Variable gauge wheel set and rail vehicle variable gauge system

Abstract

The invention discloses a variable gauge wheel set and a rail vehicle variable gauge system, and relates to the technical field of rail vehicle variable gauge, the variable gauge wheel set comprises an axle and wheels, the wheels are arranged at the two ends of the axle, the two ends, located outside the wheels, of the axle are supported in axle boxes respectively, and the wheels are movably connected to the axle; the gauge-changeable wheel set further comprises a first locking sleeve and a second locking sleeve, the first locking sleeve is fixed to the axle, one end of the second locking sleeve is movably embedded in the first locking sleeve, the other end of the second locking sleeve is movably embedded in the wheel, the second locking sleeve is configured to move between a first position and a second position, and when the second locking sleeve is located at the first position, the second locking sleeve is located at the second position. The wheels are locked on the axle, and when the second locking sleeve moves from the first position to the second position, the wheels can rotate relative to the axle. The variable gauge wheel set solves the problems that in the prior art, the structure is complex, operation is tedious, and the economic cost is too high.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of track gauge changing of railway vehicles, and in particular to a track gauge changing wheel set and a track gauge changing system of a railway vehicle. BACKGROUND

[0002] With the rapid development of cross-border railway transportation, trains need to be compatible between different track gauges. For example, China adopts standard gauge (1435mm), while Russia, Mongolia and other countries adopt wide gauge (1520mm), and the train must solve the track gauge adaptation problem when crossing different track gauges.

[0003] Currently, the following two technical solutions are mainly used in the industry:

[0004] 1. Change bogie mode: The train is lifted as a whole at the track gauge changing station, and the bogie is replaced to adapt to the target track gauge. This scheme requires a large number of spare bogies along the line, which not only occupies storage space and increases operating costs, but also takes a long time to replace (usually more than 30 minutes), which seriously affects transportation efficiency and train turnover rate.

[0005] 2. Variable gauge bogie mode: A complex mechanical locking and sliding mechanism is provided at the axle box to enable the wheels to move axially on the axle to adjust the track gauge. However, such mechanisms involve multi-stage transmission, unlocking / locking devices and precise guide systems, which are complex in structure, have many parts, and are high in manufacturing and maintenance costs, and have a high failure rate under long-term vibration and impact load, making it difficult to ensure reliability.

[0006] Therefore, the existing technologies all have the problems of complex structure, cumbersome operation or high economic cost, and there is an urgent need for a variable gauge wheel set with simpler structure, more convenient adjustment and higher reliability to enable trains to quickly and reliably switch between different track gauges. SUMMARY

[0007] The purpose of the present application is to provide a variable gauge wheel set and a track gauge changing system of a railway vehicle, which solves the problems of complex structure, cumbersome operation and high economic cost existing in the prior art.

[0008] To achieve the above-mentioned purpose, the present application provides a variable gauge wheel set, comprising an axle and a wheel, the wheel being arranged at both ends of the axle, the axle being supported in an axle box at both ends outside the wheel, and the wheel being movably connected to the axle.

[0009] The variable gauge wheel set further comprises a first locking sleeve and a second locking sleeve. The first locking sleeve is fixed to the axle. One end of the second locking sleeve is movably embedded in the first locking sleeve, and the other end is movably embedded in the wheel. The second locking sleeve is configured to move between a first position and a second position. When the second locking sleeve is in the first position, the wheel is locked to the axle. When the second locking sleeve moves from the first position to the second position, the wheel is unlocked from the axle, so that the wheel can move relative to the axle.

[0010] In some embodiments, the wheel and the axle are screwed together. The wheel is provided with an internally threaded hole near one end of the first locking sleeve. The axle is provided with an externally threaded surface. The internally threaded hole cooperates with the externally threaded surface to allow the wheel to rotate relative to the axle while moving relative to the axle.

[0011] In some embodiments, the wheel is further provided with a first mating surface on the side of the internally threaded hole away from the first locking sleeve. The axle is further provided with a second mating surface on the side of the externally threaded surface away from the first locking sleeve. The first mating surface and the second mating surface are in clearance fit.

[0012] In some embodiments, guide splines are provided between the second locking sleeve and the first locking sleeve, and between the second locking sleeve and the wheel, to guide the axial movement of the second locking sleeve.

