Gauge-changeable bogie and railway vehicle

Abstract

The invention discloses a gauge-changeable bogie and a railway vehicle, relates to the technical field of rail transit vehicles, and aims to solve the problem that an existing gauge-changeable bogie is poor in traction performance. The number of the gauge-changeable wheel sets is two, the two gauge-changeable wheel sets are arranged on the framework, each gauge-changeable wheel set comprises an axle and wheels, the wheels are arranged on the two oppositely-arranged wheels in a penetrating mode, and the gauge between the two wheels in the axial direction of the axle is adjustable; the number of the traction motor sets is two, the two traction motor sets are arranged on the framework, any traction motor set comprises two traction motors, the two traction motors in the same set are connected with one end of a gear box, and the other end of the gear box is connected with the corresponding axle; through the arrangement, the traction capacity of the bogie is remarkably improved.

Description

Technical Field

[0001] The present invention relates to the technical field of rail transit vehicles, and more particularly to a variable-gauge bogie and a railway vehicle. Background Art

[0002] With the development of global rail transportation, differences in railway gauges between countries and regions have become a major challenge for cross-border rail transport. Because railway gauges vary from country to country, trains traveling between countries with different gauges require track switching. Traditional track switching methods involve replacing rolling stock, rerouting cargo, or replacing bogies. These methods are not only time-consuming and labor-intensive, but also inefficient and costly. To address this issue, variable-gauge bogie technology has emerged. This technology adapts the inside distance of the train's wheelsets to accommodate different track gauges.

[0003] However, existing variable-gauge bogie technology still has some shortcomings. In variable-gauge locomotive bogies, the locking mechanism is usually located between the wheelsets to secure and lock the wheels at different track gauges. However, this layout means that the gearbox must also be located between the wheelsets, which severely limits the layout space for the traction motor. Due to the large size of the traction motor in the locomotive bogie, this space limitation makes the installation and maintenance of the traction motor difficult. In order to adapt to the limited layout space, the size of the traction motor often needs to be reduced. However, reducing the size of the traction motor will directly lead to a reduction in its power. The reduction in traction motor power will in turn lead to a reduction in the single-axle power of the bogie, ultimately affecting the traction performance of the entire vehicle.

[0004] Therefore, how to solve the problem of poor traction performance of existing variable gauge bogies is an urgent problem to be solved by those skilled in the art. Summary of the Invention

[0005] In view of this, the purpose of the present invention is to provide a variable-gauge bogie, the single-axle power of which is twice that of the traditional single-motor drive solution, thereby significantly improving the traction capacity of the bogie.

[0006] Another object of the present invention is to provide a railway vehicle comprising the above-mentioned variable-gauge bogie, which can efficiently operate on railway lines with different gauges.

[0007] In order to achieve the above object, the present invention provides the following technical solutions:

[0008] A variable gauge bogie comprising:

[0009] framework;

[0010] There are two sets of variable gauge wheelsets, which are arranged on the frame. The variable gauge wheelsets include axles and wheels. The wheels are respectively passed through two oppositely arranged wheels, and the gauge between the two wheels along the axial direction of the axle is adjustable;

[0011] There are two traction motor groups, which are arranged on the frame. Any one traction motor group includes two traction motors. The two traction motors in the same group are connected to one end of the gearbox, and the other end of the gearbox is connected to the corresponding axle.

[0012] Preferably, the traction motor is connected to the frame via a motor boom.

[0013] Preferably, the gearbox includes a driving gearbox and a driven gearbox, the driving gearbox is connected to two traction motors in the same group, and the driven gearbox is connected to the driving gearbox and the corresponding axle.

[0014] Preferably, the driving gear shaft of the driving gear box is connected to the motor shaft of the traction motor through a connecting joint, and the driving gear shaft, the connecting joint and the motor shaft are coaxially arranged.

[0015] Preferably, the connecting section includes a first connecting portion which is interference-connected with the inner hole of the motor shaft, and a second connecting portion which is bolted to the driving gear shaft, and the diameter of the first connecting portion is smaller than the diameter of the second connecting portion.

[0016] Preferably, the end face of the second connecting portion connected to the driving gear shaft is provided with a first end face tooth, and the end face of the driving gear shaft is provided with a second end face tooth engaged with the first end face tooth.

[0017] Preferably, NU-type cylindrical roller bearings are provided at both ends of the driving gear shaft, and an NJ-type cylindrical roller bearing is provided at one end of the motor shaft away from the driving gear shaft.

