WO2023082671A1 - 一种轨道车辆变轨距转向架用轮对及转向架 - Google Patents

一种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
WO2023082671A1
WO2023082671A1 PCT/CN2022/103896 CN2022103896W WO2023082671A1 WO 2023082671 A1 WO2023082671 A1 WO 2023082671A1 CN 2022103896 W CN2022103896 W CN 2022103896W WO 2023082671 A1 WO2023082671 A1 WO 2023082671A1
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Prior art keywords
locking
bearing
gauge
axle
wheel
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PCT/CN2022/103896
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English (en)
French (fr)
Inventor
陈国胜
蒲全卫
秦烺
何烨
谌曦
张又孔
邓小星
谢加辉
钟晓波
邹文辉
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中车株洲电力机车有限公司
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Publication of WO2023082671A1 publication Critical patent/WO2023082671A1/zh

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
    • B61F7/00—Rail vehicles equipped for use on tracks of different width
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • 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
    • B61C—LOCOMOTIVES; MOTOR RAILCARS
    • B61C9/00—Locomotives or motor railcars characterised by the type of transmission system used; Transmission systems specially adapted for locomotives or motor railcars
    • B61C9/38—Transmission systems in or for locomotives or motor railcars with electric motor propulsion
    • B61C9/48—Transmission systems in or for locomotives or motor railcars with electric motor propulsion with motors supported on vehicle frames and driving axles, e.g. axle or nose suspension
    • B61C9/50—Transmission systems in or for locomotives or motor railcars with electric motor propulsion with motors supported on vehicle frames and driving axles, e.g. axle or nose suspension in bogies
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
    • B61F15/00—Axle-boxes
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
    • B61F5/00—Constructional details of bogies; Connections between bogies and vehicle underframes; Arrangements or devices for adjusting or allowing self-adjustment of wheel axles or bogies when rounding curves
    • B61F5/26—Mounting or securing axle-boxes in vehicle or bogie underframes
    • B61F5/30—Axle-boxes mounted for movement under spring control in vehicle or bogie underframes
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T30/00—Transportation of goods or passengers via railways, e.g. energy recovery or reducing air resistance

Definitions

  • the invention belongs to the technical field of rail vehicles, and in particular relates to a wheel set and a bogie for a variable-gauge bogie of a rail vehicle.
  • variable gauge technology can be traced back to the 1960s.
  • the most representative is the Spanish Talgo variable gauge system with a history of more than 50 years, which has mature technology and rich operating experience.
  • other European countries successively carried out research on variable gauge technology, such as SUW2000 variable gauge wheel set in Poland, DBAG Rafil Type V variable gauge wheel set in Germany, and BRAVA variable gauge bogie developed by Spanish CAF company.
  • Japan formulated the "Variable Gauge Train" plan in the 1990s, aiming to solve the joint transportation problem of its Shinkansen standard gauge and existing narrow gauge lines. So far, three generations of variable gauge trains have been developed.
  • gauge-variable bogies using variable-gauge technology mainly include Swiss EV09 variable-gauge bogies, Korean KGCW gauge-adjustable wheelsets, Spanish OGI variable-gauge axle systems, Russian BOCTOK-3anaA type tank car variable-gauge bogies and Bulgarian variable-gauge bogies. wheelset and so on.
  • the gauge difference between the standard gauge and the wide gauge is as small as 85mm, the track changing and locking mechanism of the wheel set is easy to realize, the vehicle limit is also easy to meet, and the variable gauge bogie is technically easy to realize.
  • the gauge difference between the standard gauge and the narrow-gauge meter-gauge is 435mm. It is difficult to realize the traditional wheel set track change and locking mechanism, and it is also difficult to meet the vehicle limit. It is difficult to arrange the motor and the basic brake device. The distance from the bogie is technically more difficult.
  • Chinese invention patent ZL201810732522.9 discloses a wheel set and a bogie for variable gauge bogies of rail vehicles, which includes wheels, axles and locking components;
  • the inner circumference of the hub and/or the inner circumference of the connecting sleeve are provided with internal splines, and the two ends of the axle are respectively provided with external splines matching the internal splines, and the wheels and the axle are connected to each other through the internal splines.
  • the locking assembly of the invention is respectively press-fitted on the outer circumference of the connecting sleeve of the wheel, and is located in the axle box at both ends of the axle.
  • the locking assembly includes a set of bearing assemblies, a bearing outer casing and a locking rod.
  • the inner circumference of the bearing housing is provided with an annular positioning boss, which divides the inner peripheral surface of the bearing housing into a press-fitting working surface and a locking working surface; the inner ring of the bearing assembly is press-fitted on the outer circumference of the connecting sleeve, The outer ring of the bearing assembly is press-fitted on the press-fit working surface of the bearing casing, and the bearing casing and the shaft box body are in clearance fit; the locking working surface is provided with a plurality of inner ring grooves at intervals along its axial direction, and is equipped with multiple axial through-holes.
