Locomotive wheel set track changing device and locomotive

Abstract

The present invention provides a locomotive wheel set track changing device and a locomotive, and relates to the technical field of locomotive production and manufacturing. The locomotive wheel set track changing device comprises a track changing device, which comprises: an axle box beam, in which a locking cone and a plurality of locking bosses arranged along the axial direction of the axle are arranged; an axle box body, which is arranged in the axle box beam, and the outer wall of the axle box body is provided with a locking cone groove. A sliding mechanism is arranged outside the axle box body, and the sliding mechanism comprises a sliding sleeve and a locking retaining ring, the sliding sleeve is passed through the wheel, the locking retaining ring is arranged between the axle box beam and the sliding sleeve, and the locking retaining ring is provided with a plurality of locking grooves arranged along the axial direction of the axle on the side close to the axle box beam; wherein the sliding sleeve is configured to drive the wheel to move along the axial direction of the axle, so that the locking cone groove is selectively engaged with the locking cone, and at least one locking boss is selectively engaged with the corresponding locking groove. The locomotive wheel set track changing device has a large load-bearing capacity and high strength.

Description

Technical Field

[0001] The present invention generally relates to the technical field of locomotive production and manufacturing, and in particular to a locomotive wheel set track changing device and a locomotive. Background Art

[0002] Since different countries in the world use different railway gauges, for example, China's railways are standard gauge with a gauge of 1435mm, while Russia and most Eastern European and Central Asian countries use wide gauge with a gauge of 1520mm. During cross-border transport, domestic passenger and freight railway vehicles cannot pass directly from standard gauge lines to wide gauge lines, and need to stop and replace bogies that meet different gauge requirements.

[0003] The existing traditional locomotive wheelsets or EMU power wheelsets are assembled with wheels and axles through interference fit, so the inner distance of the wheelsets remains unchanged, which can only meet the operating requirements of one track gauge. When passing through lines with different track gauges, it is necessary to stop and return to the depot to replace the bogies adapted to the new track gauge before continuing to operate, which has many problems such as increased manpower and material costs, long time consumption, and low operating efficiency.

[0004] The existing variable gauge wheelset technology at home and abroad can generally only be adapted to EMUs or passenger locomotives with smaller axle weights and traction. Although the structure of the gauge-changing mechanism can be designed to be relatively compact to reduce the difficulty of spatial layout, the high-power, high-axle-weight locomotives have very large axial loads, and all current gauge-changing mechanisms cannot meet their strength requirements. Summary of the invention

[0005] The locomotive wheel set track changing device and locomotive provided by the present invention have large bearing load and high strength.

[0006] According to a first aspect of the present invention, a locomotive wheel set track changing device is provided, including an axle, a wheel and a track changing device, wherein the axle passes through the wheel and the track changing device, and the track changing device comprises:

[0007] An axle box beam, wherein a locking cone and a plurality of locking bosses arranged along the axial direction of the axle are arranged in the axle box beam;

[0008] An axle box body is arranged in the axle box beam, and a locking cone groove is arranged on the outer wall of the axle box body;

[0009] A sliding mechanism is arranged outside the axle box body, the sliding mechanism comprises a sliding sleeve and a locking ring, the sliding sleeve is passed through the wheel, the locking ring is arranged between the axle box beam and the sliding sleeve, and a side of the locking ring close to the axle box beam is provided with a plurality of locking grooves arranged along the axial direction of the axle;

[0010] Wherein, the sliding sleeve is configured to drive the wheel to move along the axial direction of the axle, so that the locking cone groove is selectively engaged with the locking cone, and at least one locking boss is selectively engaged with the corresponding locking groove, so as to change the track gauge of the wheel.

[0011] In some embodiments, including:

[0012] An axle box bearing, sleeved on the outside of the axle and arranged between the axle and the axle box body;

[0013] An axle box rear cover is arranged in the axle box beam and between the axle box body and the locking retaining ring;

[0014] A front cover of the axle box, arranged at one end of the axle box beam away from the rear cover of the axle box;

[0015] Wherein, the axle box front cover and the axle box rear cover are respectively abutted against two ends of the axle box bearing outer ring.

[0016] In some embodiments, the axle box rear cover is provided with a guide groove, a force transmission bridge is provided on the side of the locking ring facing the axle box rear cover, the locking slot is provided on the force transmission bridge, and the guide groove is used to limit the force transmission bridge.

[0017] In some embodiments, it also includes:

[0018] A bearing seat is arranged between the locking ring and the wheel, one end of the bearing seat abuts against the sliding sleeve, and the other end is connected to the locking ring;

[0019] A thrust bearing is sleeved on the outside of the axle and arranged between the bearing seat and the axle, and two sides of the thrust bearing are respectively abutted against the bearing seat and the locking retaining ring.

[0020] In some embodiments, the sliding mechanism includes a needle roller assembly, and the needle roller assembly includes:

[0021] A needle roller cage is arranged between the axle and the sliding sleeve;

[0022] The needle roller body is arranged on the needle roller retainer and between the needle roller retainer and the sliding sleeve.

[0023] In some embodiments, the needle roller assembly further includes a limiting seat, which is sleeved on the outside of the axle and disposed between the axle and the needle roller retainer, and is used to limit the sliding sleeve.

[0024] In some embodiments, the sliding mechanism further comprises:

[0025] A spline hub, sleeved on the outside of the axle and arranged in the sliding sleeve;

[0026] A spline is arranged on the spline hub and between the spline hub and the sliding sleeve.

[0027] In some embodiments, the axle box beam is provided with an axial hole, and the locking cone is provided on the inner wall of the axial hole;

[0028] Wherein, along the radial direction of the axle, a movable gap is arranged between the axle hole and the axle box body.

[0029] In some embodiments, the shaft hole is provided with a vertical portion, and the vertical portion is used to limit the rotation of the shaft box.

[0030] According to a second aspect of the present invention, there is provided a locomotive comprising the above-mentioned locomotive wheelset track changing device.

