WO2020007071A1 - 轨道车辆变轨距转向架用轮对及转向架 - Google Patents

轨道车辆变轨距转向架用轮对及转向架 Download PDF

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Publication number
WO2020007071A1
WO2020007071A1 PCT/CN2019/079051 CN2019079051W WO2020007071A1 WO 2020007071 A1 WO2020007071 A1 WO 2020007071A1 CN 2019079051 W CN2019079051 W CN 2019079051W WO 2020007071 A1 WO2020007071 A1 WO 2020007071A1
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WIPO (PCT)
Prior art keywords
wheel
bearing
locking
gauge
axle
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/CN2019/079051
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English (en)
French (fr)
Inventor
王旭
蒯荣生
梁海啸
吕建法
王玉光
张志波
刘晓妍
黄运华
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
Priority claimed from CN201810732522.9A external-priority patent/CN108909762B/zh
Priority claimed from CN201810732191.9A external-priority patent/CN108909360B/zh
Application filed by CRRC Qingdao Sifang Co Ltd filed Critical CRRC Qingdao Sifang Co Ltd
Publication of WO2020007071A1 publication Critical patent/WO2020007071A1/zh
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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Classifications

    • 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 technical field of rail vehicle variable gauge, in particular to a wheelset and a bogie for a rail vehicle variable gauge truck.
  • variable gauge bogie in Spain adopts the form of independent wheel sets. This solution requires additional guidance structure, which has a complicated structure.
  • the variable gauge bogie in Japan sets the sliding mechanism on the inside of the wheel, and adds an outer outside the axle.
  • the sleeve is equivalent to increasing the diameter of the axle, thereby limiting the design space of the motor and the gear box, and placing higher requirements on the gear box bearing, increasing the cost and reducing the life.
  • This application is intended to solve at least one of the technical problems existing in the prior art or related technologies.
  • the purpose of this application is to provide a wheelset and a bogie for a variable-gauge bogie of a rail vehicle capable of adapting to different gauges, in which the original arrangement of the bogie components of the high-speed EMU is ensured to the greatest extent, so as to improve the change of the rail vehicle. Versatility and reliability of gauge bogies.
  • an embodiment of the present application provides a wheel set for a variable-gage bogie of a rail vehicle, which includes a wheel, an axle, and a locking component; a hub of the wheel is located outside the wheel and has a connection extending outward.
  • An inner spline is provided on the inner periphery of the hub of the wheel and / or the inner periphery of the connecting sleeve, and an outer spline matching the inner spline is provided on each end of the axle, and the wheel Connected with the axle through the inner spline and the outer spline;
  • the locking components are respectively press-fitted on the outer periphery of the connection sleeve of the wheel, and are located in the axle boxes at both ends of the axle, the locking The component is configured to drive the wheel to move or lock along the axial direction of the axle box body, so as to realize the wheel gauge change.
  • the locking assembly includes a bearing assembly, a bearing housing, and a locking rod.
  • An inner circumferential projection of the bearing housing is provided, and the annular positioning protrusion separates an inner peripheral surface of the bearing housing into Press-fitting working surface and locking working surface; the inner ring of the bearing assembly is press-fitted on the outer periphery of the connection sleeve, and the outer ring of the bearing assembly is press-fitted on the press-fitting working surface of the bearing housing.
  • the bearing housing is clearance-fitted with the shaft case;
  • the locking working surface is provided with a plurality of inner ring grooves spaced apart along its axial direction, and a sliding groove axially penetrating the plurality of inner ring grooves is provided.
  • the bottom of the shaft box body is provided with the sliding grooves.
  • a corresponding fitting hole; the locking lever includes a locking head and an unlocking head, the locking head is configured to snap into the inner ring groove to lock the wheel and the axle box body, and the unlocking head extends
  • the sliding groove and the matching hole are made out, and the locking head can be switched between a plurality of the inner ring grooves under the action of an external force, so as to realize a wheel gauge change.
  • the locking lever includes a lever body, one end of the lever body is provided with a circular arc section to form the locking head, the unlocking head is provided at the other end of the lever body, and the arc section and the width of the circular arc section Matching with the inner ring groove; the rod body is sequentially penetrated from the sliding groove and the matching hole, the rod body is provided with a spring bearing, and the rod body is located on the spring bearing and the shaft box body Locking springs are sleeved between.
  • the bearing assembly includes a double-row tapered roller bearing, a bearing retaining ring and a seal ring.
  • the two ends of the double-row tapered roller bearing are respectively provided with the bearing retaining ring.
  • the double-row tapered roller bearing is provided with the seal ring between two ends thereof, and one end of the bearing assembly abuts against the annular positioning boss.
  • a limiting retaining ring is provided on the outer end of the bearing housing on the press-fitting working surface.
  • the inner ring groove includes two, and the distance between the two inner ring grooves is equal to half of the required variable gauge.
  • the arc segment is a third arc; the unlocking head is a T-shaped lock.
  • the sliding groove and the fitting hole are both square, and the width is equal to the width of the rod body.
  • connecting sleeve is integrally formed with the hub.
  • the present application also provides a rail vehicle variable gauge bogie, which includes a frame on which two sets of the above-mentioned rail vehicle variable gauge bogie wheel pairs are mounted.
  • the embodiment of the present application also provides a locking mechanism for a variable gauge wheelset, which includes a bearing jacket and a locking rod, and the inner periphery of the bearing jacket is provided with a locking working surface;
  • the locking working surface is provided with a plurality of inner ring grooves at intervals along its axial direction, and a sliding groove is provided through the plurality of inner ring grooves in an axial direction.
  • the locking lever includes a locking head and an unlocking head.
  • the locking head is configured to be snapped into the inner ring groove to achieve locking; the unlocking head extends out of the sliding groove and can cause the locking head to leave the inner ring groove under the action of an external force, Achieve unlock.
  • annular positioning boss is provided on the inner periphery of the bearing housing, and the annular positioning boss separates the inner peripheral surface of the bearing housing into a press-fitting working surface and the locking working surface;
  • the locking mechanism further includes a bearing assembly and a connecting sleeve, an inner ring of the bearing component is press-fitted on an outer periphery of the connecting sleeve, and an outer ring of the bearing component is press-fitted on the press-fitting working surface; the connection The sleeve is configured to be fixedly connected to the outside of the hub of the wheel.
  • the locking mechanism is installed on the axle outside the wheel through the connection sleeve, and is located in the axle box at both ends of the axle; the bearing outer sleeve is fitted with the axle box in a clearance fit.
  • connection sleeve is integrally formed with the hub of the wheel.
  • the locking lever includes a lever body, one end of the lever body is provided with a circular arc section to form the locking head, the unlocking head is provided at the other end of the lever body, and the arc and width of the circular arc section are
  • the inner ring groove is matched; the bottom of the shaft box body is provided with a matching hole corresponding to the sliding groove, the rod body is sequentially penetrated from the sliding groove and the matching hole, and a spring is provided on the rod body On the bearing platform, a locking spring is sleeved on the rod body between the spring bearing platform and the shaft box body.
  • the sliding groove and the fitting hole are square, and the width is equal to the width of the rod body.
  • the arc segment is a third arc; the unlocking head is a T-shaped lock.
  • the bearing assembly includes a bearing, a bearing retaining ring and a sealing ring, the bearing retaining ring is provided at both ends of the bearing, and the bearing retaining ring and the bearing are provided with the bearing between the two ends, respectively.
  • a seal ring, and one end of the bearing assembly abuts against the annular positioning boss; the bearing outer sleeve is provided with a limit stop ring at the outer end of the press-fitting working surface.
  • the inner ring groove includes two, and the distance between the two inner ring grooves is equal to half of the required variable gauge.
  • An embodiment of the present application further provides a variable gauge wheelset including a wheel and an axle, and the above-mentioned locking mechanism.