[0018] Preferably, the driven gearbox includes an upper box body and a lower box body which are distributed up and down, and both the upper box body and the lower box body are provided with a connecting hole for connecting to the axle.

[0019] Preferably, a traction rod and a braking device that moves synchronously with the wheels are provided at the bottom of the frame.

[0020] A railway vehicle comprises any one of the variable gauge bogies described above.

[0021] The variable gauge bogie provided by the present invention includes a frame, a variable gauge wheelset and a traction motor group. Specifically, two sets of variable gauge wheelsets and traction motor groups are provided, and both are arranged on the frame. The variable gauge wheelset and traction motor group are integrated on the frame, so that the structure of the entire bogie is more compact, the space occupancy is reduced, the space utilization efficiency of the bogie is improved, and the overall rigidity and stability of the bogie are enhanced. The variable gauge wheelset includes an axle and wheels, and the wheels are respectively passed through two oppositely arranged wheels. The gauge between the two wheels along the axial direction of the axle is adjustable, and can quickly adapt to the railway gauges of different countries and regions, so that the train can run seamlessly on railway lines with different gauges, thereby improving the efficiency and convenience of transportation.

[0022] Any group of traction motors includes two traction motors. The two traction motors in the same group are connected to one end of the gearbox, and the other end of the gearbox is connected to the corresponding axle. The traction motor is connected to the axle through the gearbox to ensure the high efficiency and stability of power transmission, thereby improving the operating efficiency of the entire bogie and ensuring the efficient operation of the train under different track gauges. By driving a wheelset together with two traction motors, the single-axle power reaches twice that of the traditional single-motor drive solution, which not only significantly improves the traction capacity of the bogie, but also ensures the efficient operation of the train under different track gauges and meets the needs of high-power and high-torque locomotives. BRIEF DESCRIPTION OF THE DRAWINGS

[0023] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the following briefly introduces the drawings required for use in the embodiments or the description of the prior art. Obviously, the drawings described below are merely embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on the provided drawings without paying any creative work.

[0024] Figure 1 This is a schematic structural diagram of the variable gauge bogie provided by the present invention;

[0025] Figure 2 for Figure 1 Structural diagram from another perspective;

[0026] Figure 3 A partial schematic diagram of the variable gauge bogie provided by the present invention;

[0027] Figure 4 This is a schematic structural diagram of the gearbox provided by the present invention;

[0028] Figure 5 for Figure 4 A partial schematic diagram of

[0029] Figure 6 A partially enlarged view of the variable-gauge bogie provided by the present invention;

[0030] Figure 7 for Figure 6 sectional view of

[0031] Figure 8 This is a schematic structural diagram of the driving gear shaft provided by the present invention;

[0032] Figure 9 This is a cross-sectional view of the connection between the motor shaft and the driving gear shaft provided by the present invention.

[0033] Reference numerals:

[0034] 1-Framework;

[0035] 2-gauge-variable wheelset, 21-axle, 22-wheel;

[0036] 3- traction motor, 31- motor shaft;

[0037] 4-gearbox, 41-driving gearbox, 411-driving gear shaft, 412-second end face gear, 42-driven gearbox, 421-upper housing, 422-lower housing;

[0038] 5-motor boom;

[0039] 6-connecting section, 61-first connecting portion, 62-second connecting portion;

[0040] 7-NU cylindrical roller bearings;

[0041] 8-NJ type cylindrical roller bearings;

[0042] 9-traction bar;

[0043] 10-Braking device. DETAILED DESCRIPTION

[0044] The following will clearly and completely describe the technical solutions in the embodiments of the present invention in conjunction with the accompanying drawings. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without making creative efforts are within the scope of protection of the present invention.

[0045] In the present invention, unless otherwise expressly specified or limited, the terms "mounted," "connected," "connect," "fixed," etc. should be understood broadly. For example, they may refer to fixed, detachable, or integral connections; mechanical or electrical connections; direct or indirect connections through an intermediary; or internal communication between two components. Those skilled in the art will understand the specific meanings of the above terms in the present invention based on specific circumstances.

[0046] The core of this invention is to provide a variable-gauge bogie with a single-axle power twice that of a traditional single-motor drive solution, significantly improving the bogie's traction capacity. Another core of the invention is to provide a railway vehicle including this variable-gauge bogie, capable of operating efficiently on railway lines with different track gauges.

