WO2020001097A1 - 一种用于变轨距转向架的轮对及转向架 - Google Patents

一种用于变轨距转向架的轮对及转向架 Download PDF

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Publication number
WO2020001097A1
WO2020001097A1 PCT/CN2019/079549 CN2019079549W WO2020001097A1 WO 2020001097 A1 WO2020001097 A1 WO 2020001097A1 CN 2019079549 W CN2019079549 W CN 2019079549W WO 2020001097 A1 WO2020001097 A1 WO 2020001097A1
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WIPO (PCT)
Prior art keywords
wheel
unlocking
gauge
sleeve
groove
Prior art date
Legal status (The legal status 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 status listed.)
Ceased
Application number
PCT/CN2019/079549
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English (en)
French (fr)
Inventor
邵亚堂
黄运华
乔青峰
王旭
彭国平
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
CRRC Qingdao Sifang Co Ltd
Original Assignee
CRRC Qingdao Sifang Co Ltd
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 CRRC Qingdao Sifang Co Ltd filed Critical CRRC Qingdao Sifang Co Ltd
Publication of WO2020001097A1 publication Critical patent/WO2020001097A1/zh
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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    • 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
    • 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
    • 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

Definitions

  • the present application relates to the field of variable gauge of rail vehicles, and in particular, to a wheelset and a bogie for a variable gauge bogie.
  • the distance between the wheels set at both ends of the axle will be adjusted. At this time, the wheels need to be moved in the axis direction of the axle. After the distance between the wheels is adjusted, the wheels need to The axis of the axle remains fixed.
  • the existing variable gauge wheelset has a complicated structure, and its reliability is not high when changing gauges, which cannot meet the current needs for changing gauges of trains.
  • This application is intended to solve at least one of the technical problems existing in the prior art or related technologies.
  • the purpose of the present application is to provide a wheelset and a bogie for a variable-gauge bogie, which are reliable in changing gauge.
  • the present application provides a wheel pair for a variable gauge bogie, which includes wheels, axles and a variable gauge mechanism; the wheels are slidably provided at both ends of the axle, and The gauge change mechanism is respectively provided on the inner axle of the wheel and is configured to lock or unlock the wheel; the gauge change mechanism includes: a fixed sleeve, a locking pin, a relief sleeve and an unlocking disc;
  • the hub of the wheel is extended to the inner side of the wheel to form a connecting portion
  • the fixing sleeve includes an axially connected fixing portion and a nesting portion, the fixing portion is fixedly sleeved on the axle and is located inside the wheel, and the nesting portion is located between the wheel and the fixing Between departments
  • the relief sleeve is slidably sleeved on the fixed sleeve, and an inner wall of the relief sleeve is provided with an unlocking groove and a locking pin groove connecting the unlocking groove and the inner wall of the relief sleeve, and the unlocking groove
  • the extension direction is located on the same plane as the axis of the axle, and is arranged at an angle to the axis of the axle; one end of the lock pin is hingedly connected to the pin, and the pin is slidably connected to the unlock groove; The other end of the locking pin is located in the locking pin groove;
  • the connecting portion is slidably inserted into the nesting portion; a surface of the connecting portion is provided with a plurality of gauge changing holes along its axial direction; a locking hole is provided on the nesting portion, and the locking pins are in turn Inserting the locking hole and a single gauge change hole to achieve the wheel locking;
  • the unlocking disc is provided on the outer wall of the relief sleeve, and the push pin is caused to slide along the unlocking groove by pushing the unlocking disc, thereby driving the locking pin upward to move away from the gauge change hole where it is located, thereby achieving Wheels are unlocked to achieve variable gauge.
  • a reset seat is provided on the outer wall of the fixed sleeve in the circumferential direction; a section of a reset spring installation groove communicating with the outer end thereof is opened on the inner periphery of the relief sleeve, and an annular relief plate cover is provided on the outer end.
  • a reset spring is sleeved on the fixed sleeve, the reset seat and the reset spring are disposed in the reset spring installation groove, one end of the reset spring abuts against the reset seat, and the other end of the reset spring against the relief plate cover.
  • an alignment seat is provided on the outer wall of the connection portion, and the alignment seat is a plane parallel to the axial direction; an alignment table matching the alignment seat is provided on the inner wall of the nesting portion, and The alignment platform is a plane parallel to the axial direction; the gauge conversion hole is disposed on the alignment base; matchingly, the locking hole is disposed on the alignment platform.
  • the number of the plurality of gauge conversion holes is two, with two of the gauge conversion holes as a group, and a plurality of groups of the gauge conversion holes are evenly distributed in the circumferential direction of the connecting portion; Locking holes corresponding to a plurality of sets of the gauge conversion holes are provided in a circumferential direction of the nesting portion.
  • a torque groove is provided on an inner wall of the connecting portion, and the torque groove is an axial groove-like structure; a torque block matching the torque groove is provided inside the nesting portion, and the torque block is a shaft In a strip-like structure, a gap is provided between the torque block and the nested portion to accommodate the connection portion.
  • the axle is provided with a wheel mounting seat, and a sliding bearing is sleeved on the outside of the wheel mounting seat, and the sliding bearing is in an interference fit with the wheel mounting seat; a shaft sleeve is embedded in the inside of the wheel hub. The shaft sleeve is in interference fit with the hub; the wheel is in sliding connection with the sliding bearing through the shaft sleeve.
  • the unlocking grooves are provided in pairs, two ends of the pin shaft are respectively located in the two unlocking grooves, the pin shaft is perpendicular to the extending direction of the unlocking grooves, and the locking pin and the pin
  • the middle part of the shaft is hingedly connected; two ends of the pin shaft are respectively provided with bearings, and the bearings are slidably connected with the unlocking grooves through the bearings.
  • the relief sleeve includes an unlocking piece and a fixing ring; the unlocking piece has a one-cylinder structure, and one end of the unlocking piece is provided with an assembling screw hole, and the four unlocking pieces are assembled into the relief through the fixing ring.
  • a sleeve; the unlocking groove is provided at an interface position where the unlocking piece is assembled into a complete cylinder.
  • an outer wall of the relief sleeve is provided with an unlocking disk mount
  • the unlocking disk is provided on the unlocking disk mount
  • the unlocking disk is assembled by two semi-circular disks
  • the unlocking disk mount Is a ring perpendicular to the outer wall of the relief sleeve; the interface of the unlocking disc is docked with the interface of the relief sleeve.
  • the inner and outer sides of the wheel are respectively provided with an inner shield and an outer shield
  • a side wall of the spoke plate of the wheel is provided with a shield installation seat
  • one end of the inner shield is installed with the shield.
  • the other end is connected to the outer side wall of the relief sleeve
  • one end of the outer protective cover is connected to the protective cover mounting seat
  • the other end is connected to the axle.
  • the present application also provides a variable gauge bogie, including a frame and the aforementioned wheelset for a variable gauge bogie, the wheelset being mounted on the frame for implementing the variable gauge of the bogie.
  • a wheelset and a bogie for a variable gauge bogie provided in the present application, wherein the wheelset includes wheels, an axle and a variable gauge mechanism; the wheels are slidably provided at both ends of the axle, so
  • the gauge changing mechanism is respectively arranged on the inner axle of the wheel.
  • the gauge changing mechanism specifically includes a fixed sleeve, a locking pin, a relief sleeve and an unlocking disc. The locking pin is driven to move upwards, so that the fixed sleeve and the relief sleeve are unlocked, thereby conveniently locking or unlocking the wheel, and realizing the track gauge change.
  • the process of track gauge change is convenient and reliable.
  • FIG. 1 is a first structural schematic diagram of a wheel pair of the present application
  • FIG. 2 is a second schematic diagram of the structure of a wheel set of the present application.
  • FIG. 3 is a third schematic diagram of a wheelset structure of the present application.
  • FIG. 4 is a fourth schematic diagram of a wheelset structure of the present application.
  • FIG. 5 is a schematic structural diagram of a first locked state of a wheel set according to the present application.
  • FIG. 6 is a schematic structural diagram of a wheelset unlocking process of the present application.
  • FIG. 7 is a schematic structural diagram of a wheel-to-track gauge conversion process of the present application.
  • FIG. 8 is a schematic structural diagram of a wheelset locking process to a second locked state of the present application.
