A gauge-changing device applied to the bogie of a high-speed train

Abstract

The present application relates to a gauge-changing device applied to a high-speed train bogie, and relates to the technical field of gauge-changing trains. A gauge-changing device applied to a high-speed train bogie includes a bogie; a rotating assembly, which includes an axle rotatably connected to the bogie, an inner sliding sleeve slidably sleeved on the axle, a wheel fixedly sleeved on the inner sliding sleeve, and a rolling assembly sleeved on the inner sliding sleeve; an outer sliding sleeve, which is sleeved on the rolling assembly, and a plurality of chucks are convexly arranged at intervals on the outer ring; a non-rotating assembly, which includes a journal box fixedly connected to the bogie, a locking rod slidably connected to the journal box, and a pressing member, a card slot is arranged on the locking rod, and the pressing member drives the locking rod to clamp the card slot. The present application has the effects of being easy to manufacture, maintain and being able to reduce costs.

Description

Technical Field

[0001] The present application relates to the field of variable gauge trains, and in particular to a variable gauge device applied to the bogie of a high-speed train. Background Art

[0002] Due to different factors such as terrain, transportation requirements, and national defense security, when laying railway tracks, in addition to the 1435mm standard gauge initially implemented in the UK, more than a dozen other standard gauges have emerged one after another. Not only may the gauges be different between different countries, but also within the same country, due to terrain limitations, the gauges may be different on different sections. In order to enable direct operation between routes with different gauges, variable gauge trains have emerged as the times require.

[0003] The inventor found during the research process that the current mainstream variable gauge methods all have different defects, specifically as follows:

[0004] 1. First, use a car lift to lift the train, separate the original bogie of the train from the car body, then replace the bogie that can meet the gauge of another country, and finally lower the original car body back onto the new bogie. The train can then leave the country smoothly. This is the current solution used for the "Beijing-Ulaanbaatar-Moscow" international railway combined transport. It takes about 2 - 3 hours to replace the bogie of the entire train, with the defects of a relatively long waiting time and high labor and material costs.

[0005] 2. Support the weight of the train by other load-bearing mechanisms, at this time the wheels are suspended, and since the other powered carriages are still running, the train can still move forward. Through the unlocking mechanism of the ground variable gauge device, the locking pin of the wheel is opened. Apply an inward or outward force to the wheel through the variable gauge guide rail, so that the wheel spacing is enlarged or reduced. Then the unlocking mechanism of the ground variable gauge device inserts the locking pin into a new position to determine the new positional relationship between the wheel and the axle. Let the wheel come into contact with the track again to complete the variable gauge process.

[0006] Since the locking pin rotates with the wheel, on the one hand, there is contact friction between the two, and it is prone to damage under long-term wear, and thus cannot be locked. In addition, the vehicle and the locking mechanism are mutually matched and need to be disassembled and repaired simultaneously, which increases the maintenance difficulty and cost. On the other hand, there is a bearing between the locking device and the axle. When the wheel slides, there will be a gap between the hub on the axle and the bearing on the axle. When the wheel moves back, it will hit the bearing again, causing wear and generating noise, and the wheel cannot be accurately axially positioned.

[0007] As can be seen from the above, it is urgent to provide a variable gauge device with a simple structure, easy to manufacture and repair, and low cost. Summary of the Invention

[0008] To facilitate manufacturing and maintenance, reduce costs, and optimize the use of space, the present application provides a gauge-changing device applied to the bogie of a high-speed train.

[0009] The gauge-changing device applied to the bogie of a high-speed train provided by the present application adopts the following technical solutions:

[0010] A gauge-changing device applied to the bogie of a high-speed train includes a bogie;

[0011] A rotating assembly, which includes an axle rotatably connected to the bogie, an inner sliding sleeve slidably sleeved on the axle, a wheel fixedly sleeved on the inner sliding sleeve, and a rolling assembly sleeved on the inner sliding sleeve;

[0012] An outer sliding sleeve, which is sleeved on the rolling assembly, and a plurality of chucks are convexly provided at intervals on the outer ring;

[0013] A non-rotating assembly, which includes a journal box fixedly connected to the bogie, a locking rod slidably connected to the journal box, and a pressing member. A clamping groove is provided on the locking rod, and the pressing member drives the locking rod to clamp the clamping groove.