[0047] Please refer to Figure 1 and Figure 2 A variable gauge bogie includes a frame 1, a variable gauge wheelset 2 and a traction motor group.

[0048] Specifically, there are two sets of variable gauge wheelsets 2 and traction motor groups, and both are arranged on the frame 1. Integrating the variable gauge wheelsets 2 and the traction motor groups on the frame 1 makes the structure of the entire bogie more compact, reduces space occupancy, improves the space utilization efficiency of the bogie, and enhances the overall rigidity and stability of the bogie. The variable gauge wheelset 2 includes an axle 21 and wheels 22. The wheels 22 are respectively inserted into two oppositely arranged wheels 22. The gauge between the two wheels 22 along the axial direction of the axle 21 is adjustable, which can quickly adapt to the railway gauges of different countries and regions, so that the train can run seamlessly on railway lines with different gauges, thereby improving the efficiency and convenience of transportation.

[0049] Any group of traction motor groups includes two traction motors 3. The two traction motors 3 in the same group are connected to one end of the gearbox 4, and the other end of the gearbox 4 is connected to the corresponding axle 21. The traction motor 3 is connected to the axle 21 through the gearbox 4 to ensure the high efficiency and stability of power transmission, thereby improving the operating efficiency of the entire bogie and ensuring the efficient operation of the train under different track gauges. By driving a wheelset together with two traction motors 3, the single-axle power reaches twice that of the traditional single-motor drive solution, which not only significantly improves the traction capacity of the bogie, but also ensures the efficient operation of the train under different track gauges, meeting the needs of high-power and high-torque locomotives.

[0050] The traction motors 3 are arranged in a forward-facing configuration, with two traction motors 3 driving a single gearbox 4 located between them. The two traction motors 3 share the driving load, reducing the burden on a single motor, thereby lowering the failure rate and extending the service life of the traction motors 3. Furthermore, with dual-motor drive, even if one motor fails, the other motor can continue to operate, ensuring safe train operation and improving system reliability.

[0051] The variable-gauge bogie set up in the above manner is driven by dual motors to ensure the stability and efficiency of power output. Even under complex operating conditions, the bogie can maintain stable power output, reduce operating fluctuations caused by gauge changes, and improve the smoothness and comfort of train operation. The single-axle power reaches twice that of the traditional single-motor drive solution, significantly improving the traction capacity of the bogie.

[0052] In the above embodiment, the traction motor 3 is connected to the frame 1 via the motor suspension rod 5 .

[0053] It should be noted that the traction motor 3 is securely and reliably connected to the frame 1 via the motor hanger 5, effectively distributing the weight of the traction motor 3 and reducing local pressure on the frame 1, thereby improving the structural stability of the entire bogie. Furthermore, the motor hanger 5 effectively absorbs and disperses vibration and impact forces generated during operation, reducing the impact of vibration on the traction motor 3 and the frame 1, extending the service life of components, and improving the reliability and operational smoothness of the bogie. Furthermore, the use of the motor hanger 5 allows for flexible placement of the traction motor 3 on the frame 1, avoiding spatial conflicts between the traction motor 3 and other components, such as the wheels 22 and the gearbox 4. This compact layout not only improves the bogie's spatial efficiency but also enhances its overall rigidity and stability. It also makes disassembly and installation of the traction motor 3 more convenient and quick, allowing maintenance personnel to easily inspect and replace the traction motor 3, reducing maintenance time and costs.

[0054] More importantly, the traction motor 3 is connected to the frame 1 via the motor boom 5, making the bogie more flexible in adjusting to different track gauges. This design not only accommodates the axial movement of the wheels 22 of the variable-gauge wheelset 2 along the axle 21, but also ensures stable operation of the traction motor 3 at different track gauges. During the track change process, complex ground-based track change equipment and monitoring mechanisms are eliminated; simple operations are required to switch track gauges, significantly improving track change efficiency.

[0055] Please refer to Figure 3 、 Figure 4 and Figure 5 The gearbox 4 includes a driving gearbox 41 and a driven gearbox 42 . The driving gearbox 41 is connected to two traction motors 3 in the same group, and the driven gearbox 42 is connected to the driving gearbox 41 and the corresponding axle 21 .