  • the bottom of the shaft box is provided with a matching hole corresponding to the sliding groove;
  • the locking rod includes a locking head and an unlocking head, and the locking head is used to snap into the inner ring groove and lock.
  • the wheel and the axle box, the unlocking head extends out of the sliding groove and the matching hole, and the locking head can be switched between multiple inner ring grooves under the action of external force, so as to realize the gauge change of the wheel.
  • each axle box of this rail changing structure is provided with a group of bearings, a locking mechanism, can't adapt to the rail changing of large displacement, as can't adapt to the rail changing from standard gauge to meter gauge.
  • the purpose of the present invention is to provide a wheel set and a bogie for a variable-gauge bogie of a rail vehicle, so as to solve the technical problem of the interconnection between the standard gauge and the meter gauge of the rail vehicle.
  • a wheel set for a variable-gauge bogie the wheel set includes a wheel mounted on an axle, an axle box arranged at both ends of the axle, and a track changing device; the hub of the wheel is located on the outer side of the wheel and faces outward
  • a connecting sleeve is extended, and the track changing device is installed on the outer periphery of the connecting sleeve and is located in the axle box.
  • the axle box includes an axle box body and an end cover installed on the axle box body;
  • the track change device includes a bearing sleeve, a bearing assembly and at least two locking units; the bearing sleeve is arranged in the axle box, and the bearing sleeve can move axially along the inner wall of the axle box;
  • the bearing assembly includes a first bearing and a second bearing, the inner ring of the first bearing is fixed on the outer circumference of the connecting sleeve, and the outer ring of the first bearing is installed on the inner side of the bearing sleeve; the The inner ring of the second bearing is fixedly connected to the axle, and the outer ring of the second bearing is installed on the end cover;
  • the locking unit is axially spaced on the axle box, and the bearing sleeve has at least two locking states. In the tight state, when the bearing sleeve cooperates with the second locking unit to limit the position, it is in the second locked state.
  • the present invention adopts the wheel-to-axlebox rail changing device with double locking units and double bearings, which can realize the axial movement of the wheel relative to the axlebox body and the axle in a large range, thereby achieving the purpose of rail changing;
  • Two locking units are arranged axially at intervals on the axle box, so that the track changing device has two locking states: the meter-gauge state and the standard-gauge state, so as to realize the interconnection between the standard rail and the meter-gauge of the locomotive or EMU. .
  • the axle box is provided with a first locking unit and a second locking unit, and the bearing sleeve has two locking states: a meter gauge state and a standard rail state;
  • the axle box body is provided with a first locking unit and a second locking unit.
  • the first locking unit close to the wheel side snaps into the limiting groove of the bearing sleeve;
  • the second locking unit on the side away from the wheel snaps into the limiting groove of the bearing sleeve.
  • the axle box body is provided with a plurality of mounting holes
  • the locking unit is arranged in the mounting holes
  • the locking unit includes a locking pin
  • the locking head at one end of the locking pin snaps into the The bearing sleeve is locked in the limiting groove of the bearing sleeve, and the unlocking head at the other end of the locking pin separates the locking head from the limiting groove under the action of external force.
  • the locking unit further includes an elastic member and a locking gland, the locking gland is arranged on the outer wall of the axle box, and the locking pin is arranged through the locking gland, so The locking head at one end of the locking pin extends toward the axle box, the locking pin is provided with a locking disc in the mounting hole, and an elastic member is provided between the locking disc and the locking gland .
  • a tachometer chainring is installed at the end of the axle.
  • the present invention also provides a track-changing bogie for rail vehicles, including a frame and a series of suspension devices arranged on the frame, and the frame is equipped with the above-mentioned track-changing device through a series of suspension devices.
  • the distance bogie uses a wheel set, and the wheel set is driven by a motor drive device.
  • the motor drive device includes a traction motor, a disc brake and a gear box, one end of the gear box is installed on the axle, and the other end of the gear box is connected with the traction motor through a coupling;
  • the The disc brake includes an input shaft disc brake device and an output shaft disc brake device, the input shaft disc brake device is arranged on the non-motor side of the input shaft end of the gearbox, and the output shaft disc brake device set on the axle.
  • two groups of motor driving devices are arranged on the frame, and the two groups of motor driving devices include a wheel-to-motor drive and a two-position wheel-to-motor drive;
  • the arrangement of the two-position wheel-set motor drive is consistent with the arrangement of the one-position wheel-set motor drive after mirroring the longitudinal centerline of the bogie, so as to ensure that the load on the left and right wheels is evenly distributed;
  • the one-position wheel set motor drive and the two-position wheel set motor drive are oppositely arranged.
  • gearbox is suspended on the beam and/or the end beam of the frame by hanging.