[0013] In some embodiments, the variable gauge wheel set further comprises a driving mechanism configured to drive the second locking sleeve to move from the first position to the second position in a first stage, and to drive the wheel to move relative to the axle in a second stage.

[0014] In some embodiments, the variable gauge wheel set further comprises a reset mechanism provided between the first locking sleeve and the second locking sleeve, for resetting the second locking sleeve from the second position to the first position.

[0015] In some embodiments, the variable gauge wheel set further comprises a locking detection device, which comprises a first position sensor and a second position sensor. The first position sensor is used to detect whether the second locking sleeve is in the first position. The second position sensor is used to detect whether the second locking sleeve is in the second position.

[0016] In some embodiments, the variable gauge wheel set further comprises a timer connected in signal with the first position sensor and the second position sensor. The timer is used to record the actual time taken by the second locking sleeve to move from the first position to the second position. When the actual time exceeds a preset threshold, a jamming fault is determined and an alarm is triggered.

[0017] The application provides a variable gauge system for a rail vehicle, which comprises the variable gauge wheel set described in the above specific embodiments.

[0018] In some embodiments, the variable gauge system for a rail vehicle further comprises:

[0019] The support rail is provided with a lifting rail section for supporting an axle box of the variable-gauge wheel set to make the wheels of the variable-gauge wheel set disengage from the running track;

[0020] The guide rail is provided with a first guide structure and a second guide structure on two sides respectively, the first guide structure is used to trigger the second locking sleeve of the variable-gauge wheel set to disengage from the wheel to unlock the wheel, and the second guide structure is used to trigger the wheel to move relative to the axle of the variable-gauge wheel set to change the gauge.

[0021] With the above background technology, the variable-gauge wheel set provided by the embodiments of the present application comprises an axle and a wheel, the wheel is arranged at both ends of the axle, the axle at both ends outside the wheel is supported in an axle box, and the wheel is movably connected to the axle; the variable-gauge wheel set further comprises a first locking sleeve and a second locking sleeve, the first locking sleeve is fixed on the axle, one end of the second locking sleeve is movably embedded in the first locking sleeve, and the other end of the second locking sleeve is movably embedded in the wheel, the second locking sleeve is configured to move between a first position and a second position, when the second locking sleeve is located at the first position, the wheel is locked to the axle, and when the second locking sleeve moves from the first position to the second position, the wheel is unlocked from the axle, so that the wheel can move relative to the axle.

[0022] The variable-gauge wheel set thus arranged has the following beneficial effects mainly:

[0023] Firstly, compared with the conventional variable-gauge bogie which needs to set a complex multi-stage locking and sliding mechanism in the axle box, has many parts and has a high failure rate, the locking mechanism is integrated between the wheel and the axle in the present application, the locking and unlocking functions are realized only by the nested cooperation of the first locking sleeve and the second locking sleeve, the movement form is simplified to a single axial movement, a complex locking and sliding mechanism does not need to be set in the axle box, the number of precision transmission parts and guide parts is greatly reduced, the risks of mechanical wear, jamming and fatigue failure are reduced from the root, the locking sleeve on the inner side of the wheel can rotate with the wheel set in the locking position, the contradiction between the locking mechanism and the rotation of the wheel set is avoided, the structure is simpler and lighter, and the long-term operation reliability is significantly improved.

[0024] Secondly, compared with the replacement bogie mode which needs to reserve a large number of spare bogies, takes more than 30 minutes for operation, and has high operating cost, the relative movement freedom of the wheel and the axle can be released by the rapid switching of the second locking sleeve between the first position (locking) and the second position (unlocking) in the present application, combined with the axial movement ability of the wheel itself, the gauge adjustment is realized. Without using large-scale bogie replacement equipment, the variable-gauge time is shortened to several minutes, and the cost of bogie reservation and management along the line is saved, and the economic benefit is outstanding. BRIEF DESCRIPTION OF DRAWINGS

[0025] To more clearly illustrate the technical solutions in the embodiments of this application or related technologies, the drawings used in the description of the embodiments or related technologies will be briefly introduced below. Obviously, the drawings described below are only embodiments of this application. For those skilled in the art, other drawings can be obtained based on the provided drawings without creative effort.