  • the locking mechanisms are respectively press-fitted on the outer periphery of the hub of the wheel, and the axles are located at both ends of the axle.
  • the locking mechanism is configured to drive the wheel to move or lock in the axial direction of the axle box body, so as to achieve wheel gauge change.
  • a wheelset for a variable-gauge bogie of a rail vehicle includes a wheel, an axle, and a locking component; a hub of the wheel is located outside the wheel, and a connecting sleeve is extended to set the locking component to an extension
  • the wheel directly drives the wheel to move or lock, which is easy to operate, easy to adjust, and has a small improvement on the wheel.
  • the locking components are located on the outside of the wheel, and the axle on the inner part of the wheel is consistent with the traditional axle.
  • the motors, gearboxes and other components installed on the inner shaft of the wheel have sufficient design space, on the other hand, they can be consistent with the interfaces of the existing car, which facilitates the mass modification of existing cars;
  • An inner spline is provided on the inner periphery of the hub of the wheel and / or the inner periphery of the connecting sleeve, and outer splines matching the inner spline are provided on both ends of the axle, respectively.
  • the axle is connected with the outer spline through the inner spline, so that the torque is evenly distributed on the inner periphery of the wheel, which is convenient for transmitting torque and for the wheel to slide along the axle to achieve variable gauge;
  • the locking components are respectively press-fitted on the outer periphery of the connecting sleeve of the wheel, and are located in the axle boxes at both ends of the axle.
  • the locking components are configured to drive the wheel along the axis of the axle box. Move or lock to achieve the wheel gauge change, to meet the needs of different gauge changes.
  • FIG. 1 is a schematic axial sectional view of a wheel set for a rail vehicle variable gauge bogie of the present application
  • FIG. 2 is a partially enlarged view of A in FIG. 1; FIG.
  • FIG. 3 is a schematic structural diagram of a bearing housing in the present application.
  • FIG. 4 is a schematic structural diagram of a locking lever in the present application.
  • connection should be understood in a broad sense, unless explicitly stated and limited otherwise.
  • they may be fixed connections or removable.
  • Connection, or integral connection it can be mechanical or electrical connection; it can be directly connected, or it can be indirectly connected through an intermediate medium, or it can be the internal communication of two elements.
  • connection or integral connection; it can be mechanical or electrical connection; it can be directly connected, or it can be indirectly connected through an intermediate medium, or it can be the internal communication of two elements.
  • a wheelset for a variable-gage bogie of a rail vehicle includes a wheel 1, an axle 2, and a locking component; a hub of the wheel 1 is located on the wheel A connecting sleeve 11 extends outward from the outer side of 1.
  • the connecting sleeve 11 and the hub of the wheel 1 can be integrally formed to form an elongated hub.
  • the locking component is used to directly drive the wheel 1 to move or lock.
  • the inner periphery of the hub of the wheel 1 and / or the inner periphery of the connecting sleeve 11 is provided with an internal spline, that is, it can be set only in the inner periphery of the hub of the wheel 1.
  • the spline or the inner spline may be provided only on the inner periphery of the connecting sleeve 11, or the inner spline may be provided on the inner periphery of the hub of the wheel 1 and the inner periphery of the connecting sleeve 11 at the same time.
  • the inner spline may be provided on the wheel.
  • the inner periphery of the hub 1 and the inner periphery of the connecting sleeve 11 are provided with internal splines that pass through both.
  • the two ends of the axle 2 are respectively provided with external splines that match the internal splines.
  • the wheels 1 and 1 The axle 2 is connected to the outer spline through the inner spline, and is configured to The rotation torque of the axle 2 is transmitted to the wheels 1 on both sides, which also facilitates the sliding of the wheel 1 along the axle 2.
  • an external spline is provided on the wheel mount, and the length of the wheel mount is greater than the length of the extended hub, which is lengthened.
  • the distance is equal to half of the variable gauge; the locking components are respectively press-fitted on the outer periphery of the connecting sleeve 11 of the wheel 1 and located in the axle box 3 at both ends of the axle 2, and the locking components are respectively provided on the wheels
  • the axle 2 on the inner part of the wheel 1 is consistent with the conventional axle 2.
  • the aspect can be consistent with the interface of the existing car to facilitate the mass modification of the existing car.
  • the locking assembly is configured to drive the wheel 1 to move or lock along the axial direction of the axle box 3 to realize the wheel 1 Change the gauge to meet different gauge changing needs.
  • the locking assembly includes a bearing assembly 5, a bearing housing 4, and a locking rod 6.
  • the inner periphery of the bearing housing 4 is provided with an annular positioning boss 41, and the annular positioning boss 41 covers the bearing housing.
  • the inner peripheral surface of 4 is divided into a press-fitting working surface and a locking working surface; the inner ring of the bearing assembly 5 is press-fitted on the outer periphery of the connection sleeve 11, and the outer ring of the bearing assembly 5 is press-fitted on the bearing
  • the press-fitting working surface of the outer casing 4, the bearing outer casing 4 and the shaft case 3 are clearance fit, so that the connection sleeve 11, the bearing assembly 5 and the bearing outer casing 4 of the wheel 1 are fastened together, and the whole can be relative to the shaft. Box 3 moves;
  • the locking working surface is provided with a plurality of inner ring grooves 42 spaced along the axial direction thereof, and a sliding groove 43 axially penetrating the plurality of inner ring grooves 42 is provided.
  • the box 3 is used to lock the wheel 1 so that it does not move axially relative to the axle box 3.
  • the wheel 1 remains in the locked state until the gauge changes, and the unlocking head extends out of the sliding groove 43.
  • the unlocking head moves upward under the action of the upward force of the external force, so that the locking head leaves the inner ring groove 42 where it is located, at this time, an outward or inward thrust is applied to the wheel 1 , So that the wheel 1, the bearing assembly 5, and the bearing housing 4 move inward or outward as a whole.
  • the sliding groove 43 and the matching hole move relative to the locking rod 6 until reaching the other inner ring groove 42, The external force is withdrawn, the locking head is lowered, and it is locked into the corresponding inner ring groove 42 to achieve locking, which ensures that the locking head is in multiple positions. 42 switching between said inner ring groove, the wheel 1 to complete the track gauge change, simple structure, convenient operation.
  • the locking rod 6 includes a rod body 61, and one end of the rod body 61 is provided with a circular arc segment to form the locking head, and the circular arc segment may be a third circular arc to facilitate the inner ring.
  • the inner surface of the groove 42 is perfectly matched.
  • the arc segment is located in the bearing housing 4 and its arc and width match the inner ring groove 42.
  • the unlocking head is provided at the other end of the rod body 61.
  • the rod body 61 is sequentially penetrated from the sliding groove 43 and the matching hole.
  • the rod body 61 is provided with a spring bearing 62, and the rod body 61 is sleeved between the spring bearing 62 and the shaft box 3.
  • a lock spring 63 is provided.
  • One end of the lock spring 63 is in contact with the lower end of the shaft case 3 and the other end is in contact with the upper surface of the spring bearing 62.
  • the lock spring 63 is in a natural state. In the pre-compressed state, the locking head is locked in the corresponding inner ring groove 42 by the spring force.
  • the unlocking head receives an upward force. At this time, the lever 61 compresses the locking spring 63 and rises.
  • the bearing assembly 5 includes a double-row tapered roller bearing, a bearing retaining ring and a seal ring.
  • the two ends of the double-row tapered roller bearing are respectively provided with the bearing retaining ring.
  • the double-row tapered roller bearing is provided with the seal ring between both ends to realize bearing sealing, and one end of the bearing assembly 5 abuts against the annular positioning boss 41 to realize bearing positioning.
  • the sealing method of the sealing ring is a curved road seal.
  • the curved road seal is also called a labyrinth seal. It is achieved by setting a labyrinth-like small gap-a tortuous air path; the inner seal of the shaft box 3: the inner ring of the bearing is fixed to the wheel 1.