  • one side of the traction motor is installed on the beam and/or end beam of the frame, and is arranged outside the wheel in both the longitudinal and transverse directions of the bogie.
  • the input shaft unit brake and the output shaft unit brake are obliquely installed on the beam and/or the end beam of the frame.
  • the wheel set and the bogie for a rail vehicle gauge changing bogie of the present invention have the following advantages: through the layout of the wheel set motor drive, the track changing mechanism integrated with the axle box, the wheel and the axle, and two sets of locking mechanisms, a A simple and reliable variable-gauge bogie that can meet the meter-gauge limit conditions to realize the interconnection between the standard gauge and the meter-gauge of locomotives or EMUs.
  • Fig. 1 is the bogie top view of the present invention
  • Fig. 2 is the A-A sectional view of Fig. 1 (standard rail state);
  • Fig. 3 is a partial enlarged view at A in Fig. 2;
  • Fig. 4 is the A-A sectional view (meter rail state) of Fig. 1;
  • Fig. 5 is the B-B sectional view of Fig. 4;
  • Fig. 6 is a wheel set motor drive layout diagram of the present invention.
  • Fig. 7 is the bogie front view of the present invention.
  • Fig. 8 is the motor installation drawing of the present invention.
  • Figure 9 is an installation diagram of the gearbox of the present invention.
  • Fig. 10 is a diagram of the foundation braking arrangement of the present invention.
  • Bearing sleeve 213, the first bearing; 214, the second bearing; 215, the end cover; 217, the locking gland; 218, the locking plate; ; 223, locking pin; 223a, locking head; 223b, unlocking head; 224, first locking unit; 225, second locking unit; 240, gear case; 241, driven gear; 242, intermediate Wheel; 243, driving gear; 244, suspension.
  • this bogie comprises frame 1, primary suspension 4, secondary steel spring 5, middle single draw bar 6, motor drive device, Vertical shock absorber 8, transverse shock absorber 7, output shaft unit brake 9, and input shaft unit brake 10;
  • the primary suspension 4 includes steel springs and single-axle box pull rods, and the frame is installed through the primary suspension device 4
  • described wheel pair comprises wheel 22, axle shaft 26 and track changing device;
  • Strength preferably the connecting sleeve 222 and the hub 220 of the wheel 22 are integrally formed to form an elongated hub, directly use the track changing device to drive the wheel 22 to move or lock, the operation is simple, the adjustment is convenient, and the improvement to the wheel 22 is small;
  • the inner circumference of the hub of the wheel 22 and/or the inner circumference of the connecting sleeve 222 are provided with internal splines, and the two ends of the axle 26 are respectively provided with external splines matching the internal splines.
  • the axle box 21 includes an axle box 211 and an end cover 215 installed on the axle box 211; the end of the axle 26 is equipped with a tachometer toothed plate 216; the above mechanism can realize the rotation of the wheel 22 relative to the axle box 211 and the axle 26 Axial movement, so as to achieve the purpose of track change.
  • the track changing device includes a bearing sleeve 212, a bearing assembly and at least two locking units; the bearing sleeve 212 is arranged in the axle box 21, and the bearing sleeve 212 can be Move axially along the inner wall of the axle box 21; the bearing assembly includes a first bearing 213 and a second bearing 214, the inner ring of the first bearing 213 is fixed on the outer periphery of the connecting sleeve 222, the first bearing The outer ring of 213 is installed on the inner side of the bearing sleeve 212; the inner ring of the second bearing 214 is fixed on the axle 26, and the outer ring of the second bearing 214 is installed on the end cover 215; as shown 2 and FIG.
  • the locking unit is arranged axially at intervals on the shaft box 211, the bearing sleeve 212 has at least two locking states, and the bearing sleeve 212 moves to the first locking state In the state, it cooperates with the first locking unit to limit the position, and when the bearing sleeve 212 moves to the second locked state, it cooperates with the second locking unit to limit the position.
  • the axle box body 211 is provided with a plurality of mounting holes, the locking unit is arranged in the mounting holes, the locking unit includes an elastic member 219, a locking pin 223 and a locking Gland 217, the locking gland 217 is arranged on the outer wall of the axle box 211, the locking pin 223 is arranged on the locking gland 217 and extends into the axle box 211,
  • the locking pin 223 is provided with a locking disc 218 in the mounting hole, and an elastic member 219 is provided between the locking disc 218 and the locking gland 217;
  • the locking pin 223 includes a locking head 223a and the unlocking head 223b, the locking head 223a snaps into the limiting groove 221 of the bearing sleeve 212 to lock the bearing sleeve 212, the unlocking head 223b extends out of the locking gland 217, the The unlocking head 223b separates the locking head 223a from the limiting groove 221 under the action of an external force.