  • FIG. 9 is a first schematic structural diagram of an axle of the present application.
  • FIG. 10 is a second schematic diagram of the axle structure of the present application.
  • FIG. 11 is a first schematic structural diagram of a wheel of the present application.
  • FIG. 12 is a second schematic diagram of a wheel structure of the present application.
  • FIG. 13 is a third schematic diagram of a wheel structure of the present application.
  • FIG. 14 is a first schematic structural diagram of a fixing sleeve and a locking pin of the present application.
  • 15 is a second structural schematic diagram of a fixing sleeve and a locking pin of the present application.
  • 16 is a third structural schematic diagram of a fixing sleeve and a locking pin of the present application.
  • FIG. 17 is a first schematic structural diagram of an unlocking member of the present application.
  • FIG. 18 is a second structural diagram of an unlocking member of the present application.
  • 19 is a first schematic structural diagram of a locking pin, a relief sleeve, and a bearing pin of the present application;
  • FIG. 20 is a second structural schematic diagram of a locking pin, a relief sleeve, and a bearing pin of the present application;
  • 21 is a third structural schematic diagram of a locking pin, a relief sleeve and a bearing pin of the present application.
  • 22 is a first structural schematic diagram of a locking pin, a relief sleeve, a bearing pin, a return spring, and an unlocking disk of the present application;
  • 23 is a second structural schematic diagram of a locking pin, a relief sleeve, a bearing pin, a return spring, and an unlocking disk of the present application;
  • FIG. 24 is a third structural schematic diagram of a locking pin, a relief sleeve, a bearing pin, a return spring, and an unlocking disk of the present application;
  • 25 is a first structural schematic diagram of a bogie of the present application.
  • FIG. 26 is a second structural diagram of the bogie of the present application.
  • 6-bearing pin 61-pin shaft, 62-bearing;
  • the physical size meets the basic requirements for the spatial position of the CRH5 EMU bogie wheel pair; it should be understood that the specific embodiments described here are only used to explain the application and are not intended to limit the application.
  • An embodiment of the present application provides a wheel pair for a variable gauge bogie, as shown in FIG. 1-8, including an axle 1, a wheel 2 and a variable gauge mechanism; the wheel 2 is slidably disposed on the wheel At both ends of the axle 2, the gauge changing mechanism is respectively provided on the inner axle 1 of the wheel 2 and is configured to lock or unlock the wheel 2.
  • the gauge changing mechanism specifically includes: a fixed sleeve 3 , Locking pin 4, relief sleeve 5 and unlocking disc 8;
  • the wheel 2 includes a hub 21 that extends inwardly of the wheel 2 in the axial direction to form a connecting portion 22.
  • the wheel 2 only has the axial dimension of the inner portion of the hub 21 extended, that is, the connecting portion 22.
  • two cylindrical holes with a diameter of 4mm and a distance of 42.5mm are designed, that is, gauge change holes 23, for gauge change between the standard gauge of 1435mm and the wide track of 1520mm, or the axial distance according to the Requirements for changing gauges are determined.
  • the gauge conversion holes are evenly distributed in the circumferential direction, and are arranged in groups of two. They are provided on the radial sides of the connection portion, and are located at the hub extension portion, that is, the connection portion 22
  • the outer surface of the gauge change hole is cut into a flat shape, that is, the alignment seat 24, which is not only conducive to the insertion of the locking pin 4, avoids the error when inserting the cylindrical surface, but also facilitates the precise alignment during installation, ensuring the axle 1
  • the axis of the gauge change hole 23 and the axis of the locking hole 33 on the fixed sleeve 3 are on the same plane.
  • the fixing sleeve 3 is a cylindrical structure, and the fixing sleeve 3 is composed of a fixing portion 31 and a nesting portion 32 which are axially connected to each other.
  • the inner diameter of 32 is larger than the inner diameter of the fixing portion 31.
  • the fixing portion 31 is fixedly sleeved on the axle 1 and is located inside the wheel 2.
  • the nesting portion 32 is located between the wheel 2 and the wheel.
  • the fixing portion 31 is in an interference fit with the axle 1; the connection portion 22 is fitted with the nesting portion 32 in a clearance fit; during installation, the fixing portion 31 of the fixing sleeve 3 is closely attached to the brake
  • the outer side of the disk is installed at the hub portion of the disk; the outer surface of the fixed sleeve 3 is designed with a convex seat configured to install the axial positioning of the return spring 7, that is, the reset base 36; the peripheral surface of the fixed sleeve 3 is provided with four locking holes of 15 mm diameter 33. It is configured to fit the locking pin 4.
  • the locking holes 33 on the inner surface of the fixing sleeve 3 are designed to be planar, and can cooperate with the planes on the hub 21.
  • the structure of the fixed sleeve 3 is relatively complicated, and the blank part can be produced by casting, and then the inner surface is processed, and then the contact surface is finished.
  • the connecting portion 22 is slidably inserted into the inside of the nesting portion 32;
  • the connecting portion 22 may be provided with two gauge changing holes 23 in the axial direction, and the nesting portion 32 is provided with a locking hole 33, the locking hole 33 is a through hole, and one end of the locking pin 4 is slidably inserted into the locking hole 33 and a single gauge change hole 23 in sequence;
  • the conversion hole 23 has a diameter of 15mm and an interval of 42.5mm. It is used to change the gauge between the standard gauge of 1435mm and the wide gauge of 1520mm, or the axial distance is determined according to the requirements of the transformed gauge.
  • the relief sleeve 5 is a cylindrical structure, and the relief sleeve 5 is slidably sleeved on the fixed sleeve 3.
  • An unlocking groove 511 is provided inside the side wall, and the extending direction of the unlocking groove 511 is located on the same plane as the axis of the axle 1 and is arranged at an angle with the axis of the axle 1. The size of the angle can ensure the locking pin. It can be moved up and down or inserted into the gauge changing hole 23.
  • the end of the relief sleeve 5 near the wheel 2 is designed with an oblate groove, that is, an unlocking groove 511, and a bearing pin 6 is installed;
  • the angle between the oblate groove and the axis of the axle 1 is designed to be 35 °, and the angle should not be too large to avoid
  • mitigating the axial movement of the sleeve 5 the clamping phenomenon due to an excessively large angle; the angle should not be too small, although a small inclination angle has a good lifting function when the mitigating sleeve 5 moves in the axial direction, but When the same height is lifted, the axial stroke distance will inevitably increase, and the axial dimension of the mitigation sleeve 5 will also increase.
  • the CRH5 EMU bogie has a distance of 166.5mm from the outside of the brake disc to the inside of the wheel, and the width of the brake disc hub is 20mm on one side, the available lateral space is only 146.5mm; in order to reasonably arrange the locking mechanism in a narrow space The angle should not be too small.
  • the bearing pin 6 includes a pin shaft 61, and an end portion of the pin shaft 61 is located inside the unlocking groove 511 and extends along the unlocking groove 511 along the same. Slide connection in extension direction.
  • the relief sleeve 5 interacts with the ground unlocking rail through the unlocking disc 8 to make it move along the axle 1 axially toward the side of the wheel 2; the relief sleeve 5 is also provided with the unlocking groove 511 and the interior of the relief sleeve 5 In the interlocking locking pin slot 512, the other end of the locking pin 4 extends into the locking pin slot 512 and is hingedly connected to the pin shaft 61.
  • the locking pin 4 In order to ensure that the locking pin 4 can move axially during unlocking, A part of the material is cut off at the position where the relief sleeve 5 cooperates with the locking pin 4 to form a locking pin groove 512; the locking pin 4 is used to restrict the axial movement of the wheel 2 along the axle 1, and it cooperates with the relief sleeve 5 and the fixing sleeve.
  • the cylinder 3 and the wheel 2 are in contact with each other.
  • the clearance fit is adopted.
  • the diameter of the locking pin 4 can be 15mm.
  • the outer wall of the fixed sleeve 3 is provided with a reset seat 36 configured to locate the return spring 7.
  • the inner periphery of the relief sleeve 5 is provided with a section of a reset spring which communicates with its outer end.
  • a groove 517, and an annular relief disk cover 53 is provided as a blocking portion at the end; a return spring 7 is sleeved on the fixed sleeve 3, and the return seat 36 and the return spring 7 are provided on the return spring installation In the groove 517, one end of the return spring 7 abuts against the return seat, and the other end of the return spring 7 abuts against the relief plate cover 53, so that the return spring 7 is disposed on the fixed sleeve 3 and the relieve sleeve.
