Variable gauge wheel set with non-rotating axle, bogie and railway vehicle

Abstract

The invention belongs to the technical field of variable-gauge wheelsets, and particularly relates to a variable-gauge wheelset with a non-rotating axle, a bogie and a railway vehicle, the variable-gauge wheelset with the non-rotating axle comprises the axle, a coupling barrel is rotatably arranged on the axle, wheel assemblies are slidably connected to the two ends of the coupling barrel, and each wheel assembly comprises a wheel. The wheels can rotate relative to the axle, the wheel assembly is connected with the axle in a sliding mode, so that the distance between the two wheels is adjustable, and torque is transmitted between the two wheels through a coupling cylinder. The abrasion speed between the wheel assembly and the axle is reduced, the service life of the gauge-changeable wheel set is prolonged, the two wheels change rails at the same time, and the rail changing efficiency is improved; in addition, compared with axle rotation, the wheel assembly only bears vertical loads and does not bear alternating loads, and the reliability of the wheel assembly is improved.

Description

Technical Field

[0001] The invention belongs to the technical field of variable gauge wheelsets, and in particular relates to a non-rotating axle variable gauge wheelset, a bogie, and a railway vehicle. Background Art

[0002] Current variable gauge wheelsets require the integration of a mechanical device that can adjust the wheel gauge, increasing the complexity of the wheelset's internal components. Frequent gauge switching may lead to increased wear of the transmission mechanism, affecting overall reliability. A Chinese invention patent application with application publication number CN108909762A discloses a wheelset and bogie for a rail vehicle variable gauge bogie. The wheelset for a rail vehicle variable gauge bogie connects the axle and wheels via splines, and utilizes a locking assembly to drive the wheels to move or lock axially along the axle box to achieve wheel gauge change. However, torque can be transmitted between the axle and the wheel. When the wheel moves, the wheel will be subjected to alternating loads, resulting in poor wheel reliability. Summary of the Invention

[0003] The object of the present invention is to provide a variable-gauge wheelset, bogie, and railway vehicle with a non-rotating axle, which reduces the wear rate between the wheel assembly and the axle, increases the service life of the variable-gauge wheelset, and improves the track changing efficiency by allowing both wheels to change track simultaneously. In addition, compared with a rotating axle, the wheel assembly of the present invention only bears vertical loads and does not bear alternating loads, thereby improving the reliability of the wheel assembly.

[0004] To achieve the above-mentioned objectives, in a first aspect, the present invention provides a variable-gauge wheelset with a non-rotating axle, comprising an axle, a coupling cylinder rotatably arranged on the axle, wheel assemblies slidably connected at both ends of the coupling cylinder, the wheel assembly comprising wheels, the wheels being rotatable relative to the axle, the wheel assembly being slidably connected to the axle, so that the spacing between the two wheels is adjustable, and torque is transmitted between the two wheels via the coupling cylinder.

[0005] In some embodiments, the wheel assembly includes a bushing, the bushing is slidably connected to the axle, the wheel is rotatably connected to the bushing, and a limiting portion is provided on the bushing, and the limiting portion is used to lock the distance between the two wheels.

[0006] In some embodiments, a plurality of the limiting portions are provided, and the plurality of limiting portions are used to limit different track gauges.

[0007] In some embodiments, the two wheels are connected to the coupling cylinder through a connecting cylinder, one end of the connecting cylinder is connected to the wheel, and the other end of the connecting cylinder is axially slidingly connected to the coupling cylinder, and torque can be transmitted between the connecting cylinder and the coupling cylinder.

[0008] In some embodiments, the connecting cylinder and the coupling cylinder are connected via a spline.

[0009] In some embodiments, a brake disc is fixedly mounted on the coupling cylinder, and the brake disc is used to cooperate with a brake device on the structural component.

[0010] In some embodiments, a fixing portion is provided on the axle, and the fixing portion is used to cooperate with a locking device on the axle box suspension device, so that the axle box suspension device is axially fixed relative to the axle.

[0011] In some embodiments, the limiting portion includes an annular groove, which is used to cooperate with the locking device. A notch is set in the annular groove. The fixing portion includes a limiting groove opened on the axle. The limiting groove is arranged corresponding to the notch, so that the annular groove and the limiting groove cooperate with the locking device at the same time.

