WO2019196353A1 - 一种轨道车辆用动车变轨距转向架 - Google Patents

一种轨道车辆用动车变轨距转向架 Download PDF

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Publication number
WO2019196353A1
WO2019196353A1 PCT/CN2018/107815 CN2018107815W WO2019196353A1 WO 2019196353 A1 WO2019196353 A1 WO 2019196353A1 CN 2018107815 W CN2018107815 W CN 2018107815W WO 2019196353 A1 WO2019196353 A1 WO 2019196353A1
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WO
WIPO (PCT)
Prior art keywords
wheel
sleeve
pin
connecting sleeve
axle
Prior art date
Application number
PCT/CN2018/107815
Other languages
English (en)
French (fr)
Inventor
乔青峰
周平宇
王旭
马利军
张振先
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.)
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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 JP2020546364A priority Critical patent/JP7036932B2/ja
Priority to EP18914285.4A priority patent/EP3778339B1/en
Priority to PL18914285.4T priority patent/PL3778339T3/pl
Priority to ES18914285T priority patent/ES2943070T3/es
Priority to EA202091905A priority patent/EA202091905A1/ru
Publication of WO2019196353A1 publication Critical patent/WO2019196353A1/zh

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    • 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
    • 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
    • B61F5/00—Constructional details of bogies; Connections between bogies and vehicle underframes; Arrangements or devices for adjusting or allowing self-adjustment of wheel axles or bogies when rounding curves
    • B61F5/02—Arrangements permitting limited transverse relative movements between vehicle underframe or bolster and bogie; Connections between underframes and bogies
    • B61F5/22—Guiding of the vehicle underframes with respect to the bogies
    • 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
    • B61F5/00—Constructional details of bogies; Connections between bogies and vehicle underframes; Arrangements or devices for adjusting or allowing self-adjustment of wheel axles or bogies when rounding curves
    • B61F5/50—Other details
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61H—BRAKES OR OTHER RETARDING DEVICES SPECIALLY ADAPTED FOR RAIL VEHICLES; ARRANGEMENT OR DISPOSITION THEREOF IN RAIL VEHICLES
    • B61H5/00—Applications or arrangements of brakes with substantially radial braking surfaces pressed together in axial direction, e.g. disc brakes

Definitions

  • the embodiments of the present disclosure relate to the technical field of rail vehicle bogies, and in particular to a rail-changing truck for a rail vehicle.
  • the wheel In order to realize the train parking brake, the wheel is usually equipped with a wheel-mounted brake disc.
  • the brake clamp brakes the wheel to hold the brake disc to realize the brake, but in the process of changing the gauge of the train
  • the relative movement between the wheels on the same wheel pair changes, the position between the wheel brake disc and the brake clamp changes, and the existing brake clamp installation method can not meet the system of the variable gauge wheelset. Dynamic requirements.
  • 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.
  • the purpose of the embodiments of the present disclosure is to provide a variable-track bogie for a rail vehicle to meet the parking brake of the variable gauge wheel pair under different gauge distances, and improve the operating efficiency of the variable gauge wheel pair under different tracks. Ensure the safety of vehicle operation.
  • an embodiment of the present disclosure provides a track-changing bogie for a rail vehicle, comprising a frame, the frame includes a pair of side beams disposed in parallel, and a pair connected between the pair of side beams For the beams disposed in parallel, a pair of variable gauge wheels are respectively disposed on the outer sides of the pair of beams, and the wheel of the variable gauge wheel wheel is mounted with a wheel brake disc on which the side beam or the beam is mounted.
  • a brake caliper wherein the brake tong is connected to the mount by a support pin; the support pin is horizontally disposed under the mount and has two ends fixedly connected to the mount, One end of the brake clamp is provided with a connecting sleeve, and the inner sleeve of the connecting sleeve is provided with a damping inner sleeve having elastic damping, and the connecting sleeve is locked on the supporting pin by the damping inner sleeve, and the wheel is changed
  • the gauge wheel on the wheel applies a thrust to the brake caliper when the thrust received by the sleeve is greater than the damping force between the sleeve and the support pin, the connection The sleeve drives the brake caliper to move along the support pin .
  • the length of the connecting sleeve is smaller than the length of the supporting pin, and the two ends of the connecting sleeve and the corresponding end of the supporting pin are respectively connected by a bellows, and the connecting sleeve and the bottom surface of the mounting seat There is a gap between them.
  • the damping inner sleeve comprises a first damper inner sleeve and a second damper inner sleeve, the first damper inner sleeve and the second damper inner sleeve are spaced apart, the first damper inner sleeve and the second damper inner sleeve
  • the support pin on the support pin is provided with a spherical bearing, and the spherical bearing and the connecting sleeve are positioned by a bearing seat; the bearing seat is press-fitted with the inner surface of the connecting sleeve.
  • the support pins are disposed in parallel with the two support pins, which are respectively a first support pin and a second support pin, the first support pin is located outside the mount, and the second support pin Located at the inner side of the mounting seat, correspondingly, one end of the brake tong is provided with two connecting sleeves connected in parallel, which are respectively a first connecting sleeve and a second connecting sleeve, and the first connecting sleeve is The first support pin is connected, and the second connecting sleeve is connected to the second support pin.
  • the mounting seat is respectively provided with a downwardly extending connecting end along opposite axial sides of the variable gauge wheel set, and the supporting pin is fixedly connected with the connecting end.
  • the side beam or the beam is provided with a brake hanger, and the mounting seat is mounted on the brake hanger.
  • variable gauge wheel set includes an axle, a wheel and a locking mechanism; a pair of the side beams are respectively provided with an axle box body, and two ends of the axle shaft respectively extend into the axle box body,
  • the wheel is mounted on the axle and is splined to the axle, the locking mechanism being respectively disposed on an outer side of the wheel and located in the axle housing, the locking mechanism and the wheel Connection for locking and unlocking of the wheel to achieve wheel change gauge.
  • the locking mechanism comprises an inner sleeve, a rolling bearing, an outer sleeve and a locking pin;
  • 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 inner sleeve extends out of the axle housing toward one end of the wheel and Fastened to the wheel, the outer sleeve is clearance-fitted with an inner surface of the axle housing, and opposite sides of the outer sleeve are respectively provided with bosses extending axially along the outer sleeve a plurality of grooves are arranged along the longitudinal direction of the boss, and an inner wall of the axle box body is provided with a concave curved surface corresponding to the groove, and the locking pin is used for inserting the
  • the groove and the concave curved surface define a locking space, and can be switched between the plurality of locking spaces under an external force to realize a wheel change gauge.
  • 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, a gap being left 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 groove.
  • the pin body is mounted in the axle housing by a return spring; the upper end of the pin body is coupled to the return spring, and the lower end of the pin body extends out of the bottom surface of the axle housing.
  • the axle box body is provided with an orbit changing process detection and early warning unit.