  • the compression sleeve 5 of the relief sleeve 5 moves toward the direction of the wheel.
  • the pin 61 moves upward along the unlocking groove 511 and leaves the gauge change hole 23 where it is located. The wheels are unlocked.
  • an outer wall of the relief sleeve 5 is provided with an unlocking disk mount 515, and the unlocking disk 8 is provided on the unlocking disk mount 515;
  • the unlocking disk 8 is composed of two semicircular circles It consists of a ring and is installed on the protruding base of the relief sleeve 5 by screws, that is, on the unlocking plate mounting seat 515.
  • This design can easily and quickly remove and install the unlocking plate 8 and the relief sleeve 5. It is convenient for inspection and maintenance, without disassembling the wheel 2 and the brake disc, and even directly replacing the bogie without separating the wheel-to-axle box device.
  • the wheel 2 further includes a spoke plate 27, and a side wall of the spoke plate 27 is provided with a protective cover mounting seat 28, and the protective cover mounting seat 28 is a ring A convex boss is provided, and the annular boss is provided with a screw hole; in order to ensure the cleanliness of the contact surfaces of the mechanisms and prevent the pollution of the lubricant by dust, the wheel 2 is provided with a protective cover 9 and the protective cover 9 includes an inner protective cover 91 provided on the inner side of the wheel and an outer protective cover 92 on the outer side of the wheel.
  • the inner protective cover 91 and the outer protective cover 92 are both cylindrical structures.
  • the axle 1 further includes a bearing mount 12, which is connected to the frame X of the bogie. At the position of the wheel spoke 27, a ring-shaped boss is processed for installing the inner and outer protective covers, that is, the protective cover mounting seat 28, and bolt mounting holes are provided.
  • the inner and outer protective covers are mounted on the wheel spokes by bolts. Rotate with wheel 2.
  • the axle 1 in order to facilitate the installation of the wheel 2, the axle 1 includes a wheel mounting seat 11, and the wheel mounting seat 11 has a constant shaft diameter within a range of gauge change.
  • a sliding bearing 14 is sleeved on the outside of the wheel mounting seat 11, and the sliding bearing 14 is in interference fit with the wheel mounting seat 11.
  • a hub 29 is embedded in the hub 21 of the wheel 2, and the hub 29 is in an interference fit with the hub 21; the hub 29 is clearance-fitted with the sliding bearing 14, and the wheel 2 passes through the shaft
  • the sleeve 29 is in sliding connection with the sliding bearing 14.
  • the axle 1 keeps the bearing mount 12, gear box mount, hollow shaft diameter, etc.
  • the axial dimension of the wheel mounting seat 11 is also widened accordingly to ensure that the vertical force transmitted by the wheel can be normally carried after the gauge change.
  • the bearing mount 12 of the axle 1 is 102.5mm away from the outer shoulder of the wheel seat, and the diameter is 160mm. The axial dimension is sufficient. After it becomes a wide gauge, the wheel 2 will not contact the axle box. The distance between the axle boxes can ensure that the wheels will not interfere after changing from the standard gauge to the wide gauge. Therefore, this design will not affect the running performance and installation position of components such as the bogie axle box and the primary suspension.
  • an alignment wall 24 is provided on the outer wall of the connection portion 22, and the alignment wall 24 is a plane parallel to the axial direction; an inner wall of the nesting portion 32 is disposed with the alignment wall 24.
  • a matching alignment platform 34 is a plane parallel to the axial direction; the gauge conversion hole 23 is provided on the alignment base 24; matchingly, the locking hole 33 is provided on The alignment table 34 facilitates accurate and fast docking of the gauge change hole 23 and the lock hole 33.
  • the two gauge conversion holes 23 as a group, four groups of gauge conversion holes 23 may be evenly distributed in the circumferential direction of the connecting portion 22, and of course, other numbers may be provided.
  • the number of groups; lock holes 33 corresponding to the number of groups of the gauge conversion holes 23 are provided in the circumferential direction of the nesting portion 32.
  • the aperture of the gauge change hole 23 is provided with a chamfered structure on the side facing the outside of the connecting portion 22, and the locking pin 4 is inserted into the locking hole 33.
  • a chamfer structure is provided at one end.
  • the inner wall of the connecting portion 22 is provided with a torque slot 25, and the torque slot 25 is an axial rectangular slot-like structure; the inside of the nesting portion 32 is provided to match the torque slot 25.
  • the torque block 35 is an axial rectangular strip structure. A gap is provided between the torque block 35 and the nesting portion 32 to accommodate the connecting portion 22.
  • the torque slot 25 is provided between two adjacent sets of the gauge change holes 23; matchingly, the torque block 35 is provided between two adjacent lock holes 33; the torque block The length of 35 is smaller than the length of the nesting portion 32.
  • the torque transmission method of the wheel 2 and the axle 1 adopts the following method, that is, the bearing area hub 21 is a sliding bearing, and the connection portion 22 is a manner in which the 1 / 4-lobed ring crosses the corresponding structure of the fixed sleeve 3 to transmit torque. Effectively separate the load bearing area from the torque transmission, avoiding poor automatic centering performance and low load carrying capacity when designing rectangular splines in the entire hub hole.
  • the load-bearing area and the torsional transmission are divided into two different areas, which reduces the severe working conditions of complicated wheel forces.
  • the structure of the fixed sleeve 3 that meshes with the wheel is that the inside also has a structure of four round petals, corresponding to the four torque grooves 25 of the connection portion 22. During the installation, the two cooperate with each other to transmit torque. At the same time, this spline-coordinated torque transmission method fixes the rotational freedom and releases the axial sliding freedom. After that, the gauge change can be successfully completed.
  • a keyhole bushing 26 is embedded in the gauge conversion hole 23, the keyhole bushing 26 has a cylindrical structure, and the keyhole bushing 26 and the gauge change The hole 23 is in an interference fit; the lock pin 4 is slidably inserted into the keyhole bushing 26; the keyhole bushing 26 is made of a wear-resistant composite metal material to ensure strong wear resistance and extrusion deformation ability At the same time, it also has a certain self-lubricating ability after repeated wear and tear. After the wear, only the keyhole bushing 26 needs to be replaced. The entire wheel does not need to be scrapped. This reduces the replacement cost and facilitates maintenance. Economic Value.
  • the unlocking grooves 511 are arranged in pairs, and two ends of the pin shaft 61 are respectively located in the two unlocking grooves 511, and the pin shaft 61 is perpendicular to the extension of the unlocking groove 511 In the direction, the locking pin 4 is hingedly connected to the middle of the pin shaft 61.
  • the bearing pin 6 further includes a bearing 62, which is provided at both ends of the pin shaft 61, and the bearing 62 is located in the unlocking groove 511 and passes through the bearing 62 is slidably connected to the unlocking groove 511, and the bearing 62 is a deep groove ball bearing, code GB / T276-1994.
  • the outer diameter of the bearing is 22mm, the inner diameter is 8mm, and the width is 7mm.
  • the pin 61 and the bearing 62 adopt an interference fit.
  • a shaft elastic retaining ring is also installed.
  • a corresponding groove is provided on the pin 61 for installing the elastic retaining ring.
  • the bearing 62 is symmetrically installed. That is, two bearings are symmetrically installed on both sides of the pin shaft 61, and the locking pin 4 is vertically installed in the middle, which can ensure a more reasonable force and make the vertical movement of the locking pin 4 more reliable.
  • the relief sleeve 5 includes an unlocking piece 51 and a fixing ring 52; the unlocking piece 51 is a 1/4 cylindrical structure, and one end of the unlocking piece 51 is provided with an assembly screw hole 516.
  • the four unlocking pieces 51 are assembled into the relief sleeve 5 through the fixing ring 52.
  • the unlocking groove 511 is provided at the interface position where the unlocking piece 51 is assembled into a complete cylinder.
  • An alignment slot 513 and an alignment block 514 are provided at the interface position of the 1/4 cylindrical structure.
  • the relief sleeve 5 will be designed as a body.
  • the relief sleeve 5 is composed of four 1/4 cylinders.