[0031] An embodiment of the present invention has the following advantages or beneficial effects:

[0032] The locomotive wheel set track changing device provided in an embodiment of the present invention is provided with a locking cone in the axle box beam, the axle box body is provided in the axle box beam, and the outer wall of the axle box body is provided with a locking cone groove, which is equivalent to locking the axle box beam and the axle box body on the side where they are close to each other through the locking cone groove and the locking cone, thereby playing a role in positioning and locking along the axial direction of the axle.

[0033] A plurality of locking bosses arranged along the axial direction of the axle are arranged through the inner wall of the upper end of the axle box beam, and a plurality of locking grooves arranged along the axial direction of the axle are arranged. At least one locking boss is selectively engaged with the locking groove corresponding thereto, which is equivalent to that the upper end of the axle box beam and the side of the sliding mechanism close to each other can be locked by the locking boss and the locking groove, thereby playing the role of positioning and locking along the axial direction of the axle, and realizing track gauge locking.

[0034] When the locomotive or vehicle is in operation, the locking cone groove is connected to the locking cone, and the locking boss is connected to the locking groove, which is equivalent to a double clamping fit to jointly transmit the force along the axial direction of the axle to ensure the load-bearing effect of the wheel; when the locomotive or vehicle gauge is switched, the sliding mechanism can drive the wheel to move along the axial direction of the axle to unlock the wheel. At this time, the locking cone groove is no longer connected to the locking cone, and the locking cone groove is separated from the locking cone, and the force along the axial direction of the axle cannot be transmitted, achieving the unloading effect of the wheel.

[0035] Since the axle box beam can cooperate with the sliding mechanism to transmit the force along the axial direction of the axle, it can bear a relatively large load and can meet the strength requirements of high-power and large axle weight locomotives.

[0036] The embodiment of the present invention also provides a locomotive, including the above-mentioned locomotive wheel track changing device. By setting up the locomotive wheel track changing device, there are only three steps in the entire track changing process, namely wheel unloading, track gauge conversion and wheel load-bearing. The wheel unlocking and wheel unloading processes are carried out and completed simultaneously, and the wheel locking and wheel load-bearing processes are carried out and completed simultaneously. Moreover, the entire track changing process does not require the ground track changing device to be arranged with unlocking rails and locking rails, which reduces the design difficulty of the ground track changing device, simplifies the track changing process, and saves manufacturing and design costs. BRIEF DESCRIPTION OF THE DRAWINGS

[0037] In order to better understand the present disclosure, reference may be made to the embodiments shown in the following drawings. The components in the drawings are not necessarily to scale, and related elements may be omitted in order to emphasize and clearly illustrate the technical features of the present disclosure. In addition, related elements or components may have different settings as known in the art. In addition, in the drawings, the same reference numerals represent the same or similar components in each of the drawings. The above and other features and advantages of the present invention will become more apparent by describing in detail its exemplary embodiments with reference to the drawings.

[0038] in:

[0039] Figure 1 The figure shows a cross-sectional view of a locomotive wheel pair track changing device according to an embodiment of the present invention;

[0040] Figure 2 The structure diagram of the axle box beam in the locomotive wheel set track changing device according to one embodiment of the present invention is shown;

[0041] Figure 3 The figure shows a schematic structural diagram of an axle box in a locomotive wheel set track changing device according to an embodiment of the present invention;

[0042] Figure 4 The structure diagram of the rear cover of the axle box in the locomotive wheel set track changing device according to one embodiment of the present invention is shown;

[0043] Figure 5 The figure shows a schematic structural diagram of the front cover of the axle box in the locomotive wheel set track changing device according to an embodiment of the present invention;

[0044] Figure 6 The structure diagram of the locking ring in the locomotive wheel set track changing device according to one embodiment of the present invention is shown;

[0045] Figure 7 The structure diagram of the bearing seat in the locomotive wheel set track changing device according to one embodiment of the present invention is shown;

[0046] Figure 8 The figure shows a schematic structural diagram of a thrust bearing in a locomotive wheel set track changing device according to an embodiment of the present invention;

[0047] Fig. 9 The structure of the sliding sleeve in the locomotive wheel set track changing device according to one embodiment of the present invention is shown. Figure 1 ;

[0048] Fig.10 The structure of the sliding sleeve in the locomotive wheel set track changing device according to one embodiment of the present invention is shown. Figure 2 ;

[0049] Fig.11 The structure diagram of the spline hub in the locomotive wheel set track changing device according to one embodiment of the present invention is shown;

[0050] Fig.12 The structure diagram of the needle roller assembly in the locomotive wheel set track changing device according to one embodiment of the present invention is shown;

[0051] Fig.13 Shown is a schematic structural diagram of a retaining ring in a locomotive wheel set track changing device according to an embodiment of the present invention.

[0052] The reference numerals are described as follows:

[0053] 100, track changing device; 200, axle; 300, wheel;

[0054] 1. Axle box beam; 101. Locking cone; 102. Axle hole; 103. Vertical part; 104. Locking boss;

[0055] 2. Axle box; 21. Locking cone groove;

[0056] 3. Sliding mechanism; 31. Sliding sleeve; 311. Wheel mounting interface; 312. Thrust bearing mounting interface; 313. Spline groove; 314. Raceway; 32. Spline hub;

[0057] 33. Spline; 34. Needle roller assembly; 341. Needle roller cage; 342. Needle roller body; 343. Limit seat;

[0058] 35. Bearing seat;

[0059] 36, locking retaining ring; 361, force transmission bridge; 362, locking slot;

[0060] 4. Axle box rear cover; 41. Guide groove; 6. Thrust bearing; 7. Axle box bearing; 11. Shaft end pressure cover; 12. Axle box front cover; 121. Second end cover installation interface; 13. Retaining ring. DETAILED DESCRIPTION

[0061] The following will be combined with the accompanying drawings in the exemplary embodiments of the present disclosure to clearly and completely describe the technical solutions in the exemplary embodiments of the present disclosure. The exemplary embodiments described herein are only for illustrative purposes and are not intended to limit the scope of protection of the present disclosure. Therefore, it should be understood that various modifications and changes can be made to the exemplary embodiments without departing from the scope of protection of the present disclosure.