[0012] In a second aspect, the present invention provides a bogie comprising the aforementioned axle-non-rotating variable-gauge wheelset.

[0013] In a third aspect, the present invention provides a railway freight car comprising the aforementioned axle-non-rotating variable-gauge wheelset.

[0014] Compared with the prior art, the present invention can achieve the following beneficial effects: 1. The axle of the present invention does not rotate, and the wheel assembly moves laterally on the axle during track change, which reduces the wear rate between the wheel assembly and the axle, increases the service life of the variable-gauge wheelset, and both wheels change track simultaneously, improving the track change efficiency. In addition, compared with a rotating axle, the wheel assembly of the present invention only bears vertical loads and does not bear alternating loads, thereby improving the reliability of the wheel assembly.

[0015] 2. The coupling cylinder and the connecting cylinder of the present invention slide left and right through the spline and transmit torque through the spline. The two wheels are coupled to each other through the coupling cylinder and have the same rotation speed. It has the functions of automatic reset and curve guidance of the integral wheelset and does not require the addition of a forced guide radial mechanism.

[0016] 3. The position of the brake disc of the present invention is fixed and does not change with the change of track gauge, so the arrangement and setting of the corresponding braking device are easier and the braking state is stable. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] Figure 1 Schematic diagram of the structure of the bogie of the present invention; Figure 2 It is a structural schematic diagram of the framework of the present invention; Figure 3 A half-section view of a variable-gauge wheelset with a non-rotating axle according to the present invention; Figure 4 A half-section view of a variable-gauge wheelset with a non-rotating axle when the coupling cylinder of the present invention adopts a three-section structure; Figure 5This is a perspective view of a variable-gauge wheelset with a non-rotating axle when the coupling cylinder of the present invention adopts a three-section structure; Figure 6 This is a schematic diagram of the cooperation between the locking device and the axle box suspension device of the present invention; Figure 7 It is a structural schematic diagram of the locking plate of the present invention; Figure 8 Schematic diagram of the cooperation between the locking device of the present invention and the variable gauge wheelset; Figure 9 It is a structural schematic diagram of the axle of the present invention; Figure 10 for Figure 9 Middle AA cross-section; Figure 11 It is a structural schematic diagram of the bushing of the present invention; Figure 12 A schematic diagram of the movement of the locking device during one track change process of the variable gauge wheelset of the present invention; Figure 13 This is a schematic structural diagram of the axle box end cover of the present invention; Figure 14 Schematic diagram of the cooperation between the brake device and the brake disc of the present invention; Figure 15 It is a structural schematic diagram of the ground gauge changing device of the present invention; Figure 16 This is a schematic structural diagram of the lateral guide rail of the present invention; Figure 17 This is a schematic diagram of the structure of the axle box unlocking and supporting rail of the present invention; Figure 18 This is a schematic structural diagram of the centering track of the present invention; Figure 19 Schematic diagram of the cooperation between the guide rail and the first gauge rail and the second gauge rail of the present invention.

[0018] Reference numerals: Structure composition 1; Variable gauge wheelset 2; axle 21; limiting groove 211; coupling cylinder 22; coupling cylinder end section 221; coupling cylinder middle section 222; bushing 23; limiting ring 231; annular groove 232; notch 233; wheel 24; connecting cylinder 25; brake disc 26; Axle box suspension device 3; axle box body 31; axle box spring 32; axle box end cover 33; circular boss 331; locking device 34; locking plate 341; slot 342; card plate 343; connecting ear 344; interface 345; spring 346; Braking device 4; unit brake 41; brake shoe 42; Lateral guide rail 5; lateral roller sleeve 51; first optical round pin 52; Axle box unlocking and supporting track 6; axle box supporting track 61; axle box unlocking track 62; supporting roller 63; supporting roller sleeve 64; Centering track 7; centering roller sleeve 71; second optical round pin 72; Guide rail 8; guide roller sleeve 81; third optical round pin 82; guide rail 83; First gauge rail 91; second gauge rail 92. DETAILED DESCRIPTION

[0019] The present invention will be further described in detail below with reference to the accompanying drawings and specific examples, but these examples should not be construed as limiting the present invention.