[0056] It can be understood that the two-stage transmission design of the driving gearbox 41 and the driven gearbox 42 achieves efficient power transmission from the traction motor 3 to the axle 21, which not only improves the efficiency of power transmission but also reduces energy loss, ensuring the efficient operation of the train under different track gauges. The two-stage transmission design makes power transmission more uniform, reduces the load on the individual gearboxes 4, thereby reducing the failure rate of the gearboxes 4 and extending their service life. The two-stage transmission design makes the structure of the gearbox 4 more compact, reduces the number and complexity of components, and reduces the difficulty and cost of maintenance. At the same time, the efficient operation of the gearbox 4 reduces mechanical losses, extends the service life of components, further reduces maintenance costs, and makes the gearbox 4 more standardized and modular, improves the versatility and interchangeability of the gearbox 4, facilitates the production and maintenance of the gearbox 4, and reduces production costs.

[0057] The driving gearbox 41 is connected to the two traction motors 3 of the same group, which can reasonably distribute power, ensure the output power balance of the two traction motors 3, and improve the stability and reliability of the entire drive system.

[0058] Furthermore, by optimizing the design of the gearbox 4, the bogie can quickly adapt to different track gauges during track changes, reducing both time and cost. This design is particularly suitable for cross-border rail transport, effectively improving transportation efficiency and economic benefits. The two-stage transmission design of the active gearbox 41 and the driven gearbox 42 makes the entire gearbox 4 more compact, reducing space usage, improving the bogie's space efficiency, enhancing the bogie's overall rigidity and stability, and reducing vibration and noise during operation.

[0059] Building on the above-described embodiment, the driving gearbox 41 is bolted to the traction motors 3 on both sides. The entire drive unit (traction motor 3 and gearbox 4) is supported at three points: one on the axle 21, and the other two on the frame 1. This three-point support structure evenly distributes the weight and load of the drive unit across the axle 21 and frame 1, reducing the risk of local overload and thereby improving the structural stability and reliability of the entire bogie. It also effectively absorbs and disperses vibration and impact forces generated during operation, reducing the impact of vibration on the traction motor 3 and gearbox 4, extending component life, and improving bogie operational smoothness. Furthermore, this three-point support structure allows for a more compact arrangement of the drive unit within the bogie, reducing space usage and improving the bogie's space efficiency.

[0060] Please refer to Figure 6 The driving gear shaft 411 of the driving gear box 41 is connected to the motor shaft 31 of the traction motor 3 through the connecting section 6. The driving gear shaft 411, the connecting section 6 and the motor shaft 31 are coaxially arranged.

[0061] It should be noted that the driving gear shaft 411 and the motor shafts 31 on both sides form a shaft system through the connecting section 6. The coaxial arrangement of the driving gear shaft 411, the connecting section 6, and the motor shaft 31 ensures the high efficiency and stability of power transmission, reduces energy loss during power transmission, improves the efficiency of the entire drive system, and ensures the efficient operation of the train under different track gauges. It also reduces friction and vibration during power transmission, reduces mechanical losses, extends the service life of components, and improves the reliability and operating efficiency of the system. The coaxial arrangement makes the structure of the entire drive device more compact, reduces space occupancy, improves the space utilization efficiency of the bogie, enhances the overall rigidity of the bogie, and reduces vibration and noise during operation.

[0062] Please refer to Figure 7The connecting section 6 includes a first connecting portion 61 that is interference-connected with the inner hole of the motor shaft 31, and also includes a second connecting portion 62 that is bolted to the driving gear shaft 411. The diameter of the first connecting portion 61 is smaller than the diameter of the second connecting portion 62.

[0063] It is understandable that in order to save internal space, especially axial space, the first connecting portion 61 of the connecting joint 6 is inserted into the inner hole of the motor shaft 31, and the two are connected by an interference fit, which ensures the tightness and stability of the connection, reduces energy loss during power transmission, and improves the efficiency of power transmission. The second connecting portion 62 of the connecting joint 6 is installed on the end face of the driving gear shaft 411 by bolts, which can maintain stable power transmission during operation and reduce mechanical losses. The diameter of the first connecting portion 61 is smaller than the diameter of the second connecting portion 62, so that the connecting joint 6 can effectively save internal space, especially axial space, while meeting the connection function. The compact design of the connecting joint 6 makes the layout of the traction motor 3 and the gearbox 4 more flexible, and can be adjusted according to different design requirements and space limitations, thereby optimizing the overall structural layout of the bogie.

[0064] Please refer to Figure 8 The end face of the second connecting portion 62 connected to the driving gear shaft 411 is provided with a first end face tooth, and the end face of the driving gear shaft 411 is provided with a second end face tooth 412 that meshes with the first end face tooth.