  • the axle is disposed as a stepped shaft having an intermediate diameter larger than the diameter of the both ends, the wheel is disposed on the intermediate shaft of the stepped shaft and is disposed at two ends of the intermediate shaft, and the locking mechanism is disposed at the On both ends of the stepped shaft;
  • the inner circumference of the wheel is provided with an internal spline, and the two ends of the intermediate shaft of the stepped shaft are respectively provided with external splines, and the two ends of the wheel and the intermediate shaft are connected with the external spline through the internal spline ;
  • the two ends of the intermediate shaft are respectively configured as a three-stepped shaft, and the three-stage stepped shaft includes a first flange, a second flange and a third flange which are enlarged from the outer to the inner diameter, and the outer a spline is disposed on an outer circumference of the second flange; a center hole of the wheel is configured as a three-stage stepped hole, and the three-stage stepped hole includes a first connecting hole that is enlarged from an outer to an inner diameter, and a second a connecting hole and a third connecting hole, wherein the internal spline is disposed in a circumferential direction of the inner wall of the second connecting hole, the first connecting hole is engaged with the first flange, the inner spline and the outer flower A key mating connection, the third connecting hole mating with the third flange.
  • the embodiment of the present disclosure provides a modified track gauge bogie for a rail vehicle, which improves the suspension manner of the brake clamp on the basis of the existing bogie, and connects the brake clamp to the mount through the support pin;
  • the support pin is horizontally disposed under the mounting seat and has two ends fixedly connected to the mounting seat.
  • One end of the brake clamp is provided with a connecting sleeve, and the fastening sleeve of the connecting sleeve is provided with elastic damping.
  • the connecting sleeve is locked on the support pin by the damping inner sleeve, and when the wheel is changed in gauge, the wheel-mounted brake disc on the wheel applies a thrust to the brake clamp,
  • the connecting sleeve drives the brake clamp to move along the supporting pin, and brakes after the wheel pair completes the orbital change.
  • the clamp also reaches the corresponding position, which satisfies the parking brake of the variable gauge bogie under different gauge distances, improves the operating efficiency of the variable gauge bogie under different tracks, and ensures the safety of vehicle operation.
  • the wheel-mounted brake disc and the brake caliper matched with it, sufficient space can be reserved to set the driving device required for the bogie of the motor car, such as the traction motor, the coupling, the gear box, etc. corresponding to the drive drive device. Parts, or their gearbox.
  • the locking mechanism is respectively disposed on the outer side of the wheel, and the axle of the inner part of the wheel is consistent with the traditional axle, and on the one hand, sufficient design space is left for the motor, the gear box and the like mounted on the inner axle of the wheel.
  • it can be consistent with the interface of the existing car, which is convenient for the batch modification of the existing car; in addition, the spline connection between the wheel and the axle is used to evenly distribute the torque on the inner circumference of the wheel, which is convenient for transmitting torque and convenient.
  • the wheel slides along the axle to achieve a variable gauge.
  • the external spline is set in the middle section of the three-stage stepped shaft, and the center hole of the wheel is further set as a three-stage stepped hole, the internal spline It is arranged in the middle section of the three-stage stepped hole, and integrally forms the flange + spline + flange joint connection mode.
  • the flanges at both ends of the external spline are used to carry the radial load, and the internal and external splines are used to transmit the torque to realize the radial load. Separation from the function of torque transmission improves the structural reliability of the variable gauge wheelset.
  • FIG. 1 is a perspective view of a modified rail gauge bogie for a railway vehicle
  • Figure 2 is a perspective view of the braking portion of Figure 1;
  • FIG. 3 is an axial cross-sectional view of a first support pin in a rail-changing truck of a rail vehicle according to Embodiment 1 of the present disclosure
  • FIG. 4 is an axial cross-sectional view of a second support pin in a variable-gauge bogie of a railway vehicle for use in a rail vehicle according to Embodiment 2 of the present disclosure
  • FIG. 5 is a partial schematic view showing a variable gauge bogie of a railway vehicle for use in a rail vehicle according to an embodiment of the present disclosure
  • FIG. 6 is a schematic diagram of a brake clamp installed on a variable gauge wheel pair in a variable-gauge bogie of a railway vehicle;
  • Figure 7 is a perspective view of the outer sleeve of Figure 6;
  • Figure 8 is a perspective view of the locking pin of Figure 6;
  • 1 brake clamp; 11: first connection sleeve; 12: second connection sleeve; 13: clamp body; 14: brake pad; 2: mount; 3: support pin; 31: first support Pin; 32: second support pin; 4: damper inner sleeve; 5: spherical bearing; 6: bearing seat; 7: bellows; 8: anti-vibration rubber sleeve; 9: bushing; 10: wheel; 100: wheel-mounted Moving plate; 20: side beam; 30: outer sleeve; 31: boss; 32: groove; 40: locking pin; 41: pin body; 42: open groove; 43: lug; 44: notch; : guide bevel; 50: rolling bearing; 60: inner sleeve; 70: axle housing; 80: axle.
  • 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.
  • a modified rail gauge bogie for a rail vehicle includes a frame including a pair of side beams 20 disposed in parallel and a pair of the side beams 20 connected thereto.
  • a pair of parallelly disposed cross beams, a pair of variable gauge wheel sets are respectively disposed on the outer sides of the pair of cross beams, and the wheel mounted brake discs 100 are mounted on the wheel 10 of the variable gauge wheel sets, specifically, such as As shown in FIG. 6, the wheel-mounted brake discs 100 are respectively mounted on the inner and outer sides of the wheel 10, and are integrally connected by a connecting member.
  • the side rails 20 are mounted with a mount 2 and a brake clip.
  • the mount 2 can also be mounted on a beam, as shown in Figures 2-3, the brake tongs 1 being connected to the mount 2 by a support pin 3; in particular, the support pin 3
  • the sleeve is disposed at a lower side of the mounting base 2 and is fixedly connected to the mounting seat 2 at one end thereof.
  • One end of the brake clamp 1 is provided with a connecting sleeve, and the fastening sleeve of the connecting sleeve is provided with elastic damping.
  • Damping inner sleeve 4 optionally, the damping inner sleeve 4 is made of a stable rubber, and the connecting sleeve is locked by the damping inner sleeve 4.
  • the support pin 3 is arranged to ensure that the position of the brake caliper 1 and the mounting seat 2 remains unchanged during normal operation of the variable gauge wheel pair, and further, the inner side of the damper inner sleeve 4 in contact with the support pin 3
  • the groove 32 is provided, and the size of the groove 32 is set according to the magnitude of the required damping force, so that the damping force can be adjusted according to actual needs; when the gauge 10 is changed, the wheel 10 is moved by the inward or outward thrust, the wheel 10 applies a thrust to the brake caliper 1 , and when the thrust received by the connecting sleeve is greater than a damping force between the connecting sleeve and the supporting pin 3 , the connecting sleeve drives the brake tong 1 along the
  • the support pin 3 moves, and after the wheel set is completed, the brake clamp 1 also reaches the corresponding position, and is locked again on the support pin 3 through the damping inner sleeve 4, thereby realizing the positioning, thereby satisfying the variable gauge bogie in
  • wheel brake disc 100 and the brake caliper 1 and the mounting seat 2 are provided, sufficient space can be reserved for the driving device required for the motor bogie, such as the traction motor and the coupling corresponding to the transmission drive device.
  • Related parts such as knots, gear boxes, etc., or their gearboxes.