[0014] By adopting the above technical solutions, when the clamping groove of the locking rod engages with any one of the chucks, the wheel is located on the corresponding track. When the clamping groove of the locking rod disengages from the chuck, the wheel is pulled to the corresponding track to achieve gauge change. The pressing member drives the locking rod and makes the clamping groove of the locking rod engage with the corresponding chuck after gauge change, so as to realize the limitation of the wheel position.

[0015] The present application independently designs the outer sliding sleeve away from the wheel, so that the force application point of the locking rod is located on the outer sliding sleeve, which can keep the wheel position at the corresponding gauge. Furthermore, the independent external part, the outer sliding sleeve, is relied on to bear the lateral force for maintaining the wheel position, avoiding the possible premature damage of the wheel due to the force application point being located on the wheel or the hub, and reducing the maintenance cost.

[0016] In addition, by distinguishing and independently arranging the rotating part and the non-rotating part, that is, by distinguishing the rotating assembly and the non-rotating assembly, when problems occur in the locking mechanism or the wheel, they can be repaired separately, making the repair very convenient and reducing the use cost.

[0017] Furthermore, the rotating assembly and the outer sliding sleeve of the present application can slide integrally, while the wheel is fixed on the inner sliding sleeve and the locking rod is locked on the outer sliding sleeve. This not only makes the locking rod and the inner sliding sleeve share a set of rolling assemblies, but also reduces the possibility of impact between the wheel and the rolling assembly of the locking rod during wheel reset, generating noise and damage, and reduces the occurrence of the situation where the wheel cannot be accurately locked.

[0018] Optionally, both the axle box and the locking rod are located outside the wheel, and the locking rod is located between the axle box and the wheel.

[0019] By adopting the above technical solution, since the utilization rate of the inner space of the wheel pair of the ordinary train bogie is very high and there is no extra space available for modifying the gauge-changing mechanism, the locking rod, the outer sliding sleeve and the rolling assembly are arranged outside the wheel. This not only enables the use of a locking rod with a shorter stroke for locking or unlocking, reducing the occupied space, but also does not require occupying the inner space of the wheel pair, greatly optimizing the space structure of the bogie and providing a more space-saving idea for the development of the current train bogie.

[0020] Optionally, a mounting seat is fixed on the axle box, and the locking rod is slidably inserted into the mounting seat;

[0021] The card slot is opened at the top end of the locking rod, the top pressing piece is sleeved on the locking rod between the top end and the mounting seat, and a limiting portion for restricting the separation of the top pressing piece is arranged on the locking rod.

[0022] By adopting the above technical solution, an additional mounting seat is provided on the axle box, and the locking rod is arranged on the mounting seat, so that the card slot at the top end of the locking rod can be vertically aligned with the chuck, and the top pressing piece can drive the card slot to clamp the chuck. This not only improves the accuracy of the alignment between the card slot and the chuck, but also enhances the firmness and reliability of the locking. In addition, when the locking mechanism has problems and needs to be repaired or replaced, only the mounting seat needs to be disassembled, without damaging the axle box.

[0023] Optionally, the rolling assembly includes an outer snap ring clamped on the inner ring of the outer sliding sleeve, an inner snap ring clamped on the outer ring of the inner sliding sleeve, and an angular contact ball bearing arranged between the inner sliding sleeve and the outer sliding sleeve;

[0024] The outer ring of the angular contact ball bearing and the outer sliding sleeve are in transitional fit;

[0025] The inner ring of the angular contact ball bearing and the inner sliding sleeve are in transitional fit.

[0026] By adopting the above technical solution, a transitional fit is adopted between the outer ring of the angular contact ball bearing and the outer sliding sleeve to form an outer sliding sleeve - bearing combination body, and the outer sliding sleeve - bearing combination body is in transitional fit with the inner sliding sleeve. Since there is a sphere between the inner ring and the outer ring of the angular contact ball bearing and the outer ring of the angular contact ball bearing is not fixed, the outer ring of the angular contact ball bearing and the outer sliding sleeve as a whole basically do not rotate or rotate very little, thus realizing a clear division between the rotating parts and the non-rotating parts.