  • the outer bearing ring of the bearing On the axle mating surface, the outer bearing ring of the bearing is fixed on the bearing outer sleeve 4, and a tortuous road seal is provided between the inner and outer bearing rings of the bearing; the outer seal of the axle box: the inner ring of the bearing and the outer bearing ring 4 are provided with a tortuous road seal. Pure labyrinth seals are not provided with rubber seals. If the seal requirements are not met, a corresponding rubber seal may be provided in the gap.
  • the bearing housing 4 is provided with a limiting retaining ring at the outer end of the press-fitting working surface, so as to ensure the limit position between the bearing housing 4 and the shaft housing 3 and prevent the bearing housing 4 and the shaft housing 3 directly. Hard contact protects the bearing housing 4 and the shaft case 3.
  • the inner ring groove 42 may include two, and the distance between the two inner ring grooves 42 is equal to Need to change half of the gauge, the structure is simple, and the change of gauge is easy to implement.
  • the unlocking head may be a T-shaped lock, and the T-shaped lock may be provided with inclined inclined guide slopes on both sides of the central axis of the T-lock, which is convenient for unlocking.
  • the sliding groove 43 and the mating hole are both square, and its width is equal to the width of the rod body 61, so that the rod body 61 can only move along the length direction of the sliding groove 43 and the mating hole, and there is no movement in the width direction. Therefore, it is ensured that the wheel 1 and the axle box 3 do not shake laterally after being unlocked and locked; the length of the sliding groove 43 and the matching hole is equal to half of the changed gauge and the thickness of the two locking rods 6.
  • a thicker axle box bearing surface is provided at the bottom of the axle box body 3.
  • An embodiment of the present application further provides a rail vehicle variable gauge bogie, which includes a frame on which two sets of the above-mentioned rail vehicle variable gauge bogie wheel pairs are installed, so as to implement the bogie variable gauge. .
  • the working principle and operation process of this application are as follows: The vehicle realizes the gauge change when the running speed is not greater than 15km / h, taking the gauge from 1435mm to 1520mm as an example.
  • the wheel 1 does not bear any load during the gauge change.
  • This function is realized by supporting the bearing surface of the axle box body 3 on the axle box supporting rail of the ground changing device.
  • the axle box support rail uses a roller support structure to reduce the abrasion of the axle box bearing surface.
  • the unlocking rail is a rising rail surface structure. During the unlocking process, the lifting amount can be 35mm, which means that during this process, the load of wheel 1 It is assumed by the axle box 3.
  • the unloading process of the wheel 1 is realized in a continuous and stable manner, and the standard rail is lowered before it is interrupted. At the same time, the load of the wheel 1 is borne by the axle box 3.
  • the T-shaped unlocking head at the lower end of the locking assembly cooperates with the corresponding unlocking rail with a rising slope, so that the locking lever 6 compresses the locking spring 63 to move upward to realize the wheel 1 and the axle 2 Unlocked.
  • the lateral degree of freedom of the wheel 1 is released, and the wheel 1 is forced to move to a new gauge in the corresponding sliding centering rail.
  • the bearing assembly 5 pressed on the wheel 1 and the bearing jacket pressed on the bearing outer ring 4 As the wheel 1 moves laterally together under the action of the sliding center rail to adapt to the new gauge.
  • the present application has a simple structure, a clever design, and convenient operation. It can safely and reliably implement the variable gauge, and ensure the original arrangement of the high-speed EMU bogie components to the greatest extent, in order to improve the change of rail vehicles. Versatility and reliability of gauge bogies.
  • the embodiment of the present application also provides a locking mechanism for a variable gauge wheelset, as shown in FIG. 1-2, which mainly includes a bearing housing 4, a locking rod 6, a bearing assembly 5, and a connection sleeve 11, as shown in FIG.
  • the inner circumference of the bearing housing 4 is provided with an annular positioning boss 41, which separates the inner peripheral surface of the bearing housing 4 into a press-fitting working surface 45 and a locking working surface 44. ;
  • the inner ring of the bearing assembly 5 is press-fitted on the outer periphery of the connection sleeve 11, the outer ring of the bearing assembly 5 is press-fitted on the press-fitting working surface 45, and the connection sleeve 11 is configured to be in contact with the wheel 1.
  • the outer side of the wheel hub is fixedly connected, so that the locking mechanism is connected to the wheel 1.
  • the locking working surface 44 is provided with a plurality of inner ring grooves 42 spaced along its axial direction, and is provided with a plurality of axially penetrating through the inner ring grooves 42. As shown in FIG.
  • the sliding groove 43 includes a locking head 64 and an unlocking head 65, and the locking head 64 is configured to be locked into the inner ring groove 42 to achieve locking;
  • the unlocking head 65 extends out of the sliding groove 43 and can cause the locking head 64 to leave the inner ring groove 42 under the action of the external force to achieve unlocking; specifically, the wheel 1 remains until the gauge changes.
  • the unlocking head 65 extends out of the sliding groove 43.
  • the unlocking head 65 moves upward under the upward force of the external force, so that the locking head 64 leaves the inner ring groove where it is located. 42.
  • the locking mechanism is mounted on the axle 2 on the outside of the wheel 1 through the connection sleeve 11 and is located in the axle box 3 at both ends of the axle 2; the bearing jacket 4 and the axle box
  • the body 3 is clearance-fitted, so that the wheel 1, the connecting sleeve 11, the bearing assembly 5 and the bearing housing 4 are fastened together, and the whole can move relative to the axle box body 3.
  • the connecting sleeve 11 is integrally formed with the hub of the wheel 1 to form an elongated hub.
  • An inner spline is provided on the inner periphery of the wheel 1 and / or the inner periphery of the connecting sleeve 11, that is, an inner spline may be provided only on the inner periphery of the hub of the wheel 1 or an inner spline may be provided only on the inner periphery of the connecting sleeve 11.
  • An inner spline may also be provided on the inner periphery of the hub of the wheel 1 and the inner periphery of the connecting sleeve 11 at the same time. In this embodiment, for the convenience of setting, the inner periphery of the wheel 1 and the inner periphery of the connecting sleeve 11 may be provided through at the same time.
  • axle 2 For both internal splines, two ends of the axle 2 are provided with external splines that match the internal splines, and the wheel 1 and the axle 2 are connected to the external splines through the internal splines. Is configured to transmit the rotation torque of the axle 2 to the wheels 1 on both sides, which also facilitates the sliding of the wheel 1 along the axle 2.
  • an external spline is provided on the wheel 1 mount, and the length of the wheel 1 mount Longer than the length of the wheel hub, the lengthened distance is equal to half of the track change; the locking components are respectively press-fitted on the outer periphery of the connecting sleeve 11 of the wheel 1, and are located in the axle box 3 at both ends of the axle 2; The locking components are respectively provided in the outer shaft case 3 of the wheel 1, and the axle 2 and the transmission of the inner part of the wheel 1 The same axle 2 is kept consistent. On the one hand, there is sufficient design space for the motor, gear box and other components installed on the axle 2 on the inner side of the wheel 1.
  • the locking component is configured to drive the wheel 1 to move or lock along the axial direction of the axle box body 3 so as to change the track gauge of the wheel 1 to meet different track gauge changing requirements.
  • the locking lever 6 includes a lever body 61, and one end of the lever body 61 is provided with a circular arc segment to form the locking head 64.
  • the circular arc segment may be a third arc, and the arc The segment is located in the bearing housing 4 and its arc and width match the inner ring groove 42 so as to perfectly match the inner surface of the inner ring groove 42.
  • the unlocking head 65 is provided at the other end of the rod body 61.
  • the arc and width of the arc segment are matched with the inner ring groove 42; the bottom of the shaft box body 3 is provided with a matching hole corresponding to the sliding groove 43, and the rod body 61 slides from the sliding hole The slot 43 and the matching hole pass through in sequence.