  • the axle box 211 is provided with a first locking unit 224 and a second locking unit 225, and the bearing sleeve 212 has two locking State: standard rail state and meter-gauge state; the axle box 211 is provided with a first locking unit 224 near the wheel side (it corresponds to the meter-gauge state when it snaps into the limit groove 221) and a second locking unit 224 away from the wheel side.
  • the second locking unit 225 (it corresponds to the standard rail state when it snaps into the limiting groove 221).
  • described motor drive unit comprises traction motor 28, disc brake and gear box 24, as shown in Fig. 9, described gear box comprises driving gear 243, intermediate intermediate wheel 242, driven
  • the gear 241 and the gear box body 240 , the gear box 24 is suspended on the beam 102 and/or the end beam of the frame 1 through the hanger 244 .
  • One end of the gear box 24 is installed on the axle 26, and the other end of the gear box 24 is connected with the traction motor 28 through a coupling 25, and the traction motor 28 and the axle 26 are connected through a coupling 25 and a belt.
  • the gear box 24 of the intermediate wheel transmits the traction force and the braking force;
  • the traction motor 28 is fixed on the beam 102 or the rear end beam 103 of the frame 1 by bolts on one side, and is arranged on the wheel in the longitudinal and transverse directions of the bogie.
  • the outer side in order to meet the installation space size requirements of larger power traction motors and gearboxes.
  • the disc brake includes an input shaft disc brake device 23 and an output shaft disc brake device 27, the input shaft disc brake device 23 is arranged on the non-motor side of the input shaft end of the gearbox 24, and the output Axle disc braking device 27 is arranged on the axle shaft 26; As shown in Figure 1, two groups of motor drive devices are set on the frame 1, and the two groups of motor drive devices include a wheel-to-motor drive 2 and two motor drive devices.
  • the layout of the 2nd set of wheel set motor drives 3 is consistent with the layout of the 1st set of wheel set motor drives 2 after mirroring the longitudinal centerline of the bogie, so as to ensure that the loads on the left and right wheels are evenly distributed ;