[0020] like Figure 1 As shown, the present invention provides a railway vehicle variable gauge bogie, which includes a frame component 1, a variable gauge wheelset 2, an axle box suspension device 3, and a braking device 4.

[0021] like Figure 2 As shown, the frame component 1 adopts an integrally welded "H"-shaped structure, which mainly bears the load and is used to install components such as brakes and shock absorbers.

[0022] like Figure 3 The figure shows a half-section view of a variable gauge wheelset 2. The variable gauge wheelset 2 includes an axle 21, on which a coupling cylinder 22 is rotatably arranged. The coupling cylinder 22 is sleeved on the axle 21 and connected to the axle 21 through a rolling bearing, so that the coupling cylinder 22 can only rotate on the axle 21 and cannot move axially. Wheel assemblies are slidably connected at both ends of the coupling cylinder 22. The wheel assembly includes a wheel 24, which can rotate relative to the axle 21. The wheel assembly is slidably connected to the axle 21, so that the spacing between the two wheel assemblies is adjustable, and torque is transmitted between the two wheels 24 through the coupling cylinder 22.

[0023] It can be understood that since the wheel 24 and the coupling cylinder 22 can be rotatably connected relative to the axle 21, the axle 21 will not rotate with the rotation of the wheel 24. The wheel assembly can move laterally on the axle 21 when changing track, which reduces the wear rate between the wheel assembly and the axle 21, increases the service life of the variable gauge wheelset 2, and the two wheels 24 can change track at the same time, thereby improving the track changing efficiency. In addition, compared with the rotation of the axle 21, the wheel assembly of the present invention only bears vertical loads and does not bear alternating loads, thereby improving the reliability of the wheel assembly.

[0024] like Figure 3As shown, in some embodiments, the wheel assembly includes a bushing 23, which is slidably connected to the axle 21. The wheel 24 is rotatably connected to the bushing 23 via a rolling bearing. The wheel 24 can only rotate on the bushing 23 and cannot move laterally. The bushing 23 is provided with a limiter, which can be fixed to lock the distance between the two wheels 24. The bushing 23 can use a self-lubricating, wear-resistant sliding bearing to reduce the lateral movement resistance on the axle 21 and increase the service life of the bushing 23.

[0025] It can be understood that the present invention separates the wheel 24 from the axle 21 through the bushing 23, and the bushing 23 and the wheel 24 are rotationally connected through a rolling bearing. The wheel 24 only rotates on the bushing 23, thereby achieving the state that the axle 21 does not rotate; by providing a limiting portion on the bushing 23, the distance between the two wheels 24 can be fixed, and one or more limiting portions can be provided. When one limiting portion is provided, multiple positioning points corresponding to the limiting portion should be provided on the axle box suspension device 3. When the bushing 23 moves to different positions, the limiting portion can be fixed at different positioning points. When multiple limiting portions are provided, only one positioning point can be provided on the axle box suspension device 3. When the bushing 23 moves to different positions, different limiting portions are fixed at the positioning point.

[0026] like Figure 3 As shown, in some embodiments, multiple limiting portions are provided, and the multiple limiting portions are used to define different track gauges. Figure 3 The figure shows two limiting parts. When the bushing 23 moves to different positions, the two limiting parts can be respectively fixed with the positioning points on the axle box suspension device 3. The limiting part can be a groove structure, a ring plate structure or a hole structure.

[0027] like Figure 3 As shown, in some embodiments, the two wheels 24 are connected to the coupling cylinder 22 through a connecting cylinder 25, one end of the connecting cylinder 25 is fixedly connected to the wheel 24 by bolts, and the other end of the connecting cylinder 25 is axially slidingly connected to the coupling cylinder 22, and torque can be transmitted between the connecting cylinder 25 and the coupling cylinder 22.

[0028] It can be understood that since the other end of the connecting cylinder 25 is axially slidingly connected to the coupling cylinder 22, the wheel 24, the connecting cylinder 25 and the bushing 23 can move laterally together, that is, the wheel assembly moves laterally as a whole, thereby changing the distance between the two wheels 24.

[0029] like Figure 3 As shown, in some embodiments, the connecting cylinder 25 and the coupling cylinder 22 are connected via a spline.