  • a rectangular slot is processed on one side, that is, a positioning groove 513; and the other side is processed with a rectangle accordingly.
  • the boss that is, the alignment block 514, can ensure accurate assembly and more convenient cooperation.
  • Four screw holes are provided on the circumferential surface of the relief disk cover 53 and fixed by screws after the return spring 7 is installed.
  • a split-type relief sleeve namely the unlocking piece 51, is used to divide the relief sleeve 5 into four equal parts, which are assembled by four 1/4 cylinders.
  • the unlocking groove 511 is provided at the interface position where the 1/4 cylindrical structure is assembled into a complete cylinder, and the extending direction of the unlocking groove 511 is located on the same plane as the axis of the axle 1, and An angle is formed with the axis of the axle 1; the interface position is further provided with a locking pin groove 512 that communicates the unlocking groove 511 with the inside of the complete cylinder.
  • An unlocking plate mounting seat 515 is provided on an outer wall of the 1/4 cylindrical structure, and the unlocking plate mounting seat 515 is a circular ring perpendicular to the outer wall of the 1/4 cylindrical structure, and the 1/4 cylinder
  • One end of the structure is provided with assembling screw holes 516, and the inner wall of the 1/4 cylindrical structure is provided with a return spring installation groove 517, and the return spring installation groove 517 is extended to the 1/4 cylindrical structure.
  • An 1/4 annular groove at one end, an unlocking disk cover screw hole 518 is provided at one end of the 1/4 cylindrical structure, and the unlocking disk cover screw hole 518 is located at one end of the return spring installation groove 517.
  • the unlocking disc 8 is assembled by two semi-circular discs, and the unlocking disc mounting seat 515 is a ring perpendicular to the outer wall of the relief sleeve 5;
  • the interface is docked with the interface of the relief sleeve 5 and may be arranged in a staggered manner.
  • the gauge change method of the above bogie includes the following steps:
  • the connecting portion 22 is located in the nesting portion 32, and one gauge conversion hole 23 in each group is aligned with the locking hole 33; the locking pin 4 is inserted into the locking hole 33 and the gauge in order. In the changing hole 23; this is the first locked state;
  • the sliding relief sleeve 5 slides the bearing pin 6 from the end close to the axle 1 to the end far from the axle 1 in the unlocking groove 511, and the bearing pin 6 drives the locking pin 4 to The side far from the axle 1 slides to disengage the locking pin 4 from the gauge change hole 23; this is the unlocking process;
  • the sliding relief sleeve 5 slides the bearing pin 6 in the unlocking groove 511 from an end far from the axle 1 to an end close to the axle 1, and the bearing pin 6 drives the locking pin 4 to The side close to the axle 1 slides so that the locking pin 4 is inserted into the gauge change hole 23; this is the locking process to the second locked state.
  • both the axle box bearing mode and the wheel bearing mode are feasible.
  • the axle box bearing mode should be adopted. Take the conversion process of wheel gauge from 1435mm quasi-gauge to 1520mm wide gauge as an example to illustrate the working principle of this embodiment:
  • the unlocking plate 8 overcomes the resistance of the return spring 7 under the action of the ground unlocking rail, so that the relief sleeve 5 moves in the opposite direction of the track centerline, and the thrust of the bearing 62 on the inclined surface of the unlocking groove 511 Tilt up and roll up, while driving the bearing pin 61 upward, pull up the locking pin 4 to release the wheel 2; at this point, the wheel is unlocked.