[0026] Figure 1 This is a schematic diagram of the variable gauge wheelset in the embodiments of this application.

[0027] Figure 2 This is a schematic diagram of the trajectory change process.

[0028] Figure 3 This is a schematic diagram after the trajectory change.

[0029] Figure 4 for Figure 2 A schematic diagram of the structure of the guide rail.

[0030] Figure 5 for Figure 4 The top view of the guide rail is shown.

[0031] in:

[0032] 10-Axle; 11-External threaded surface; 12-Second mating surface;

[0033] 20 - Wheel; 21 - Internal threaded hole; 22 - First mating surface;

[0034] 30-axle box;

[0035] 40 - First locking sleeve;

[0036] 50 - Second locking sleeve;

[0037] 60-Guide spline;

[0038] 70 - Reset mechanism;

[0039] 80-Support rail;

[0040] 90 - Guide rail; 91 - First guide structure; 92 - Second guide structure. Detailed Implementation

[0041] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0042] In order to enable the person skilled in the art to better understand the present application, the present application will be further described in detail below in combination with the drawings and specific embodiments.

[0043] Please refer to Figure 1 The variable gauge wheel set provided by the embodiment of the present application comprises an axle 10 and wheels 20, the wheels 20 are arranged at both ends of the axle 10, the axle 10 is supported in axle boxes 30 at both ends outside the wheels 20, and the wheels 20 are movably sleeved on the axle 10.

[0044] For example, the wheels 20 are rotationally matched with the axle 10, and the wheels 20 are configured to move relative to the axle 10 while rotating relative to the axle 10.

[0045] In this way, the movement of the wheels 20 along the axial direction is achieved by the rotation of the wheels 20 relative to the axle 10, so as to achieve the purpose of changing the gauge.

[0046] In addition, the variable gauge wheel set further comprises a first locking sleeve 40 and a second locking sleeve 50, the first locking sleeve 40 is fixed on the axle 10, one end of the second locking sleeve 50 is movably embedded in the first locking sleeve 40, and the other end is movably embedded in the wheel 20, and the second locking sleeve 50 is configured to move between a first position and a second position, when the second locking sleeve 50 is located at the first position, the wheel 20 is locked on the axle 10, and when the second locking sleeve 50 moves from the first position to the second position, the wheel 20 is unlocked from the axle 10, so that the wheel 20 can move relative to the axle 10.

[0047] That is to say, before the gauge is changed, the first locking sleeve 40 and the second locking sleeve 50 are used to achieve the purpose of locking the wheel 20 on the axle 10, when the gauge needs to be changed, the second locking sleeve 50 is moved from the first position to the second position, the wheel 20 is unlocked from the axle 10, so that the wheel 20 can rotate relative to the axle 10, thereby achieving the purpose of changing the gauge.

[0048] The variable gauge wheel set thus arranged:

[0049] Compared with the traditional variable gauge bogie, the complex multi-stage locking and sliding mechanism needs to be arranged on the axle box 30, the parts are numerous, and the failure rate is high. The locking mechanism including the first locking sleeve 40 and the second locking sleeve 50 is integrated between the wheel 20 and the axle 10, and the locking and unlocking functions are realized only by the nesting cooperation of the first locking sleeve 40 and the second locking sleeve 50, the movement form is simplified to single axial movement, the complex locking and sliding mechanism does not need to be arranged on the axle box 30, the number of precision transmission parts and guide parts is greatly reduced, the mechanical wear, jamming and fatigue failure risk are reduced from the root, at the same time, the locking sleeve inside the wheel 20 can rotate with the wheel set at the locking position, the contradiction between the locking mechanism and the wheel set rotation is avoided, the structure is simpler and lighter, and the long-term operation reliability is significantly improved.

[0050] Compared with the replacement bogie mode, a large number of spare bogies need to be reserved, the operation time is more than 30 minutes, and the operation cost is high. The relative movement freedom of the wheel 20 and the axle 10 can be released by the rapid switching of the second locking sleeve 50 between the first position and the second position, and the track gauge adjustment is realized in combination with the axial movement ability of the wheel 20. Without using large-scale bogie replacement equipment, the track gauge adjustment time is shortened to several minutes, and the bogie reservation and management cost along the line is saved, and the economic benefit is outstanding.