  • the one wheel set motor drive 2 and the two wheel set motor drive 3 are arranged oppositely.
  • one side of the traction motor 28 is installed on the beam 102 and/or the end beam of the frame 1 , and is arranged outside the wheels in both the longitudinal and transverse directions of the bogie.
  • the input shaft unit brake 10 and the output shaft unit brake 9 are obliquely installed on the beam 102 and/or the end beam of the frame 1 .
  • the bogie of the present invention is also provided with a secondary vertical shock absorber 8, the secondary vertical shock absorber 8 is arranged inside the side beam of the frame 1, and has a secondary anti-snaking damping characteristic.
  • the transverse shock absorber 7 is installed on the front end beam 101 or the rear end beam 103 of the frame to meet the boundary requirements of the meter-gauge vehicle.

Abstract

一种轨道车辆变轨距转向架用轮对，包括安装在车轴(26)上的车轮(22)及安装在车轮(22)上的变轨装置；变轨装置包括轴承套(212)、轴承组件和至少两个锁紧单元；轴承套(212)设置在车轴(26)两端的轴箱(21)内，且轴承套(212)可沿轴箱(21)的内壁轴向移动；轴承组件包括第一轴承(213)和第二轴承(214)，第一轴承(213)的内圈固接于连接套(222)的外周，第一轴承(213)的外圈安装于轴承套(212)的内侧；第二轴承(214)的内圈固接于车轴(26)上，第二轴承(214)的外圈安装于端盖(215)上；锁紧单元轴向间隔设置在轴箱体(211)上，轴承套(212)具有至少两个锁紧状态，通过简单可靠的可满足米轨限界条件的变轨距转向架，实现轨道车辆标轨至米轨间的互联互通。还涉及一种轨道车辆变轨距转向架。

Description

一种轨道车辆变轨距转向架用轮对及转向架 技术领域
本发明属于轨道车辆技术领域，尤其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
变轨距技术的系统研究可追溯到上世纪60年代。最具代表性的是有50多年历史的西班牙Talgo变轨距系统，其技术成熟，运营经验丰富。随后欧洲其他国家陆续开展变轨距技术的研究，如波兰SUW2000变轨距轮对、德国DB AG Rafil Type V变轨距轮对及西班牙CAF公司研发的BRAVA变轨距转向架等。日本于上世纪90年代制定出“可变轨距列车”计划，旨在解决其新干线准轨与既有窄轨线路的联运问题，至今已发展有3代变轨距列车。其他采用变轨距技术的主要有瑞士EV09变轨距转向架、韩国KGCW轨距可调轮对、西班牙OGI变轨距轮轴系统、俄罗斯BOCTOK-3anaA型罐车用变轨距转向架及保加利亚变轨距轮对等等。
标准轨距与宽轨之间轨距差较小85mm，轮对变轨及锁紧机构易于实现，车辆限界也易于满足，变轨距转向架技术上易于实现。
而标准轨距与窄轨米轨之间轨距差较大435mm，传统轮对变轨及锁紧机构难以实现，车辆限界也很难满足，电机和基础制动装置难以布置，此种变轨距转向架技术难度较大。
中国发明专利ZL201810732522.9公开了一种轨道车辆变轨距转向架用轮对及转向架，其包括车轮、车轴和锁紧组件；其车轮的轮毂位于车轮的外侧向外延伸有一连接套，车轮的轮毂内周和/或连接套的内周设有内花键，其车轴的两端分别设有与所述内花键相匹配的外花键，其车轮与车轴通过所述内花键与外花键连接；该发明的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中，该锁紧组件包括一组轴承组件、轴承外套和一个锁紧杆，其轴承外套的内周设有环形定位凸台，环形定位凸台将轴承外套的内周面分隔为压装工作面和锁紧工作面；其轴承组件的内圈压装在连接套的外周，轴承组件的外圈压装在轴承外套的压装工作面，轴承外套与轴箱体间隙配合；其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 个内环槽的滑动槽，其轴箱体的底部设有与滑动槽相对应的配合孔；其锁紧杆包括锁紧头和解锁头，锁紧头用于卡入内环槽中锁紧车轮与轴箱体，解锁头延伸出滑动槽及配合孔，并可在外力作用下使得锁紧头在多个内环槽之间切换，以实现车轮变换轨距。但是该变轨结构每轴箱设有一组轴承、一个锁紧机构，无法适应大位移量的变轨，如无法适应于从标准轨距到米轨的变轨。