[0027] Optionally, the chuck is arranged in a ring shape around the outer circumference of the outer sliding sleeve or forms an arc around the outer sliding sleeve.

[0028] By adopting the above technical solution, since the outer ring of the angular contact ball bearing and the outer sleeve basically do not rotate or rotate very little, the chuck can be set into an arc shape. When locking, it is only necessary to clamp the arc chuck in the slot;

[0029] However, in order to facilitate the installation of the outer sleeve-bearing assembly on the inner sleeve, the chuck can be directly opposite the groove no matter where it is, and the chuck is arranged along the outer wall of the outer sleeve. In this way, no matter how the outer sleeve-bearing assembly rotates during installation, the groove can be directly opposite the chuck.

[0030] Optionally, the number of the angular contact ball bearings is two;

[0031] The outer ring of the angular contact ball bearing on one side and the outer sliding sleeve are transitionally matched, and the outer ring of the angular contact ball bearing on the other side and the outer sliding sleeve are transitionally matched or welded;

[0032] The inner rings of the two angular contact ball bearings are transitionally matched with the inner sliding sleeve.

[0033] By adopting the above technical solution and arranging two angular contact ball bearings, the rotating member can be better supported, that is, the rotating assembly can be better supported, and the friction with the outer sleeve during the rotation process can be reduced.

[0034] Optionally, an axle box sliding track for supporting the axle box is laid on the ground directly opposite to the axle box, and a variable gauge guide rail is laid on the ground directly opposite to the wheel;

[0035] A locking rod guide rail is fixed on the side wall of the axle box sliding track facing the locking rod. A gradient through groove cooperating with the lower end of the locking rod is transversely opened on the side wall of the locking rod guide rail. The gradient through groove is high at both sides and low in the middle.

[0036] By adopting the above technical solution, when the train needs to change the track gauge, the axle box sliding track rises to prepare to support the axle box, the wheel running track sinks, and at the same time the bottom of the axle box contacts the axle box sliding track. At this time, the wheel leaves the wheel running track, the wheel completes unloading, and the load is transferred to the axle box.

[0037] The locking rod crank enters the gradual through groove of the locking rod guide rail, and the gradual through groove gradually moves downward, forcing the locking rod to move downward. At this time, the locking rod's slot is disengaged from the outer sleeve wide track chuck, and the lateral freedom of the sleeve-wheel device is unlocked;

[0038] The wheel enters the variable gauge rail, which gradually extends inward or outward, forcing the wheel to move laterally until the wheel device reaches the standard gauge position. The gradual through groove gradually moves upward, the locking rod's slot engages with the outer sleeve standard rail chuck, and the top tightening piece applies an upward force to support the locking rod and the outer sleeve to firmly engage, re-locking the wheel position;

[0039] The wheel travel track rises, the axle box separates from the axle box sliding track, the load returns to the wheel again, the gauge change is completed, and the vehicle continues to travel.

[0040] Optionally, the lower end of the locking rod forms a crank-shaped handle, the handle faces the gradually changing through slot, and is used to enter the gradually changing through slot from one end of the gradually changing through slot and move out of the gradually changing through slot from the other end of the gradually changing through slot.

[0041] By adopting the above technical solution, the locking rod cooperates with its handle and the gradually changing through slot, and enters from one end of the gradually changing through slot. At this time, the card slot and the chuck are engaged. When the handle is located in the middle of the gradually changing through slot, the card slot and the chuck are disengaged. When the handle moves out of the other end of the gradually changing through slot, the card slot gradually rises and engages with the chuck.

[0042] Optionally, the middle of the gradually changing through slot is set to be arc-shaped, and both sides are set to be linear.

[0043] By adopting the above technical solution, the arc-shaped gradually changing through slot can drive the locking rod to move down to the lowest point of the arc, so that the card slot of the locking rod and the chuck are separated, and the arc design makes the sliding of the locking rod in the gradually changing through slot smoother.

[0044] Optionally, a rolling wheel cooperating with the gradually changing through slot is rotatably connected to the end of the handle.

[0045] By adopting the above technical solution, a rolling wheel is rotatably connected to the lower end of the handle. By sliding the rolling wheel along the length of the gradually changing through slot, the friction between the rolling wheel and the gradually changing through slot can be reduced, making the movement smoother.