  • a torque groove 25 is provided on the connecting portion 22 and a torque block 35 is provided on the nesting portion 32, and the torque groove 25 and the torque block 35 are matched with each other in a manner Provide a method of torque transmission.
  • an alignment base 24 is provided on the connecting portion 22, and an alignment base 34 is provided on the nesting portion 32.
  • the gauge pitch is changed by matching the alignment base 24 and the alignment base 34 to each other.
  • the hole 23 is aligned with the locking hole 33.
  • an unlocking disc 8 is provided on the relief sleeve 5, and the relief sleeve 5 is driven to slide by driving the unlocking disc 8.
  • step S4 a reset spring 7 is provided between the fixed sleeve 3 and the relief sleeve 5, and the relief sleeve 5 is caused to slide by the reset spring 7.
  • step S2 or S4 an unlocking groove 511 is provided in the relief sleeve 5.
  • the extending direction of the unlocking groove 511 is located on the same plane as the axis of the axle 1 and at an angle with the axis of the axle 1. The axial movement of the relief sleeve 5 is converted into a radial movement of the locking pin 4.
  • a bearing pin 6 is provided in the unlocking groove 511 perpendicular to the extending direction of the unlocking groove 511, and the locking pin 4 is connected to the bearing pin 6, so that the axial movement of the relief sleeve 5 is converted into the radial movement of the locking pin 4.
  • an embodiment of the present application further provides a variable gauge bogie, including a frame X and the aforementioned wheelset for a variable gauge bogie, the wheelset being installed on the On the frame X, it is used to realize the change of gauge of the bogie.
  • the process of changing the gauge is simple and reliable.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Rolling Contact Bearings (AREA)
  • Vehicle Body Suspensions (AREA)

Abstract

本申请涉及轨道车辆变轨距领域，公开了一种用于变轨距转向架的轮对及转向架，其中，轮对包括车轮、车轴和变轨距机构，所述变轨距机构包括固定套筒、锁紧销、缓解套筒和解锁盘；所述车轮可滑动地设于所述车轴的两端，所述变轨距机构分别设于所述车轮的内侧车轴上，通过推动解锁盘带动锁紧销向上移动，使得所述固定套筒与缓解套筒解锁；从而方便实现锁紧或解锁所述车轮，实现变轨距。本申请的轮对变轨距过程方便、可靠。

Description

一种用于变轨距转向架的轮对及转向架
交叉引用
本申请引用于2018年06月29日提交的专利名称为“一种用于变轨距转向架的轮对及转向架”的第2018106974956号中国专利申请，其通过引用被全部并入本申请。
技术领域
本申请涉及轨道车辆变轨距领域，特别是涉及一种用于变轨距转向架的轮对及转向架。
背景技术
随着全球经济一体化的飞速发展，跨国间的客货运输在近年来增长迅速，然而由于各国铁路的轨距不同，从而给跨国间的铁路运输造成严重的阻碍。为了解决各国铁路的轨距不同从而对跨国间的铁路运输造成阻碍的问题，对此提出了变轨距的列车，即当列车行驶到它国的铁路上时，通过改变自身轮对上的车轮之间的间距，来适应它国铁路的轨距。
在列车变轨距的过程中，设置在车轴两端的车轮间的间距会发生调整，此时需要使车轮在车轴的轴线方向上进行运动，当车轮间的间距调整完毕后，则需要使车轮在车轴的轴线方向上保持固定。现有的变轨距轮对结构复杂，变轨距时可靠性不高，无法满足目前列车变轨距的需求。
发明内容
(一)要解决的技术问题
本申请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。
本申请的目的是提供一种变轨距可靠的用于变轨距转向架的轮对及转向架。
(二)技术方案
为了解决上述技术问题，本申请提供一种用于变轨距转向架的轮对，其包括车轮、车轴和变轨距机构；所述车轮可滑动地设于所述车轴的两端， 所述变轨距机构分别设于所述车轮的内侧车轴上，被配置为锁紧或解锁所述车轮；所述变轨距机构包括：固定套筒、锁紧销、缓解套筒和解锁盘；
所述车轮的轮毂向车轮内侧延长形成连接部；
所述固定套筒包括轴向连接的固定部和嵌套部，所述固定部固定套设于所述车轴上且位于所述车轮的内侧，所述嵌套部位于所述车轮与所述固定部之间；
所述缓解套筒可滑动地套设于所述固定套筒上，所述缓解套筒的内壁设置有解锁槽和连通所述解锁槽与缓解套筒内壁的锁紧销槽，所述解锁槽的延伸方向与所述车轴的轴线位于同一平面，且与所述车轴的轴线呈角度设置；所述锁紧销的一端铰接连接有销轴，所述销轴与所述解锁槽滑动连接；所述锁紧销的另一端位于所述锁紧销槽中；
所述连接部可滑动地插入所述嵌套部内；所述连接部的表面沿其轴向设置有多个轨距变换孔；所述嵌套部上设置有锁定孔，所述锁紧销依次插入所述锁定孔与单个所述轨距变换孔中实现所述车轮锁紧；
所述解锁盘设置在所述缓解套筒的外壁，通过推动所述解锁盘使得所述销轴沿所述解锁槽滑动，从而带动所述锁紧销向上移动离开所在的轨距变换孔，实现车轮解锁，从而实现变轨距。
其中，所述固定套筒的外壁周向设置有复位座；所述缓解套筒的内周开设有一段与其外端连通的复位弹簧安装槽，且在所述外端设置有环形的缓解盘盖；所述固定套筒上套设有复位弹簧，所述复位座和复位弹簧设置在所述复位弹簧安装槽内，所述复位弹簧的一端抵靠所述复位座，所述复位弹簧的另一端抵靠所述缓解盘盖。
其中，所述连接部的外壁设置对位座，所述对位座为与轴向平行的平面；所述嵌套部的内壁设置有与所述对位座相匹配的对位台，所述对位台为与轴向平行的平面；所述轨距变换孔设置于所述对位座上；相匹配地，所述锁定孔设置于所述对位台上。
其中，多个所述轨距变换孔的数量为两个，以两个所述轨距变换孔为一组，在所述连接部的圆周方向上均匀分布有多组所述轨距变换孔；在所述嵌套部的圆周方向上设置有与多组所述轨距变换孔一一对应的锁定孔。
其中，所述连接部的内壁设置有扭矩槽，所述扭矩槽为轴向槽状结构； 所述嵌套部的内部设置有与所述扭矩槽相匹配的扭矩块，所述扭矩块为轴向条状结构，所述扭矩块与所述嵌套部之间设置有容纳所述连接部的间隙。
其中，所述车轴上设有车轮安装座，所述车轮安装座的外部套设有滑动轴承，所述滑动轴承与所述车轮安装座过盈配合；所述轮毂的内部嵌入有轴套，所述轴套与所述轮毂过盈配合；所述车轮通过所述轴套与所述滑动轴承滑动连接。
其中，所述解锁槽成对设置，所述销轴的两端分别位于两个所述解锁槽内，所述销轴垂直于所述解锁槽的延伸方向，所述锁紧销与所述销轴的中部铰接连接；所述销轴的两端分别设有轴承，通过所述轴承与所述解锁槽可滑动连接。