  • the length of the connecting sleeve is smaller than the length of the supporting pin 3, and the two ends of the connecting sleeve and the corresponding end of the supporting pin 3
  • the bellows 7 are respectively connected by the bellows 7. Since the bellows 7 has sufficient elasticity and flexibility, it can be expanded and contracted with the movement of the connecting sleeve, and by providing the bellows 7, dust and impurities can be prevented from entering the connecting sleeve, and the bellows 7 can be avoided.
  • the setting has a certain effect on the lateral positioning of the connecting sleeve.
  • a gap is left between the connecting sleeve and the bottom surface of the mounting seat 2. .
  • the damper inner sleeve 4 includes a first damper inner sleeve and a second damper inner sleeve, and the first damper inner sleeve and the second damper inner sleeve are spaced apart, the first damper inner sleeve and the second A spherical bearing 5 is disposed on the support pin 3 between the damping inner sleeves, and the spherical bearing 5 and the connecting sleeve are positioned by the bearing seat 6.
  • the outer diameter surface of the outer ring of the spherical bearing 5 is a spherical surface.
  • both ends of the spherical bearing 5 can limit the movement of the first damper inner sleeve and the second damper inner sleeve, that is, the maximum moving distance of the first damper inner sleeve and the second damper inner sleeve is movement.
  • the bearing housing 6 moves along the surface of the spherical bearing 5 as the coupling sleeve moves.
  • the mounting seat 2 is respectively provided with a downwardly extending connecting end along opposite axial sides of the variable gauge wheel set, the support pin 3 and the connecting end Fixed connection.
  • the support pins 2 are provided in parallel with two support pins 3, which are respectively a first support pin 31 and a second support pin 32, and the first support pin 31 is located at the
  • the second support pin 32 is located on the inner side of the mounting seat 2, and correspondingly, one end of the brake clamp 1 is provided with two connecting sleeves connected in parallel, two connections
  • the sleeves can be welded and integrated into a first connecting sleeve 11 and a second connecting sleeve 12 respectively, the first connecting sleeve 11 is connected with the first supporting pin 31, and the second connecting sleeve 12 is connected with the second supporting pin 32, Thereby, it is possible to ensure that the connecting sleeve is smoothly connected to the support pin without occurrence of rotation.
  • the brake caliper 1 includes a pair of tong body 13 disposed opposite to each other, one end of the tong body 13 is connected to the connecting sleeve, and the other end of the tong body is respectively provided
  • the brake pad 14; the brake pad 14 is a powder metallurgy brake pad 14 and has good wear resistance.
  • two ends of the pair of side beams 20 are respectively provided with an axle box body 70, and two ends of the axle 80 of the variable gauge wheel pair respectively extend into the axle box body 70,
  • the axle housing 70 supports and positions both ends of the axle 80.
  • the wheel 10 is mounted on the axle 80 between the two opposing axle housings 70, and
  • the axle 80 is connected by a spline.
  • the connecting hole of the wheel 10 is provided with an internal spline
  • the axle 80 is provided with an external spline.
  • the wheel 10 and the axle 80 are coupled by internal and external splines to evenly distribute the torque on the wheel 10.
  • the circumference is convenient for transmitting the torque and the weight of the whole vehicle, and also facilitates the sliding of the wheel 10 along the axle 80 to realize the variable gauge;
  • the locking mechanism is respectively disposed on the outer side of the wheel 10 and located in the axle housing 70, only required A small improvement is made to the axle 80 on the outer side of the wheel 10.
  • the axle 80 of the inner portion of the wheel 10 is in conformity with the conventional axle 80.
  • the axle 80 is disposed as a stepped shaft having an intermediate diameter larger than the diameter of the both ends, and the wheel 10 is disposed on the intermediate shaft of the stepped shaft and is disposed on the intermediate shaft.
  • the two ends of the intermediate shaft, the locking mechanism is disposed on the shafts of the both ends of the stepped shaft.
  • the locking mechanism specifically includes an inner sleeve 60, a rolling bearing 50, an outer sleeve 30 and a locking pin 40;
  • the inner sleeve 60, the rolling bearing 50 and the outer sleeve 30 are tightly sleeved from the inside to the outside to form a sliding whole body, and a seal is applied at both ends of the sliding whole to prevent leakage of lubricating oil in the rolling bearing 50, and also to avoid external Dust and the like enter the sliding whole.
  • the inner sleeve 60 and the inner ring of the rolling bearing 50 rotate together with the wheel 10, and the outer ring of the rolling bearing 50 and the outer sleeve 30 remain relatively fixed, the inner The sleeve 60 is clearance-fitted with the axle 80, and the inner sleeve 60 extends out of the axle housing 70 toward one end of the wheel 10 and is fastened to the wheel 10 by fasteners such as bolts.
  • the outer sleeve 30 is matched with the inner surface of the axle housing 70, and the sliding whole can be horizontally slid relative to the axle housing 70. As shown in FIG. 7, the opposite sides of the outer sleeve 30 are respectively provided respectively.
  • a boss 31 extending axially along the outer sleeve 30 is provided with a plurality of grooves 32 spaced along the longitudinal direction of the boss 31.
  • the inner wall of the shaft case 70 is provided with the groove 32.
  • a corresponding concave curved surface the locking pin 40 is for inserting the groove 32 and the inner portion Arc defining the locking space, and a plurality of the external force between the locking space switch, to achieve a wheel 10 for changing track gauge.
  • the locking pin 40 is inserted into the locking space, a part of the locking pin 40 is located in the groove 32, and the other part is in contact with the concave arc surface, and the outer sleeve 30 is fixed relative to the shaft housing 70, The locking is achieved.
  • the wheel 10 is fixed relative to the axle 80.
  • the locking pin 40 is disengaged from the locking space under the external force to achieve unlocking.
  • the upward direction can be adopted.
  • the thrust causes the locking pin 40 to disengage from the locking space.
  • the pushing wheel 10 is moved outward or inward along the axle 80, and then the sliding overall movement relative to the axle housing 70 and the locking pin 40 is changed.
  • the corresponding locking space of the gauge is moved directly below the locking pin 40, the locking pin 40 is inserted into the locking space under the action of its own gravity and downward force, and the wheel 10 is changed in gauge.
  • the inner sleeve 60 is sleeved on the two ends of the stepped shaft, and the two are gap-fitted, and a gauge change interval is left between the inner sleeve 60 and the shoulder of the stepped shaft.
  • the distance between two adjacent grooves 32 is equal to the required change.
  • Half of the gauge when the gauge is changed, the wheels 10 at both ends of the axle 80 move at the same time, and the distance between the two wheels 10 is half the distance of the required gauge, and the total moving distance is the distance of the required gauge.
  • the changed gauge can be selected according to specific needs.
  • the two ends of the intermediate shaft of the stepped shaft are respectively provided with external splines, and the two ends of the wheel 10 and the intermediate shaft are coupled with the external splines by internal splines, and further, the middle
  • the two ends of the shaft are respectively configured as a three-stage stepped shaft, and the three-stage stepped shaft includes a first flange, a second flange and a third flange which are enlarged from the outer to the inner diameter, and the outer spline is provided
  • the outer circumference of the second flange; the central hole of the wheel 10 is configured as a three-stage stepped hole, and the three-stage stepped hole includes a first connecting hole and a second connecting hole which are enlarged from the outer to the inner diameter.
