85向下力的作用下沿该倾斜向下的锁紧斜面110逐渐下移，直至凸耳863插入该凹槽832中，完成锁紧，变轨距完成。
由以上实施例可以看出，本公开实施例通过在解锁段50之后设置解锁紧急制动区段51，车辆可在解锁紧急制动区段51制动，避免没有解锁的轮对进入变轨段，造成车辆和地面变轨设施的损坏而造成安全事故；同时在锁紧段60之后设置锁紧紧急制动区段61，车辆可在锁紧紧急制动区段61制动，避免锁紧失败的车辆造成安全事故。
此外，本公开实施例在靠近解锁段50的末段设置解锁状态监测装置，用于对解锁是否成功进行监测，在靠近锁紧段60的末段设置锁紧状态监测装置，用于对锁紧是否成功进行监测，从而有助于司机准确判断是否解锁成功或锁紧成功，为下一步是否进行相应的紧急制动提供准确的依据，避免造成安全事故，提供安全保障。
以上所述仅为本公开的较佳实施例而已，并不用以限制本公开，凡在本公开的精神和原则之内，所作的任何修改、等同替换、改进等，均应包含在本公开的保护范围之内。

Claims (11)

  1. 一种用于变轨距轮对的地面变轨设施，其特征在于，所述地面变轨设施包括平行设置的一对支撑轨和沿一对所述支撑轨的内侧依次设置的一对第一导轨、一对变轨距导向轨和一对第二导轨；所述第一导轨与所述变轨距导向轨之间设有解锁段，且在所述解锁段之后设有解锁紧急制动区段，所述变轨距导向轨与所述第二导轨之间设有锁紧段，且在所述锁紧段之后设有锁紧紧急制动区段。
  2. 根据权利要求1所述的用于变轨距轮对的地面变轨设施，其特征在于，靠近所述解锁段的末段设有解锁状态监测装置，靠近所述锁紧段的末段设有锁紧状态监测装置。
  3. 根据权利要求2所述的用于变轨距轮对的地面变轨设施，其特征在于，所述解锁状态监测装置分别设于与所述解锁段的末段相对的一对所述支撑轨的内部，所述锁紧状态监测装置分别设于与所述锁紧段的末段相对的一对所述支撑轨的内部。
  4. 根据权利要求3所述的用于变轨距轮对的地面变轨设施，其特征在于，所述变轨距轮对包括车轮、车轴和锁紧机构；所述车轮设于所述车轴的两端，且与所述车轴通过花键连接；所述锁紧机构分别设于所述车轮的外侧，且位于所述车轴两端的轴箱体中，所述锁紧机构与所述车轮连接，通过锁紧机构实现车轮解锁与锁紧，以实现变轨距。
  5. 根据权利要求4所述的用于变轨距轮对的地面变轨设施，其特征在于，所述锁紧机构包括设于所述轴箱体中的锁紧销，所述锁紧销的上端与复位弹簧连接，所述锁紧销的下端延伸出所述轴箱体的底部。
  6. 根据权利要求5所述的用于变轨距轮对的地面变轨设施，其特征在于，所述锁紧销的底面在位于其中心轴线的两侧分别设置为从中心轴线向两侧向上倾斜的导向斜面。
  7. 根据权利要求6所述的用于变轨距轮对的地面变轨设施，其特征在于，所述支撑轨包括沿支撑轨的长度方向水平设置的轴箱体支撑面和设于所述轴箱体支撑面上的一段与所述解锁段相对的解锁开口槽，所述解锁开口槽的槽底设有倾斜向上的解锁斜面；以及设于所述轴箱体支撑面上的一段与所述锁紧段相对的锁紧开口槽，所述锁紧开口槽的槽底设有倾斜向 下的锁紧斜面，所述解锁斜面、锁紧斜面与所述导向斜面的倾斜角度一致。
  8. 根据权利要求7所述的用于变轨距轮对的地面变轨设施，其特征在于，所述解锁状态监测装置包括与所述解锁开口槽的末段对应且与所述轴箱体支撑面连通的第一竖向孔，所述第一竖向孔内设有第一垂向位移传感器，以及与所述解锁开口槽的末段槽底连通的第一水平孔，所述第一水平孔内设有第一横向位移传感器；
    所述锁紧状态监测装置包括与所述锁紧开口槽的末段对应且与所述轴箱体支撑面连通的第二竖向孔，所述第二竖向孔内设有第二垂向位移传感器，以及与所述锁紧开口槽的末段槽底连通的第二水平孔，所述第二水平孔内设有第二横向位移传感器；
    所述第一垂向位移传感器、第一横向位移传感器、第二垂向位移传感器和第二横向位移传感器均信号连接至控制器。
  9. 根据权利要求8所述的用于变轨距轮对的地面变轨设施，其特征在于，所述第一水平孔水平贯穿所述解锁开口槽的一侧侧壁，所述第二水平孔水平贯穿所述锁紧开口槽的一侧侧壁。
  10. 根据权利要求5-9任一项所述的用于变轨距轮对的地面变轨设施，其特征在于，所述锁紧机构还包括内套筒、滚动轴承和外套筒；
    所述内套筒、滚动轴承和外套筒由内向外依次紧密套接，所述内套筒与所述车轴间隙配合，所述外套筒与所述轴箱体的内表面间隙配合，所述外套筒外的相对两侧分别设有沿所述外套筒轴向延伸的凸台，沿所述凸台的长度方向间隔设有多个凹槽，所述轴箱体的内侧壁设有与所述凹槽一一对应的内凹弧面，所述凹槽与所述内凹弧面限定出所述锁紧销的锁紧空间。
  11. 根据权利要求10所述的用于变轨距轮对的地面变轨设施，其特征在于，所述锁紧销包括销体，所述销体的一侧开设有一开口槽，所述开口槽沿所述销体的径向贯通，所述开口槽内设有至少一个沿所述销体轴向延伸的凸耳，所述凸耳的上端与所述开口槽的槽顶连接，所述凸耳的下端与所述开口槽的槽底之间设有缺口，所述凸耳用于插入所述凹槽中，所述销体位于所述凸耳的相对另一侧用于插入所述内凹弧面中。
PCT/CN2018/106981 2018-04-13 2018-09-21 一种用于变轨距轮对的地面变轨设施 WO2019196344A1 (zh)