其中，所述缓解套筒包括解锁件和固定圈；所述解锁件为一/圆筒结构，所述解锁件的一端设置有拼装螺孔，通过固定圈将四个解锁件拼装成所述缓解套筒；所述解锁槽设置于所述解锁件拼装成完整圆筒的接口位置。
其中，所述缓解套筒的外壁设置有解锁盘安装座，所述解锁盘设置在所述解锁盘安装座上，所述解锁盘由两个半圆盘拼装而成，所述解锁盘安装座为垂直于所述缓解套筒外壁的圆环；所述解锁盘的接口与所述缓解套筒的接口对接。
其中，所述车轮的内外两侧对应设有内防护罩和外防护罩，所述车轮的辐板的侧壁上设置有防护罩安装座，所述内防护罩的一端与所述防护罩安装座连接，另一端与所述缓解套筒的外侧壁连接，所述外防护罩的一端与所述防护罩安装座连接，另一端与所述车轴连接。
本申请还提供一种变轨距转向架，包括构架和上述所述的用于变轨距转向架的轮对，所述轮对安装在所述构架上，用于实现转向架变轨距。
(三)有益效果
与现有技术相比，本申请具有以下优点：
本申请提供的一种用于变轨距转向架的轮对及转向架，其中，轮对包括车轮、车轴和变轨距机构；所述车轮可滑动地设于所述车轴的两端，所述变轨距机构分别设于所述车轮的内侧车轴上，通过设计具体的变轨距机构，变轨距机构具体包括固定套筒、锁紧销、缓解套筒和解锁盘，通过推 动解锁盘带动锁紧销向上移动，使得所述固定套筒与缓解套筒解锁，从而方便地实现锁紧或解锁所述车轮，实现变轨距，变轨距过程方便、可靠。
附图说明
图1是本申请轮对的结构示意图一；
图2是本申请轮对结构示意图二；
图3是本申请轮对结构示意图三；
图4是本申请轮对结构示意图四；
图5是本申请轮对第一锁定状态结构示意图；
图6是本申请轮对解锁过程结构示意图；
图7是本申请轮对轨距变换过程结构示意图；
图8是本申请轮对锁紧过程至第二锁定状态结构示意图；
图9是本申请车轴结构示意图一；
图10是本申请车轴结构示意图二；
图11是本申请车轮结构示意图一；
图12是本申请车轮结构示意图二；
图13是本申请车轮结构示意图三；
图14是本申请固定套筒与锁紧销结构示意图一；
图15是本申请固定套筒与锁紧销结构示意图二；
图16是本申请固定套筒与锁紧销结构示意图三；
图17是本申请解锁件结构示意图一；
图18是本申请解锁件结构示意图二；
图19是本申请锁紧销、缓解套筒与轴承销结构示意图一；
图20是本申请锁紧销、缓解套筒与轴承销结构示意图二；
图21是本申请锁紧销、缓解套筒与轴承销结构示意图三；
图22是本申请锁紧销、缓解套筒、轴承销、复位弹簧与解锁盘结构示意图一；
图23是本申请锁紧销、缓解套筒、轴承销、复位弹簧与解锁盘结构示意图二；
图24是本申请锁紧销、缓解套筒、轴承销、复位弹簧与解锁盘结构示意图三；
图25是本申请转向架的结构示意图一；
图26是本申请转向架的结构示意图二。
图中：1-车轴，11-车轮安装座，12-轴承安装座，13-制动盘安装座，14-滑动轴承；
2-车轮，21-轮毂，22-连接部，23-轨距变换孔，24-对位座，25-扭矩槽，26-锁孔衬套，27-辐板，28-防护罩安装座，29-轴套；
3-固定套筒，31-固定部，32-嵌套部，33-锁定孔，34-对位台，35-扭矩块，36-复位座；
4-锁紧销；
5-缓解套筒，51-解锁件，511-解锁槽，512-锁紧销槽，513-对位槽，514-对位块，515-解锁盘安装座，516-拼装螺孔，517-复位弹簧安装座，518-解锁盘盖螺孔，52-固定圈，53-缓解盘盖；
6-轴承销，61-销轴，62-轴承；
7-复位弹簧；
8-解锁盘；
9-防护罩，91-内防护罩，92-外防护罩；
X-构架。
具体实施方式
下面结合附图和实施例，对本申请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申请，但不用来限制本申请的范围。
在本申请的描述中，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申请和简化描述，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申请的限制。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。
在本申请的描述中，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申请中的具体含义。
此外，在本申请的描述中，除非另有说明，“多个”、“多根”、“多组”的含义是两个或两个以上。
以CRH5型动车组为例，实体尺寸大小满足CRH5型动车组转向架轮对空间位置基本要求；应当理解，此处所描述的具体实施例仅用以解释本申请，并不用于限定本申请。
本申请实施例提供了一种用于变轨距转向架的轮对，如图1-8所示，包括车轴1、车轮2和变轨距机构；所述车轮2可滑动地设于所述车轴2的两端，所述变轨距机构分别设于所述车轮2的内侧车轴1上，被配置为锁紧或解锁所述车轮2；所述变轨距机构具体包括：固定套筒3、锁紧销4、缓解套筒5和解锁盘8；
如图11-13所示，所述车轮2包括轮毂21，所述轮毂21沿轴向向车轮2内侧延长，形成连接部22。车轮2相比于现有车轮，仅仅将轮毂21内侧部位轴向尺寸加长，即连接部22。在轮毂21加长的位置设计有间隔42.5mm的直径15mm的两个圆柱孔，即轨距变换孔23，用于1435mm标准轨距与1520mm宽轨之间的轨距变换，或轴向间距根据所变换轨距的要求确定。同时，为保证车轮2轴向固定的足够强度，轨距变换孔在圆周方向均布四个，两两为一组，设于连接部的径向两侧，在轮毂加长部位，即连接部22的外表面轨距变换孔处切成平面状，即对位座24，既有利于锁紧销4的插入，避免圆柱面插入时的误差，也有利于安装时的精确对中，保证车轴1上的轨距变换孔23轴线和固定套筒3上的锁定孔33轴线在同一平面上。
如图14-16、2-4所示，所述固定套筒3为筒状结构，所述固定套筒3由轴向互相连接的固定部31和嵌套部32组成，所述嵌套部32的内径大于所述固定部31的内径，所述固定部31固定套设于所述车轴1上，且位于所述车轮2的内侧，所述嵌套部32位于所述车轮2与所述固定部31之间，所述固定部31与所述车轴1过盈配合；所述连接部22与所述嵌套部32间隙配合；安装时，固定套筒3的固定部31紧贴制动盘外侧盘毂部位 安装；固定套筒3外表面设计有被配置为安装复位弹簧7轴向定位的凸台座，即复位座36；固定套筒3圆周面上开设有四个直径15mm的锁定孔33，被配置为配合插入锁紧销4。将固定套筒3内表面锁定孔33处设计成平面状，能够与轮毂21处平面相互配合。固定套筒3的结构较复杂，可以采用铸造的方法生产毛胚件，然后再对其内表面进行加工，随后对接触面进行精加工。
如图2-4所示，所述连接部22可滑动地插入所述嵌套部32的内部；所述连接部22的轴向可以设置有两个轨距变换孔23，所述嵌套部32上设置有锁定孔33，所述锁定孔33为通孔，所述锁紧销4的一端可滑动地依次插入所述锁定孔33与单个所述轨距变换孔23中；两个轨距变换孔23直径15mm，间隔42.5mm，用于1435mm标准轨距与1520mm宽轨之间的轨距变换，或轴向间距根据所变换轨距的要求确定。
如图2-4、17-24所示，所述缓解套筒5为筒状结构，所述缓解套筒5可滑动地套设于所述固定套筒3上，所述缓解套筒5的侧壁内部设置有解锁槽511，所述解锁槽511的延伸方向与所述车轴1的轴线位于同一平面，且与所述车轴1的轴线呈角度设置，该角度的大小以能够保证锁紧销上下移动能够离开或插入轨距变换孔23为准。缓解套筒5的靠近车轮2的一端内部设计有扁圆槽，即解锁槽511，并安装有轴承销6；扁圆槽与车轴1轴线夹角设计为35°，角度不宜过大，可避免在缓解套筒5轴向移动时，因角度过大而出现的卡紧现象；角度也不宜过小，较小的倾角虽然在缓解套筒5沿轴向运动时有良好的提升功能，但在提升相同高度时，其轴向行程距离必然加大，缓解套筒5轴向尺寸也会加长。由于CRH5型动车组转向架制动盘外侧距车轮内侧距离166.5mm，加之制动盘盘毂位置单侧宽度20mm，其可用横向空间仅为146.5mm；为了在较窄的空间合理布置锁紧机构，角度也不宜过小。
如图2-4、17-24所示，具体地，所述轴承销6包括销轴61，所述销轴61的端部位于所述解锁槽511内部，并与所述解锁槽511沿其延伸方向上滑动连接。缓解套筒5通过解锁盘8与地面解锁轨相互作用，使其沿车轴1轴向向靠近车轮2侧运动；所述缓解套筒5还设置有将所述解锁槽511与缓解套筒5内部联通的锁紧销槽512，所述锁紧销4的另一端伸入 所述锁紧销槽512并与所述销轴61铰接连接，为保证解锁时锁紧销4能够轴向移动，在缓解套筒5与锁紧销4配合的位置切除掉一部分材料，形成锁紧销槽512；锁紧销4用来限制车轮2沿车轴1的轴向运动，它与缓解套筒5、固定套筒3、车轮2均相互接触，采用间隙配合，锁紧销4直径可选15mm，其长度需要保证锁紧销4位于解锁槽511的底端时，延伸出锁紧销槽512一定长度，此时锁紧销4的下端插入锁定孔33和轨距变换孔23中，实现车轮锁紧。