  • the inner spline is disposed in a circumferential direction of the inner wall of the second connecting hole, the first connecting hole is matched with the first flange, and the inner spline is matched with the outer spline Connecting, the third connecting hole cooperates with the third flange; integrally forms a flange + spline + flange joint connection manner, and uses the flanges at both ends of the outer spline to carry a radial load through the inner and outer splines With the transmission of torque, the function of radial load and torque transmission is separated, and the variable gauge wheel is improved. The structural reliability of the pair.
  • the locking pin 40 includes a pin body 41 , and one side of the pin body 41 defines an opening slot 42 , and the opening slot 42 penetrates in a radial direction of the pin body 41 .
  • At least one lug 43 extending along the axial direction of the pin body 41 is disposed in the opening groove 42.
  • two parallel lugs 43 may be disposed to improve the stress of the single lug 43 and improve reliability.
  • the upper end of the lug 43 is connected to the top of the slot of the open slot 42.
  • a gap 44 is left between the lower end of the lug 43 and the groove bottom of the open slot 42.
  • the lug 43 is used for insertion. In the groove 32.
  • the gauge When the gauge is changed, when the locking pin 40 is disengaged from the bottom to the upper direction by the vertical upward external force, the lug 43 is first disengaged from the bottom to the groove 32 and moved to the upper side of the groove 32. The notch 44 below the ear 43 is opposed to the boss 31 between the two grooves 32. When an external force to the left or right is applied, the outer sleeve 30 moves along with the wheel 10, and the boss 31 snaps into the notch 44.
  • the width of the lug 43 matches the width of the groove 32 to facilitate insertion or disengagement of the lug 43 from the groove 32, and the position of the entire locking mechanism is stabilized after the lug 43 is inserted into the groove 32.
  • the sway is avoided; the width of the notch 44 is greater than or equal to the thickness of the boss 31, so that the boss 31 can be caught in the notch 44 and can slide in the notch 44.
  • the concave curved surface provided on the axle housing 70 and the pin body 41 are provided.
  • the outer surfaces of the open grooves 42 on the opposite side are matched.
  • the pin body 41 is mounted in the axle housing 70 by a return spring; the upper end of the pin body 41 is coupled to the return spring, and the lower end of the pin body 41 extends out of the axle housing 70.
  • a support seat may be disposed in the axle housing 70, the upper end of the pin body 41 is coupled to the return spring, and the upper end of the return spring is coupled to the support base, and the return spring is used to ensure that the pin body 41 is located in the locking space.
  • the locking force is kept in the locked state, and the pin body 41 is provided with a reverse force when it is locked again after unlocking, which helps the quick locking; the bottom surface of the axle box body 70 is disposed slightly larger than the diameter of the pin body 41.
  • the lower end of the pin body 41 extends from the through hole to the bottom surface of the axle housing 70, and the bottom surface of the pin body 41 is respectively disposed on the two sides of the central axis thereof as an upwardly inclined guiding slope 45 to facilitate the ground.
  • the orbital device applies a force to the pin body 41 to achieve a variable gauge.
  • the two ends of the axle 80 are respectively connected to the axle housing 70 through positioning bearings, and the axle 80 is prevented from laterally swaying relative to the axle housing 70.
  • the positioning bearing can be a deep groove ball bearing.
  • the axle box body 70 is provided with an orbiting process detection and early warning unit to ensure the safety of the vehicle before and after the orbit change; in order to study the dynamic response characteristics and modes of the front and rear bogies. Matching rules, predicting train dynamics indicators, proposing suspension parameter variation limits, and analyzing different gauge adaptability.
  • the orbital process of the embodiment of the present disclosure triggering is performed under the axle housing 70 through the locking pin 40 disposed at the lower portion of the axle housing 70 when the rail is changed, and the axle housing 70 is first jacked up by the ground device when passing through the ground rail changing facility. Undertake the weight of the car body, unload the wheel set -> unlock the locking track wheel locking mechanism through the ground track changing facility -> extrude the wheel 10 through the ground auxiliary track to complete the orbital action -> lock Locking mechanism—> Drop the axle box 70 to carry, restore the wheel pair bearing—> complete the orbital action, and the vehicle runs normally.
  • the orbital process detection of the embodiment of the present disclosure in the bogie axle box 70, the ground track changing facility is provided with an orbit changing process detection and early warning unit, and the safe braking distance after the orbit change is set to ensure the safe and reliable change process; When the rail fails, an alarm device is triggered to notify the vehicle to perform emergency braking.
  • Embodiment 2 The difference between Embodiment 2 and Embodiment 1 is that, as shown in FIG. 4, the second connecting sleeve 12 in Embodiment 2 is sleeved on the second supporting pin 32 via a bushing 9, the bushing 9
  • the anti-vibration rubber sleeve 8 is fixedly mounted on the anti-vibration rubber sleeve 8 , and the connecting sleeve, the anti-vibration rubber sleeve 8 and the bushing 9 form an integral structure, and the connecting sleeve can be in the bushing 9
  • the lower support pin is driven to move back and forth freely; in Embodiment 2, only the damping force between the first connecting sleeve 11 and the first supporting pin 31 needs to be overcome, so that the movement can be realized, that is, the damping force is small.
  • the bushing 9 is made of a metal material, and the anti-vibration rubber sleeve 8 is vulcanized on the outer circumferential surface of the bushing 9.
  • the embodiments of the present disclosure can satisfy the parking brake of the variable gauge bogie under different gauge distances, improve the operating efficiency of the variable gauge bogie under different tracks, and ensure the safety of the vehicle operation; Moreover, the lateral positioning of the brake caliper can be stabilized and reliable.