Priority Applications (5)

Application Number Priority Date Filing Date Title
PL18914590.7T PL3779044T3 (pl) 2018-04-13 2018-09-21 Naziemne urządzenie do zmieniania rozstawu do zestawu kół o zmiennym rozstawie
ES18914590T ES2967377T3 (es) 2018-04-13 2018-09-21 Aparato de cambio de ancho en el terreno para conjunto de ruedas con cambio de ancho
EA202091909A EA202091909A1 (ru) 2018-04-13 2018-09-21 Наземное оборудование для смены колеи для колесной пары изменяемой колеи
EP18914590.7A EP3779044B1 (en) 2018-04-13 2018-09-21 Ground gauge changing apparatus for gauge-changeable wheelset
JP2020570610A JP6983341B2 (ja) 2018-04-13 2018-09-21 軌間可変車輪セット用の地面改軌施設

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
CN201810333101.9 2018-04-13
CN201810333101.9A CN108609029B (zh) 2018-04-13 2018-04-13 一种用于变轨距轮对的地面变轨设施

Publications (1)

Publication Number Publication Date
WO2019196344A1 true WO2019196344A1 (zh) 2019-10-17

Family

ID=63660185

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/CN2018/106981 WO2019196344A1 (zh) 2018-04-13 2018-09-21 一种用于变轨距轮对的地面变轨设施

Country Status (7)

Country Link
EP (1) EP3779044B1 (zh)
JP (1) JP6983341B2 (zh)
CN (1) CN108609029B (zh)
EA (1) EA202091909A1 (zh)
ES (1) ES2967377T3 (zh)
PL (1) PL3779044T3 (zh)
WO (1) WO2019196344A1 (zh)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN114147440A (zh) * 2021-11-10 2022-03-08 中车长江运输设备集团有限公司 一种轮对拆卸装置

Families Citing this family (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN108515979B (zh) * 2018-04-13 2019-09-24 中车青岛四方机车车辆股份有限公司 一种用于变轨距转向架的地面变轨结构
CN111137321B (zh) * 2019-11-12 2021-05-11 中车株洲电力机车有限公司 一种轨道车辆轨距变换装置及变轨距的方法

Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN1232105A (zh) * 1998-03-12 1999-10-20 帕朋佩斯-塔尔戈股份有限公司 用于轨距转换装置的轮平移控制系统
JP2000108901A (ja) * 1998-10-01 2000-04-18 Railway Technical Res Inst 鉄道車両の軌間可変装置
CN102076544A (zh) * 2008-04-29 2011-05-25 帕朋佩斯-塔尔戈股份有限公司 带转轴的可变轨距转向架及固定轨距变换设备
CN107574728A (zh) * 2017-09-01 2018-01-12 西南交通大学 一种轨距转换装置
CN107628055A (zh) * 2017-09-01 2018-01-26 西南交通大学 一种应用于变轨距转向架的轨距变换组件
CN108407840A (zh) * 2018-04-13 2018-08-17 中车青岛四方机车车辆股份有限公司 一种用于变轨距转向架的地面变轨设施
CN108515979A (zh) * 2018-04-13 2018-09-11 中车青岛四方机车车辆股份有限公司 一种用于变轨距转向架的地面变轨结构