[0051] In some embodiments, the wheel 20 and the axle 10 are threadedly connected, one end of the wheel 20 close to the first locking sleeve 40 is provided with an internal thread hole 21, the axle 10 is provided with an external thread surface 11, and the internal thread hole 21 and the external thread surface 11 are matched to make the wheel 20 move relative to the axle 10 while rotating relative to the axle 10.

[0052] Compared with the traditional structure, since the rotating-moving transmission pair such as the threaded transmission pair, the ball screw pair and the like is adopted between the wheel 20 and the axle 10, the rotating-moving transmission pair can convert the rotation of the wheel 20 into the axial displacement, therefore, the operation of quickly changing the track gauge of the wheel 20 with higher precision can be realized by setting the corresponding thread lead.

[0053] The precise threaded pair transmission is adopted between the wheel 20 and the axle 10, the threaded pair provides continuous linear displacement, and the variable gauge adjustment is realized.

[0054] In the embodiment, the thread angle between the wheel 20 and the axle 10 is greater than 60°, and is not self-locked under the action of the axial force, so as to trigger the movement of the wheel 20 relative to the axle 10 when a small pushing force is applied, and realize the variable gauge adjustment.

[0055] In some embodiments, a guide spline 60 is arranged between the second locking sleeve 50 and the first locking sleeve 40 and between the second locking sleeve 50 and the wheel 20 to guide the axial movement of the second locking sleeve 50.

[0056] Specifically, the first locking sleeve 40 is press-fitted on the axle 10 by interference fit, and one end of the second locking sleeve 50 is connected to the wheel 20 by spline, and the other end is also connected to the first locking sleeve 40 by spline.

[0057] The spline connection can realize torque transmission during normal operation, and also release the axial movement freedom to facilitate the unlocking of the wheel 20 during the track gauge conversion operation.

[0058] In this way, during normal operation of the wheelset, the second locking sleeve 50 and the first locking sleeve 40 are connected to the wheel 20 by spline, so that the wheel 20 cannot rotate relative to the axle 10, because the wheel 20 and the axle 10 have a threaded connection part, and the axial displacement cannot occur without relative rotation, thereby realizing the locking function and ensuring the inside gauge of the wheelset.

[0059] The number of spline engagement teeth between the second locking sleeve 50 and the wheel 20 is z, and the relationship between the lead P of the thread between the wheel 20 and the axle 10 and the track gauge change amount AL is as follows:

[0060] P=AL×z / n (where n is an integer)

[0061] In some embodiments, the wheel 20 is also provided with a first mating surface 22 located on the side of the inner threaded hole 21 away from the first locking sleeve 40, and the axle 10 is also provided with a second mating surface 12 located on the side of the outer threaded surface 11 away from the first locking sleeve 40, and the first mating surface 22 and the second mating surface 12 are clearance fit.

[0062] Of course, according to actual needs, the first mating surface 22 and the second mating surface 12 are both cylindrical surfaces.

[0063] In use, the small clearance cylindrical surfaces between the axles come into contact to transmit radial load, and the torque transmission between the wheel 20 and the axle 10 is realized by the spline of the second locking sleeve 50 and the first locking sleeve 40.

[0064] In some embodiments, the variable gauge wheelset further comprises a driving mechanism configured to drive the second locking sleeve 50 to move from the first position to the second position in the first stage, and to drive the wheel 20 to move relative to the axle 10 in the second stage.

[0065] For example, the driving mechanism can be provided as a guide rail 90, two sides of the guide rail 90 are respectively provided with a first guide structure 91 and a second guide structure 92, the first guide structure 91 and the second guide structure 92 can be provided as a guide surface structure, the first guide structure 91 is used to trigger the second locking sleeve 50 of the variable gauge wheel set to move, so as to disengage the wheel 20, so as to unlock the wheel 20, and the second guide structure 92 is used to trigger the wheel 20 to rotate relative to the axle 10 of the variable gauge wheel set while moving relative to the axle 10, so as to change the gauge.