  • variable gauge structure of the embodiment of the present disclosure has small changes to the structure of the existing bogie, and the axle of the inner part of the wheel is consistent with the conventional axle, and sufficient design is provided for the components of the motor, the gearbox and the like mounted on the inner axle of the wheel. space.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Braking Arrangements (AREA)
  • Platform Screen Doors And Railroad Systems (AREA)
  • Train Traffic Observation, Control, And Security (AREA)

Abstract

轨道车辆用动车变轨距转向架，包括构架，变轨距轮对的车轮（10）上安装有轮装制动盘（100），构架的侧梁（20）或横梁上安装有制动夹钳（1）和安装座（2），制动夹钳（1）通过支撑销（3）与安装座（2）连接；支撑销（3）水平设于安装座（2）的下方且其两端与安装座（2）固定连接，制动夹钳（1）的一端设有连接套，连接套内紧固套设有具有弹性阻尼的阻尼内套（4），连接套通过阻尼内套（4）锁定在支撑销（3）上，当连接套受到的推力大于连接套与支撑销（3）之间的阻尼力时，连接套带动制动夹钳（1）沿支撑销（3）移动。

Description

一种轨道车辆用动车变轨距转向架
交叉引用
本申请引用于2018年04月13日提交的专利名称为“一种轨道车辆用动车变轨距转向架”的第2018103320508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转向架技术领域，特别是涉及一种轨道车辆用动车变轨距转向架。
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，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。
为了实现列车停车制动，车轮上通常安装有轮装制动盘，在列车制动时，制动夹钳的闸片抱紧轮装制动盘实现刹车，但是在列车变轨距的过程中，同一轮对上的车轮之间会发生相对运动，轮装制动盘与制动夹钳之间的位置发生变化，现有的制动夹钳安装方式已经无法满足变轨距轮对的制动要求。
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轨道车辆用动车变轨距转向架，以满足变轨距轮对在不同轨距下停车制动，提高变轨距轮对在不同轨道下的运行效率，保证车辆运行安全性。
(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轨道车辆用动车变轨 距转向架，包括构架，所述构架包括平行设置的一对侧梁和连接在一对所述侧梁之间的一对平行设置的横梁，一对所述横梁的外侧分别设有一变轨距轮对，所述变轨距轮对的车轮上安装有轮装制动盘，所述侧梁或横梁上安装有安装座和制动夹钳，所述制动夹钳通过支撑销与所述安装座连接；所述支撑销水平设于所述安装座的下方且其两端与所述安装座固定连接，所述制动夹钳的一端设有连接套，所述连接套内紧固套设有具有弹性阻尼的阻尼内套，所述连接套通过所述阻尼内套锁定在所述支撑销上，在车轮变轨距时，所述车轮上的轮装制动盘向制动夹钳施加推力，当所述连接套受到的推力大于所述连接套与所述支撑销之间的阻尼力时，所述连接套带动所述制动夹钳沿所述支撑销移动。
其中，所述连接套的长度小于所述支撑销的长度，所述连接套的两端与所述支撑销的对应端之间分别通过波纹管连接，所述连接套与所述安装座的底面之间留有间隙。
其中，所述阻尼内套包括第一阻尼内套和第二阻尼内套，所述第一阻尼内套和第二阻尼内套间隔设置，所述第一阻尼内套和第二阻尼内套之间的所述支撑销上固定套设有球面轴承，所述球面轴承与所述连接套之间通过轴承座定位；所述轴承座与所述连接套的内表面压装配合。
其中，所述安装座的下方平行设有两根所述支撑销，分别为第一支撑销和第二支撑销，所述第一支撑销位于所述安装座的外侧，所述第二支撑销位于所述安装座的内侧，相应地，所述制动夹钳的一端设有并列连接的两个所述连接套，分别为第一连接套和第二连接套，所述第一连接套与第一支撑销连接，所述第二连接套与第二支撑销连接。
其中，所述安装座沿所述变轨距轮对的轴向的相对两侧分别设有向下延伸的连接端，所述支撑销与所述连接端固定连接。
其中，所述侧梁或横梁上设有制动吊座，所述安装座安装在所述制动吊座上。
其中，所述变轨距轮对包括车轴、车轮和锁紧机构；一对所述侧梁的两端分别设有轴箱体，所述车轴的两端分别延伸进所述轴箱体中，所述车轮安装在所述车轴上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轴箱体中，所述锁紧机构与所述车轮连接，用 于车轮的锁紧与解锁，以实现车轮变换轨距。
其中，所述锁紧机构包括内套筒、滚动轴承、外套筒和锁紧销；
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，所述内套筒朝向所述车轮的一端延伸出所述轴箱体且与所述车轮紧固连接，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，所述轴箱体的内壁设有与所述凹槽一一对应的内凹弧面，所述锁紧销用于插入所述凹槽和所述内凹弧面限定的锁紧空间中，并可在外力作用下在多个所述锁紧空间之间切换，以实现车轮变换轨距。
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留有缺口，所述凸耳用于插入所述凹槽中。
其中，所述销体通过复位弹簧安装在所述轴箱体中；所述销体的上端与所述复位弹簧连接，所述销体的下端延伸出所述轴箱体的底面。
其中，所述轴箱体中设有变轨过程检测及预警单元。
其中，所述车轴设置为中间直径大于两端直径的阶梯轴，所述车轮设于所述阶梯轴的中间轴上且分设于所述中间轴的两端，所述锁紧机构设于所述阶梯轴的两端轴上；
所述车轮的内周设有内花键，所述阶梯轴的中间轴的两端分别设有外花键，所述车轮与所述中间轴的两端通过内花键与外花键配合连接；
所述中间轴的两端分别构造成一个三级阶梯轴，所述三级阶梯轴包括从外向内直径由小变大的第一凸缘、第二凸缘和第三凸缘，所述外花键设于所述第二凸缘的外周；所述车轮的中心孔构造成一个三级阶梯孔，所述三级阶梯孔包括从外向内直径由小变大的第一连接孔、第二连接孔和第三连接孔，所述内花键设于所述第二连接孔的内壁周向，所述第一连接孔与所述第一凸缘相配合，所述内花键与外花键配合连接，所述第三连接孔与所述第三凸缘相配合。