如图2-4所示，所述固定套筒3的外壁设置有被配置为定位复位弹簧7的复位座36；所述缓解套筒5的内周开设有一段与其外端连通的复位弹簧安装槽517，且所述端部设置有环形的缓解盘盖53作为阻挡部；所述固定套筒3上套设有复位弹簧7，所述复位座36和复位弹簧7设置在所述复位弹簧安装槽517内，所述复位弹簧7的一端抵靠所述复位座，所述复位弹簧7的另一端抵靠所述缓解盘盖53，从而将复位弹簧7设置在固定套筒3和缓解套筒5之间，当推动缓解套筒5时，缓解套筒5压缩复位弹簧7朝向靠近车轮的方向移动，此时，销轴61沿解锁槽511向上移动，离开所在的轨距变换孔23，实现车轮解锁。
如图2-4所示，所述缓解套筒5的外壁设置有解锁盘安装座515，所述解锁盘8设置在所述解锁盘安装座515上；解锁盘8由两片半圆形圆环组成，通过螺钉安装在缓解套筒5外表面伸出的凸台座上，即解锁盘安装座515上；此设计可方便、快捷地对解锁盘8及缓解套筒5进行拆卸与安装，有利于检查维修，无需拆卸车轮2和制动盘，甚至在不分离轮对轴箱装置的情况下直接在转向架上更换。
如图3、11-13、25-26所示，所述车轮2还包括辐板27，所述辐板27的侧壁上设置有防护罩安装座28，所述防护罩安装座28为环状凸台，且所述环状凸台上设置有螺孔；为了保证各机构配合接触面的清洁度，同时防止尘土对润滑油的污染，所述车轮2设置防护罩9，所述防护罩9包括设于车轮内侧的内防护罩91和车轮外侧的外防护罩92，所述内防护罩91和外防护罩92均为筒状结构，所述内防护罩91的一端与所述防护罩安装座28连接，另一端与所述缓解套筒5的外侧壁连接，所述外防护罩92的一端与所述防护罩安装座28连接，另一端与所述车轴1连接，防护罩采 用橡胶材料，既有一定的硬度，也具有一定的可变形能力，可在不同轨距位置时，发生变形，满足车轮轴向移动之后防护罩的适应性。所述车轴1还包括轴承安装座12，所述轴承安装座12与转向架的构架X连接。在车轮辐板27位置，为安装内、外防护罩而加工有环状凸台，即防护罩安装座28，并开设有螺栓安装孔，内、外防护罩通过螺栓安装在车轮辐板上，随车轮2一起转动。
如图9-10所示，为了便于车轮2安装，所述车轴1包括车轮安装座11，所述车轮安装座11在轨距变换的范围内轴径恒定。所述车轮安装座11的外部套设有滑动轴承14，所述滑动轴承14与所述车轮安装座11过盈配合。所述车轮2的轮毂21内部嵌入有轴套29，所述轴套29与所述轮毂21过盈配合；所述轴套29与所述滑动轴承14间隙配合，所述车轮2通过所述轴套29与所述滑动轴承14滑动连接。车轴1保持轴承安装座12、齿轮箱安装座、空心轴径等不变，将CRH5型车车轴的车轮安装座11与制动盘安装座13之间的165mm轴径加宽至194mm轴径，使其与制动盘安装座13直径相同；车轮安装座11轴向尺寸也相应加宽，以保证轨距变换之后能正常承载车轮传递的垂向力。车轴1的轴承安装座12轴肩位置距轮座外侧轴肩位置102.5mm，直径160mm，轴向尺寸足够，变为宽轨轨距之后车轮2与轴箱不会发生接触，即车轮2外侧与轴箱之间的距离可以保证车轮由标准轨距向宽轨变换之后不会出现干涉。因此，本设计不会影响转向架轴箱和一系悬挂等零部件的运行性能和安装位置。
如图4所示，所述连接部22的外壁设置对位座24，所述对位座24为与轴向平行的平面；所述嵌套部32的内壁设置有与所述对位座24相匹配的对位台34，所述对位台34为与轴向平行的平面；所述轨距变换孔23设置于所述对位座24上；相匹配地，所述锁定孔33设置于所述对位台34上，便于轨距变换孔23与锁定孔33准确、快速对接。
如图4所示，以所述两个轨距变换孔23为一组，在所述连接部22的圆周方向上还可以均匀分布有四组轨距变换孔23，当然也可以设置其他数量的组数；在所述嵌套部32的圆周方向上设置有与所述轨距变换孔23组数一一对应的锁定孔33。为了便于锁紧销锁紧和解锁，所述轨距变换孔23的孔口，朝向所述连接部22外部的一侧设置有倒角结构，所述锁紧销 4插入所述锁定孔33的一端设置有倒角结构。
如图4所示，所述连接部22的内壁设置有扭矩槽25，所述扭矩槽25为轴向矩形槽状结构；所述嵌套部32的内部设置有与所述扭矩槽25相匹配的扭矩块35，所述扭矩块35为轴向矩形条状结构，所述扭矩块35与所述嵌套部32之间设置有容纳所述连接部22的间隙。所述扭矩槽25设置于相邻的两组所述轨距变换孔23之间；相匹配地，所述扭矩块35设置于相邻的两个所述锁定孔33之间；所述扭矩块35的长度小于所述嵌套部32的长度。车轮2与车轴1的扭矩传递方式采用如下方式，即承载区轮毂21为滑动轴承，连接部22为1/4瓣圆环与固定套筒3的对应结构交叉啮合的方式传递扭矩。有效的将承载区和传扭区分开，避免了整个轮毂孔中设计矩形花键时自动对中性能较差，承载能力低的情况。将承载区和传扭区分设在两个不同区域，减少了车轮受力复杂的恶劣工况。与车轮相互啮合的固定套筒3的结构为，内部也做成4个圆瓣的结构，与连接部22的四个扭矩槽25相对应。在安装时两者互相配合，从而传递扭矩，同时，此种花键配合传递扭矩的方式固定了旋转自由度，又很好的释放了轴向滑移自由度，使轮对在进入变轨区解锁之后能够顺利的完成轨距的变换。
如图11-13所示，所述轨距变换孔23的内部嵌入有锁孔衬套26，所述锁孔衬套26为筒状结构，所述锁孔衬套26与所述轨距变换孔23过盈配合；所述锁紧销4可滑动地插入所述锁孔衬套26中；锁孔衬套26采用耐磨复合金属材料制造，确保具有较强的耐磨、挤压变形能力，同时在反复多次的磨损之后又具有一定的自润滑能力，在磨损后维修仅需要更换锁孔衬套26即可，不需报废整个车轮，降低更换成本且又维修方便，具有较高的经济价值。
如图17-24所示，所述解锁槽511成对设置，所述销轴61的两端分别位于所述两个解锁槽511内，所述销轴61垂直于所述解锁槽511的延伸方向，所述锁紧销4与所述销轴61的中部铰接连接。
如图12-19所示，所述轴承销6还包括轴承62，所述轴承62设置于所述销轴61的两端，且所述轴承62位于所述解锁槽511内，通过所述轴承62与所述解锁槽511可滑动连接，轴承62选用深沟球轴承，代号GB/T276—1994，轴承外径选22mm，内径8mm，宽7mm。销轴61与轴 承62采用过盈配合，为防止轴承的松动，还安装有轴用弹性挡圈，相应地在销轴61上开设有安装弹性挡圈用的凹槽，轴承62采用对称安装，即销轴61两侧对称安装2个轴承，中间垂直地安装锁紧销4，这样可保证更加合理地受力，使锁紧销4的垂向运动具有更高地可靠性。
如图17-24所示，所述缓解套筒5包括解锁件51和固定圈52；所述解锁件51为一1/4圆筒状结构，所述解锁件51的一端设置有拼装螺孔516，通过固定圈52将四个解锁件51拼装成所述缓解套筒5；所述解锁槽511设置于所述解锁件51拼装成完整圆筒的接口位置。所述1/4圆筒状结构的接口位置设置有互相匹配的对位槽513与对位块514。为了满足装配工艺的要求，将缓解套筒5设计成分体式。缓解套筒5由四块1/4圆筒拼装而成，在1/4圆筒的装配面接口处，一侧加工有矩形槽口，即对位槽513；另一侧相应地加工有矩形凸台，即对位块514，这样能保证精确组装，同时配合更加方便。在缓解盘盖53圆周面上设有4个螺钉孔，在装入复位弹簧7之后通过螺钉固定。此外，由于解锁槽511在缓解套筒5的内部，整体式结构在机械加工和安装时都无法实现。故采用分体式缓解套筒，即解锁件51，将缓解套筒5分割为等分的四部分，由四块1/4圆筒拼装而成，这样做可方便加工扁圆槽即解锁槽511和安装，随后将四部分零件拼装起来，两侧分别用固定圈52和缓解盘盖53与螺钉固定。可避免由于解锁槽511在缓解套筒5内部，整体式结构在机械加工与安装时都无法实现的问题。
如图17-18所示，所述1/4圆筒状结构拼装成完整圆筒的接口位置设置所述解锁槽511，所述解锁槽511的延伸方向与车轴1的轴线位于同一平面，且与车轴1的轴线呈一角度；所述接口位置还设置有将所述解锁槽511与完整圆筒内部联通的锁紧销槽512。所述1/4圆筒状结构的外壁设置有解锁盘安装座515，所述解锁盘安装座515为垂直于所述1/4圆筒状结构外壁的圆环，所述1/4圆筒状结构的一端设置有拼装螺孔516，所述1/4圆筒状结构的内壁设置有复位弹簧安装槽517，所述复位弹簧安装槽517为延伸至所述1/4圆筒状结构的一端的1/4环形槽，所述1/4圆筒状结构的一端设置有解锁盘盖螺孔518，且所述解锁盘盖螺孔518位于所述复位弹簧安装槽517的一端。
如图22-24所示，所述解锁盘8由两个半圆盘拼装而成，所述解锁盘安装座515为垂直于所述缓解套筒5外壁的圆环；所述解锁盘8的接口与所述缓解套筒5的接口对接，具体可以呈交错设置。
在车轮轮毂加长的位置设计有间隔42.5mm的15mm的两个圆柱孔(或轴向间距根据所变换轨距的要求确定)，用于标准轨距(1435mm)与宽轨(1520mm)之间的轨距变换。上述转向架的轨距变换方法，如图23-26所示，包括如下步骤：
S1.如图5所示，连接部22位于嵌套部32中，且每组中的一个轨距变换孔23与锁定孔33对准；锁紧销4依次插入所述锁定孔33和轨距变换孔23中；此为第一锁定状态；