[0030] like Figure 3 、 12 As shown, a brake disc 26 is fixedly provided on the coupling cylinder 22 , and the brake disc 26 is used to cooperate with the brake device 4 on the structural component 1 .

[0031] It can be understood that since the brake disc 26 is set on the coupling cylinder 22, and the coupling cylinder 22 will only rotate with the wheel 24 and will not move laterally, the axial position of the coupling cylinder 22 is fixed, and the axial position of the brake disc 26 is fixed, the corresponding braking device 4 is easier to arrange and set, and the braking state is stable.

[0032] like Figure 3 As shown, the outer wall and inner wall of the coupling cylinder 22 need to be press-fitted with the brake disc 26 and the outer ring of the rolling bearing respectively, which is difficult to press-fit and has poor manufacturing processability. In order to improve the manufacturing processability of the coupling cylinder 22, as shown in FIG. Figure 4 、 5 As shown, the coupling cylinder 22 is set to a three-section structure, the coupling cylinder 22 includes a coupling cylinder middle section 222 and two coupling cylinder end sections 221, the brake disc 26 is located between the coupling cylinder middle section 222 and the coupling cylinder end sections 221, the brake disc 26 is rotatably connected to the axle 21 through a rolling bearing, the two ends of the coupling cylinder middle section 222 are respectively fixedly connected to the side surfaces of the two brake discs 26 by bolts, one end of the coupling cylinder end section 221 is fixedly connected to the side surfaces of the brake disc 26 by bolts, and the other end of the coupling cylinder end section 221 is connected to the connecting cylinder 25 by a roller spline.

[0033] Because the bushing 23 is in sliding connection with the axle 21, the axle box suspension device 3 should be locked to the axle 21 to prevent the axle box suspension device 3 from causing the entire wheel assembly to move laterally when the vehicle is subjected to a large lateral force. In some embodiments, a fixing portion is provided on the axle 21, and the fixing portion is used to cooperate with the locking device 34 on the axle box suspension device 3 to axially fix the axle box suspension device 3 relative to the axle 21.

[0034] like Figure 11 As shown, the limiting portion includes an annular groove 232, which is formed by two limiting rings 231. The annular groove 232 is used to cooperate with the locking device 34, and a notch 233 is provided in the annular groove 232. Figure 9 、 10 As shown, the fixing portion includes a limiting groove 211 opened on the axle 21, and the limiting groove 211 is arranged corresponding to the notch 233, so that the annular groove 232 and the limiting groove 211 cooperate with the locking device 34 at the same time, so that the locking device 34 locks the bushing 23 and the axle 21 at the same time. The cooperation principle of the annular groove 232 and the limiting groove 211 and the locking device 34 will be described in detail later.

[0035] like Figure 1 As shown, the axle box suspension device 3 includes an axle box body 31, an axle box spring 32 and an axle box end cover 33. The frame component 1 is elastically connected to the axle box body 31 through the axle box spring 32, as shown in FIG. Figure 13As shown, a circular boss 331 is provided on the inner side of the axle box end cover 33, and one end of the axle 21 and the bushing 23 is inserted into the axle box body 31 and slidably connected to the axle box body 31. The circular boss 331 is used to prevent the axle 21 from moving laterally, as shown in FIG. Figure 12 As shown in FIG. 3 , a schematic diagram of the internal structure of the shaft box body 31 is shown. A vertical sliding hole is provided in the shaft box body 31, and a locking device 34 is provided in the sliding hole for vertical sliding. Figure 7 As shown, the locking device 34 includes a locking plate 341, a slot 342 is provided on the top of the locking plate 341, the slot 342 is arc-shaped, and is used to cooperate with the annular groove 232, a semicircular clip 343 is fixedly provided in the slot 342, and a U-shaped slot is provided in the middle of the clip 343, as shown in FIG. Figure 10 As shown, the axle 21 has two limiting grooves 211, and the cross section of the limiting grooves 211 is also U-shaped. Therefore, the clamping plate 343 can cooperate with the axle 21 to limit the axial direction of the axle 21. In other words, Figure 11 As shown, due to the provision of a notch 233 in the annular groove 232, as shown in FIG. Figure 8 As shown, after the locking plate 341 is inserted into the annular groove 232, the clamping plate 343 passes through the notch 233 and cooperates with the limiting groove 211 of the axle 21, so that the locking plate 341 axially limits the axle 21 and the bushing 23 at the same time, preventing the axle box body 31 from driving the wheel assembly to move laterally as a whole when the vehicle is subjected to a large lateral force.