发明内容
本发明目的在于提供一种轨道车辆变轨距转向架用轮对及转向架,以解决轨道车辆标轨至米轨间的互联互通的技术问题。
为解决上述技术问题，本发明的具体技术方案如下：
一种变轨距转向架用轮对，该轮对包括安装在车轴上的车轮，设置在所述车轴两端的轴箱，及变轨装置；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，所述变轨装置安装在所述连接套的外周，且位于所述轴箱内，所述轴箱包括轴箱体及安装在所述轴箱体上的端盖；
所述变轨装置包括轴承套、轴承组件和至少两个锁紧单元；所述轴承套设置在所述轴箱内，且所述轴承套可沿轴箱的内壁轴向移动；
所述轴承组件包括第一轴承和第二轴承，所述第一轴承的内圈固接于所述连接套的外周，所述第一轴承的外圈安装于所述轴承套的内侧；所述第二轴承的内圈固接于车轴上，所述第二轴承的外圈安装于所述端盖上；
所述锁紧单元轴向间隔设置在所述轴箱体上，所述轴承套具有至少两个锁紧状态，所述轴承套与第一个锁紧单元配合限位时，为第一个锁紧状态，所述轴承套与第二个锁紧单元配合限位时，为第二个锁紧状态。
由此，本发明采用带双锁紧单元及双轴承的轮对轴箱变轨装置，可实现车轮相对于轴箱体和车轴的较大范围的轴向运动，从而达到变轨的目的；两个锁紧单元轴向间隔设置在所述轴箱体上，使得变轨装置具备两种锁紧状态：米轨状态和标轨状态，以实现机车或动车组标轨至米轨间的互联互通。
具体地，所述轴箱体上设有第一锁紧单元和第二锁紧单元，所述轴承套具有两个锁紧状态：米轨状态和标轨状态；
所述轴箱体上设有第一锁紧单元和第二锁紧单元，车轮为米轨状态时， 靠近车轮侧的所述第一锁紧单元卡入所述轴承套的限位槽内；
车轮为标轨状态时，远离车轮侧的所述第二锁紧单元卡入所述轴承套的限位槽内。
进一步，所述轴箱体上设有多个安装孔，所述锁紧单元设置于所述安装孔内，所述锁紧单元包括锁紧销，所述锁紧销一端的锁紧头卡入所述轴承套的限位槽内将所述轴承套锁紧，所述锁紧销另一端的解锁头在外力作用下将所述锁紧头与所述限位槽分离。
进一步，所述锁紧单元还包括弹性件和锁紧压盖，所述锁紧压盖设置于所述轴箱体的外壁面，所述锁紧销穿过所述锁紧压盖设置，所述锁紧销一端的锁紧头向所述轴箱体内延伸，所述锁紧销在所述安装孔内设有锁紧盘，所述锁紧盘和锁紧压盖之间设有弹性件。
此外，所述车轴的端部安装测速齿盘。
基于同一个发明构思，本发明还提供了一种轨道车辆变轨距转向架，包括构架及设在所述构架上的一系悬挂装置，所述构架通过一系悬挂装置安装有上述的变轨距转向架用轮对，所述轮对通过电机驱动装置驱动。
进一步，所述电机驱动装置包括牵引电机、盘形制动和齿轮箱，所述齿轮箱的一端安装在车轴上，所述齿轮箱的另一端通过联轴器与所述牵引电机相连；所述盘形制动包括输入轴盘形制动装置和输出轴盘形制动装置，所述输入轴盘形制动装置设置在齿轮箱输入轴端非电机侧，所述输出轴盘形制动装置设置在车轴上。
进一步，所述构架上设置两组所述电机驱动装置，两组所述电机驱动装置包括一位轮对电机驱动和二位轮对电机驱动；
所述二位轮对电机驱动的布置方式与所述一位轮对电机驱动相对转向架的纵向中心线镜像后的布置方式一致，以保证左右车轮载荷均布；或
所述一位轮对电机驱动和二位轮对电机驱动对置布置。
再进一步，所述齿轮箱通过吊挂悬挂于构架的横梁和/或端梁上。
更进一步，所述牵引电机的一侧安装在所述构架的横梁和/或端梁上，且在转向架纵向和横向方向上均布置在所述车轮外侧。
此外，所述输入轴单元制动器和输出轴单元制动器倾斜安装在构架的横梁和/或端梁上。
本发明的一种轨道车辆变轨距转向架用轮对及转向架具有以下优点：通过轮对电机驱动的布置以及轴箱、车轮和车轴集成的变轨机构和两套锁紧机构实现一种简单可靠的可满足米轨限界条件的变轨距转向架，以实现机车或动车组标轨至米轨间的互联互通。
附图说明
图1为本发明的转向架俯视图；
图2为图1的A-A剖视图(标轨状态)；
图3为图2位于A处的局部放大图；
图4为图1的A-A剖视图(米轨状态)；
图5为图4的B-B剖视图；
图6为本发明的轮对电机驱动布置图；
图7为本发明的转向架主视图；
图8为本发明的电机安装图；
图9为本发明的齿轮箱安装图；
图10为本发明的基础制动布置图。
图中标记说明：1、构架；2、一位轮对电机驱动；3、二位轮对电机驱动；4、一系悬挂；5、二系钢弹簧；6、中间单牵引杆；7、横向减振器；8、垂向减振器；9、输出轴单元制动器；10、输入轴单元制动器；21、轴箱；22、车轮；23、输入轴盘形制动装置；24、齿轮箱；25、联轴器；26、车轴；27、输出轴盘形制动装置；28、牵引电机；101、前端梁；102、横梁；103、后端梁；211、轴箱体；212、轴承套；213、第一轴承；214、第二轴承；215、端盖；217、锁紧压盖；218、锁紧盘；219、弹性件；220、轮毂；221、限位槽；222、连接套；223、锁紧销；223a、锁紧头；223b、解锁头；224、第一锁紧单元；225、第二锁紧单元；240、齿轮箱体；241、从动齿轮；242、中间介轮；243、主动齿轮；244、吊挂。