[0046] In summary, the present application includes at least one of the following beneficial technical effects:

[0047] 1. The demand for gauge-changing trains is increasing. To obtain a batch of bogies with gauge-changing functions, either manufacture or transform them. However, the manufacturing cost is higher than the transformation cost. Therefore, the present application is based on the existing ordinary bogie for transformation and uses it as the bogie frame of the gauge-changing train. The present application designs an independent outer sliding sleeve through transformation to bear the lateral force for maintaining the wheel position, avoiding the force application point being on the wheel or the hub.

[0048] 2. The space utilization rate of the inner side of the wheel set of the ordinary train bogie is very high, and there is basically no extra space to transform the gauge-changing mechanism. The gauge-changing train bogie in the present application only utilizes the space between the outer side of the wheel set and the axle box, and basically does not occupy the main space inside the bogie, optimizing the space structure of the bogie and providing a more space-saving idea for its development. BRIEF DESCRIPTION OF THE DRAWINGS

[0049] Figure 1It is a three-dimensional structural schematic diagram of the gauge-changing device applied to the bogie of a high-speed train embodying the present application;

[0050] Figure 2 It is a longitudinal sectional schematic diagram of the gauge-changing device applied to the bogie of a high-speed train embodying the present application;

[0051] Figure 3 It is a state schematic diagram when the axle box sliding track supports the axle box and the rolling wheel enters the gradually changing through slot;

[0052] Figure 4 It is a state schematic diagram when the gradually changing through slot drives the locking rod to move downward to disengage the clamping slot and the chuck, and the gauge-changing guide rail drives the wheel to move laterally;

[0053] Figure 5a It is the front view of the locking rod guide rail;

[0054] Figure 5b It is the top view of the locking rod guide rail;

[0055] Figure 5c It is the left view of the locking rod guide rail;

[0056] Figure 6a It is the front view of the gauge-changing guide rail;

[0057] Figure 6b It is the top view of the gauge-changing guide rail;

[0058] Figure 6c It is the left view of the gauge-changing guide rail.

[0059] Figure 7 It is a state schematic diagram when the clamping slot of the present application is engaged with another chuck again and the wheel is located on the wheel running track again;

[0060] Figure 8 It is a structural schematic diagram when the rolling wheel of the present application moves out of the gradually changing through slot and the axle box disengages from the axle box sliding track.

[0061] Explanation of reference numerals:

[0062] 1. Wheel running track;

[0063] 10. Rotating assembly; 11. Axle; 12. Inner sliding sleeve; 13. Wheel; 14. Rolling assembly; 141. Outer snap ring; 142. Inner snap ring; 143. Angular contact ball bearing;

[0064] 20. Outer sliding sleeve; 21. Chuck; 211. Wide gauge chuck; 212. Standard gauge chuck;

[0065] 30. Non-rotating component; 31. Axle box; 32. Locking rod; 33. Tightening member; 34. Mounting seat; 321. Card slot; 322. Limiting portion; 323. Crank; 324. Rolling wheel

[0066] 100. Axle box sliding track

[0067] 200. Variable gauge guide rail

[0068] 300. Locking rod guide rail; 310. Gradual change through slot Detailed implementation mode

[0069] The following further elaborates on this application in conjunction with the attached Figures 1-8 drawings for a more detailed description

[0070] The embodiment of this application discloses a variable gauge device applied to the bogie of a high-speed train. Referring to Figure 1 and Figure 2 , the variable gauge device applied to the bogie of a high-speed train includes a bogie for supporting the vehicle body and a rotating component 10 provided on the bogie

[0071] The rotating component 10 includes an axle 11 located on the bogie and rotatably connected to the bogie. An inner sliding sleeve 12 is sleeved on the axle 11, and the two are slidably connected by splines. A wheel 13 and a rolling component 14 are sequentially sleeved along the axial direction of the inner sliding sleeve 12. The wheel 13 is fixedly connected to the inner sliding sleeve 12 by bolts, and the rolling component 14 is clamped on the inner sliding sleeve 12. The spline sliding connection enables the inner sliding sleeve 12 to only move axially relative to the axle 11 and not rotate, avoiding lateral wear of the wheel 13 when the wheel 13 changes its gauge