[0062] In the description of the present disclosure, unless otherwise clearly specified and limited, the terms "first" and "second" are used for descriptive purposes only and cannot be understood as indicating or implying relative importance; the term "plurality" refers to two or more; the term "and / or" includes any and all combinations of one or more associated listed items. In particular, reference to "the / the" object or "an" object is also intended to indicate one of a possible plurality of such objects.

[0063] Unless otherwise specified or explained, the terms "connection", "fixation", etc. should be understood in a broad sense. For example, "connection" can be a fixed connection, a detachable connection, an integral connection, an electrical connection, or a signal connection; "connection" can be a direct connection or an indirect connection through an intermediate medium. For those skilled in the art, the specific meanings of the above terms in this disclosure can be understood according to specific circumstances.

[0064] Further, in the description of the present disclosure, it should be understood that the directional words such as "upper", "lower", "inner", "outer" and the like described in the exemplary embodiments of the present disclosure are described at the angles shown in the accompanying drawings and should not be understood as limitations on the exemplary embodiments of the present disclosure. It should also be understood that, in the context, when it is mentioned that an element or feature is connected to another element (one or more) "upper", "lower", or "inner", "outer", it can not only be directly connected to the other (one or more) elements "upper", "lower", "inner", "outer", but also can be indirectly connected to the other (one or more) elements "upper", "lower", "inner", "outer" through an intermediate element.

[0065] Example embodiments will now be described more fully with reference to the accompanying drawings. However, example embodiments can be implemented in a variety of forms and should not be construed as limited to the embodiments set forth herein; rather, these embodiments are provided so that the present invention will be comprehensive and complete and fully convey the concepts of the example embodiments to those skilled in the art. The same reference numerals in the figures represent the same or similar structures, and thus their detailed description will be omitted.

[0066] This embodiment provides a locomotive wheel set track changing device, such as Figure 1As shown, the locomotive wheel set track changing device includes an axle 200, a wheel 300 and a track changing device 100. The axle 200 passes through the wheel 300 and the track changing device 100. The track changing device 100 is used for changing the track gauge of the wheel 300 along the axial direction of the axle 200 to achieve the change of the inner gauge of the wheelset.

[0067] It should be noted that there are two wheels 300, which are symmetrically arranged at both ends of the axle 200, and two track-changing devices 100 are symmetrically arranged at the shaft ends on both sides of the axle 200, so as not to occupy the space inside the wheels 300, save floor space, meet the structural layout requirements of the inner side of the powered wheelset, especially the wheels 300 of high-power heavy-duty locomotives, and meet the track-changing requirements of the unpowered wheelset. At this time, the space inside the wheels 300 can be used to arrange the driving devices such as the motor, gearbox and axle box equipment of the powered wheelset, and can also be used to arrange the axle disc brake device of the unpowered wheelset, etc., so that the space layout is reasonable and the space utilization rate is high.

[0068] It is understandable that the most critical link for a rail transit locomotive or vehicle to change the track gauge is the switching of the inner side gauge of the wheelset. The track changing device 100 is the core component for the wheelset of the track gauge changing bogie to realize the switching of the inner side gauge of the wheelset and ensure the accuracy of track change. The track changing device 100 can solve the problem that the different track gauges of railways in various countries hinder cross-border railway transportation, that is, by adjusting the inner side gauge of the wheel 300, the track gauge of railways in other countries can be adapted.

[0069] The existing variable gauge locomotive wheelsets can generally only be adapted to EMUs or passenger locomotives with smaller axle weights and traction. Since high-power, high-axle-weight locomotives have very large loads in all directions, they cannot meet the strength requirements of high-power, high-axle-weight locomotives due to their very large loads in all directions.

[0070] To solve this problem, Figure 1-Figure 3 As shown, the track changing device 100 provided in this embodiment includes an axle box beam 1, an axle box body 2 and a sliding mechanism 3. The inner wall of the upper end of the axle box beam 1 is provided with a locking cone 101 and a plurality of locking bosses 104 arranged along the axial direction of the axle 200. The axle box body 2 is arranged in the axle box beam 1, and the outer wall of the axle box body 2 is provided with a locking cone groove 21; the sliding mechanism 3 is arranged outside the axle box body 2 and penetrates the wheel 300, and the sliding mechanism 3 is provided with a plurality of locking grooves 362 arranged along the axial direction of the axle 200. Among them, the sliding mechanism 3 is configured to drive the wheel 300 to move along the axial direction of the axle 200, so that the locking cone groove 21 is selectively engaged with the locking cone 101, and at least one locking boss 104 is selectively engaged with the corresponding locking groove 362, so that the sliding mechanism 3 and the axle box beam 1 are switched between the unlocking mode and the locking mode, which is used for the wheel 300 to change the track gauge.

[0071] The locomotive wheel set track changing device provided in this embodiment is provided with a locking cone 101 in the axle box beam 1, the axle box body 2 is arranged in the axle box beam 1, and the outer wall of the axle box body 2 is provided with a locking cone groove 21, which is equivalent to locking the locking cone groove 21 and the locking cone 101 on the side where the axle box beam 1 and the axle box body 2 are close to each other, thereby playing a role in positioning and locking along the axial direction of the axle 200.

[0072] A plurality of locking bosses 104 arranged along the axial direction of the axle 200 are arranged through the inner wall of the upper end of the axle box beam 1, and a plurality of locking grooves 362 arranged along the axial direction of the axle 200 are arranged, and the sliding mechanism 3 is provided with a plurality of locking grooves 362 arranged along the axial direction of the axle 200. At least one locking boss 104 is selectively engaged with the corresponding locking groove 362, which is equivalent to that the upper end of the axle box beam 1 and the side of the sliding mechanism 3 close to each other can be locked through the locking boss 104 and the locking groove 362, so as to play a role in positioning and locking along the axial direction of the axle 200 and realize track gauge locking.