具体实施方式
为了更好地了解本发明的目的、结构及功能，下面结合附图，对本发明做进一步详细的描述。
如图1和图7所示，本发明的一种轨道车辆变轨距转向架，该转向架包括构架1、一系悬挂4、二系钢弹簧5、中间单牵引杆6、电机驱动装置、垂向减振器8、横向减振器7及输出轴单元制动器9和输入轴单元制动器10；所述一系悬挂4包括钢弹簧和单轴箱拉杆，所述构架通过一系悬挂装置4安装有变轨距转向架用轮对，所述轮对通过所述电机驱动装置驱动。
如图4和图5所示，所述轮对包括车轮22、车轴26和变轨装置；所述车轮22的轮毂220位于所述车轮22的外侧向外延伸有一连接套222，为了保证足够的强度，优选所述连接套222与所述车轮22的轮毂220一体成型，形成加长的轮毂，直接利用变轨装置带动车轮22移动或锁紧，操作简单，调节方便，对车轮22改进小；所述车轮22的轮毂内周和/或所述连接套222的内周设有内花键，所述车轴26的两端分别设有与所述内花键相匹配的外花键，所述车轮22与所述车轴26通过所述内花键与外花键连接，所述变轨装置安装在所述连接套222的外周，且位于所述车轴26两端的轴箱21内，所述轴箱21包括轴箱体211及安装在所述轴箱体211上的端盖215；所述车轴26的端部安装测速齿盘216；以上机构可实现车轮22相对于轴箱体211和车轴26的轴向运动，从而达到变轨的目的。
如图3和图4所示，所述变轨装置包括轴承套212、轴承组件和至少两个锁紧单元；所述轴承套212设置在所述轴箱21内，且所述轴承套212可沿轴箱21的内壁轴向移动；所述轴承组件包括第一轴承213和第二轴承214，所述第一轴承213的内圈固接于所述连接套222的外周，所述第一轴承213的外圈安装于所述轴承套212的内侧；所述第二轴承214的内圈固接于车轴26上，所述第二轴承214的外圈安装于所述端盖215上；如图2和图4所示，所述锁紧单元轴向间隔设置在所述轴箱体211上，所述轴承套212具有至少两个锁紧状态，所述轴承套212移动至第一个锁紧状态时与第一个锁紧单元配合限位，所述轴承套212移动至第二个锁紧状态时与第二个锁紧单元配合限位。
如图3所示，所述轴箱体211上设有多个安装孔，所述锁紧单元设置于 所述安装孔内，所述锁紧单元包括弹性件219、锁紧销223和锁紧压盖217，所述锁紧压盖217设置于所述轴箱体211的外壁面，所述锁紧销223设置在所述锁紧压盖217上且向所述轴箱体211内延伸，所述锁紧销223在所述安装孔内设有锁紧盘218，所述锁紧盘218和锁紧压盖217之间设有弹性件219；所述锁紧销223包括锁紧头223a和解锁头223b，所述锁紧头223a卡入所述轴承套212的限位槽221内将所述轴承套212锁紧，所述解锁头223b延伸出所述锁紧压盖217，所述解锁头223b在外力作用下将所述锁紧头223a与所述限位槽221分离。
如图2和图4所示，作为本发明的优选实施例，所述轴箱体211上设有第一锁紧单元224和第二锁紧单元225，所述轴承套212具有两个锁紧状态：标轨状态和米轨状态；所述轴箱体211上设有靠近车轮侧的第一锁紧单元224(其卡入限位槽221内时对应米轨状态)和远离车轮侧的第二锁紧单元225(其卡入限位槽221内时对应标轨状态)。当车轮22在外力的作用下带动轴承套212沿轴箱体211的内壁向右移动，直至所述第二锁紧单元225卡入所述轴承套212的限位槽221内(如图2中所示的位置)，则实现车轮为标轨轨距状态；当车轮22在外力的作用下带动轴承套212沿轴箱体211的内壁向左移动，直至所述第一锁紧单元224卡入所述轴承套212的限位槽221内(如图4中所示的位置)，则实现车轮为米轨轨距状态。所述“向左”、“向右”仅用于表示图2、图4中示意的相对位置关系，当被描述的对象的绝对位置改变后，则该相对位置关系也可能相应地改变。
如图1、图6所示，所述电机驱动装置包括牵引电机28、盘形制动和齿轮箱24，如图9所示，所述齿轮箱包括主动齿轮243、中间介轮242、从动齿轮241、齿轮箱体240，所述齿轮箱24通过吊挂244悬挂于构架1的横梁102和/或端梁上。所述齿轮箱24的一端安装在车轴26上，所述齿轮箱24的另一端通过联轴器25与所述牵引电机28相连，所述牵引电机28与车轴26间通过联轴器25和带中间介轮的齿轮箱24传递牵引力和制动力；所述牵引电机28单侧通过螺栓固接于构架1的横梁102或后端梁103上，且在转向架纵向和横向方向上均布置在车轮外侧，以实现较大功率牵引电机和齿轮箱的安装空间尺寸要求。所述盘形制动包括输入轴盘形制动装置23和输出轴盘 形制动装置27，所述输入轴盘形制动装置23设置在齿轮箱24输入轴端非电机侧，所述输出轴盘形制动装置27设置在车轴26上；如图1所述，所述构架1上设置两组所述电机驱动装置，两组所述电机驱动装置包括一位轮对电机驱动2和二位轮对电机驱动3；所述二位轮对电机驱动3的布置方式与所述一位轮对电机驱动2相对转向架的纵向中心线镜像后的布置方式一致，以保证左右车轮载荷均布；作为本发明的另一个优选方案，所述一位轮对电机驱动2和二位轮对电机驱动3对置布置。
如图8所示，所述牵引电机28的一侧安装在所述构架1的横梁102和/或端梁上，且在转向架纵向和横向方向上均布置在所述车轮外侧。