  • the lever body 61 is provided with a spring bearing 62, and the lever body 61 is sleeved with a locking spring 63 between the spring bearing 62 and the shaft case 3.
  • One end of the lock spring 63 abuts against the lower end of the shaft case 3, and the other end abuts against the upper surface of the spring bearing base 62.
  • the sliding groove 43 and the mating hole are square, and its width is equal to the width of the rod body 61, so that the rod body 61 can only move along the length direction of the sliding groove 43 and the mating hole, without moving in the width direction. Therefore, it is ensured that the wheel 1 and the axle box body 3 do not shake laterally after being unlocked and locked.
  • the length of the sliding groove 43 and the matching hole is equal to half of the changed gauge distance plus the thickness of the two locking rods 6.
  • a thicker axle box bearing surface is provided at the bottom of the axle box body 3.
  • the unlocking head 65 is configured as a T-shaped lock, and the T-shaped lock can also be provided with inclined inclined guide slopes on both sides of its central axis, which is convenient for unlocking.
  • the bearing assembly 5 includes a bearing which may be a double-row tapered roller bearing, a bearing retainer ring and a seal ring.
  • the bearing retainer rings are respectively provided at both ends of the bearing, and the bearing retainer ring and the bearing
  • the sealing ring is provided between the two ends, and one end of the bearing assembly 5 abuts the annular positioning boss 41.
  • the sealing method of the sealing ring adopts a curved path seal, and the curved path seal also It is called labyrinth seal, which is achieved by setting a labyrinth-like small gap-tortuous air path; the inside of the shaft box 3 is sealed: the bearing inner ring is fixed on the wheel 1 wheel shaft mating surface, and the bearing outer ring is fixed on the bearing shell 4.
  • a curved path seal is provided between the inner and outer bearing rings of the bearing; an outer seal of the axle box: a curved path seal is provided for the inner ring of the bearing and the bearing shell 4. Pure labyrinth seals are not provided with rubber seals. If the seal requirements are not met, a corresponding rubber seal may be provided in the gap.
  • the bearing housing 4 is provided with a limiting retaining ring at the outer end of the press-fitting working surface 45, so as to ensure the limit between the bearing housing 4 and the shaft housing 3, and prevent the bearing housing 4 and the shaft housing 3 from directly and rigidly contacting each other. , Protect the bearing jacket 4 and the shaft case 3.
  • the inner ring groove 42 in order to ensure that the bearing housing 4 and the shaft housing 3 have appropriate lengths, the inner ring groove 42 includes two, and the distance between the two inner ring grooves 42 is equal to the required variable gauge.
  • the structure is simple and the track gauge can be changed easily.
  • more than two inner ring grooves 42 can be provided as required.
  • the present application also provides a variable gauge wheelset, which includes a wheel 1, an axle 2, and the above-mentioned locking mechanism, and the locking mechanisms are press-fitted on the wheels 1, respectively.
  • the outer periphery of the wheel hub is located in the axle box 3 at both ends of the axle 2, and the locking mechanism is configured to drive the wheel 1 to move or lock in the axial direction of the axle box 3 so as to realize the transformation of the wheel 1 gauge.