[0065] It should be noted that the meshing arrangement of the first and second face teeth 412 ensures accurate and efficient power transmission, reduces energy loss during power transmission, improves the efficiency of the entire drive system, and ensures efficient operation of the train at various track gauges. The meshing design of the face teeth provides additional connection strength, making the connection between the connecting section 6 and the driving gear shaft 411 more secure and reliable, thereby improving the smoothness and reliability of the system's operation.

[0066] Please refer to Figure 9 NU-type cylindrical roller bearings 7 are provided at both ends of the driving gear shaft 411 , and an NJ-type cylindrical roller bearing 8 is provided at one end of the motor shaft 31 away from the driving gear shaft 411 .

[0067] It can be understood that the two bearings supporting the driving gear shaft 411 are cylindrical roller bearings (NU type cylindrical roller bearings 7) with no ribs on the inner ring and ribs on both sides of the outer ring. They only bear radial loads, ensuring the stability and efficiency of the driving gear shaft 411 during operation; the two bearings supporting the motor shaft 31 are cylindrical roller bearings (NJ type cylindrical roller bearings 8) with a rib on one side of the inner ring and ribs on both sides of the outer ring. They bear both radial loads and axial loads, making the load distribution of the entire shaft system more reasonable. The axial load of the entire shaft system is transmitted to the outside by the motor shaft 31.

[0068] The use of NU and NJ cylindrical roller bearings 8 improves the reliability and durability of the entire shaft system. The NU bearing's inner ring has no ribs, reducing friction and wear and extending the bearing's service life. The NJ bearing's inner ring has ribs, effectively supporting axial loads and further enhancing system stability. This bearing configuration evenly distributes loads, reducing the risk of local overloads and further improving system reliability and service life. The rational bearing configuration makes the entire drive unit more compact, reduces space usage, and improves the bogie's space efficiency. This compact layout not only enhances the bogie's overall rigidity but also reduces vibration and noise during operation.

[0069] As a preferred embodiment, the driven gear box 42 includes an upper box body 421 and a lower box body 422 which are distributed vertically. Both the upper box body 421 and the lower box body 422 are provided with a connecting hole for connecting to the axle 21 .

[0070] It should be noted that the gearbox 4 adopts a structure that combines horizontal sub-boxing and vertical sub-boxing. The vertical sub-boxing divides the gearbox 4 into a driving gearbox 41 and a driven gearbox 42, and the horizontal sub-boxing divides the driven gearbox 42 into an upper box body 421 and a lower box body 422. The upper box body 421 and the lower box body 422 are connected together by bolts to form the driven gearbox 42. The driven gearbox 42 and the driving gearbox 41 are connected together by bolts to form the gearbox 4. The gearbox 4 is connected to the traction motor 3 to form the entire drive device. The distance between the traction motor 3 and the axle 21 cannot be too close, otherwise the traction motor 3 will interfere with the wheel 22. The driven gearbox 42 installed on the axle 21 is affected by the bottom limit of the bogie and its diameter cannot be too large. Therefore, the gearbox 4 adopts a two-stage transmission solution.

[0071] The split design of the upper and lower housings 421 and 422 provides a more stable structure for the driven gearbox 42, improving its mechanical strength and reliability during operation, while reducing damage caused by mechanical vibration and impact. Furthermore, the structural design of the upper and lower housings 421 and 422 evenly distributes the load across the axle 21, reducing the risk of localized overload and further improving the stability and reliability of the system. It also makes the driven gearbox 42 more compact, reducing space usage, improving the space efficiency of the bogie, enhancing the overall rigidity of the bogie, and reducing vibration and noise during operation.

[0072] Furthermore, the split design allows the upper and lower housings 421 and 422 to be independently disassembled and installed, allowing maintenance personnel to easily inspect and replace components, reducing maintenance time and costs. The split design also provides a more secure connection to the driven gearbox 42, reducing the risk of loosening and displacement during operation and improving the safety of maintenance operations.

[0073] In the above case, the bottom of the frame 1 is provided with a traction rod 9 and a brake device 10 which moves synchronously with the wheels 22 .

