Variable gauge device applied to bogie

Abstract

The invention relates to a variable gauge device applied to a bogie, and relates to the technical field of rail transit equipment, the variable gauge device comprises a wheel set axle box mechanism, the wheel set axle box mechanism comprises an axle, two wheels are coaxially arranged on the axle, the wheels are in sliding connection with the axle in the axial direction of the wheels, and axle boxes are rotationally connected to the two ends of the axle; brake mechanisms are arranged on the outer sides of the wheels and used for being in sliding connection with the framework. The wheels are coaxially provided with connecting pieces, the connecting pieces are rotationally connected with the wheels, rigid connecting pieces are arranged between the connecting pieces and the corresponding brake mechanisms, one ends of the rigid connecting pieces are connected with the connecting pieces, and the other ends of the rigid connecting pieces are connected with the corresponding brake mechanisms; locking mechanisms are arranged on the outer sides of the axle boxes and used for locking the corresponding connecting pieces. According to the variable gauge device, the variable gauge device is simplified, the production cost of the variable gauge device is reduced, the mounting and dismounting convenience of the variable gauge device can be improved, and daily maintenance is facilitated.

Description

Technical Field

[0001] This application relates to the technical field of rail transit equipment, and in particular to a gauge variable device applied to bogies. Background Technology

[0002] The bogie of a rail transit vehicle is a key component for vehicle operation, guidance, and load-bearing. Due to the increasing demand for transnational rail transport, and the fact that different countries' railway systems use different track gauges, trains need to switch between different track gauges when conducting cross-border transport. To address this issue, various solutions exist, including standardizing track gauge, station transfers, changing running gear, gantry transport, and using variable-gauge bogies. Among these, variable-gauge bogies are widely used due to their high efficiency.

[0003] Currently, existing variable gauge bogies mainly consist of a frame and a variable gauge device located below the frame. The train is simply mounted on the frame via air springs. The variable gauge device can adapt to different track gauges while enabling train movement. Specifically, the variable gauge device includes a wheelset axle box mechanism, which includes an axle and a wheel mounted on the axle and capable of sliding along the axle's axial direction. Axle boxes are located at both ends of the axle for connecting to the frame, and locking mechanisms are installed within the axle boxes to lock the wheels. Furthermore, the variable gauge device also includes a braking mechanism mounted on the wheel and a follower mechanism for driving the wheel to move synchronously with the braking mechanism.

[0004] The working principle of the variable gauge bogie is as follows: When the train enters the ground-based track-changing area, firstly, the unlocking guide rail and the locking mechanism interact, causing the unlocking mechanism to unlock, allowing the wheels to slide axially on the axle. Then, another guide rail on the ground pushes the corresponding wheel to move axially along the axle to the target position. Therefore, under the action of the two guide rails, the two wheels can synchronously adjust to the target position, thus achieving the track-changing function. During this process, the follow-up mechanism needs to drive the braking mechanism to move synchronously with the wheels. Finally, the unlocking rail sinks, causing the locking mechanism to separate from the unlocking rail. At this time, the locking mechanism resets and locks the wheels, while the follow-up mechanism also locks to lock the corresponding braking mechanism.

[0005] Regarding the aforementioned technologies, based on the protection of the locking mechanism, current locking mechanisms are all installed inside the axle box, which protects the locking mechanism. However, this results in a more complex internal structure of the axle box, which not only increases the difficulty of installation and disassembly but also leads to difficulties in daily maintenance and higher maintenance costs. Summary of the Invention

[0006] This application provides a gauge change device for bogies, the purpose of which is to simplify the structure of the gauge change device, reduce the complexity of the gauge change device, thereby improving the convenience of installation and disassembly of the gauge change device, and thus facilitating daily maintenance.

[0007] The gauge changing device for bogies provided in this application adopts the following technical solution: A variable gauge device for bogies includes a wheelset axle box mechanism. The wheelset axle box mechanism includes an axle with two wheels coaxially mounted on it. The wheels are slidably connected to the axle along their own axial direction. Axle boxes are rotatably connected to both ends of the axle. A braking mechanism is provided on the outer side of each wheel and is slidably connected to the frame. A connecting member is coaxially mounted on each wheel and is rotatably connected to the wheel. A rigid connecting member is provided between the connecting member and the corresponding braking mechanism. One end of the rigid connecting member is connected to the connecting member, and the other end is connected to the corresponding braking mechanism. A locking mechanism is provided on the outer side of the axle box to lock the corresponding connecting member.

[0008] By adopting the above technical solution, the wheels can move along the axial direction of the axle box mechanism, which can change the distance between the two wheels and thus meet the function of variable track gauge.

[0009] Based on this, the braking mechanism is connected to the corresponding wheel through the design of connecting parts and rigid connectors, so that the wheel and the corresponding braking mechanism can move synchronously. The design of the locking mechanism and the connecting parts ensures that when the locking mechanism locks the connecting parts, the wheel and the corresponding braking mechanism can lock synchronously.