[0066] Of course, according to actual needs, the driving mechanism can be provided as a combined structure including a first driving assembly and a second driving assembly, wherein the first driving assembly is used to drive the second locking sleeve 50 to move from the first position to the second position in the first stage to unlock the wheel 20, and the second driving assembly is used to drive the wheel 20 to move relative to the axle 10 in the second stage to change the gauge.

[0067] For example, the first driving assembly and the second driving assembly include a driving pin and a hydraulic cylinder, a pneumatic cylinder or an electric push rod for driving the driving pin.

[0068] Please refer to Figure 2 , Figure 4 and Figure 5 , before changing the gauge, the axle box 30 runs to the lifting section of the support rail 80, and the wheel 20 runs to the descending section of the rail, so that the axle box 30 is supported and positioned by the support rail 80 below, and the wheel rail is disengaged. One side (such as the left side shown in Figure 2 ) of the guide rail 90 abuts against the rim side of the wheel 20 and pushes the second locking sleeve 50 away from the spline of the wheel 20 through the first guide structure 91 on the other side (such as the right side shown in Figure 2 ), that is, by changing the cross-sectional shape of the contact side of the first guide structure 91 with the second locking sleeve 50, the second locking sleeve 50 is pushed to the right while the vehicle is moving forward, so that the second locking sleeve 50 is separated from the spline of the wheel 20, thereby enabling the wheel 20 to rotate relative to the axle 10.

[0069] Please refer to Figure 3 , Figure 4 and Figure 5 , when changing the gauge, the wheel 20 is triggered to rotate relative to the axle 10 by the second guide structure 92 on the left side of the guide rail 90, that is, by changing the cross-sectional shape of the contact side of the guide rail 90 with the wheel 20, the wheel 20 is triggered to a new gauge position (for changing from a large gauge to a small gauge, the guide rail 90 can be provided on the outer side of the wheel 20 to trigger the wheel 20 inward from the outer side of the wheel 20).

[0070] In some embodiments, the variable gauge wheelset further comprises a reset mechanism 70 arranged between the first locking sleeve 40 and the second locking sleeve 50, for resetting the second locking sleeve 50 from the second position to the first position.

[0071] In the present embodiment, the reset mechanism 70 can be a compression spring, a disc spring or an elastic rubber ring.

[0072] Taking the compression spring as an example, the compression spring is arranged between the first locking sleeve 40 and the second locking sleeve 50, for providing an elastic force to make the second locking sleeve 50 have a tendency to reset from the second position to the first position.

[0073] In this way, after the variable gauge, the guide rail 90 section gradually recovers, the second locking sleeve 50 resets from the second position to the first position (the initial locking position) under the action of the compression spring, and re-connects with the wheel 20 through the spline, thereby re-implementing the position locking of the wheel 20, and gradually recovering to the wheel-rail contact state as the vehicle runs.

[0074] In some embodiments, the variable gauge wheelset further comprises a locking detection device, which comprises a first position sensor and a second position sensor, the first position sensor being used to detect whether the second locking sleeve 50 is in the first position, and the second position sensor being used to detect whether the second locking sleeve 50 is in the second position.

[0075] It should be noted that the first position sensor and the second position sensor are respectively independently installed and independently powered, forming an or-logic: only when the first position sensor = true and the second position sensor = false, the system confirms complete locking; otherwise, the first position sensor = false and the second position sensor = true, the system confirms complete unlocking. That is, any single-point damage or signal drift will be immediately identified, completely solving the major safety hazard of the wheel 20 running under the non-locked state due to the failure of a single detection point in the prior art.

[0076] In this way, when any sensor is damaged, or appears a double-true or double-false illegal combination, the system immediately triggers a safety relay to automatically cut off the traction and apply the normal / emergency brake, ensuring that the train can only run in the confirmed locked state, meeting the railway safety integrity level requirements.

[0077] In some embodiments, the variable gauge wheelset further comprises a timer connected with the first position sensor and the second position sensor, the timer being used to record the actual time consumption of the second locking sleeve 50 moving from the first position to the second position, and when the actual time consumption exceeds a preset threshold, determining a jamming fault and triggering an alarm.