(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轨道车辆用动车变轨距转向架，在既有的转向架基础上改进制动夹钳的悬挂方式，采用将制动夹钳通过支撑销与安装座连接；所述支撑销水平设于所述安装座的下方且其两端与所述安装座固定连接，所述制动夹钳的一端设有连接套，所述连接套内紧固套设有具有弹性阻尼的阻尼内套，所述连接套通过所述阻尼内套锁定在所述支撑销上，在车轮变轨距时，所述车轮上的轮装制动盘向制动夹钳施加推力，当所述连接套受到的推力大于所述连接套与所述支撑销之间的阻尼力时，所述连接套带动所述制动夹钳沿所述支撑销移动，在轮对完成变轨后制动夹钳也到达相应位置，从而满足了变轨距转向架在不同轨距下停车制动，提高了变轨距转向架在不同轨道下的运行效率，保证了车辆运行安全性。此外由于设置轮装制动盘、与其配合的制动夹钳，可以预留足够的空间设置动车转向架所需的驱动装置，比如传动驱动装置对应的牵引电机、联轴节、齿轮箱等有关零部件，或者其传动箱。
此外，本公开实施例将锁紧机构分别设于车轮的外侧，车轮内侧部分的车轴与传统车轴保持一致，一方面为安装在车轮内侧车轴上的电机、齿轮箱等部件留有足够的设计空间，另一方面可以跟既有车的接口保持一致，便于既有车批量改造；另外，车轮和车轴间采用花键连接，从而将扭矩均匀分布在车轮的内周，既便于传递扭矩，也便于车轮沿车轴滑动实现变轨距。
而且，通过将车轴的中间轴的两端分别设置为三级阶梯轴，将外花键设于三级阶梯轴的中间段，将车轮的中心孔进一步设置为一个三级阶梯孔，内花键设置在三级阶梯孔的中间段，整体形成凸缘+花键+凸缘的配合连接方式，利用外花键两端的凸缘承载径向载荷，通过内外花键配合传递扭矩，实现径向载荷与扭矩传递的功能分离，提高了可变轨距轮对的结构可靠性。
附图说明
图1为本公开实施例一种轨道车辆用动车变轨距转向架的立体示意图；
图2为图1中制动部分的立体示意图；
图3为本公开实施例1一种轨道车辆用动车变轨距转向架中的第一支撑销的轴向剖视图；
图4为本公开实施例2一种轨道车辆用动车变轨距转向架中的第二支撑销的轴向剖视图；
图5为本公开实施例一种轨道车辆用动车变轨距转向架的局部示意图；
图6为本公开实施例一种轨道车辆用动车变轨距转向架中制动夹钳安装在变轨距轮对上的示意图；
图7为图6中的外套筒立体示意图；
图8为图6中的锁紧销的立体示意图；
图中：1：制动夹钳；11：第一连接套；12：第二连接套；13：夹钳本体；14：闸片；2：安装座；3：支撑销；31：第一支撑销；32：第二支撑销；4：阻尼内套；5：球面轴承；6：轴承座；7：波纹管；8：防震橡胶套；9：衬套；10：车轮；100：轮装制动盘；20：侧梁；30：外套筒；31：凸台；32：凹槽；40：锁紧销；41：销体；42：开口槽；43：凸耳；44：缺口；45：导向斜面；50：滚动轴承；60：内套筒；70：轴箱体；80：车轴。
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。
下面通过两个实施例来具体说明本公开的实施方案，但并不限制本公开的具体内容。
实施例1
如图1所示，为本公开实施例提供的一种轨道车辆用动车变轨距转向架，包括构架，所述构架包括平行设置的一对侧梁20和连接在一对所述侧梁20之间的一对平行设置的横梁，一对所述横梁的外侧分别设有一变轨距轮对，所述变轨距轮对的车轮10上安装有轮装制动盘100，具体地，如图6所示，轮装制动盘100分别安装在车轮10的内外两侧，并通过连接件连接为一体，如图5所示，所述侧梁20上安装有安装座2和制动夹钳1，当然，安装座2也可以安装在横梁上，如图2-3所示，所述制动夹钳1通过支撑销3与所述安装座2连接；具体地，所述支撑销3水平设于所述安装座2的下方且其两端与所述安装座2固定连接，所述制动夹钳1的一端设有连接套，所述连接套内紧固套设有具有弹性阻尼的阻尼内套4，可选地，阻尼内套4由稳定橡胶制成，所述连接套通过所述阻尼内套4锁定在所述支撑销3上，以保证变轨距轮对正常运行时，制动夹钳1与安装座2的位置保持不变，此外，所述阻尼内套4与所述支撑销3接触的内侧设有凹槽32，根据所需阻尼力的大小设置凹槽32的大小，实现阻尼力根据实际需要可调；当变轨距时，车轮10受到向内或向外的推力发生移动时，车轮10向制动夹钳1施加推力，当所述连接套受到的推力大于所述连接套与所述支撑销3之间的阻尼力时，所述连接套带动所述制动夹钳1沿所述支撑销3移动，在轮对完成变轨后制动夹钳1也到达相应位置，并通过阻尼内套4再次锁定在支撑销3上，实现定位，从而满足了变轨距转向架在不同轨距下停车制动，提高了变轨距转向架在不同轨道下的运行效率，保证了车辆运行安全性。另外，稳定橡胶的阻尼可衰减车辆行驶过程 中的振动冲击，使制动夹钳1的横向定位稳定可靠。
此外由于设置轮装制动盘100以及与其配合的制动夹钳1、安装座2，可以预留足够的空间设置动车转向架所需的驱动装置，比如传动驱动装置对应的牵引电机、联轴节、齿轮箱等有关零部件，或者其传动箱。
本公开的实施例中，为了保证连接套有来回移动的空间，所述连接套的长度小于所述支撑销3的长度，且所述连接套的两端与所述支撑销3的对应端之间分别通过波纹管7连接，由于波纹管7具有足够的弹性和伸缩性，能够随连接套的移动而伸缩，且通过设置波纹管7，能够避免灰尘杂质等进入连接套内，且波纹管7的设置，对连接套的横向定位具有一定的作用，另外，为了确保连接套沿支撑销3移动时两者不会发生干涉，所述连接套与所述安装座2的底面之间留有间隙。
需要说明的是，所述阻尼内套4包括第一阻尼内套和第二阻尼内套，所述第一阻尼内套和第二阻尼内套间隔设置，所述第一阻尼内套和第二阻尼内套之间的所述支撑销3上固定套设有球面轴承5，所述球面轴承5与所述连接套之间通过轴承座6定位，球面轴承5的外圈外径表面为球面，可以配入轴承座6相应的凹球面内起到调心的作用，所述轴承座6与所述连接套的内表面压装配合形成一体结构，通过设置球面轴承5，能够防止连接套移动时发生摆动，此外，球面轴承5的两端能够对第一阻尼内套和第二阻尼内套的移动起到限位作用，即第一阻尼内套和第二阻尼内套的最大移动距离为移动到与球面轴承5接触的距离；在连接套移动时，轴承座6沿球面轴承5的表面移动。
进一步地，为了便于支撑销3安装，所述安装座2沿所述变轨距轮对的轴向的相对两侧分别设有向下延伸的连接端，所述支撑销3与所述连接端固定连接。
此外，为了保证连接的可靠性，所述安装座2的下方平行设有两根所述支撑销3，分别为第一支撑销31和第二支撑销32，所述第一支撑销31位于所述安装座2的外侧，所述第二支撑销32位于所述安装座2的内侧，相应地，所述制动夹钳1的一端设有并列连接的两个所述连接套，两个连接套可以焊接形成一体，分别为第一连接套11和第二连接套12，所述第一连接套11与第一支撑销31连接，所述第二连接套12与第二支撑销32 连接，从而能够保证连接套平稳地与支撑销连接，而不会出现转动。当制动夹钳1需要移动时，需要同时克服第一连接套11与第一支撑销31之间的阻尼力，以及第二连接套12与第二支撑销32之间的阻尼力，即所受阻尼力较大。