[0010] With this design, on the one hand, the braking mechanism and wheels share a single locking mechanism, simplifying the gauge changer and reducing its production cost. This also facilitates a lightweight design. On the other hand, the connecting parts, locking mechanism, braking mechanism, and rigid connecting parts are all located outside the axle box, ensuring a simple internal structure and reducing the complexity of the gauge changer. This improves the ease of installation and disassembly, and consequently, facilitates routine maintenance.

[0011] Optionally, the locking mechanism includes a vertically arranged locking rod, which is slidably connected to the corresponding axle box along its own direction. A locking pin is vertically arranged on one side of the locking rod, and the locking rod is connected to the locking pin. The connecting member has a plurality of locking slots, which are arranged sequentially at intervals along the axial direction of the wheel. The locking pin is coaxially inserted into one of the locking slots.

[0012] By adopting the above technical solution, with the coordinated design of the locking rod, locking pin, and several locking sockets, the vertical sliding of the locking rod can drive the locking pin to move vertically, and the vertical movement of the locking pin can lock the corresponding connecting part and the corresponding wheel. Specifically, when the locking rod descends, the locking pin inserts into a locking socket on the connecting part, forming a mechanical engagement, thereby preventing the connecting part from moving axially, thus locking the wheel. Conversely, when the locking rod rises, the locking pin disengages from the locking socket, at which point the locking of the connecting part and the corresponding wheel can be released. Furthermore, with the design of multiple locking sockets, each locking socket corresponds to a different track gauge standard, allowing the variable track gauge device of this application to adapt to various different track gauges.

[0013] Under this design, when a variable gauge bogie equipped with the variable gauge device of this application enters the ground variable gauge area, the lower end of the locking rod abuts against the unlocking guide rail on the ground. As the variable gauge bogie moves forward, the height of the unlocking guide rail will change, causing the locking rod to rise or fall under the action of the resistance of the unlocking guide rail and its own gravity, thereby enabling the unlocking mechanism to automatically lock or unlock.

[0014] Optionally, the locking mechanism further includes a locking spring, which is vertically arranged, with one end connected to the locking rod and the other end connected to the corresponding axle box.

[0015] By adopting the above technical solution, under the action of the locking spring, the locking spring continuously applies a downward elastic force to the locking rod, which ensures that the locking pin remains stable. When the variable gauge bogie equipped with the gauge changing device of this application is running normally, the elastic force of the locking spring ensures that the locking pin remains stably within the locking socket. During gauge change unlocking, the external force provided by the unlocking guide rail needs to overcome the elastic force of this locking spring to lift the locking rod, thus ensuring that the locking rod remains stable during upward movement. When gauge change locking occurs, the elastic potential energy stored in this locking spring is immediately released, driving the locking rod to automatically reset downwards, allowing the locking pin to re-insert into the new locking socket. This enables the locking rod to quickly reset and achieve locking. This achieves fail-safe locking and automatic reset functions, improving the safety and automation level of the gauge changing device.

[0016] Optionally, the axle box is provided with an extension mounting component, the locking rod is slidably connected to the extension mounting component in the vertical direction, the locking rod is provided with a spring seat, the locking spring is coaxially sleeved on the outside of the locking rod, the upper end of the locking spring is connected to the extension mounting component, and the lower end is connected to the spring seat.

[0017] By adopting the above technical solution, the extension mounting component provides a stable mounting base and guide structure for the locking rod. Simultaneously, the extension mounting component and the spring seat cooperate to install the locking spring, thereby clarifying the installation position and force path of the locking spring. This ensures the accuracy and reliability of the locking and unlocking actions.

[0018] Optionally, a guide wheel is provided at the lower end of the locking rod, and the guide wheel is rotatably connected to the locking rod.

[0019] By adopting the above technical solution, the guide wheel can prevent the locking bar from contacting the unlocking guide rail, and the guide wheel and the unlocking guide rail have rolling friction, which can reduce the motion resistance and wear during the unlocking process, making the lifting action of the locking bar smoother and less effort, and extending the service life of the locking bar.

[0020] Optionally, a sliding sleeve is provided between the wheel and the axle, the sliding sleeve is coaxially sleeved on the axle, and the sliding sleeve is slidably connected to the axle along its own axial direction; the wheel and the connecting member are both sleeved on the outside of the sliding sleeve, and the connecting member is rotatably connected to the sliding sleeve.

[0021] By adopting the above technical solution, based on the design of the sliding sleeve, the wheel is connected to the sliding sleeve, and the connecting component is rotatably connected to the sliding sleeve. On the one hand, this design provides a dedicated sliding interface for the axial sliding of the wheel, avoiding wear caused by the wheel sliding directly on the axle, thus protecting the wheel. On the other hand, it realizes a rotatable connection between the wheel and the connecting component. While ensuring that the wheel and the connecting component can move synchronously along the axial direction of the axle, it reduces the contact between the connecting component and the wheel. This avoids friction caused by relative rotation between the wheel and the connecting component, thereby improving the service life of the wheel and the connecting component.