[0078] The actual time consumption of the second locking sleeve 50 moving from the first position to the second position is dynamically monitored by the timer. Once the preset threshold is exceeded, it is determined that the locking sleeve is stuck and an alarm is immediately given. Hidden faults such as mechanism wear, foreign matter blockage, and lubrication failure can be found in time before the train departs or during the track changing process, thereby avoiding the risk of the wheel 20 running on the line in a semi-locked state and significantly reducing the risk of derailment or abnormal wear of the wheelset.

[0079] In this way, time is taken as a quantifiable indicator, and the on-site personnel can know the health status of the unlocking mechanism without disassembly: if the time consumption gradually increases, maintenance (replacement of lubricating grease) can be arranged in advance, and if the time consumption suddenly exceeds the threshold, the fault position (spline structure) can be directly located, and the corresponding locking sleeve can be replaced, thereby saving the life cycle maintenance cost.

[0080] In addition, the variable gauge wheelset further comprises a sealing structure arranged between the wheel 20 and the axle 10, and between the first locking sleeve 40 and the second locking sleeve 50. The sealing structure is used to prevent the lubricating grease from leaking and external impurities from entering between the wheel 20 and the axle 10, and between the first locking sleeve 40 and the second locking sleeve 50.

[0081] Of course, according to actual needs, the sealing structure comprises one or more of an oil seal, a sealing ring, and a labyrinth seal.

[0082] Please refer to Figure 2 and Figure 3 The variable gauge system of the rail vehicle provided in the present application comprises the variable gauge wheelset described in the above specific embodiments.

[0083] In some embodiments, the variable gauge system of the rail vehicle further comprises a support rail 80 and a guide rail 90.

[0084] The support rail 80 is provided with a lifting section, and is used to support the axle box 30 of the variable gauge wheelset, so that the wheel 20 of the variable gauge wheelset is separated from the running rail.

[0085] Please refer to Figure 4 and Figure 5 The two sides of the guide rail 90 are respectively provided with a first guide structure 91 and a second guide structure 92. The first guide structure 91 is used to trigger (push) the second locking sleeve 50 of the variable gauge wheelset to separate from the wheel 20, so as to unlock the wheel 20. The second guide structure 92 is used to trigger (push) the wheel 20 to rotate relative to the axle 10 of the variable gauge wheelset while moving relative to the axle 10.

[0086] Before the variable gauge, the axle box 30 runs to the lifting section of the support rail 80, and the wheel 20 runs to the descending section of the rail, so that the axle box 30 is supported and positioned by the support rail 80 below, and at this time the wheel rail is separated. One side of the guide rail 90 (for example, the left side) is used to trigger the second locking sleeve 50 of the variable gauge wheelset to separate from the wheel 20, so as to unlock the wheel 20. The other side of the guide rail 90 (for example, the right side) is used to trigger the wheel 20 to rotate relative to the axle 10 of the variable gauge wheelset while moving relative to the axle 10. Figure 2(As shown on the left) is against the side of the wheel rim 20 and passes through the other side (as shown on the left). Figure 2 The first guide structure 91 (shown on the right) pushes the second locking sleeve 50 to disengage from the spline of the wheel 20. That is, by utilizing the change in the cross-sectional shape of the first guide structure 91 itself and the second locking sleeve 50 in contact, the second locking sleeve 50 is pushed to the right while the vehicle is moving forward, so that the second locking sleeve 50 disengages from the spline of the wheel 20, thereby enabling the wheel 20 to have the ability to rotate relative to the axle 10.

[0087] During track change, the second guide structure 92 on the left side of the guide rail 90 triggers the wheel 20 to rotate relative to the axle 10. In other words, the change in the cross-sectional shape of the guide surface on the contact side between the guide rail 90 and the wheel 20 triggers the wheel 20 to the new track gauge position.

[0088] After the track change, the guide rail 90 section gradually recovers, and the second locking sleeve 50 is reset from the second position to the first position (initial locking position) under the action of the compression spring, and is reconnected with the wheel 20 through the spline, thereby re-locking the wheel 20 position. As the vehicle runs, it gradually returns to the state of wheel-rail contact.

[0089] It should be noted that in this specification, relational terms such as first and second are used only to distinguish one entity from several other entities, and do not necessarily require or imply any such actual relationship or order between these entities.