  • the working principle and operation process of this application are as follows: The vehicle realizes the gauge change when the running speed is not greater than 15km / h, taking the gauge from 1435mm to 1520mm as an example.
  • the wheel 1 does not bear any load during the gauge change.
  • This function is realized by supporting the bearing surface of the axle box body 3 on the axle box supporting rail of the ground changing device.
  • the axle box support rail uses a roller support structure to reduce the abrasion of the axle box bearing surface.
  • the unlocking rail is a rising rail surface structure. During the unlocking process, the lifting amount can be 35mm, which means that during this process, the load of wheel 1 It is assumed by the axle box 3.
  • the unloading process of the wheel 1 is realized in a continuous and stable manner, and the standard rail is lowered before it is interrupted. At the same time, the load of the wheel 1 is borne by the axle box 3.
  • the T-shaped unlocking head 65 at the lower end of the locking assembly cooperates with the corresponding unlocking rail with a rising slope, so that the locking lever 6 compresses the locking spring 63 to move upward to realize the wheel 1 and the axle. 2 unlocked.
  • the lateral degree of freedom of the wheel 1 is released, and the wheel 1 is forced to move to a new gauge in the corresponding sliding centering rail.
  • the bearing assembly 5 pressed on the wheel 1 and the bearing jacket pressed on the bearing outer ring 4 As the wheel 1 moves laterally together under the action of the sliding center rail to adapt to the new gauge.
  • the locking mechanism of the present application can reliably achieve locking and unlocking, thereby ensuring that the variable gauge wheel pair using the locking mechanism is convenient to operate and can conveniently and reliably implement the variable gauge of the train.

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  • Mechanical Engineering (AREA)
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Abstract

一种轨道车辆变轨距转向架用轮对包括车轮（1）、车轴（2）和锁紧组件；车轮的轮毂位于车轮的外侧延伸有一连接套（11），车轮的轮毂内周和/或连接套的内周设有内花键，车轴的两端分别设有与内花键相匹配的外花键，车轮与车轴通过内花键与外花键连接；锁紧组件分别压装在车轮的连接套的外周，且位于车轴两端的轴箱体（3）中，锁紧组件被配置为带动车轮沿轴箱体的轴向移动或锁紧，以实现车轮变换轨距。还公开了一种轨道车辆变轨距转向架以及用于变轨距轮对的锁紧机构。这种设置能够最大限度的保证高速动车组转向架零部件的原有布置，以提高轨道车辆变轨距转向架的通用性和可靠性。

Description

轨道车辆变轨距转向架用轮对及转向架
交叉引用
本申请引用于2018年07月05日提交的专利名称为“一种轨道车辆变轨距转向架用轮对及转向架”的第2018107325229号中国专利申请，以及于2018年07月05日提交的专利名称为“一种用于变轨距轮对的锁紧机构及变轨距轮对”的第2018107321919号中国专利申请，上述专利申请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技术领域，特别是涉及一种轨道车辆变轨距转向架用轮对及转向架。
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。
西班牙的可变轨距转向架采用独立轮对的形式，该方案需另外设置导向结构，结构复杂；日本的可变轨距转向架将滑移机构设置在车轮内侧，并在车轴外增加了外套筒，相当于增加了车轴的直径，从而限制了电机、齿轮箱的设计空间，并对齿轮箱轴承提出了更高的要求，成本增大，寿命降低。
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能够适应不同轨距的轨道车辆变轨距转向架用轮对及转向架，其中最大限度的保证高速动车组转向架零部件的原有布置，以提高轨道车辆变轨距转向架的通用性和可靠性。
(二)技术方案
为了解决上述技术问题，本申请实施例提供一种轨道车辆变轨距转向架用轮对，其包括车轮、车轴和锁紧组件；所述车轮的轮毂位于所述车轮的外侧向外延伸有一连接套，所述车轮的轮毂内周和/或所述连接套的内周设有内花键，所述车轴的两端分别设有与所述内花键相匹配的外花键，所述车轮与所述车轴通过所述内花键与外花键连接；所述锁紧组件分别压装在所述车轮的连接套的外周，且位于所述车轴两端的轴箱体中，所述锁紧组件被配置为带动所述车轮沿所述轴箱体的轴向移动或锁紧，以实现车轮变换轨距。
进一步地，所述锁紧组件包括轴承组件、轴承外套和锁紧杆，所述轴承外套的内周设有环形定位凸台，所述环形定位凸台将所述轴承外套的内周面分隔为压装工作面和锁紧工作面；所述轴承组件的内圈压装在所述连接套的外周，所述轴承组件的外圈压装在所述轴承外套的所述压装工作面，所述轴承外套与所述轴箱体间隙配合；
所述锁紧工作面沿其轴向间隔设有多个内环槽，并设有轴向贯通多个所述内环槽的滑动槽，所述轴箱体的底部设有与所述滑动槽相对应的配合孔；所述锁紧杆包括锁紧头和解锁头，所述锁紧头被配置为卡入所述内环槽中锁紧所述车轮与轴箱体，所述解锁头延伸出所述滑动槽及配合孔，并可在外力作用下使得所述锁紧头在多个所述内环槽之间切换，以实现车轮变换轨距。
进一步地，所述锁紧杆包括杆体，所述杆体的一端设有圆弧段形成所述锁紧头，所述解锁头设于所述杆体的另一端，所述圆弧段的弧度及宽度与所述内环槽相匹配；所述杆体从所述滑动槽及配合孔依次穿出，所述杆体上设有弹簧承台，所述杆体上位于所述弹簧承台与所述轴箱体之间套设有锁紧弹簧。
进一步地，所述轴承组件包括双列圆锥滚子轴承、轴承挡圈和密封圈，所述双列圆锥滚子轴承的两端分别设有所述轴承挡圈，所述轴承挡圈与所述双列圆锥滚子轴承的两端之间分别设有所述密封圈，且所述轴承组件的一端抵靠所述环形定位凸台。
进一步地，所述轴承外套位于所述压装工作面的外端设有限位挡圈。