[0072] A wheel running track 1 is laid on the ground. When the train does not change its gauge, the wheel 13 runs on the wheel running track 1

[0073] The variable gauge device further includes an outer sliding sleeve 20 and a non-rotating component 30. The non-rotating component 30 includes an axle box 31 fixedly connected to the bogie. Both the axle box 31 and the rolling component 14 are located outside the wheel 13, that is, on the outer side of the wheel pair, and the rolling component 14 is located between the axle box 31 and the wheel 13

[0074] A mounting seat 34 is fixed on the vertical side wall of the axle box 31 facing the wheel 13. The mounting seat 34 is located below the rolling component 14, and a locking rod 32 is slidably inserted into the mounting seat 34. The main body of the locking rod 32 is in the shape of a vertical rod, and a card slot 321 is opened at the top of the locking rod 32. The outer sliding sleeve 20 is sleeved on the rolling component 14, and a plurality of chucks 21 for engaging with the card slot 321 are protruded at intervals on the outer wall

[0075] The force application point of the locking rod 32 of the present application is on the outer sliding sleeve 20. The independent outer sliding sleeve 20 is relied on to bear the lateral force for maintaining the position of the wheel 13, avoiding the force application point being on the wheel 13 and preventing the wheel 13 from being damaged prematurely. In addition, the rotating assembly 10 and the non-rotating assembly 30 are independently arranged, which is convenient for disassembly, maintenance and replacement, and independent maintenance can reduce the maintenance cost.

[0076] Both the rotating assembly 10 and the non-rotating assembly 30 are located outside the wheel set, which not only does not occupy the inner space of the wheel set, but also optimizes the spatial structure of the bogie. The stroke of the locking rod 32 is short, reducing the space occupied by the locking structure.

[0077] The chuck 21 includes a wide-rail chuck 211 and a standard-rail chuck 212. Among them, the standard-rail chuck 212 is close to the axle box 31, and the wide-rail chuck 211 is close to the wheel 13. Of course, the chuck 21 can be set to two, or more chucks can be set according to the need of track gauge change.

[0078] The lower end of the locking rod 32 is bent towards the axle box 31 to form a crank 323. A tightening member 33 is sleeved on the rod body of the locking rod 32 above the mounting seat 34. The tightening member 33 is a spring or other elastic sleeve. A ring-shaped limiting portion 322 is fixedly arranged at the upper end of the locking rod 32 to prevent the tightening member 33 from detaching from the top end of the locking rod 32.

[0079] The rolling assembly 14 includes two angular contact ball bearings 143 arranged between the inner sliding sleeve 12 and the outer sliding sleeve 20. The inner sliding sleeve 12 is in the shape of a stepped shaft. The two angular contact ball bearings 143 are arranged along the axial direction of the inner sliding sleeve 12 and are located on the side with a relatively small outer diameter of the inner sliding sleeve 12, and the wheel 13 is located on the side with a relatively large outer diameter, so that one end with a larger diameter of the inner sliding sleeve 12 can block one of the angular contact ball bearings 143.

[0080] An outer snap ring 141 clamped on the inner ring of the outer sliding sleeve 20 and an inner snap ring 142 clamped on the outer ring of the inner sliding sleeve 12 are arranged at one end of the other angular contact ball bearing 143 away from one of the angular contact ball bearings 143.

[0081] The outer ring of one of the angular contact ball bearings 143 is in transitional fit or welded with the outer sliding sleeve 20. The outer ring of the other angular contact ball bearing 143 is in transitional fit with the outer sliding sleeve 20 to form an outer sliding sleeve - bearing assembly, and the outer sliding sleeve - bearing assembly is in transitional fit with the inner sliding sleeve 12.

[0082] Since the outer ring of the angular contact ball bearing 143 and the outer sliding sleeve 20 generally do not rotate or rotate very little as a whole, the chuck 21 can form an arc around the outer sliding sleeve 20, that is, the chuck 21 is only arranged at the position corresponding to the card slot 321, thereby reducing the use of materials and lowering the manufacturing cost.