Patent Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN1232105A (zh) * 1998-03-12 1999-10-20 帕朋佩斯-塔尔戈股份有限公司 用于轨距转换装置的轮平移控制系统
JP2000108901A (ja) * 1998-10-01 2000-04-18 Railway Technical Res Inst 鉄道車両の軌間可変装置
CN102076544A (zh) * 2008-04-29 2011-05-25 帕朋佩斯-塔尔戈股份有限公司 带转轴的可变轨距转向架及固定轨距变换设备
CN107574728A (zh) * 2017-09-01 2018-01-12 西南交通大学 一种轨距转换装置
CN107628055A (zh) * 2017-09-01 2018-01-26 西南交通大学 一种应用于变轨距转向架的轨距变换组件
CN108407840A (zh) * 2018-04-13 2018-08-17 中车青岛四方机车车辆股份有限公司 一种用于变轨距转向架的地面变轨设施
CN108515979A (zh) * 2018-04-13 2018-09-11 中车青岛四方机车车辆股份有限公司 一种用于变轨距转向架的地面变轨结构

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN114147440A (zh) * 2021-11-10 2022-03-08 中车长江运输设备集团有限公司 一种轮对拆卸装置
CN114147440B (zh) * 2021-11-10 2024-03-26 中车长江运输设备集团有限公司 一种轮对拆卸装置

Also Published As

Publication number Publication date
JP2021516302A (ja) 2021-07-01
JP6983341B2 (ja) 2021-12-17
CN108609029B (zh) 2019-07-16
CN108609029A (zh) 2018-10-02
PL3779044T3 (pl) 2024-03-25
ES2967377T3 (es) 2024-04-30
EA202091909A1 (ru) 2021-01-27
EP3779044A1 (en) 2021-02-17
EP3779044B1 (en) 2023-11-01

Similar Documents

Publication Publication Date Title
WO2019196344A1 (zh) 一种用于变轨距轮对的地面变轨设施
CN108407840B (zh) 一种用于变轨距转向架的地面变轨设施
EP3778341B1 (en) Ground rail switch structure for gauge-changeable bogie
EP3778339B1 (en) Bullet train gauge-changeable bogie for railway vehicle
US20110265682A1 (en) Variable gauge bogie with rotating axles and fixed track gauge change installation
EP2351679A1 (en) Improved variable-width bogie with rotating axles
JP2001270439A (ja) 鉄道車両用軌間可変台車
WO2017113983A1 (zh) 基于承载鞍定位检测的防脱轨转向架及脱轨检测方法
WO2020077689A1 (zh) 转向架及轨道车辆
RU2481986C2 (ru) Боковая рама тележки
JP2007176480A5 (zh)
US9555819B2 (en) Method and device for protection against guiding loss for a guided vehicle
CN204548142U (zh) 一种轨道车辆及其脱轨安全防护装置
CN108698623B (zh) 铁道车辆的脱轨检测方法和装置
JP2928052B2 (ja) 鉄道車両の車輪間隔を変更するための固定式設備
JPH02124358A (ja) 都市鉄道型の乗客集団輸送装置
CN112829791B (zh) 一种变轴距转向架的路面配套结构
EA040160B1 (ru) Наземное оборудование для смены колеи для колесной пары изменяемой колеи
JP2001158353A (ja) 鉄道車両用軌間可変台車の軌間変更ロック装置
JP6525260B2 (ja) 軌陸車用搬送台車及びこれに軌陸車を載せ受ける方法
CN212605113U (zh) 重型汽轮机转子转运平车
WO2020077690A1 (zh) 轮对、转向架及轨道车辆
CN105645241A (zh) 一种电梯门机及层门装置挂板处的限位机构
JP3499401B2 (ja) 鉄道車両用軌間可変台車の軌間変更ロック解除装置
JP2001158351A (ja) 鉄道車両用軌間可変台車の軌間変更ロック解除装置

Legal Events

Date Code Title Description
121 Ep: the epo has been informed by wipo that ep was designated in this application

Ref document number: 18914590

Country of ref document: EP

Kind code of ref document: A1

ENP Entry into the national phase

Ref document number: 2020570610

Country of ref document: JP

Kind code of ref document: A

NENP Non-entry into the national phase

Ref country code: DE

WWE Wipo information: entry into national phase

Ref document number: 2018914590

Country of ref document: EP