[0090] The above provides a detailed description of the variable gauge wheelset and the variable gauge system for rail vehicles provided in this application. Specific examples have been used to illustrate the principles and implementation methods of this application. The descriptions of the embodiments above are merely for the purpose of helping to understand the solution and core ideas of this application. It should be noted that those skilled in the art can make various improvements and modifications to this application without departing from its principles, and these improvements and modifications also fall within the protection scope of this application.

Claims

1. A variable gauge wheel set comprising an axle (10) and wheels (20) provided at both ends of the axle (10), the axle (10) being supported in axle boxes (30) at both ends outside the wheels (20), characterized in that, The wheel (20) is movably connected to the axle (10). The variable gauge wheelset also includes a first locking sleeve (40) and a second locking sleeve (50). The first locking sleeve (40) is fixed to the axle (10). One end of the second locking sleeve (50) is movably fitted into the first locking sleeve (40), and the other end is movably fitted into the wheel (20). The second locking sleeve (50) is configured to move between a first position and a second position. When the second locking sleeve (50) is in the first position, the wheel (20) is locked to the axle (10). When the second locking sleeve (50) moves from the first position to the second position, the wheel (20) is unlocked from the axle (10), so that the wheel (20) can move relative to the axle (10).

2. The variable gauge wheelset of claim 1, wherein, The wheel (20) is threadedly connected to the axle (10). The wheel (20) has an internal threaded hole (21) at one end near the first locking sleeve (40), and the axle (10) has an external threaded surface (11). The internal threaded hole (21) and the external threaded surface (11) cooperate to make the wheel (20) rotate relative to the axle (10) while moving relative to the axle (10).

3. The variable gauge wheelset of claim 2, wherein, The wheel (20) is also provided with a first mating surface (22), which is located on the side of the internal thread hole (21) away from the first locking sleeve (40). The axle (10) is also provided with a second mating surface (12), which is located on the side of the external thread surface (11) away from the first locking sleeve (40). The first mating surface (22) and the second mating surface (12) are in clearance fit.

4. The variable gauge wheelset of claim 1, wherein, Guide splines (60) are provided between the second locking sleeve (50) and the first locking sleeve (40), and between the second locking sleeve (50) and the wheel (20) to guide the second locking sleeve (50) to move axially.

5. The variable gauge wheelset of claim 1, wherein, The variable gauge wheelset also includes a drive mechanism configured to drive the second locking sleeve (50) from a first position to a second position in a first stage and to drive the wheel (20) to move relative to the axle (10) in a second stage.

6. A variable gauge wheelset according to any one of claims 1 to 5, wherein, The variable gauge wheelset also includes a reset mechanism (70), which is located between the first locking sleeve (40) and the second locking sleeve (50) and is used to reset the second locking sleeve (50) from the second position to the first position.

7. A variable gauge wheelset according to any one of claims 1 to 5, wherein, The variable gauge wheelset also includes a locking detection device, which includes a first position sensor and a second position sensor. The first position sensor is used to detect whether the second locking sleeve (50) is in a first position, and the second position sensor is used to detect whether the second locking sleeve (50) is in a second position.

8. The variable gauge wheelset of claim 7, wherein, The variable gauge wheelset further comprises a timer connected with the first position sensor and the second position sensor, the timer being configured to record actual time consumption of the second locking sleeve (50) moving from the first position to the second position, and when the actual time consumption exceeds a preset threshold, a stuck fault is determined and an alarm is triggered.

9. A rail vehicle gauge changing system, characterized by The variable gauge wheelset according to any one of claims 1-8.

10. The rail vehicle gauge changing system of claim 9, wherein, The variable gauge system of the rail vehicle further comprises: a support rail (80) provided with a lifting section, configured to support an axle box (30) of the variable gauge wheelset, so that a wheel (20) of the variable gauge wheelset is separated from a running rail; a guide rail (90) provided with a first guide structure (91) and a second guide structure (92) on two sides respectively, the first guide structure (91) being configured to trigger the second locking sleeve (50) of the variable gauge wheelset to be separated from the wheel (20), so as to unlock the wheel (20), and the second guide structure (92) being configured to trigger the wheel (20) to move relative to an axle (10) of the variable gauge wheelset, so as to transform the gauge.

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