[0083] When installing the outer sliding sleeve - bearing assembly on the inner sliding sleeve 12, in order to ensure that the chuck 21 can be directly opposite to the card slot 321 at any position, a circle of chucks 21 can be arranged along the outer wall of the outer sliding sleeve 20. During installation, no matter how the outer sliding sleeve - bearing assembly rotates, the card slot 321 can always be directly opposite to the chuck 21.

[0084] Refer to Figure 3 and Figure 4 , when the gauge needs to be changed, an axle box sliding track 100 for supporting the axle box 31 is laid on the ground directly opposite to the axle box 31, and a gauge - changing guide rail 200 is also laid on the ground directly opposite to the wheel 13.

[0085] At the same time, refer to Figure 5a , Figure 5b and Figure 5c , on the vertical side wall of the locking rod guide rail 300 fixed to the axle box sliding track 100 directly opposite to the locking rod 32, a gradually - changing through - slot 310 that cooperates with the lower end of the locking rod 32 is transversely opened on the side wall of the locking rod guide rail 300. The two sides of the gradually - changing through - slot 310 are high and the middle is low. The middle of the gradually - changing through - slot 310 is set in an arc shape to facilitate the smooth movement of the locking rod 32, and the two sides are set in a straight - line shape.

[0086] Axle boxes 31 are arranged on the outer sides of both train wheels 13, and an axle box sliding track 100 is laid on the ground directly opposite to each axle box 31.

[0087] The crank handle 323 faces the gradually - changing through - slot 310, enters from one end of the gradually - changing through - slot 310, and slides out from the other end of the gradually - changing through - slot 310. In order to reduce the friction between the crank handle 323 and the gradually - changing through - slot 310 and make the movement smoother, a rolling wheel 324 is rotatably connected to the end of the crank handle 323, and the rolling wheel 324 slides along the length of the gradually - changing through - slot 310, thereby replacing static friction with rolling friction.

[0088] Refer to Figure 6a , Figure 6b and Figure 6c , the two train wheels 13 respectively correspond to a gauge - changing guide rail 200. The distance between one end of the two gauge - changing guide rails 200 is greater than the distance between the other end of the two gauge - changing guide rails 200. The middle parts of the two gauge - changing guide rails 200 are inclined and gradually approach or gradually move away from each other. When the gauge of the train needs to be widened, they gradually approach each other; when the gauge of the train needs to be narrowed, they gradually move away from each other.

[0089] The working principle of the gauge - changing device applied to the bogie of a high - speed train in this application is as follows: Refer to Figure 2 and Figure 3 , when the gauge needs to be changed, the vehicle slowly drives into the track.

[0090] First, unload the wheels. Specifically, the wheel running track 1 where the wheel 13 is located sinks, and at the same time, the bottom of the axle box 31 contacts the axle box sliding track 100. At this time, the wheel 13 disengages from the wheel running track 1, the wheel 13 is unloaded, and the load is transferred to the axle box 31.

[0091] Refer to Figure 4 , and implement unlocking. Specifically, the crank 323 of the locking rod 32 enters the tapered through slot 310 of the locking rod guide 300. As the train moves forward, the locking rod 32 is located in the middle of the tapered through slot 310, and the locking rod 32 moves downward. At this time, the card slot 321 of the locking rod 32 disengages from the wide rail chuck 211, and the lateral freedom of the wheel 13 is unlocked.

[0092] The wheel 13 enters the variable gauge guide 200, and the variable gauge guide 200 gradually extends inward, forcing the wheel 13 to move laterally until the wheel 13 reaches the standard gauge position.

[0093] Refer to Figure 7 , and implement locking. As the train moves forward, the locking rod 32 is located at a high position on one side of the tapered through slot 310, and the locking rod 32 rises, so that the card slot 321 of the locking rod 32 cooperates with the standard gauge chuck 212. The pressing member 33, that is, the spring, resumes and continues to apply an upward force to support the locking rod 32 to engage with the standard gauge chuck 212 on the outer sliding sleeve 20, and re-locks the position of the wheel 13.

[0094] Refer to Figure 8 , the wheel load, the wheel running track 1 rises, the axle box 31 separates from the axle box sliding track 100, and the load returns to the wheel 13 again. The variable gauge is completed, and the vehicle continues to travel.