具体地，本公开的实施例中，所述制动夹钳1包括相对设置的一对夹钳本体13，所述夹钳本体13的一端与所述连接套连接，其另一端内侧分别设有闸片14；所述闸片14为粉末冶金闸片14，耐磨性能好。
此外，本公开的实施例中，一对所述侧梁20的两端分别设有轴箱体70，变轨距轮对的车轴80的两端分别延伸进所述轴箱体70中，由轴箱体70对车轴80的两端进行支撑和定位，如图6所示，所述车轮10安装在相对的两个所述轴箱体70之间的所述车轴80上，且与所述车轴80通过花键连接，具体地，车轮10的连接孔设有内花键，车轴80上设有外花键，车轮10与车轴80通过内外花键配合连接，以将扭矩均匀分布在车轮10圆周，既便于传递扭矩及整车重量，也便于车轮10沿车轴80滑动实现变轨距；所述锁紧机构分别设于所述车轮10的外侧且位于所述轴箱体70中，仅需要对车轮10外侧的车轴80进行少量改进，车轮10内侧部分的车轴80与传统车轴80保持一致，一方面为安装在车轮10内侧车轴80的电机、齿轮箱等部件留有足够的设计空间，另一方面可以与既有车的接口保持一致，便于既有车批量改造，所述锁紧机构与所述车轮10的外侧连接，用于车轮10的锁紧与解锁，以实现车轮10变换轨距，结构简单，操作方便。
本公开的实施例中，为了便于锁紧机构安装定位，所述车轴80设置为中间直径大于两端直径的阶梯轴，所述车轮10设于所述阶梯轴的中间轴上且分设于所述中间轴的两端，所述锁紧机构设于所述阶梯轴的两端轴上。
本公开的实施例中，如图6所示，所述锁紧机构具体包括内套筒60、滚动轴承50、外套筒30和锁紧销40；
所述内套筒60、滚动轴承50和外套筒30由内向外依次紧密套接形成一个滑移整体，且在滑移整体的两端采用密封，防止滚动轴承50中的润滑油泄漏，也避免外部灰尘杂物等进入该滑移整体中，在列车正常运行时，内套筒60和滚动轴承50的内圈跟随车轮10一起转动，滚动轴承50的外 圈和外套筒30保持相对固定，所述内套筒60与所述车轴80间隙配合，所述内套筒60朝向所述车轮10的一端延伸出所述轴箱体70且与所述车轮10通过螺栓等紧固件紧固连接，所述外套筒30与所述轴箱体70的内表面间隙配合，滑移整体能够相对轴箱体70水平滑移，如图7所示，所述外套筒30外的相对两侧分别设有沿所述外套筒30轴向延伸的凸台31，沿所述凸台31的长度方向间隔设有多个凹槽32，所述轴箱体70的内壁设有与所述凹槽32一一对应的内凹弧面，所述锁紧销40用于插入所述凹槽32和所述内凹弧面限定的锁紧空间中，并可在外力作用下在多个所述锁紧空间之间切换，以实现车轮10变换轨距。具体地，当锁紧销40插入锁紧空间时，锁紧销40的一部分位于凹槽32中，另一部分与内凹弧面贴合，外套筒30相对于轴箱体70位置被固定，实现锁紧，此时，车轮10相对于车轴80位置固定；当需要变轨距时，锁紧销40在外力作用下脱离所在的锁紧空间，实现解锁，本实施例中，可采用向上的推力使得锁紧销40脱离锁紧空间，此时，推动车轮10沿车轴80向外或向内移动，随之带动滑移整体相对于轴箱体70和锁紧销40移动，当与所变轨距相应的锁紧空间移动到锁紧销40的正下方时，锁紧销40在自身重力及向下力的作用下插入该锁紧空间，车轮10变轨距完成。
具体地，所述内套筒60套设在所述阶梯轴的两端轴上，两者间隙配合，且所述内套筒60与所述阶梯轴的轴肩之间留有轨距变换间距，以保证在变轨距时，内套筒60有足够的沿车轴80移动的距离，而不会与车轴80发生干涉；相邻的两个所述凹槽32之间的距离等于所需变轨距的一半，在变轨距时，车轴80两端的车轮10同时移动，两个车轮10各移动所需变轨距的一半距离，则总的移动距离便为所需变轨距的距离，例如从标准轨距变为窄轨距或宽轨距；或从窄轨距或宽轨距变为标准轨距，可以根据具体需要选择所变轨距。
进一步地，所述阶梯轴的中间轴的两端分别设有外花键，所述车轮10与所述中间轴的两端通过内花键与外花键配合连接，且进一步地，所述中间轴的两端分别构造成一个三级阶梯轴，所述三级阶梯轴包括从外向内直径由小变大的第一凸缘、第二凸缘和第三凸缘，所述外花键设于所述第二凸缘的外周；所述车轮10的中心孔构造成一个三级阶梯孔，所述三级阶 梯孔包括从外向内直径由小变大的第一连接孔、第二连接孔和第三连接孔，所述内花键设于所述第二连接孔的内壁周向，所述第一连接孔与所述第一凸缘相配合，所述内花键与外花键配合连接，所述第三连接孔与所述第三凸缘相配合；整体形成凸缘+花键+凸缘的配合连接方式，利用外花键两端的凸缘承载径向载荷，通过内外花键配合传递扭矩，实现径向载荷与扭矩传递的功能分离，提高了可变轨距轮对的结构可靠性。
具体地，如图8所示，所述锁紧销40包括销体41，所述销体41的一侧开设有一开口槽42，所述开口槽42沿所述销体41的径向贯通，所述开口槽42内设有至少一个沿所述销体41轴向延伸的凸耳43，例如，可以设置两个平行的凸耳43，以改善单个凸耳43的受力情况，提高可靠性，所述凸耳43的上端与所述开口槽42的槽顶连接，所述凸耳43的下端与所述开口槽42的槽底之间留有缺口44，所述凸耳43用于插入所述凹槽32中。在变轨距时，锁紧销40在竖直向上的外力作用下从下向上脱离凹槽32时，首先凸耳43从下向上脱离凹槽32，移动到凹槽32的上方，此时凸耳43下方的缺口44与两个凹槽32之间的凸台31位置相对，此时施加向左或向右的外力时，外套筒30跟随车轮10一起移动，凸台31卡入缺口44中并沿缺口44移动，凸耳43的下端支撑在凸台31的台面上，直至移动到另一个凹槽32的位置时，销体41在自身重力以及向下力作用下下移，凸耳43插入该凹槽32中，实现锁紧，变轨距完成。
进一步地，所述凸耳43的宽度与所述凹槽32的宽度相匹配，以便于凸耳43插入或脱离凹槽32，且保证凸耳43插入凹槽32后，整个锁紧机构位置稳定，避免出现晃动；所述缺口44的宽度大于等于所述凸台31的厚度，以便于凸台31能够卡入缺口44中，并能够在缺口44中滑动。
本公开的实施例中，为了保证销体41插入轴箱体70的部分与轴箱体70较好地配合，所述轴箱体70上设置的内凹弧面与所述销体41设有开口槽42的相对另一侧的外表面相匹配。
此外，所述销体41通过复位弹簧安装在所述轴箱体70中；所述销体41的上端与所述复位弹簧连接，所述销体41的下端延伸出所述轴箱体70的底面。具体地，可以在轴箱体70中设置支撑座，所述销体41的上端与所述复位弹簧连接，复位弹簧的上端与支撑座连接，复位弹簧用于保证销 体41位于锁紧空间时具有锁紧力使其一直处于锁紧状态，且在解锁后再次锁紧时为销体41提供反向作用力，帮助快速锁紧；轴箱体70的底面设置略大于销体41直径的通孔，所述销体41的下端从通孔延伸出所述轴箱体70的底面，且销体41的底面在位于其中心轴线的两侧分别设置为向上倾斜的导向斜面45，以便于地面变轨设施对销体41施加作用力，实现变轨距。