[0074] As will be understood, the drawbar 9 is positioned at the center bottom of the frame 1, which is equipped with a brake device 10. This brake device 10 has a follow-up function, adapting to the different positions of the wheels 22 on the axle 21. This ensures the effectiveness and reliability of the brake device 10 under different track gauges, adapts to the axial movement of the wheels 22 of the variable-gauge wheelset 2 along the axle 21, and improves the adaptability and flexibility of the braking system. This follow-up function makes track changing operations simpler and faster. The follow-up function of the brake device 10 makes its structure more compact, reduces space usage, and improves the space utilization efficiency of the frame 1.

[0075] In summary, the variable-gauge bogie provided by the present invention adopts a dual-motor solution, and the single-axle power can reach twice that of the original solution, and the traction performance of the bogie is guaranteed.

[0076] In addition to the variable gauge bogies disclosed in the above embodiments, the present invention also provides a railway vehicle including the above variable gauge bogie. For the structures of other parts of the railway vehicle, please refer to the prior art and will not be described in detail herein.

[0077] It should be noted that, in this specification, relational terms such as first and second are merely used to distinguish one entity from other entities, but do not necessarily require or imply any actual relationship or order between these entities.

[0078] The various embodiments in this specification are described in a progressive manner, and each embodiment focuses on the differences from other embodiments. The same or similar parts between the various embodiments can be referenced to each other.

[0079] The above is a detailed introduction to a variable-gauge bogie and railway vehicle provided by the present invention. Specific examples are used herein to illustrate the principles and implementation methods of the present invention. The description of the above embodiments is only intended to help understand the method and core concept of the present invention. It should be noted that, for those skilled in the art, several improvements and modifications may be made to the present invention without departing from the principles of the present invention, and such improvements and modifications also fall within the scope of protection of the present invention.

Claims

1. A variable gauge bogie, characterized in that: include: Framework (1); Two sets of variable gauge wheelsets (2) are provided, the two sets of variable gauge wheelsets (2) being arranged on the frame (1), the variable gauge wheelsets (2) comprising an axle (21) and wheels (22), the wheels (22) respectively passing through two oppositely arranged wheels (22), and the gauge between the two wheels (22) along the axial direction of the axle (21) being adjustable; Two traction motor groups are provided, and the two traction motor groups are arranged on the frame (1). Any one of the traction motor groups includes two traction motors (3). The two traction motors (3) in the same group are connected to one end of a gear box (4), and the other end of the gear box (4) is connected to the corresponding axle (21).

2. The variable gauge bogie according to claim 1, characterized in that: The traction motor (3) is connected to the frame (1) via a motor suspension rod (5).

3. The variable gauge bogie according to claim 1, characterized in that: The gearbox (4) comprises a driving gearbox (41) and a driven gearbox (42), wherein the driving gearbox (41) is connected to the two traction motors (3) of the same group, and the driven gearbox (42) is connected to the driving gearbox (41) and the corresponding axle (21).

4. The variable gauge bogie according to claim 3, characterized in that: The driving gear shaft (411) of the driving gear box (41) is connected to the motor shaft (31) of the traction motor (3) via a connecting joint (6); the driving gear shaft (411), the connecting joint (6), and the motor shaft (31) are coaxially arranged.

5. The variable gauge bogie according to claim 4, characterized in that: The connecting section (6) comprises a first connecting portion (61) in interference connection with the inner hole of the motor shaft (31), and a second connecting portion (62) bolted to the driving gear shaft (411), wherein the diameter of the first connecting portion (61) is smaller than the diameter of the second connecting portion (62).

6. The variable gauge bogie according to claim 5, characterized in that: The end surface of the second connecting portion (62) connected to the driving gear shaft (411) is provided with first end face teeth, and the end surface of the driving gear shaft (411) is provided with second end face teeth (412) engaged with the first end face teeth.

7. The variable gauge bogie according to claim 6, characterized in that: NU-type cylindrical roller bearings (7) are provided at both ends of the driving gear shaft (411), and an NJ-type cylindrical roller bearing (8) is provided at one end of the motor shaft (31) away from the driving gear shaft (411).

8. The variable gauge bogie according to claim 3, characterized in that: The driven gear box (42) comprises an upper box body (421) and a lower box body (422) which are arranged in an upper and lower manner. Both the upper box body (421) and the lower box body (422) are provided with a connection hole for connecting to the axle (21).

9. The variable gauge bogie according to any one of claims 1 to 8, characterized in that: The bottom of the frame (1) is provided with a traction rod (9) and a braking device (10) that moves synchronously with the wheel (22).

10. A railway vehicle, characterized in that: The invention comprises the variable gauge bogie according to any one of claims 1 to 9.

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