如图10所示，所述输入轴单元制动器10和输出轴单元制动器9倾斜安装在构架1的横梁102和/或端梁上。
如图1所示，本发明转向架还设有二系垂向减振器8，所述二系垂向减振器8设置于所述构架1侧梁内侧，兼具抗蛇行阻尼特性的二系横向减振器7安装于构架前端梁101或后端梁103，以满足米轨车辆限界要求。
可以理解，本发明是通过一些实施例进行描述的，本领域技术人员知悉的，在不脱离本发明的精神和范围的情况下，可以对这些特征和实施例进行各种改变或等效替换。另外，在本发明的教导下，可以对这些特征和实施例进行修改以适应具体的情况及材料而不会脱离本发明的精神和范围。因此，本发明不受此处所公开的具体实施例的限制，所有落入本申请的权利要求范围内的实施例都属于本发明所保护的范围内。

Claims (10)

  1. 一种变轨距转向架用轮对，包括安装在车轴(26)上的车轮(22)，设置在所述车轴(26)两端的轴箱(21)，及变轨装置；所述车轮(22)的轮毂(220)位于所述车轮(22)的外侧向外延伸有一连接套(222)，所述变轨装置安装在所述连接套(222)的外周，且位于所述轴箱(21)内，所述轴箱(21)包括轴箱体(211)及安装在所述轴箱体(211)上的端盖(215)；其特征在于：
    所述变轨装置包括轴承套(212)、轴承组件和至少两个锁紧单元；所述轴承套(212)设置在所述轴箱(21)内，且所述轴承套(212)可沿轴箱(21)的内壁轴向移动；
    所述轴承组件包括第一轴承(213)和第二轴承(214)，所述第一轴承(213)的内圈固接于所述连接套(222)的外周，所述第一轴承(213)的外圈安装于所述轴承套(212)的内侧；所述第二轴承(214)的内圈固接于车轴(26)上，所述第二轴承(214)的外圈安装于所述端盖(215)上；
    所述锁紧单元轴向间隔设置在所述轴箱体(211)上，所述轴承套(212)具有至少两个锁紧状态，所述轴承套(212)与第一个锁紧单元配合限位时，为第一个锁紧状态，所述轴承套(212)与第二个锁紧单元配合限位时，为第二个锁紧状态。
  2. 根据权利要求1所述的变轨距转向架用轮对，其特征在于，所述轴箱体(211)上设有多个安装孔，所述锁紧单元设置于所述安装孔内，所述锁紧单元包括锁紧销(223)，所述锁紧销(223)一端的锁紧头(223a)卡入所述轴承套(212)的限位槽(221)内将所述轴承套(212)锁紧，所述锁紧销(223)另一端的解锁头(223b)在外力作用下将所述锁紧头(223a)与所述限位槽(221)分离。
  3. 根据权利要求2所述的变轨距转向架用轮对，其特征在于，所述锁紧单元还包括弹性件(219)和锁紧压盖(217)，所述锁紧压盖(217)设置于所述轴箱体(211)的外壁面，所述锁紧销(223)穿过所述锁紧压盖(217)设置，所述锁紧销(223)一端的锁紧头(223a)向所述轴箱体(211)内延伸，所述锁紧销(223)在所述安装孔内设有锁紧盘(218)，所述锁紧盘(218) 和锁紧压盖(217)之间设有弹性件(219)。
  4. 根据权利要求1至3任意一项所述的变轨距转向架用轮对，其特征在于，所述车轴(26)的端部安装测速齿盘(216)。
  5. 一种轨道车辆变轨距转向架，包括构架(1)及设在所述构架(1)上的一系悬挂装置(4)，其特征在于，所述构架通过一系悬挂装置(4)安装有如权利要求1至5任意一项所述的变轨距转向架用轮对，所述轮对通过电机驱动装置驱动。
  6. 根据权利要求5所述的轨道车辆变轨距转向架，其特征在于，所述电机驱动装置包括牵引电机(28)、盘形制动和齿轮箱(24)，所述齿轮箱(24)的一端安装在车轴(26)上，所述齿轮箱(24)的另一端通过联轴器(25)与所述牵引电机(28)相连；所述盘形制动包括输入轴盘形制动装置(23)和输出轴盘形制动装置(27)，所述输入轴盘形制动装置(23)设置在齿轮箱(24)输入轴端非电机侧，所述输出轴盘形制动装置(27)设置在车轴(26)上。
  7. 根据权利要求5或6所述的轨道车辆变轨距转向架，其特征在于，所述构架(1)上设置两组所述电机驱动装置，两组所述电机驱动装置包括一位轮对电机驱动(2)和二位轮对电机驱动(3)；
    所述二位轮对电机驱动(3)的布置方式与所述一位轮对电机驱动(2)相对转向架的纵向中心线镜像后的布置方式一致；或
    所述一位轮对电机驱动(2)和二位轮对电机驱动(3)对置布置。
  8. 根据权利要求7所述的轨道车辆变轨距转向架，其特征在于，所述齿轮箱(24)通过吊挂(244)悬挂于构架(1)的横梁(102)和/或端梁上。
  9. 根据权利要求7所述的轨道车辆变轨距转向架，其特征在于，所述牵引电机(28)的一侧安装在所述构架(1)的横梁(102)和/或端梁上，且在转向架纵向和横向方向上均布置在所述车轮外侧。
  10. 根据权利要求7所述的轨道车辆变轨距转向架，其特征在于，所述输入轴单元制动器(10)和输出轴单元制动器(9)倾斜安装在构架(1)的横梁(102)和/或端梁上。
PCT/CN2022/103896 2021-11-11 2022-07-05 一种轨道车辆变轨距转向架用轮对及转向架 WO2023082671A1 (zh)

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