[0095] The variable gauge device meets the requirement of two-way travel. The transformation from the standard gauge to the wide gauge can adopt the same steps as above, which will not be elaborated here.

[0096] The above are all the preferred embodiments of this application. The protection scope of this application is not limited accordingly. Therefore, all equivalent changes made according to the structure, shape, and principle of this application should be covered within the protection scope of this application.

Claims

1. A gauge-changing device applied to a high-speed train bogie, characterized in that: Comprising: Bogie; Rotating assembly (10), which includes an axle (11) rotatably connected to the bogie, an inner sliding sleeve (12) slidably sleeved on the axle (11), a wheel (13) fixedly sleeved on the inner sliding sleeve (12), and a rolling assembly (14) sleeved on the inner sliding sleeve (12); Outer sliding sleeve (20), which is sleeved on the rolling assembly (14), and a plurality of chucks (21) are spaced and protruded on the outer ring; Non-rotating assembly (30), which includes a journal box (31) fixedly connected to the bogie, a locking rod (32) slidably connected to the journal box (31), and a pressing member (33). A clamping groove (321) is provided on the locking rod (32), and the pressing member (33) drives the locking rod (32) to clamp the chuck (21) through the clamping groove (321); Both the journal box (31) and the locking rod (32) are located outside the wheel (13), and the locking rod (32) is located between the journal box (31) and the wheel (13); An installation seat (34) is fixed on the journal box (31), and the locking rod (32) is slidably inserted on the installation seat (34); The clamping groove (321) is opened at the top end of the locking rod (32), the pressing member (33) is sleeved on the locking rod (32) between the top end and the installation seat (34), and a limiting portion (322) for restricting the pressing member (33) from detaching is provided on the locking rod (32); An axle box sliding track (100) for supporting the axle box (31) is laid on the ground opposite to the axle box (31), and a variable gauge guide rail (200) is laid on the ground opposite to the wheel (13); A locking rod guide rail (300) is fixed on the side wall of the axle box sliding track (100) opposite to the locking rod (32). A gradually changing through groove (310) for cooperating with the lower end of the locking rod (32) is transversely opened on the side wall of the locking rod guide rail (300), and both sides of the gradually changing through groove (310) are high and the middle is low; The lower end of the locking rod (32) forms a crank-shaped handle (323), the handle (323) faces the gradually changing through groove (310), and is used to enter the gradually changing through groove (310) from one end of the gradually changing through groove (310) and move out of the gradually changing through groove (310) from the other end of the gradually changing through groove (310).

2. The variable gauge device applied to the bogie of a high-speed train according to claim 1, characterized in that: The rolling assembly (14) includes an outer snap ring (141) clamped on the inner ring of the outer sliding sleeve (20), an inner snap ring (142) clamped on the outer ring of the inner sliding sleeve (12), and an angular contact ball bearing (143) arranged between the inner sliding sleeve (12) and the outer sliding sleeve (20); The outer ring of the angular contact ball bearing (143) is in transition fit with the outer sliding sleeve (20); The inner ring of the angular contact ball bearing (143) is in transition fit with the inner sliding sleeve (12).

3. The variable gauge device applied to the bogie of a high-speed train according to claim 2, characterized in that: The chucks (21) are arranged in a ring around the outer ring of the outer sliding sleeve (20) or form an arc around the outer sliding sleeve (20).

4. The variable gauge device applied to the bogie of a high-speed train according to claim 2, characterized in that: The number of the angular contact ball bearings (143) is two; The outer ring of the angular contact ball bearing (143) on one side is in transitional fit with the outer sliding sleeve (20), and the outer ring of the angular contact ball bearing (143) on the other side is in transitional fit or welded with the outer sliding sleeve (20); The inner rings of the two angular contact ball bearings (143) are both in transitional fit with the inner sliding sleeve (12).

5. The variable gauge device applied to the bogie of a high-speed train according to claim 1, characterized in that: The middle of the gradually changing through groove (310) is arranged in an arc shape, and both sides are arranged in a straight line shape.

6. The variable gauge device applied to the bogie of a high-speed train according to claim 1, characterized in that: A rolling wheel (324) that cooperates with the gradually changing through groove (310) is rotatably connected to the end of the rocking handle (323).

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