[0036] like Figure 7 、 8 As shown, connecting ears 344 are fixedly provided on both sides of the locking plate 341. Figure 6 As shown, a spring 346 is provided between the connecting ear 344 and the shaft box body 31. One end of the spring 346 is fixedly connected to the connecting ear 344, and the other end of the spring 346 is sleeved on the guide post on the shaft box body 31 and abuts against the shaft box body 31. Figure 6 、 7 As shown, two L-shaped connecting blocks are fixedly provided on both sides of the locking plate 341 near the bottom. The connecting blocks extend downward from the axle box body 31. The two L-shaped connecting blocks are symmetrically arranged. A square groove with a bottom opening is formed between the two L-shaped connecting blocks, namely, the interface 345. The interface 345 is used to cooperate with the ground gauge changing device.

[0037] It is understood that, under the action of spring 346, locking plate 341 simultaneously axially constrains axle 21 and bushing 23, ensuring vehicle stability during operation. When track change is required, interface 345 engages the ground gauge change device, which pulls locking plate 341 downward, allowing the upper end of locking plate 341 to clear annular groove 232 and unlock axle 21 and bushing 23. At this point, bushing 23 can slide on axle 21, while axle 21 is restrained by circular boss 331 of axlebox end cap 33, preventing lateral movement.

[0038] The brake device 4 is fixedly mounted on the frame assembly 1 and can adopt a clamp-type brake mode or a tread-type unit brake mode. Figure 14 As shown, the brake device 4 includes a unit brake 41 and a brake shoe 42. The brake shoe 42 cooperates with the brake disc 26 to apply tread braking.

[0039] like Figure 15 As shown, the ground gauge change device includes a lateral guide rail 5, an axlebox unlocking and support rail 6, a centering rail 7, and a guide rail 8, which are arranged in parallel. The lateral guide rail 5, axlebox unlocking and support rail 6, centering rail 7, and guide rail 8 are spaced gradually apart from the first-gauge rail 91 and the second-gauge rail 92. The lateral guide rail 5 is located at the outermost position, while the guide rail 8 is located at the innermost position. The gauge of the two first-gauge rails 91 is 1435 mm, and the gauge of the two second-gauge rails 92 is 1520 mm.

[0040] like Figure 16 As shown, the lateral guide rail 5 is fixed to the ground, and a plurality of lateral roller sleeves 51 are installed on the inner side of the lateral guide rail 5 . The lateral roller sleeves 51 are rotatably connected to the lateral guide rail 5 through a first round pin 52 .

[0041] like Figure 17 As shown, the axle box unlocking and support rail 6 includes an axle box supporting rail 61, the axle box supporting rail 61 is fixed to the ground, two rows of supporting rollers 64 are arranged on the axle box supporting rail 61, the supporting rollers 64 are rotatably connected to the axle box supporting rail 61 through supporting rollers 63, an axle box unlocking rail 62 is arranged between the two rows of supporting rollers 64, and a gap is set between the axle box unlocking rail 62 and the two rows of supporting rollers 64, the axle box unlocking rail 62 is fixedly connected to the axle box supporting rail 61, the axle box unlocking rail 62 is used to cooperate with the interface 345 at the lower end of the locking plate 341, and the shape of the axle box unlocking rail 62 and the interface 345 at the lower end of the locking plate 341 can be set according to actual needs. In the present invention, the axle box unlocking rail 62 is T-shaped, and the height of the axle box unlocking rail 62 in the direction from the first gauge rail 91 to the second gauge rail 92 is first lowered and then parallel to the ground, so that as the vehicle moves forward, the locking plate 341 is pulled down by the second gauge rail 92 to unlock the bushing 23.