[0073] Since the axle box beam 1 can cooperate with the sliding mechanism 3 to transmit the force along the axial direction of the axle 200, it can bear a relatively large load and can meet the strength requirements of high-power and large-axle-weight locomotives.

[0074] When the locomotive or vehicle is in operation, the locking cone groove 21 is engaged with the locking cone 101, and the locking boss 104 is engaged with the locking groove 362, which is equivalent to a double engagement to jointly transmit the force along the axial direction of the axle 200, thereby ensuring the load-bearing effect of the wheel 300; when the locomotive or vehicle gauge is switched, the sliding mechanism 3 can drive the wheel 300 to move along the axial direction of the axle 200, thereby unlocking the wheel 300. At this time, the locking cone groove 21 is no longer engaged with the locking cone 101, and the locking cone groove 21 is separated from the locking cone 101, and the force along the axial direction of the axle 200 cannot be transmitted, thereby achieving the unloading effect of the wheel 300.

[0075] It can be understood that the number of locking bosses 104 and locking slots 362 matches and adapts to the number of track gauges. Specifically, if the number of track gauges is two, the number of locking bosses 104 and locking slots 362 are both two. The two track gauges can be respectively referred to as wide track gauge and narrow track gauge. When the track gauge is wide, the two locking bosses 104 are correspondingly connected to the two locking slots 362; when the track gauge is narrow, the locking boss 104 located on the inner side is correspondingly connected to the locking slot 362 corresponding to it.

[0076] Since the existing gauge change mechanism is generally equipped with a complex unlocking or locking device, when passing through the ground gauge change device, the unlocking and locking can only be completed by cooperating with the unlocking and locking tracks on the ground gauge change device. The structure is complex, the track change process is cumbersome, the reliability is poor, and locking and unlocking cannot be performed frequently. The requirements for the ground gauge change device are high, which has become a restrictive factor hindering the development of gauge change trains.

[0077] However, the track changing device 100 provided in this embodiment simplifies the track changing process into three processes: wheel 300 unloading and unlocking, track gauge switching, and wheel 300 load-bearing and locking. This is equivalent to the wheel 300 unlocking and the wheel 300 unloading process being carried out and completed simultaneously, and the wheel 300 locking and the wheel 300 load-bearing process being carried out and completed simultaneously. In the entire track changing process, there is no need for the ground track changing device to be arranged with unlocking rails and locking rails, and the complicated unlocking and locking procedures in the track gauge changing process are eliminated, thereby simplifying the track changing process and saving the design and manufacturing costs of the ground track changing device.

[0078] In one embodiment, Figure 1 and Figure 2 As shown, the axle box beam 1 is the main load-bearing component of the locomotive wheel set track change device, which mainly bears the locomotive load and transmits the lateral force. A locking cone 101 is arranged on the inner ring of the axle box beam 1, and the locking cone 101 is clamped in the locking cone groove 21 of the axle box body 2 to achieve the locking and fixing between the axle box beam 1 and the axle box body 2.

[0079] Among them, the locking cone 101 and the locking cone groove 21 are conical structures. Under the cooperation of the locking cone 101 and the locking cone groove 21, the positioning function between the axle box beam 1 and the axle box body 2 along the axial direction of the axle 200 is realized, and the axial force is transmitted during the operation of the locomotive or vehicle.

[0080] It should be noted that a first mounting interface and a second mounting interface are provided on the outside of the axle box beam 1. The first mounting interface is used to install a series of suspension devices, and the second mounting interface is used to install the axle box tie rod. The first mounting interface can be adjusted according to the vehicle parameters and application requirements of the locomotive or vehicle. Double-sided spring seats can be arranged, or the spring seats can be arranged on the top of the axle box beam 1 to form a swing arm axle box; a series of vertical shock absorbers can also be arranged, or a series of vertical shock absorbers can be arranged on the axle box cover. The structural adjustment is flexible and diverse, and various axle box types currently on the market can be replaced.

[0081] In one embodiment, Figure 1 and Figure 2 As shown, the axle box beam 1 is provided with an axle hole 102, and the locking cone 101 is provided on the inner wall of the axle hole 102. In the radial direction of the axle 200, a movable gap is provided between the axle hole 102 and the axle box body 2.

[0082] The axle box beam 1 is provided with an axial hole 102, which is used to accommodate the axle box body 2, so as to provide an installation position for the axle box body 2. An active gap is provided between the axial hole 102 and the axle box body 2 in the radial direction of the axle 200, so as to provide a movable activity space for the axle box body 2. Specifically, when the axle box body 2 moves along the radial direction of the axle 200 and in a direction away from the locking cone 101, the locking cone groove 21 and the locking cone 101 are disengaged from each other to realize the unloading process of the wheel 300; when the axle box body 2 moves along the radial direction of the axle 200 and in a direction close to the locking cone 101, the locking cone groove 21 and the locking cone 101 are engaged with each other to realize the load-bearing process of the wheel 300.

[0083] In one embodiment, Figure 1 and Figure 2 As shown, the shaft hole 102 is provided with a vertical portion 103, and the vertical portion 103 is used to limit the rotation of the shaft box body 2.

[0084] A vertical portion 103 is provided through the shaft hole 102. The shaft hole 102 is not a circular hole structure, but is similar to an oblong hole or a waist-shaped hole structure. The vertical portion 103 can also be called a vertical rib or a force transmission limit rib, which mainly has the following functions: First, the vertical portion 103 plays a limiting role to prevent the axle box beam 1 and the axle box body 2 from rotating relative to each other, thereby ensuring that the locking cone groove 21 and the corresponding locking cone 101 will not cause the track changing device 100 to fail due to phase changes, so as to ensure the reliability of the track changing device 100; second, during the operation of the locomotive or vehicle, the vertical portion 103 is used to transmit the force in the radial direction of the axle 200.