进一步地，所述内环槽包括两个，两个所述内环槽之间的距离等于所 需变轨距的一半。
进一步地，所述圆弧段为三分之一圆弧；所述解锁头为T型锁头。
进一步地，所述滑动槽与所述配合孔均呈方形，其宽度等于所述杆体的宽度。
进一步地，所述连接套与所述轮毂一体成型。
本申请还提供一种轨道车辆变轨距转向架，包括构架，所述构架上安装有两组上述所述的轨道车辆变轨距转向架用轮对。
本申请实施例还提供一种用于变轨距轮对的锁紧机构，包括轴承外套和锁紧杆，所述轴承外套的内周设有锁紧工作面；
所述锁紧工作面沿其轴向间隔设有多个内环槽，并设有轴向贯通多个所述内环槽的滑动槽，所述锁紧杆包括锁紧头和解锁头，所述锁紧头被配置为卡入所述内环槽中，实现锁紧；所述解锁头延伸出所述滑动槽，并可在外力作用下使得所述锁紧头离开所在的内环槽，实现解锁。
其中，所述轴承外套的内周设有环形定位凸台，所述环形定位凸台将所述轴承外套的内周面分隔为压装工作面和所述锁紧工作面；
所述锁紧机构还包括轴承组件和连接套，所述轴承组件的内圈压装在所述连接套的外周，所述轴承组件的外圈压装在所述压装工作面；所述连接套被配置为与车轮的轮毂外侧固定连接。
其中，所述锁紧机构通过所述连接套安装在所述车轮外侧的车轴上，并位于所述车轴两端的轴箱体中；所述轴承外套与所述轴箱体间隙配合。
其中，所述连接套与所述车轮的轮毂一体成型。
其中，所述锁紧杆包括杆体，所述杆体的一端设有圆弧段形成所述锁紧头，所述解锁头设于所述杆体的另一端，所述圆弧段的弧度及宽度与所述内环槽相匹配；所述轴箱体的底部设有与所述滑动槽相对应的配合孔，所述杆体从所述滑动槽及配合孔依次穿出，所述杆体上设有弹簧承台，所述杆体上位于所述弹簧承台与所述轴箱体之间套设有锁紧弹簧。
其中，所述滑动槽与所述配合孔均呈方形，其宽度等于所述杆体的宽度。
其中，所述圆弧段为三分之一圆弧；所述解锁头为T型锁头。
其中，所述轴承组件包括轴承、轴承挡圈和密封圈，所述轴承的两端 分别设有所述轴承挡圈，所述轴承挡圈与所述轴承的两端之间分别设有所述密封圈，且所述轴承组件的一端抵靠所述环形定位凸台；所述轴承外套位于所述压装工作面的外端设有限位挡圈。
其中，所述内环槽包括两个，两个所述内环槽之间的距离等于所需变轨距的一半。
本申请实施例还提供一种变轨距轮对，包括车轮和车轴，以及上述的锁紧机构，所述锁紧机构分别压装在所述车轮的轮毂外周，且位于所述车轴两端的轴箱体中，所述锁紧机构被配置为带动所述车轮沿所述轴箱体的轴向移动或锁紧，以实现车轮变换轨距。
(三)有益效果
与现有技术相比，本申请具有以下优点：
本申请提供的一种轨道车辆变轨距转向架用轮对，其包括车轮、车轴和锁紧组件；所述车轮的轮毂位于所述车轮的外侧延伸有一连接套，将锁紧组件设于加长的轮毂上，直接带动车轮移动或锁紧，操作简单，调节方便，对车轮改进小，另外，将锁紧组件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；
所述车轮的轮毂内周和/或所述连接套的内周设有内花键，所述车轴的两端分别设有与所述内花键相匹配的外花键，所述车轮与所述车轴通过所述内花键与外花键连接，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；
所述锁紧组件分别压装在所述车轮的连接套的外周，且位于所述车轴两端的轴箱体中，所述锁紧组件被配置为带动所述车轮沿所述轴箱体的轴向移动或锁紧，以实现车轮变换轨距，以适应不同的轨距变换需求。
附图说明
图1为本申请一种轨道车辆变轨距转向架用轮对的轴向剖视示意图；
图2为图1中A的局部放大图；
图3为本申请中的轴承外套的结构示意图；
图4为本申请中的锁紧杆的结构示意图；
图中：1：车轮；11：连接套；2：车轴；3：轴箱体；4：轴承外套；41：环形定位凸台；42：内环槽；43：滑动槽；5：轴承组件；6：锁紧杆；61：杆体；62：弹簧承台；63：锁紧弹簧；64：锁紧头；65：解锁头。
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。
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。
如图1-2所示，为本申请实施例提供的一种轨道车辆变轨距转向架用轮对，其包括车轮1、车轴2和锁紧组件；所述车轮1的轮毂位于所述车轮1的外侧向外延伸有一连接套11，为了保证足够的强度，所述连接套11与所述车轮1的轮毂可以一体成型，形成加长的轮毂，直接利用锁紧组件带动车轮1移动或锁紧，操作简单，调节方便，对车轮1改进小，所述车轮1的轮毂内周和/或所述连接套11的内周设有内花键，即可以仅在车轮1的轮毂内周设置内花键或仅在连接套11的内周设置内花键，也可以在车轮1的轮毂内周和连接套11的内周同时设置内花键，本实施例中，为了便于设置，可以在车轮1的轮毂内周和连接套11的内周同时设置贯穿两者的内花键，所述车轴2的两端分别设有与所述内花键相匹配的外花 键，所述车轮1与所述车轴2通过所述内花键与外花键连接，被配置为将车轴2旋转的扭矩传递给两侧车轮1，也便于车轮1沿车轴2滑动，在一个实施例中，外花键设于车轮安装座上，且车轮安装座的长度大于加长的轮毂长度，加长距离等于变轨距的一半；所述锁紧组件分别压装在所述车轮1的连接套11的外周，且位于所述车轴2两端的轴箱体3中，将锁紧组件分别设于车轮1的外侧轴箱体3中，车轮1内侧部分的车轴2与传统车轴2保持一致，一方面为安装在车轮1内侧车轴2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，所述锁紧组件被配置为带动所述车轮1沿所述轴箱体3的轴向移动或锁紧，以实现车轮1变换轨距，以适应不同的轨距变换需求。
进一步地，所述锁紧组件包括轴承组件5、轴承外套4和锁紧杆6，所述轴承外套4的内周设有环形定位凸台41，所述环形定位凸台41将所述轴承外套4的内周面分隔为压装工作面和锁紧工作面；所述轴承组件5的内圈压装在所述连接套11的外周，所述轴承组件5的外圈压装在所述轴承外套4的所述压装工作面，轴承外套4与所述轴箱体3间隙配合，从而将车轮1的连接套11、轴承组件5以及轴承外套4紧固连接在一起，整体能够相对于轴箱体3移动；
所述锁紧工作面沿其轴向间隔设有多个内环槽42，并设有轴向贯通多个所述内环槽42的滑动槽43，所述轴箱体3的底部设有与所述滑动槽43相对应的配合孔；所述锁紧杆6包括锁紧头和解锁头，所述锁紧头被配置为卡入所述内环槽42中锁紧所述车轮1与轴箱体3，以实现车轮1锁紧，使其相对于轴箱体3没有轴向移动，在变轨距之前，车轮1一直保持该锁紧状态，所述解锁头延伸出所述滑动槽43及配合孔，当需要变轨距时，解锁头在外力向上的推力作用下向上移动，使得所述锁紧头离开所在的内环槽42，此时向车轮1施加向外或向内的推力，使得车轮1、轴承组件5以及轴承外套4整体向内或向外移动，在移动过程中所述滑动槽43及配合孔相对于锁紧杆6移动，直到到达另一个内环槽42时，外力撤销，锁紧头下降再次卡入相应的内环槽42中实现锁紧，保证了锁紧头在多个所述内环槽42之间切换，从而完成车轮1变换轨距，结构简单，操作方便。
进一步地，所述锁紧杆6包括杆体61，所述杆体61的一端设有圆弧 段形成所述锁紧头，所述圆弧段可以为三分之一圆弧，以便于和内环槽42的内表面完美匹配，所述圆弧段位于所述轴承外套4内，其弧度及宽度与所述内环槽42相匹配；所述解锁头设于所述杆体61的另一端，所述杆体61从所述滑动槽43及配合孔依次穿出，所述杆体61上设有弹簧承台62，所述杆体61上位于所述弹簧承台62与所述轴箱体3之间套设有锁紧弹簧63，锁紧弹簧63的一端与轴箱体3的下端抵靠，另一端与弹簧承台62的上表面抵靠；在车轮1锁紧状态时，锁紧弹簧63处于自然预压缩状态，依靠该弹簧力使得锁紧头卡紧在对应的内环槽42中，当车轮1需要解锁时，解锁头受到向上的作用力，此时杆体61压缩锁紧弹簧63并上升，使得锁紧头离开内环槽42，此时对车轮1施加向内或向外的推力，当车轮1移动到对应轨距的内环槽42位置时，撤销解锁头的向上作用力及停止车轮1向内或向外的推力，此时，锁紧弹簧63在弹簧力作用下向下移动，从而带动杆体61向下移动，进而使得锁紧头卡入变轨距后的内环槽42中，完成变轨距。
进一步地，所述轴承组件5包括双列圆锥滚子轴承、轴承挡圈和密封圈，所述双列圆锥滚子轴承的两端分别设有所述轴承挡圈，所述轴承挡圈与所述双列圆锥滚子轴承的两端之间分别设有所述密封圈，实现轴承密封，且所述轴承组件5的一端抵靠所述环形定位凸台41实现轴承定位，在一个实施例中，密封圈的密封方式采用曲路密封，曲路密封也叫迷宫密封，是通过设置迷宫一样的小间隙-曲折的空气路径实现的；轴箱体3内侧密封：轴承内挡圈固定在车轮1轮轴配合面，轴承外挡圈固定在轴承外套4上，轴承内外挡圈之间设置有曲路密封；轴箱外侧密封：轴承内挡圈和轴承外套4设置曲路密封。纯迷宫密封不设置橡胶密封圈，若不满足密封要求，可在间隙中设置相应的橡胶密封圈。