[0042] The length of the lateral guide rail 5 and the length of the axle box support rail 61 are both greater than the end distance between the first gauge rail 91 and the second gauge rail 92. The end distance between the first gauge rail 91 and the second gauge rail 92 is the vertical distance between the end surface of the first gauge rail 91 close to one end of the second gauge rail 92 and the end surface of the second gauge rail 92 close to one end of the first gauge rail 91. The length of the lateral guide rail 5 is greater than the length of the axle box support rail 61.

[0043] It can be understood that the bogie can be aligned through the lateral guide rail 5 so that the joint of the locking plate 341 on the bogie is aligned with the axle box unlocking track 62, reducing the contact and collision between the locking plate 341 and the axle box unlocking track 62, so that the joint of the locking plate 341 and the axle box unlocking track 62 can be smoothly docked.

[0044] like Figure 18 As shown, the centering rail 7 is fixedly arranged on the inner side surface of the axle box support rail 61, and the centering rail 7 is perpendicular to the inner side surface of the axle box support rail 61. A centering roller sleeve 71 is provided on the centering rail 7, and the centering roller sleeve 71 is rotatably connected to the centering rail 7 through a second smooth round pin 72. The second smooth round pin 72 is perpendicular to the ground. The centering rail 7 includes a centering section and a centering transition section. The centering section is arranged close to the first gauge rail 91, and the centering transition section is arranged close to the second gauge rail 92. The width of the centering section remains unchanged, and the width of the centering transition section gradually decreases from close to the centering section to away from the centering section.

[0045] It should be noted that the centering section is used to center the wheel 24, reduce the contact and collision between the wheel 24 and the guide rail 8, and avoid damage to the wheel 24, which affects driving safety.

[0046] like Figure 19 As shown, the two ends of the guide rail 8 are respectively fixedly connected to the first gauge rail 91 and the second gauge rail 92, the guide rail 8 is fixed to the ground, and a guide rail 83 is fixedly provided on the outer side of the guide rail 8. The end of the guide rail 83 close to the first gauge rail 91 is spaced apart from the first gauge rail 91, and the end of the guide rail 83 away from the first gauge rail 91 is fixedly connected to the end face of the second gauge rail 92. A guide roller 81 is provided on the guide rail 83, and the guide roller 81 is connected to the guide rail 8 through a third round pin 82. 3 is rotatably connected, the third round optical pin 82 is perpendicular to the ground, and the guide track 83 includes a guide section and a guide transition section. The guide section is arranged close to the first gauge rail 91, and the guide transition section is arranged away from the first gauge rail 91. The width of the guide section gradually increases from the end close to the first gauge rail 91 to the end away from the first gauge rail 91, and the width of the guide transition section remains unchanged. The centering transition section and the guide section jointly act on the wheel 24, so that when the wheel 24 starts to change the wheel gauge, the wheel 24 is clamped between the centering transition section and the guide section.

[0047] One end of the axle box unlocking track 62 extends to the guide transition section, that is, after the wheel 24 completes the track change, the locking plate 341 disengages from the axle box unlocking track 62 and re-locks the wheel 24 and the axle 21.

[0048] It should be noted that the guide transition section can be used to continuously center the wheel 24 so that the wheel 24 can smoothly enter the second gauge rail 92 and reduce contact and collision between the wheel 24 and the second gauge rail 92 .

[0049] The cooperation principle between the ground gauge changing device and the vehicle is as follows: When the vehicle enters the ground gauge change device from the first gauge rail 91 (1435mm gauge), the lateral guide rail 5 contacts the axle box suspension device 3 of the vehicle and the bogie is laterally centered; at this time, the locking device 34 is in Figure 12 In the state (a), the locking device 34 locks the bushing 23 and the axle 21; After the vehicle reaches the axle box unlocking track 62, the axle box unlocking track 62 is inserted into the interface 345 at the lower end of the locking plate 341 to start unlocking the wheel assembly; at this time, the locking device 34 is in Figure 12 In the state (b), the locking device 34 begins to be pulled down, unlocking the bushing 23; After the vehicle reaches the centering rail 7, the wheel assembly is unlocked, the centering rail 7 centers the wheel 24, the wheel 24 is separated from the first gauge rail 91 and suspended in the air, and the axle box body 31 contacts the support roller sleeve 64; After the vehicle reaches the guide rail 83, the centering transition section of the centering rail 7 and the front section of the guide section of the guide rail 83 start to guide the wheel 24 to move laterally outward. Figure 12 As shown in (c) and (d), at this time, the bushing 23 moves toward the axle box end cover 33, and after the vehicle enters the guide transition section of the guide track 83, the interface 345 at the lower end of the locking plate 341 disengages from the axle box unlocking track 62, as shown in FIG. Figure 12 As shown in (e), the locking plate 341 is reinserted into the annular groove 232 of the bushing 23 and the limiting groove 211 of the axle 21 to laterally limit the wheel 24 and the axle 21; After the vehicle reaches the second gauge rail 92 (1520 mm gauge), it leaves the guide rail 8, the wheels 24 fall on the second gauge rail 92, and the axle box 31 leaves the support roller 64. At this time, the gauge change action is completed.