[0085] In one embodiment, Figure 1-Figure 3 As shown, the axle box 2 is the main load-bearing component of the locomotive wheel track change device, which is mainly responsible for the locomotive load and the key component for lateral force transmission. A locking cone groove 21 is provided on the upper part of the outside of the axle box 2. The locking cone groove 21 and the locking cone 101 of the axle box beam 1 cooperate with each other to transmit the force along the axial direction of the axle 200. There is a blocking portion on the outside of the axle box 2 that cooperates with the vertical portion 103 of the axle box beam 1 to transmit the force along the radial direction of the axle 200. A mounting hole is provided inside the axle box 2, and a first axle box mounting interface and a second axle box mounting interface are provided on the end faces at both ends of the axle box 2.

[0086] In one embodiment, Figure 1 As shown, the locomotive wheel set track changing device also includes an axle box bearing 7, which is arranged in a mounting hole. The mounting hole provides a mounting position for the axle box bearing 7. The axle box bearing 7 is sleeved on the outside of the axle 200 and is arranged between the axle 200 and the axle box body 2 to ensure the smooth rotation of the axle 200 during the normal operation of the locomotive.

[0087] It should be particularly noted that the axle box bearing 7 can be a double-row tapered roller bearing, a double-row cylindrical roller bearing, or other bearings that play the same load-bearing role.

[0088] It should be noted that the position of the axle box bearing 7 of the track changing device 100 remains fixed when the track gauge changes, and the center line of the axle box bearing 7 always coincides with the load-bearing center of the axle box body 2 and the axle box beam 1, and there is no unbalanced load under various track gauges, thereby ensuring the life and reliability of the axle box bearing 7. In addition, the selection of the axle box bearing 7 is relatively easy, and the axle box bearing 7 of the existing locomotive or vehicle can be used, without the need for redevelopment, and local materials can be used to save production costs.

[0089] In one embodiment, Figure 1 As shown, the locomotive wheel set track change device also includes an axle end pressure cover 11, which is arranged at the end of the axle 200 and is used to limit the axle box bearing 7. The axle end pressure cover 11 is used to limit the inner ring of the axle box bearing 7.

[0090] It should be particularly noted that the shaft end pressure cover 11 and the axle 200 can be connected by bolts, that is, the bolts are respectively penetrated through the shaft end pressure cover 11 and the axle 200, and the shaft end pressure cover 11 is used to fix the axle box bearing 7.

[0091] In one embodiment, Figure 1 and Figure 4 As shown, the locomotive wheel set track change device also includes an axle box rear cover 4 and an axle box front cover 12. The axle box rear cover 4 is arranged in the axle box beam 1 and arranged at one end of the axle box body 2 close to the sliding mechanism 3, that is, the axle box rear cover 4 is installed at the first axle box installation interface of the axle box body 2. Figure 1 and Figure 5 As shown, the axle box front cover 12 is partially arranged in the axle box beam 1 and arranged at one end of the axle box body 2 away from the sliding mechanism 3, and the axle box front cover 12 is installed on the second axle box installation interface of the axle box body 2. Among them, the axle box rear cover 4 and the axle box front cover 12 are respectively abutted against the two ends of the outer ring of the axle box bearing 7, playing the role of fixing the outer ring of the axle box bearing 7.

[0092] It should be noted that a first end cover mounting interface is provided on the end surface of the axle box front cover 12, and the end cover mounting interface is used to install a grounding device or a shaft end speed sensor. If necessary, a second end cover mounting interface 121 may also be provided on the end surface of the axle box front cover 12, and the second end cover mounting interface 121 is used to install a series of vertical shock absorbers.

[0093] In one embodiment, Figure 1-Figure 6As shown, the sliding mechanism 3 includes a locking ring 36, which is located between the axle box beam 1 and the wheel 300, and a plurality of locking grooves 362 are arranged on a side of the locking ring 36 close to the axle box beam 1. The locking ring 36 is located between the axle box beam 1 and the wheel 300, and the locking ring 36 and the axle box beam 1 cooperate with each other to play a locking role.

[0094] Specifically, when the locomotive or vehicle is running, the locking groove 362 of the locking ring 36 and the locking boss 104 of the axle box beam 1 are engaged with each other to lock the wheel 300; when the locomotive or vehicle switches the track gauge, the locking groove 362 of the locking ring 36 and the locking boss 104 of the axle box beam 1 are disengaged from each other to unlock the wheel 300; if it is necessary to switch to a wide track gauge, the two locking bosses 104 are correspondingly engaged with the two locking grooves 362; when it is necessary to switch to a narrow track gauge, the locking boss 104 located on the inner side is correspondingly engaged with the locking groove 362 located on the outer side, which ensures the force along the axial direction of the axle 200 while also satisfying the locking of two different track gauge states.

[0095] In one embodiment, the axle box rear cover 4 is arranged in the axle box beam 1 and between the axle box body 2 and the locking retainer ring 36. The axle box rear cover 4 is provided with a guide groove 41 (such as Figure 4 As shown), a force transmission bridge 361 (as shown) is provided on the side of the locking ring 36 facing the rear cover 4 of the axle box. Figure 6 As shown in the figure, the locking slot 362 is arranged on the force transmission bridge 361, and the guide slot 41 is used to limit the force transmission bridge 361.