进一步地，所述轴承外套4位于所述压装工作面的外端设有限位挡圈，从而确保轴承外套4与轴箱体3之间的限位，防止轴承外套4与轴箱体3直接硬性接触，保护轴承外套4与轴箱体3。
进一步地，本申请的实施例中，为了保证轴承外套4及轴箱体3具有合适的长度，所述内环槽42可以包括两个，两个所述内环槽42之间的距离等于所需变轨距的一半，结构简单，变轨距方便实现。
进一步地，为了便于解锁，所述解锁头可以为T型锁头，还可以在T型锁头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，便于解锁使用。
进一步地，所述滑动槽43与所述配合孔均呈方形，其宽度等于所述杆体61的宽度，使得杆体61仅可以沿滑动槽43与所述配合孔长度方向移动，而宽度方向没有移动，从而保证解锁和锁紧后车轮1与轴箱体3没有横向的晃动；滑动槽43与所述配合孔的长度等于所变轨距的一半加上两个锁紧杆6的厚度。本申请的实施例中，为了保证轴箱体3具有足够的耐磨性，在轴箱体3的底部设置加厚的轴箱承载面。
本申请实施例还提供了一种轨道车辆变轨距转向架，包括构架，所述构架上安装有两组上述所述的轨道车辆变轨距转向架用轮对，以实现转向架变轨距。
本申请的工作原理及操作过程如下：车辆是在运行速度不大于15km/h时实现轨距变换的，以轨距从1435mm到1520mm为例。
为了实现该轮对的轨距变换，车轮1在轨距变换过程中不承受任何载荷，这一功能通过轴箱体3承载面支撑在地面变轨装置的轴箱支撑轨上实现，具体地，轴箱支撑轨采用滚子支撑结构，以降低轴箱承载面的磨耗，解锁轨为上升轨面结构，在解锁过程中其上升量可以为35mm，也就是说在此过程中，车轮1的载荷由轴箱体3来承担。
车轮1的卸载过程通过一个连续而平稳的方式来实现，在标准轨钢轨中断之前使其下降，与此同时，车轮1的载荷由轴箱体3来承担。
一旦车轮1卸载，解锁装置必须实现解锁功能，锁紧组件下端的T型解锁头和相应的具有上升斜面的解锁轨配合，使锁紧杆6压缩锁紧弹簧63向上运动实现车轮1和车轴2的解锁。
车轮1横向自由度被释放，车轮1在相应的滑动对中轨中被迫向新的轨距运动，此时压装在车轮1上的轴承组件5以及压装在轴承外圈上的轴承外套4随着车轮1在滑动对中轨的作用下一起横向移动以适应新的轨距。
当车轮1锁紧时，锁紧杆6在锁紧弹簧63回复力的作用下向下运动，锁紧头配合进入新的轨距所在的轴承外套4的内环槽42中。
车辆继续前进，新的宽轨钢轨呈上升斜面，使载荷重新加到车轮1上，轴箱支撑轨终止，此时完成轨距变换的全过程，车轮1以新的轨距1520mm开始向前运行。
从较大轨距的轨道过渡到较小轨距的轨道上的反向过程是以同样的方法实现的。
由以上实施例可以看出，本申请结构简单，设计巧妙，操作方便，能够安全可靠地实现变轨距，并且最大限度的保证高速动车组转向架零部件的原有布置，以提高轨道车辆变轨距转向架的通用性和可靠性。
本申请实施例还提供一种用于变轨距轮对的锁紧机构，如图1-2所示，其主要包括轴承外套4、锁紧杆6、轴承组件5和连接套11，如图3所示，所述轴承外套4的内周设有环形定位凸台41，所述环形定位凸台41将所述轴承外套4的内周面分隔为压装工作面45和锁紧工作面44；
所述轴承组件5的内圈压装在所述连接套11的外周，所述轴承组件5的外圈压装在所述压装工作面45，所述连接套11被配置为与车轮1的轮毂外侧固定连接，从而实现锁紧机构与车轮1连接；所述锁紧工作面44沿其轴向间隔设有多个内环槽42，并设有轴向贯通多个所述内环槽42的滑动槽43，如图4所示，所述锁紧杆6包括锁紧头64和解锁头65，所述锁紧头64被配置为卡入所述内环槽42中，实现锁紧；所述解锁头65延伸出所述滑动槽43，并可在外力作用下使得所述锁紧头64离开所在的内环槽42，实现解锁；具体地，在变轨距之前，车轮1一直保持锁紧状态，所述解锁头65延伸出所述滑动槽43，当需要变轨距时，解锁头65在外力向上的推力作用下向上移动，使得所述锁紧头64离开所在的内环槽42，此时向车轮1施加向外或向内的推力，使得车轮1、轴承组件5以及轴承外套4整体向内或向外移动，在移动过程中所述滑动槽43及配合孔相对于锁紧杆6移动，直到到达另一个内环槽42时，外力撤销，锁紧头64下降再次卡入相应的内环槽42中实现锁紧，保证了锁紧头64在多个所述内环槽42之间切换，从而完成车轮1变换轨距，结构简单，操作方便。
具体地，所述锁紧机构通过所述连接套11安装在所述车轮1外侧的车轴2上，并位于所述车轴2两端的轴箱体3中；所述轴承外套4与所述轴箱体3间隙配合，从而将车轮1、连接套11、轴承组件5以及轴承外套 4紧固连接在一起，整体能够相对于轴箱体3移动。为了保证足够的强度，所述连接套11与所述车轮1的轮毂一体成型，形成加长的轮毂。车轮1的轮毂内周和/或所述连接套11的内周设有内花键，即可以仅在车轮1的轮毂内周设置内花键或仅在连接套11的内周设置内花键，也可以在车轮1的轮毂内周和连接套11的内周同时设置内花键，本实施例中，为了便于设置，可以在车轮1的轮毂内周和连接套11的内周同时设置贯穿两者的内花键，所述车轴2的两端分别设有与所述内花键相匹配的外花键，所述车轮1与所述车轴2通过所述内花键与外花键连接，被配置为将车轴2旋转的扭矩传递给两侧车轮1，也便于车轮1沿车轴2滑动，在一个实施例中，外花键设于车轮1安装座上，且车轮1安装座的长度大于加长的轮毂长度，加长距离等于变轨距的一半；所述锁紧组件分别压装在所述车轮1的连接套11的外周，且位于所述车轴2两端的轴箱体3中，将锁紧组件分别设于车轮1的外侧轴箱体3中，车轮1内侧部分的车轴2与传统车轴2保持一致，一方面为安装在车轮1内侧车轴2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，所述锁紧组件被配置为带动所述车轮1沿所述轴箱体3的轴向移动或锁紧，以实现车轮1变换轨距，以适应不同的轨距变换需求。
具体地，所述锁紧杆6包括杆体61，所述杆体61的一端设有圆弧段形成所述锁紧头64，所述圆弧段可以为三分之一圆弧，所述圆弧段位于所述轴承外套4内，其弧度及宽度与所述内环槽42相匹配，以便于和内环槽42的内表面完美匹配，所述解锁头65设于所述杆体61的另一端，所述圆弧段的弧度及宽度与所述内环槽42相匹配；所述轴箱体3的底部设有与所述滑动槽43相对应的配合孔，所述杆体61从所述滑动槽43及配合孔依次穿出，所述杆体61上设有弹簧承台62，所述杆体61上位于所述弹簧承台62与所述轴箱体3之间套设有锁紧弹簧63。锁紧弹簧63的一端与轴箱体3的下端抵靠，另一端与弹簧承台62的上表面抵靠；在车轮1锁紧状态时，锁紧弹簧63处于自然预压缩状态，依靠该弹簧力使得锁紧头64卡紧在对应的内环槽42中，实现车轮1锁紧，当车轮1需要解锁时，解锁头65受到向上的作用力，此时杆体61压缩锁紧弹簧63并上升，使得锁紧头64离开内环槽42，此时对车轮1施加向内或向外的推力，当车 轮1移动到对应轨距的内环槽42位置时，撤销解锁头65的向上作用力及停止车轮1向内或向外的推力，此时，锁紧弹簧63在弹簧力作用下向下移动，从而带动杆体61向下移动，进而使得锁紧头64卡入变轨距后的内环槽42中，再次锁紧，完成变轨距。
其中，所述滑动槽43与所述配合孔均呈方形，其宽度等于所述杆体61的宽度，使得杆体61仅可以沿滑动槽43与所述配合孔长度方向移动，而宽度方向没有移动，从而保证解锁和锁紧后车轮1与轴箱体3没有横向的晃动。滑动槽43与所述配合孔的长度等于所变轨距的一半加上两个锁紧杆6的厚度。本申请的实施例中，为了保证轴箱体3具有足够的耐磨性，在轴箱体3的底部设置加厚的轴箱承载面。
为了便于解锁，所述解锁头65设置为T型锁头，还可以在T型锁头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，便于解锁使用。
其中，所述轴承组件5包括轴承可以为双列圆锥滚子轴承、轴承挡圈和密封圈，所述轴承的两端分别设有所述轴承挡圈，所述轴承挡圈与所述轴承的两端之间分别设有所述密封圈，且所述轴承组件5的一端抵靠所述环形定位凸台41；在一个实施例中，密封圈的密封方式采用曲路密封，曲路密封也叫迷宫密封，是通过设置迷宫一样的小间隙-曲折的空气路径实现的；轴箱体3内侧密封：轴承内挡圈固定在车轮1轮轴配合面，轴承外挡圈固定在轴承外套4上，轴承内外挡圈之间设置有曲路密封；轴箱外侧密封：轴承内挡圈和轴承外套4设置曲路密封。纯迷宫密封不设置橡胶密封圈，若不满足密封要求，可在间隙中设置相应的橡胶密封圈。所述轴承外套4位于所述压装工作面45的外端设有限位挡圈，从而确保轴承外套4与轴箱体3之间的限位，防止轴承外套4与轴箱体3直接硬性接触，保护轴承外套4与轴箱体3。