S2.如图6所示，滑动缓解套筒5，使轴承销6在解锁槽511中从靠近车轴1的一端滑动至远离车轴1的一端，所述轴承销6带动所述锁紧销4向远离车轴1的一侧滑动，使锁紧销4从轨距变换孔23中脱离；此为解锁过程；
S3.如图7所示，轮毂21在车轮安装座11上滑动，至每组中的另一个轨距变换孔23与锁定孔33对准；此为轨距变换过程；
S4.如图8所示，滑动缓解套筒5，使轴承销6在解锁槽511中从远离车轴1的一端滑动至靠近车轴1的一端，所述轴承销6带动所述锁紧销4向靠近车轴1的一侧滑动，使锁紧销4插入轨距变换孔23中；此为锁紧过程，至第二锁定状态。
在轨距变换过程中，采用轴箱承载模式和车轮承载模式都可行，但为了减少轮缘磨耗和配合面的摩擦力产生的不良间隙，宜采用轴箱承载模式。以车轮轨距由1435mm准轨位变换为1520mm宽轨位的变换过程为例，来说明本实施例的工作原理：
1)如图5所示，当车轮2到达地面变轨装置后，支承轨与轴箱接触，抬起转向架，车轮2卸载。
2)如图6所示，解锁盘8在地面解锁轨的作用下克服复位弹簧7的阻力，使缓解套筒5向轨道中心线的反方向移动，推力作用下轴承62在解锁槽511的斜面上倾斜向上滚动，同时带动轴承销61向上运动，拔起锁紧销4，从而释放车轮2；至此，车轮被解锁。
3)如图7所示，随后，在地面导轨作用下，车轮2向外侧移动，车轮轨距由1435mm准轨位变为1520mm宽轨位。
4)如图8所示，当获得了所需要的轨距后，地面解锁轨对解锁盘8的推力会逐渐减弱，解锁盘8在复位弹簧7的推力作用下，回到原来的位置，此时轴承62倾斜向下滚动，也迫使锁紧销4向下运动回到轨距变换孔23中去，从而限制车轮2沿轴向的运动，最终达到宽轨位置。
车轮内侧距由宽轨位变换为窄轨位时，变换过程与上述基本相同，仅需将车轮朝反方向移动。
如图5-8所示，所述步骤S1或S4中，在连接部22上设置扭矩槽25，与在嵌套部32上设置扭矩块35，通过扭矩槽25与扭矩块35相互匹配的方式，提供一种扭矩传递方法。所述步骤S1或S4中，在连接部22上设置对位座24，与在嵌套部32上设置对位台34，通过对位座24与对位台34相互匹配的方式使轨距变换孔23与锁定孔33对准。所述步骤S2中，在缓解套筒5上设置解锁盘8，通过驱动解锁盘8使缓解套筒5滑动。所述步骤S4中，在固定套筒3与缓解套筒5之间设置复位弹簧7，通过复位弹簧7使缓解套筒5滑动。所述步骤S2或S4中，在缓解套筒5中设置解锁槽511，所述解锁槽511的延伸方向与车轴1的轴线位于同一平面，且与车轴1的轴线呈一角度，通过解锁槽511将缓解套筒5的轴向运动转换为锁紧销4的径向运动。在解锁槽511内设置垂直于解锁槽511延伸方向的轴承销6，并将锁紧销4与轴承销6连接，使缓解套筒5的轴向运动转换为锁紧销4的径向运动。
如图25-26所示，本申请实施例还提供了一种变轨距转向架，包括构架X和上述所述的用于变轨距转向架的轮对，所述轮对安装在所述构架X上，用于实现转向架变轨距，变轨距过程简单、可靠。
由以上实施例可以看出，本申请能够简单、可靠地实现列车变轨距。
以上所述仅为本申请的较佳实施例而已，并不用以限制本申请，凡在本申请的精神和原则之内，所作的任何修改、等同替换、改进等，均应包含在本申请的保护范围之内。

Claims (11)

  1. 一种用于变轨距转向架的轮对，其特征在于，包括车轮(2)、车轴(1)和变轨距机构；所述车轮(2)可滑动地设于所述车轴(1)的两端，所述变轨距机构分别设于所述车轮(2)的内侧车轴(1)上，被配置为锁紧或解锁所述车轮(2)；所述变轨距机构包括：固定套筒(3)、锁紧销(4)、缓解套筒(5)和解锁盘(8)；
    所述车轮(2)的轮毂(21)向车轮(2)内侧延长形成连接部(22)；
    所述固定套筒(3)包括轴向连接的固定部(31)和嵌套部(32)，所述固定部(31)固定套设于所述车轴(1)上且位于所述车轮(2)的内侧，所述嵌套部(32)位于所述车轮(2)与所述固定部(31)之间；
    所述缓解套筒(5)可滑动地套设于所述固定套筒(3)上，所述缓解套筒(5)的内壁设置有解锁槽(511)和连通所述解锁槽(511)与缓解套筒(5)内壁的锁紧销槽(512)，所述解锁槽(511)的延伸方向与所述车轴(1)的轴线位于同一平面，且与所述车轴(1)的轴线呈角度设置；所述锁紧销(4)的一端铰接连接有销轴(61)，所述销轴(61)与所述解锁槽(511)滑动连接；所述锁紧销(4)的另一端位于所述锁紧销槽(512)中；
    所述连接部(22)可滑动地插入所述嵌套部(32)内；所述连接部(22)的表面沿其轴向设置有多个轨距变换孔(23)；所述嵌套部(32)上设置有锁定孔(33)，所述锁紧销(4)依次插入所述锁定孔(33)与单个所述轨距变换孔(23)中实现所述车轮(2)锁紧；
    所述解锁盘(8)设置在所述缓解套筒(5)的外壁，通过推动所述解锁盘(8)使得所述销轴(61)沿所述解锁槽(511)滑动，从而带动所述锁紧销(4)向上移动离开所在的轨距变换孔(23)，实现车轮解锁，从而实现变轨距。
  2. 根据权利要求1所述的用于变轨距转向架的轮对，其特征在于，所述固定套筒(3)的外壁周向设置有复位座(36)；所述缓解套筒(5)的内周开设有一段与其外端连通的复位弹簧安装槽(517)，且在所述外端设置有环形的缓解盘盖(53)；所述固定套筒(3)上套设有复位弹簧(7)，所述复位座(36)和复位弹簧(7)设置在所述复位弹簧安装槽(517) 内，所述复位弹簧(7)的一端抵靠所述复位座，所述复位弹簧(7)的另一端抵靠所述缓解盘盖(53)。
  3. 根据权利要求1所述的用于变轨距转向架的轮对，其特征在于，所述连接部(22)的外壁设置对位座(24)，所述对位座(24)为与轴向平行的平面；所述嵌套部(32)的内壁设置有与所述对位座(24)相匹配的对位台(34)，所述对位台(34)为与轴向平行的平面；所述轨距变换孔(23)设置于所述对位座(24)上；相匹配地，所述锁定孔(33)设置于所述对位台(34)上。
  4. 根据权利要求1所述的用于变轨距转向架的轮对，其特征在于，多个所述轨距变换孔(23)的数量为两个，以两个所述轨距变换孔(23)为一组，在所述连接部(22)的圆周方向上均匀分布有多组所述轨距变换孔(23)；在所述嵌套部(32)的圆周方向上设置有与多组所述轨距变换孔(23)一一对应的锁定孔(33)。
  5. 根据权利要求1所述的用于变轨距转向架的轮对，其特征在于，所述连接部(22)的内壁设置有扭矩槽(25)，所述扭矩槽(25)为轴向槽状结构；所述嵌套部(32)的内部设置有与所述扭矩槽(25)相匹配的扭矩块(35)，所述扭矩块(35)为轴向条状结构，所述扭矩块(35)与所述嵌套部(32)之间设置有容纳所述连接部(22)的间隙。
  6. 根据权利要求1所述的用于变轨距转向架的轮对，其特征在于，所述车轴(1)上设有车轮安装座(11)，所述车轮安装座(11)的外部套设有滑动轴承(14)，所述滑动轴承(14)与所述车轮安装座(11)过盈配合；所述轮毂(21)的内部嵌入有轴套(29)，所述轴套(29)与所述轮毂(21)过盈配合；所述车轮(2)通过所述轴套(29)与所述滑动轴承(14)滑动连接。
  7. 根据权利要求1所述的用于变轨距转向架的轮对，其特征在于，所述解锁槽(511)成对设置，所述销轴(61)的两端分别位于两个所述解锁槽(511)内，所述销轴(61)垂直于所述解锁槽(511)的延伸方向，所述锁紧销(4)与所述销轴(61)的中部铰接连接；所述销轴(61)的两端分别设有轴承(62)，通过所述轴承(62)与所述解锁槽(511)可滑动连接。
  8. 根据权利要求1所述的用于变轨距转向架的轮对，其特征在于，所述缓解套筒(5)包括解锁件(51)和固定圈(52)；所述解锁件(51)为一1/4圆筒结构，所述解锁件(51)的一端设置有拼装螺孔(516)，通过固定圈(52)将四个解锁件(51)拼装成所述缓解套筒(5)；所述解锁槽(511)设置于所述解锁件(51)拼装成完整圆筒的接口位置。
  9. 根据权利要求1所述的用于变轨距转向架的轮对，其特征在于，所述缓解套筒(5)的外壁设置有解锁盘安装座(515)，所述解锁盘(8)设置在所述解锁盘安装座(515)上，所述解锁盘(8)由两个半圆盘拼装而成，所述解锁盘安装座(515)为垂直于所述缓解套筒(5)外壁的圆环；所述解锁盘(8)的接口与所述缓解套筒(5)的接口对接。
  10. 根据权利要求1所述的用于变轨距转向架的轮对，其特征在于，所述车轮(2)的内外两侧对应设有内防护罩(91)和外防护罩(92)，所述车轮(2)的辐板(27)的侧壁上设置有防护罩安装座(28)，所述内防护罩(91)的一端与所述防护罩安装座(28)连接，另一端与所述缓解套筒(5)的外侧壁连接，所述外防护罩(92)的一端与所述防护罩安装座(28)连接，另一端与所述车轴(1)连接。
  11. 一种变轨距转向架，包括构架，其特征在于，还包括如权利要求1-10任一项所述的用于变轨距转向架的轮对。
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