[0096] Specifically, an extension is provided on the side of the axle box rear cover 4 close to the sliding mechanism 3, a guide groove 41 is provided on the extension, a force transmission bridge 361 is provided on the side of the locking ring 36 facing the axle box rear cover 4, and the guide groove 41 is used to limit the force transmission bridge 361. The guide groove 41 not only provides a storage space for the force transmission bridge 361, but also plays a role in limiting the force transmission bridge 361. The guide groove 41 can limit the rotation of the locking ring 36 to ensure that the entire track change device 100 performs precise actions during the track change process and ensures the reliability of the track change. At the same time, by providing a plurality of locking slots 362 along the axial direction of the axle 200 on the force transmission bridge 361, the locking slots 362 of the locking ring 36 can be docked with the locking boss 104 of the axle box beam 1 to achieve the unlocking and locking functions of the wheel 300.

[0097] It should be particularly noted that after the wheel 300 is unlocked, the axle box body 2 and the axle box rear cover 4 do not rotate, so that the locking ring 36 located in the guide groove 41 of the axle box rear cover 4 does not rotate either, thereby ensuring that the locking cone groove 21 and the corresponding locking cone 101 will not cause the track change device 100 to fail due to phase changes.

[0098] It is understandable that a limiting groove is provided on the side of the axle box 2 facing the force transmission bridge 361, and the limiting groove is used to limit the force transmission bridge 361, and plays a mechanical limiting function. When the inner distance of the wheel 300 increases too much, the force transmission bridge 361 of the locking retaining ring 36 contacts the limiting groove to achieve limiting, so as to avoid the wheel 300 slipping or locking difficulty caused by excessive lateral displacement of the wheel 300 during the track gauge change process. The limiting groove can be used to reserve moving space for the force transmission bridge 361 of the locking retaining ring 36 in the wide track state, and the locking retaining ring 36 can be axially limited during the track change process to prevent the locking structure from being misaligned due to excessive displacement.

[0099] In one embodiment, Figure 1 , Figure 7-Figure 8 As shown, the locomotive wheel pair track change device also includes a bearing seat 35 and a thrust bearing 6. The bearing seat 35 is arranged between the locking ring 36 and the wheel 300 and is connected to the locking ring 36. The thrust bearing 6 is sleeved on the outside of the axle 200 and is arranged between the bearing seat 35 and the axle 200.

[0100] The bearing seat 35 is arranged between the locking ring 36 and the wheel 300 and connected to the locking ring 36, and the locking ring 36 and the bearing seat 35 cooperate to complete the transmission of the force in the axial direction of the axle 200. In addition, the bearing seat 35 is used to install the thrust bearing 6 to provide an installation position for the thrust bearing 6. Among them, the thrust bearing 6 can be specifically a bidirectional thrust ball bearing, which is used to decouple the rotational movement of the wheel 300 and the movement in the axial direction of the axle 200, and finally only the force in the axial direction of the axle 200 received by the wheel 300 is transmitted to the axle box beam 1 through the locking ring 36 and the bearing seat 35.

[0101] In one embodiment, Figure 1 and Figure 9-11 As shown, the sliding mechanism 3 includes a sliding sleeve 31, a spline hub 32 and a spline 33. The sliding sleeve 31 is inserted into the wheel 300 and abuts against the bearing seat 35. The spline hub 32 is sleeved on the outside of the axle 200 and arranged in the sliding sleeve 31. The spline 33 is arranged on the spline hub 32 and between the spline hub 32 and the sliding sleeve 31.

[0102] Among them, the sliding sleeve 31 is the main sliding and torque transmission mechanism. The sliding sleeve 31 is inserted into the wheel 300, and the sliding sleeve 31 can drive the wheel 300 to move along the axial direction of the axle 200 to realize the track change process of the wheel 300. Specifically, a wheel 300 mounting interface is provided on the outside of the sliding sleeve 31, and the wheel 300 mounting interface is used to install the wheel 300. A thrust bearing mounting interface 312 is provided on the outside of the sliding sleeve 31, and the thrust bearing mounting interface 312 is used to install the thrust bearing 6. The spline hub 32 is sleeved on the outside of the axle 200 and arranged in the sliding sleeve 31. The spline hub 32 plays the role of bearing the spline 33. The spline hub 32 and the axle 200 are interference fit to ensure the fixing effect between the spline hub 32 and the axle 200. A spline groove 313 is arranged inside the spline hub 32. The spline groove 313 is used to accommodate the spline 33. The spline 33 is arranged between the spline hub 32 and the sliding sleeve 31. The spline 33 transmits torque during normal working and ensures smooth sliding during track changing.

[0103] It should be noted that the spline hub 32 needs to undergo special processing to ensure that the spline hub 32 meets the strength requirements. At this time, the axle 200 does not need to be specially strengthened. The processing technology is exactly the same as the processing technology of the existing locomotive axle 200, and the spline hub 32 can be replaced in time according to the usage. The replacement cost is low and there is no need to replace the axle 200. The axle 200 can be used throughout its entire life cycle.

[0104] It should be particularly noted that the spline 33 can be replaced by various spline forms such as involute splines, rectangular splines, etc., and can be an integral structure with the sliding sleeve 31 as needed, and cooperate with the spline hub 32 to transmit torque, or the spline 33 can be made into one piece with the spline hub 32 and cooperate with the sliding sleeve 31 to transmit torque.

[0105] In one embodiment, Figure 1 and Fig.12 As shown, the sliding mechanism 3 further includes a needle roller assembly 34, which includes a needle roller retainer 341 and a needle roller body 342. The needle roller retainer 341 is arranged between the axle 200 and the sliding sleeve 31. The needle roller body 342 is arranged on the needle roller retainer 341 and between the needle roller retainer 341 and the sliding sleeve 31.

[0106] It can be understood that the needle roller retainer 341 and the needle roller body 342 are the main components between the wheel 300 and the axle 200 that bear the load in the radial direction of the axle 200, such as the mass of each suspension system, the vertical impact force of the wheel and rail, etc. The needle roller retainer 341 is arranged between the axle 200 and the sliding sleeve 31, and the needle roller retainer 341 provides a bearing position for the needle roller body 342. Accordingly, a raceway 314 is arranged inside the sliding sleeve 31 to provide a accommodating space for the needle roller body 342. Under the mutual cooperation of the needle roller retainer 341 and the needle roller body 342, when the track gauge is switched, it can move along the axial direction of the axle 200 with the wheel 300, ensuring that the center of the needle roller retainer 341 always coincides with the rolling circle of the wheel 300 tread, so that the entire needle roller assembly 34 is not overloaded, and there is no jamming when the wheel 300 slides, further ensuring the smoothness of the sliding mechanism 3 during the track change process.