本申请的实施例中，为了保证轴承外套4及轴箱体3具有合适的长度，所述内环槽42包括两个，两个所述内环槽42之间的距离等于所需变轨距的一半，结构简单，变轨距方便实现，当然，根据需要，内环槽42也可以设置不止两个。
如图1-2所示，本申请还提供了一种变轨距轮对，包括车轮1、车轴2 和上述所述的锁紧机构，所述锁紧机构分别压装在所述车轮1的轮毂外周，且位于所述车轴2两端的轴箱体3中，所述锁紧机构被配置为带动所述车轮1沿所述轴箱体3的轴向移动或锁紧，以实现车轮1变换轨距。
本申请的工作原理及操作过程如下：车辆是在运行速度不大于15km/h时实现轨距变换的，以轨距从1435mm到1520mm为例。
为了实现该轮对的轨距变换，车轮1在轨距变换过程中不承受任何载荷，这一功能通过轴箱体3承载面支撑在地面变轨装置的轴箱支撑轨上实现，具体地，轴箱支撑轨采用滚子支撑结构，以降低轴箱承载面的磨耗，解锁轨为上升轨面结构，在解锁过程中其上升量可以为35mm，也就是说在此过程中，车轮1的载荷由轴箱体3来承担。
车轮1的卸载过程通过一个连续而平稳的方式来实现，在标准轨钢轨中断之前使其下降，与此同时，车轮1的载荷由轴箱体3来承担。
一旦车轮1卸载，解锁装置必须实现解锁功能，锁紧组件下端的T型解锁头65和相应的具有上升斜面的解锁轨配合，使锁紧杆6压缩锁紧弹簧63向上运动实现车轮1和车轴2的解锁。
车轮1横向自由度被释放，车轮1在相应的滑动对中轨中被迫向新的轨距运动，此时压装在车轮1上的轴承组件5以及压装在轴承外圈上的轴承外套4随着车轮1在滑动对中轨的作用下一起横向移动以适应新的轨距。
当车轮1锁紧时，锁紧杆6在锁紧弹簧63回复力的作用下向下运动，锁紧头64配合进入新的轨距所在的轴承外套4的内环槽42中。
车辆继续前进，新的宽轨钢轨呈上升斜面，使载荷重新加到车轮1上，轴箱支撑轨终止，此时完成轨距变换的全过程，车轮1以新的轨距1520mm开始向前运行。
从较大轨距的轨道过渡到较小轨距的轨道上的反向过程是以同样的方法实现的。
由以上实施例可以看出，本申请的锁紧机构能够可靠地实现锁紧和解锁，从而确保应用该锁紧机构的变轨距轮对操作方便，能够方便、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 (20)

  1. 一种轨道车辆变轨距转向架用轮对，其特征在于，包括车轮、车轴和锁紧组件；所述车轮的轮毂位于所述车轮的外侧向外延伸有一连接套，所述车轮的轮毂内周和/或所述连接套的内周设有内花键，所述车轴的两端分别设有与所述内花键相匹配的外花键，所述车轮与所述车轴通过所述内花键与外花键连接；所述锁紧组件分别压装在所述车轮的连接套的外周，且位于所述车轴两端的轴箱体中，所述锁紧组件被配置为带动所述车轮沿所述轴箱体的轴向移动或锁紧，以实现车轮变换轨距。
  2. 根据权利要求1所述的轨道车辆变轨距转向架用轮对，其特征在于，所述锁紧组件包括轴承组件、轴承外套和锁紧杆，所述轴承外套的内周设有环形定位凸台，所述环形定位凸台将所述轴承外套的内周面分隔为压装工作面和锁紧工作面；所述轴承组件的内圈压装在所述连接套的外周，所述轴承组件的外圈压装在所述轴承外套的所述压装工作面，所述轴承外套与所述轴箱体间隙配合；
    所述锁紧工作面沿其轴向间隔设有多个内环槽，并设有轴向贯通多个所述内环槽的滑动槽，所述轴箱体的底部设有与所述滑动槽相对应的配合孔；所述锁紧杆包括锁紧头和解锁头，所述锁紧头被配置为卡入所述内环槽中锁紧所述车轮与轴箱体，所述解锁头延伸出所述滑动槽及配合孔，并可在外力作用下使得所述锁紧头在多个所述内环槽之间切换，以实现车轮变换轨距。
  3. 根据权利要求2所述的轨道车辆变轨距转向架用轮对，其特征在于，所述锁紧杆包括杆体，所述杆体的一端设有圆弧段形成所述锁紧头，所述解锁头设于所述杆体的另一端，所述圆弧段的弧度及宽度与所述内环槽相匹配；所述杆体从所述滑动槽及配合孔依次穿出，所述杆体上设有弹簧承台，所述杆体上位于所述弹簧承台与所述轴箱体之间套设有锁紧弹簧。
  4. 根据权利要求2所述的轨道车辆变轨距转向架用轮对，其特征在于，所述轴承组件包括双列圆锥滚子轴承、轴承挡圈和密封圈，所述双列圆锥滚子轴承的两端分别设有所述轴承挡圈，所述轴承挡圈与所述双列圆锥滚子轴承的两端之间分别设有所述密封圈，且所述轴承组件的一端抵靠 所述环形定位凸台。
  5. 根据权利要求2所述的轨道车辆变轨距转向架用轮对，其特征在于，所述轴承外套位于所述压装工作面的外端设有限位挡圈。
  6. 根据权利要求2所述的轨道车辆变轨距转向架用轮对，其特征在于，所述内环槽包括两个，两个所述内环槽之间的距离等于所需变轨距的一半。
  7. 根据权利要求3所述的轨道车辆变轨距转向架用轮对，其特征在于，所述圆弧段为三分之一圆弧；所述解锁头为T型锁头。
  8. 根据权利要求3所述的轨道车辆变轨距转向架用轮对，其特征在于，所述滑动槽与所述配合孔均呈方形，其宽度等于所述杆体的宽度。
  9. 根据权利要求1-8任一项所述的轨道车辆变轨距转向架用轮对，其特征在于，所述连接套与所述轮毂一体成型。
  10. 一种轨道车辆变轨距转向架，包括构架，其特征在于，所述构架上安装有两组如权利要求1-9任一项所述的轨道车辆变轨距转向架用轮对。
  11. 一种用于变轨距轮对的锁紧机构，其特征在于，包括轴承外套和锁紧杆，所述轴承外套的内周设有锁紧工作面；
    所述锁紧工作面沿其轴向间隔设有多个内环槽，并设有轴向贯通多个所述内环槽的滑动槽，所述锁紧杆包括锁紧头和解锁头，所述锁紧头被配置为卡入所述内环槽中，实现锁紧；所述解锁头延伸出所述滑动槽，并可在外力作用下使得所述锁紧头离开所在的内环槽，实现解锁。
  12. 根据权利要求11所述的用于变轨距轮对的锁紧机构，其特征在于，所述轴承外套的内周设有环形定位凸台，所述环形定位凸台将所述轴承外套的内周面分隔为压装工作面和所述锁紧工作面；
    所述锁紧机构还包括轴承组件和连接套，所述轴承组件的内圈压装在所述连接套的外周，所述轴承组件的外圈压装在所述压装工作面；所述连接套被配置为与车轮的轮毂外侧固定连接。
  13. 根据权利要求12所述的用于变轨距轮对的锁紧机构，其特征在于，所述锁紧机构通过所述连接套安装在所述车轮外侧的车轴上，并位于所述车轴两端的轴箱体中；所述轴承外套与所述轴箱体间隙配合。
  14. 根据权利要求13所述的用于变轨距轮对的锁紧机构，其特征在于，所述连接套与所述车轮的轮毂一体成型。
  15. 根据权利要求13所述的用于变轨距轮对的锁紧机构，其特征在于，所述锁紧杆包括杆体，所述杆体的一端设有圆弧段形成所述锁紧头，所述解锁头设于所述杆体的另一端，所述圆弧段的弧度及宽度与所述内环槽相匹配；所述轴箱体的底部设有与所述滑动槽相对应的配合孔，所述杆体从所述滑动槽及配合孔依次穿出，所述杆体上设有弹簧承台，所述杆体上位于所述弹簧承台与所述轴箱体之间套设有锁紧弹簧。
  16. 根据权利要求15所述的用于变轨距轮对的锁紧机构，其特征在于，所述滑动槽与所述配合孔均呈方形，其宽度等于所述杆体的宽度。
  17. 根据权利要求15所述的用于变轨距轮对的锁紧机构，其特征在于，所述圆弧段为三分之一圆弧；所述解锁头为T型锁头。
  18. 根据权利要求12所述的用于变轨距轮对的锁紧机构，其特征在于，所述轴承组件包括轴承、轴承挡圈和密封圈，所述轴承的两端分别设有所述轴承挡圈，所述轴承挡圈与所述轴承的两端之间分别设有所述密封圈，且所述轴承组件的一端抵靠所述环形定位凸台；所述轴承外套位于所述压装工作面的外端设有限位挡圈。
  19. 根据权利要求11-18任一项所述的用于变轨距轮对的锁紧机构，其特征在于，所述内环槽包括两个，两个所述内环槽之间的距离等于所需变轨距的一半。
  20. 一种变轨距轮对，包括车轮和车轴，其特征在于，还包括如权利要求11-19任一项所述的锁紧机构，所述锁紧机构分别压装在所述车轮的轮毂外周，且位于所述车轴两端的轴箱体中，所述锁紧机构被配置为带动所述车轮沿所述轴箱体的轴向移动或锁紧，以实现车轮变换轨距。
PCT/CN2019/079051 2018-07-05 2019-03-21 轨道车辆变轨距转向架用轮对及转向架 Ceased WO2020007071A1 (zh)

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