[0050] It should be noted that the present invention only cites the change from 1435mm gauge track to 1520mm gauge track. The principle and structure of the change from 1520mm gauge track to 1435mm gauge track are the same.

[0051] The ground gauge changing device has a simple structure, reduces the complexity of the existing gauge changing ground system, improves the train gauge changing conversion efficiency, can realize dynamic operation, and does not require energy to drive.

[0052] The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions, improvements, etc. made within the spirit and principles of the present invention should be included in the scope of protection of the present invention.

Claims

1. A variable-gauge wheelset with a non-rotating axle, characterized by: The invention comprises an axle (21), a coupling cylinder (22) is rotatably provided on the axle (21), and wheel assemblies are slidably connected to both ends of the coupling cylinder (22), and the wheel assembly comprises a wheel (24), and the wheel (24) can rotate relative to the axle (21). The wheel assembly is slidably connected to the axle (21), so that the spacing between the two wheels (24) is adjustable, and torque is transmitted between the two wheels (24) through the coupling cylinder (22).

2. The axle-non-rotating variable-gauge wheelset according to claim 1, characterized in that: The wheel assembly comprises a bushing (23), the bushing (23) is slidably connected to the axle (21), the wheel (24) is rotatably connected to the bushing (23), and a limiting portion is provided on the bushing (23), the limiting portion is used to lock the distance between the two wheels (24).

3. The variable-gauge wheelset with a non-rotating axle according to claim 2, characterized in that: A plurality of the limiting portions are provided, and the plurality of limiting portions are used to limit different track gauges.

4. The variable-gauge wheelset with a non-rotating axle according to any one of claims 1 to 3, characterized in that: The two wheels (24) are connected to the coupling cylinder (22) via a connecting cylinder (25), one end of the connecting cylinder (25) is connected to the wheel (24), and the other end of the connecting cylinder (25) is axially slidably connected to the coupling cylinder (22), and torque can be transmitted between the connecting cylinder (25) and the coupling cylinder (22).

5. The variable-gauge wheelset with a non-rotating axle according to claim 4, characterized in that: The connecting cylinder (25) and the coupling cylinder (22) are connected via a spline.

6. The variable-gauge wheelset with a non-rotating axle according to any one of claims 1 to 3, characterized in that: A brake disc (26) is fixedly arranged on the coupling cylinder (22), and the brake disc (26) is used to cooperate with the brake device (4) on the frame component (1).

7. The axle-non-rotating variable-gauge wheelset according to claim 3, characterized in that: A fixing portion is provided on the axle (21), and the fixing portion is used to cooperate with a locking device (34) on the axle box suspension device (3), so that the axle box suspension device (3) is axially fixed relative to the axle (21).

8. The variable-gauge wheelset with a non-rotating axle according to claim 7, characterized in that: The limiting portion comprises an annular groove (232), the annular groove (232) being used to cooperate with the locking device (34), a notch (233) being provided in the annular groove (232), and the fixing portion comprises a limiting groove (211) provided on the axle (21), the limiting groove (211) being arranged corresponding to the notch (233), so that the annular groove (232) and the limiting groove (211) simultaneously cooperate with the locking device (34).

9. A bogie, characterized in that: A variable-gauge wheelset with a non-rotating axle comprising the wheelset according to any one of claims 1 to 8.

10. A railway freight car, characterized in that: A variable-gauge wheelset with a non-rotating axle comprising the wheelset according to any one of claims 1 to 8.

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