[0107] It should be particularly noted that the needle roller assembly 34 bears the load in the radial direction of the axle 200. Compared with sliding bearings, it has a strong load-bearing capacity and occupies less space. The risk of the wheel 300 getting stuck during the track change process is reduced. However, according to the requirements of the technical solution, in some other embodiments, the needle roller assembly 34 can also be replaced by a sliding bearing.

[0108] It should be noted that, in some other embodiments, the needle roller assembly 34 can also be replaced by a needle roller bearing or a sliding bearing.

[0109] In one embodiment, Figure 1 and Fig.13 As shown, the needle roller assembly 34 also includes a limit seat 343, which is sleeved on the outside of the axle 200 and arranged between the axle 200 and the needle roller retainer 341. The limit seat 343 is mainly used to bear the load along the radial direction of the axle 200 transmitted by the needle roller assembly 34. One side end face of the limit seat 343 can play a limiting role when the track gauge changes, and the other side end face can be used to limit the sealing ring of the locomotive axle box.

[0110] It should be noted that when the inner gauge of the wheel 300 is reduced too much, the sliding sleeve 31 contacts the end surface of the spline hub 32 to achieve the limiting function, or the sliding sleeve 31 contacts the end surface of the limiting seat 343 to achieve the limiting function. This mechanical limiting method is used to avoid the situation where the gauge change of the wheel 300 is small during the gauge change process.

[0111] It should be noted that the locomotive wheel track change device also includes a retaining ring 13, which is sleeved on the axle 200 and arranged on the inner side of the limiting seat 343, and is used to limit the limiting seat 343 or a driving device such as an axle box.

[0112] In one implementation, as shown in the figure, the locomotive wheelset track changing device also includes a load-bearing shoe, which is arranged at the lower part of the axle box beam 1. The load-bearing shoe and the axle box beam 1 are fastened together by bolts. The main function of the load-bearing shoe is to bear the load along the radial direction of the axle 200 when the locomotive or vehicle changes the track gauge.

[0113] It should be particularly noted that the load-bearing shoe can be structurally adjusted and replaced according to the interface requirements of the ground track changing device 100.

[0114] The working process of the locomotive wheel set track changing device provided in this embodiment is as follows:

[0115] 1. After the locomotive or vehicle enters the unloading area of ​​the ground track-changing device 100, the bearing shoe arranged at the lower part of the axle box beam 1 contacts the bearing rail of the ground track-changing device 100, and the wheel 300 gradually sinks along the sinking rail of the ground track-changing device 100. All components of the locomotive wheel pair track-changing device except the axle box beam 1 sink together with the wheel 300. At this time, the locking cone 101 of the axle box beam 1 and the locking cone groove 21 of the axle box body 2, the locking boss 104 of the axle box beam 1 and the locking groove 362 of the locking retaining ring 36 are gradually disengaged until the axle box body 2 contacts the lower semicircular arc of the inner circle of the axle box beam 1, that is, the unloading is completed. At this time, the bearing shoe at the lower part of the axle box beam 1 bears all the loads on the vehicle, the wheel 300 is completely unloaded, and the locking cone 101 of the axle box beam 1 is completely disengaged from the locking cone groove 21 of the axle box body 2, that is, the wheel 300 is unlocked while unloading.

[0116] 2. When the locomotive or vehicle reaches the track change area, the wheel 300 is moved laterally to the fixed track gauge by the guide rail, and the sliding sleeve 31 drives the thrust bearing 6, the locking retaining ring 36, and the bearing seat 35 to move synchronously, and the locking cone 101 of the axle box beam 1 and the locking cone groove 21 of the axle box body 2, and the locking boss 104 of the axle box beam 1 and the locking groove 362 of the locking retaining ring 36 correspond to each other again;

[0117] In order to prevent the wheel 300 from slipping or becoming difficult to lock due to excessive lateral displacement of the wheel 300 during the track gauge change process, the present invention has a mechanical limiting function, that is, when the inner distance of the wheel 300 increases too much, the force transmission bridge 361 of the locking ring 36 contacts the limiting groove of the axle box 2 to achieve limiting; when the inner distance of the wheel 300 decreases too much, the sliding sleeve 31 contacts the end face of the limiting seat 343 to achieve limiting.

[0118] 3. When the locomotive or vehicle reaches the loading area, the tread of the wheel 300 begins to move upward along the rising rail of the ground track changing device 100, and the locking cone 101 of the axle box beam 1 and the locking cone groove 21 of the axle box body 2, the locking boss 104 of the axle box beam 1 and the locking groove 362 of the locking retaining ring 36 are embedded in each other, and the wheel 300 is locked synchronously while the load-bearing of the wheel 300 is completed.

[0119] It can be understood that the locomotive wheel set track changing device provided in the present embodiment fully decouples the radial load, axial load and torsional moment between the wheel 300 and the axle 200, and the radial load of the axle 200 is borne by the needle roller assembly 34, the axial load of the axle 200 is borne by the axle box bearing 7, the thrust ball bearing and the locking assembly, and the torque is transmitted by the sliding sleeve 31, the spline hub 32 and the spline 33 of the sliding mechanism 3.

[0120] This embodiment also provides a locomotive, including the above-mentioned locomotive wheel track changing device. By setting up the locomotive wheel track changing device, in the entire track changing process, there are only three steps: wheel 300 unloading, track gauge conversion and wheel 300 load-bearing. The unlocking of the wheel 300 is carried out and completed synchronously with the wheel 300 unloading process, and the locking of the wheel 300 is carried out and completed synchronously with the wheel 300 load-bearing process. Moreover, the entire track changing process does not require the ground track changing device 100 to arrange unlocking rails and locking rails, which reduces the design difficulty of the ground track changing device 100, simplifies the track changing process, and saves manufacturing and design costs.