为了实现车轴80的横向定位，所述车轴80的两端分别通过定位轴承与所述轴箱体70连接，防止车轴80相对于轴箱体70横向窜动，定位轴承可以采用深沟球轴承。
本公开的实施例中，所述轴箱体70中设有变轨过程检测及预警单元，以确保变轨前后车辆运行的安全性；以便于研究变轨距前后转向架动力响应特性及模态匹配规则，预测列车动力学指标，提出悬挂参数变化限度，分析不同轨距适应性。
本公开实施例的变轨过程：变轨时通过轴箱体70下部设置的锁紧销40，在轴箱体70下方进行触发，通过地面变轨设施时先利用地面装置顶起轴箱体70承担车体重量，对轮对进行卸载—>通过地面变轨设施对变轨距轮对锁紧机构进行解锁—>通过地面辅助轨道挤压车轮10轮辋内侧/外侧完成变轨动作—>锁紧锁紧机构—>落下轴箱体70承载，恢复轮对承载—>完成变轨动作，车辆正常运行。
本公开实施例的变轨过程检测：在转向架轴箱体70内、地面变轨设施设置变轨过程检测及预警单元，并设置变轨后安全制动距离，确保变轨过程安全可靠；变轨失败时触发报警装置，通知车辆实施紧急制动。
实施例2
实施例2与实施例1的区别在于，如图4所示，实施例2中的所述第二连接套12通过衬套9套设在所述第二支撑销32上，所述衬套9上固定设有防震橡胶套8，所述第二连接套12压装在所述防震橡胶套8上，连接套、防震橡胶套8和衬套9形成一体结构，连接套可在衬套9的带动下沿支撑销来回自由移动；实施例2中，仅需要克服第一连接套11与第一支撑销31之间的阻尼力，便可以实现移动，即所受阻尼力较小。
需要说明的是，所述衬套9由金属材料制成，所述防震橡胶套8硫化 在所述衬套9的外周面。
由以上实施例可以看出，本公开实施例能够满足变轨距转向架在不同轨距下停车制动，提高了变轨距转向架在不同轨道下的运行效率，保证了车辆运行安全性；且能够使制动夹钳的横向定位稳定可靠。
而且，本公开实施例的变轨距结构对既有转向架结构改动小，车轮内侧部分的车轴与传统车轴保持一致，为安装在车轮内侧车轴上的电机、齿轮箱等部件留有足够的设计空间。
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 (12)

  1. 一种轨道车辆用动车变轨距转向架，包括构架，所述构架包括平行设置的一对侧梁和连接在一对所述侧梁之间的一对平行设置的横梁，其特征在于，一对所述横梁的外侧分别设有一变轨距轮对，所述变轨距轮对的车轮上安装有轮装制动盘，所述侧梁或横梁上安装有安装座和制动夹钳，所述制动夹钳通过支撑销与所述安装座连接；所述支撑销水平设于所述安装座的下方且其两端与所述安装座固定连接，所述制动夹钳的一端设有连接套，所述连接套内紧固套设有具有弹性阻尼的阻尼内套，所述连接套通过所述阻尼内套锁定在所述支撑销上，在车轮变轨距时，所述车轮上的轮装制动盘向制动夹钳施加推力，当所述连接套受到的推力大于所述连接套与所述支撑销之间的阻尼力时，所述连接套带动所述制动夹钳沿所述支撑销移动。
  2. 根据权利要求1所述的轨道车辆用动车变轨距转向架，其特征在于，所述连接套的长度小于所述支撑销的长度，所述连接套的两端与所述支撑销的对应端之间分别通过波纹管连接，所述连接套与所述安装座的底面之间留有间隙。
  3. 根据权利要求1所述的轨道车辆用动车变轨距转向架，其特征在于，所述阻尼内套包括第一阻尼内套和第二阻尼内套，所述第一阻尼内套和第二阻尼内套间隔设置，所述第一阻尼内套和第二阻尼内套之间的所述支撑销上固定套设有球面轴承，所述球面轴承与所述连接套之间通过轴承座定位；所述轴承座与所述连接套的内表面压装配合。
  4. 根据权利要求1所述的轨道车辆用动车变轨距转向架，其特征在于，所述安装座的下方平行设有两根所述支撑销，分别为第一支撑销和第二支撑销，所述第一支撑销位于所述安装座的外侧，所述第二支撑销位于所述安装座的内侧，相应地，所述制动夹钳的一端设有并列连接的两个所述连接套，分别为第一连接套和第二连接套，所述第一连接套与第一支撑销连接，所述第二连接套与第二支撑销连接。
  5. 根据权利要求1所述的轨道车辆用动车变轨距转向架，其特征在于，所述安装座沿所述变轨距轮对的轴向的相对两侧分别设有向下延伸的连接端，所述支撑销与所述连接端固定连接。
  6. 根据权利要求1所述的轨道车辆用动车变轨距转向架，其特征在于，所述侧梁或横梁上设有制动吊座，所述安装座安装在所述制动吊座上。
  7. 根据权利要求1-6任一项所述的轨道车辆用动车变轨距转向架，其特征在于，所述变轨距轮对包括车轴、车轮和锁紧机构；一对所述侧梁的两端分别设有轴箱体，所述车轴的两端分别延伸进所述轴箱体中，所述车轮安装在所述车轴上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轴箱体中，所述锁紧机构与所述车轮连接，用于车轮的锁紧与解锁，以实现车轮变换轨距。
  8. 根据权利要求7所述的轨道车辆用动车变轨距转向架，其特征在于，所述锁紧机构包括内套筒、滚动轴承、外套筒和锁紧销；
    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，所述内套筒朝向所述车轮的一端延伸出所述轴箱体且与所述车轮紧固连接，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，所述轴箱体的内壁设有与所述凹槽一一对应的内凹弧面，所述锁紧销用于插入所述凹槽和所述内凹弧面限定的锁紧空间中，并可在外力作用下在多个所述锁紧空间之间切换，以实现车轮变换轨距。
  9. 根据权利要求8所述的轨道车辆用动车变轨距转向架，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留有缺口，所述凸耳用于插入所述凹槽中。
  10. 根据权利要求9所述的轨道车辆用动车变轨距转向架，其特征在于，所述销体通过复位弹簧安装在所述轴箱体中；所述销体的上端与所述复位弹簧连接，所述销体的下端延伸出所述轴箱体的底面。
  11. 根据权利要求7所述的轨道车辆用动车变轨距转向架，其特征在于，所述轴箱体中设有变轨过程检测及预警单元。
  12. 根据权利要求7所述的轨道车辆用动车变轨距转向架，其特征在于，所述车轴设置为中间直径大于两端直径的阶梯轴，所述车轮设于所述 阶梯轴的中间轴上且分设于所述中间轴的两端，所述锁紧机构设于所述阶梯轴的两端轴上；
    所述车轮的内周设有内花键，所述阶梯轴的中间轴的两端分别设有外花键，所述车轮与所述中间轴的两端通过内花键与外花键配合连接；
    所述中间轴的两端分别构造成一个三级阶梯轴，所述三级阶梯轴包括从外向内直径由小变大的第一凸缘、第二凸缘和第三凸缘，所述外花键设于所述第二凸缘的外周；所述车轮的中心孔构造成一个三级阶梯孔，所述三级阶梯孔包括从外向内直径由小变大的第一连接孔、第二连接孔和第三连接孔，所述内花键设于所述第二连接孔的内壁周向，所述第一连接孔与所述第一凸缘相配合，所述内花键与外花键配合连接，所述第三连接孔与所述第三凸缘相配合。
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