[0121] It should be noted that the locomotive wheel pair track change device shown in the drawings and described in this specification is only an example of the principle of the present invention. It should be clearly understood by those skilled in the art that the principle of the present invention is not limited to any details or any components of the device shown in the drawings or described in the specification.

[0122] It should be understood that the present invention is not limited in its application to the detailed structure and arrangement of the components proposed in this specification. The present invention can have other embodiments and can be implemented and executed in a variety of ways. The aforementioned variations and modifications fall within the scope of the present invention. It should be understood that the present invention disclosed and defined in this specification extends to all alternative combinations of two or more individual features mentioned or evident in the text and / or the drawings. All these different combinations constitute multiple alternative aspects of the present invention. The embodiments described in this specification illustrate the best mode known for implementing the present invention and will enable those skilled in the art to utilize the present invention.

[0123] Those skilled in the art will readily appreciate other embodiments of the present disclosure after considering the specification and practicing the inventions disclosed herein. The present disclosure is intended to cover any variations, uses, or adaptations of the present invention that follow the general principles of the present disclosure and include common knowledge or customary techniques in the art that are not disclosed in the present disclosure. The specification and example embodiments are to be considered exemplary only, and the true scope and spirit of the present disclosure are indicated by the appended claims.

[0124] It should be understood that the present disclosure is not limited to the precise structures that have been described above and shown in the drawings, and that various modifications and changes may be made without departing from its scope. The scope of protection of the present disclosure is limited only by the appended claims.

Claims

1. A locomotive wheel pair track changing device, comprising an axle (200), a wheel (300) and a track changing device (100), wherein the axle (200) is inserted through the wheel (300) and the track changing device (100), and characterized in that: The track changing device (100) comprises: An axle box beam (1), wherein a locking cone (101) and a plurality of locking bosses (104) arranged along the axial direction of the axle (200) are arranged in the axle box beam (1); An axle box body (2) is arranged in the axle box beam (1), and a locking cone groove (21) is arranged on the outer wall of the axle box body (2); A sliding mechanism (3) is arranged outside the axle box body (2), the sliding mechanism (3) comprising a sliding sleeve (31) and a locking ring (36), the sliding sleeve (31) is passed through the wheel (300), the locking ring (36) is arranged between the axle box beam (1) and the sliding sleeve (31), and a plurality of locking grooves (362) arranged along the axial direction of the axle (200) are arranged on a side of the locking ring (36) close to the axle box beam (1); The sliding sleeve (31) is configured to drive the wheel (300) to move along the axial direction of the axle (200), so that the locking cone groove (21) is selectively engaged with the locking cone (101), and at least one locking boss (104) is selectively engaged with the corresponding locking groove (362), so as to change the track gauge of the wheel (300); the locomotive wheel pair track change device also includes: An axle box bearing (7) is sleeved on the outside of the axle (200) and is arranged between the axle (200) and the axle box body (2); An axle box rear cover (4) is arranged in the axle box beam (1) and between the axle box body (2) and the locking retaining ring (36); An axle box front cover (12) is arranged at an end of the axle box beam (1) away from the axle box rear cover (4); The axle box front cover (12) and the axle box rear cover (4) are respectively abutted against the two ends of the outer ring of the axle box bearing (7); the axle box rear cover (4) is provided with a guide groove (41); a force transmission bridge (361) is provided on the side of the locking ring (36) facing the axle box rear cover (4); the locking slot (362) is provided on the force transmission bridge (361); and the guide groove (41) is used to limit the force transmission bridge (361).

2. The locomotive wheel set track changing device according to claim 1, characterized in that: Also includes: A bearing seat (35) is arranged between the locking ring (36) and the wheel (300), one end of the bearing seat (35) abuts against the sliding sleeve (31), and the other end is connected to the locking ring (36); A thrust bearing (6) is sleeved on the outside of the axle (200) and is arranged between the bearing seat (35) and the axle (200), and two sides of the thrust bearing (6) are respectively in contact with the bearing seat (35) and the locking retaining ring (36).

3. The locomotive wheel set track changing device according to claim 1, characterized in that: The sliding mechanism (3) comprises a needle roller assembly (34), and the needle roller assembly (34) comprises: A needle roller cage (341) is arranged between the axle (200) and the sliding sleeve (31); The needle roller body (342) is arranged on the needle roller retainer (341) and between the needle roller retainer (341) and the sliding sleeve (31).

4. The locomotive wheel set track changing device according to claim 3, characterized in that: The needle roller assembly (34) further comprises a limiting seat (343), which is sleeved on the outside of the axle (200) and arranged between the axle (200) and the needle roller retainer (341) and is used to limit the sliding sleeve (31).

5. The locomotive wheel set track changing device according to claim 1, characterized in that: The sliding mechanism (3) further comprises: A spline hub (32) sleeved on the outside of the axle (200) and arranged in the sliding sleeve (31); A spline (33) is arranged on the spline hub (32) and between the spline hub (32) and the sliding sleeve (31).

6. The locomotive wheel set track changing device according to any one of claims 1 to 5, characterized in that: The axle box beam (1) is provided with an axial hole (102), and the locking cone (101) is arranged on the inner wall of the axial hole (102); Wherein, along the radial direction of the axle (200), a movable gap is provided between the axle hole (102) and the axle box body (2).

7. The locomotive wheel set track changing device according to claim 6, characterized in that: The shaft hole (102) is provided with a vertical portion (103), and the vertical portion (103) is used to limit the rotation of the shaft box body (2).

8. A locomotive, characterized in that: The invention comprises the locomotive wheel set track changing device as described in any one of claims 1 to 7.

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