[0022] Optionally, the connecting member includes a bearing housing and a support bearing coaxially disposed within the bearing housing, the support bearing being sleeved on the outside of the sliding sleeve, the rigid connecting member being connected to the bearing housing, and the locking mechanism being used to lock the bearing housing.

[0023] By adopting the above technical solution, the connecting component, through the cooperative design of the bearing housing and the supporting bearing, ensures that the inner ring of the supporting bearing is connected to the sliding sleeve, while the outer ring is installed inside the bearing housing. Furthermore, the bearing housing is fixed to the braking device via a rigid connecting component, preventing the bearing housing itself from rotating with the wheel. Therefore, when the wheel slips axially during track changing, the bearing housing will slide synchronously with it, but remain stationary. This provides a stable connecting platform for the externally stationary locking mechanism, allowing only axial movement and ensuring the functionality of the connecting component.

[0024] Optionally, a retaining ring is provided on the side of the bearing housing away from the corresponding wheel along its own axial direction. The retaining ring is coaxially sleeved on the outside of the corresponding sliding sleeve. The retaining ring is coaxially connected to the corresponding bearing housing. The supporting bearing is located between the corresponding wheel and the retaining ring along its own axial direction.

[0025] By adopting the above technical solution, the design of the retaining ring provides a fixed axial positioning surface for the support bearing, constraining the support bearing from one side. This effectively prevents the support bearing from moving when subjected to vibration or axial force during operation, ensuring that the support bearing is always in the correct working position. This, in turn, guarantees the stability of the connecting parts and the long-term reliability of the entire gauge change device.

[0026] Optionally, the rigid connector and the connecting member are detachably connected.

[0027] By adopting the above technical solution, the rigid connector and the connecting component are detachably connected, making it easy to separate the connecting component and the braking mechanism for independent disassembly and operation when maintenance of the braking mechanism is required. This modular design improves the maintainability of the device and reduces the difficulty and time cost of maintenance.

[0028] Optionally, the braking mechanism is provided with a brake sleeve, the outer wall of the brake sleeve is connected to the braking mechanism, the brake sleeve is axially arranged along the axial direction of the axle, and the brake sleeve is used to slide along its own axial direction to connect with the frame.

[0029] By adopting the above technical solution, when the gauge-changing device of this application is installed on the frame to form a gauge-changing bogie, the brake sleeve is connected to the braking mechanism, and the brake sleeve is also slidably connected to the frame. Under the design of the brake sleeve, when the braking mechanism brakes the corresponding wheel, the wheel generates a huge reaction torque on the axle box braking mechanism, and the brake sleeve can transmit this reaction torque to the frame, thereby preventing the braking mechanism from rotating with the wheel. During the gauge-changing process, the sliding connection between the brake sleeve and the frame allows the braking mechanism to move axially with the wheel without obstruction, ensuring the stability of the corresponding braking mechanism's movement. This design, with a simple structure, simultaneously achieves the functions of transmitting braking torque and allowing axial follow-up, ensuring the effectiveness of the braking mechanism.

[0030] In summary, this application includes at least one of the following beneficial technical effects: 1. This application uses a locking mechanism to lock the braking mechanism and the wheels, thereby simplifying the variable gauge device. This reduces the production cost of the variable gauge device and also facilitates its lightweight design.

[0031] 2. By placing the connecting parts, locking mechanism, braking mechanism and rigid connecting parts outside the axle box, this application ensures a simple internal structure of the axle box, thereby reducing the complexity of the gauge change device. This improves the ease of installation and disassembly of the gauge change device, and facilitates daily maintenance.

[0032] 3. This application can improve the service life of axles, wheels and connecting parts by setting up a sliding sleeve, thereby reducing the maintenance frequency and maintenance costs.

[0033] 4. Through the structural design of the locking mechanism, this application enables the variable gauge device to adapt to a variety of different gauges, thereby improving the adaptability of the variable gauge device. Attached Figure Description

[0034] Figure 1 This is a schematic diagram of the overall structure of a variable gauge bogie equipped with the variable gauge device of this application.

[0035] Figure 2 This is a schematic diagram of the overall structure of the variable gauge device of this application.

[0036] Figure 3 This is a partial cross-sectional structural schematic diagram of the variable gauge device of this application.

[0037] Figure 4 This is a partial structural schematic diagram of the exploded structural diagram of the variable gauge device of this application.

[0038] Figure 5 This is a cross-sectional structural diagram of the axle, wheel, and connecting parts of this application.

[0039] Figure 6 This is a schematic diagram of the overall structure of the connector, axle box, and locking mechanism of this application.

[0040] Figure 7 This is a schematic diagram of the overall structure of the wheel, connecting parts, and braking mechanism of this application.

[0041] In the diagram, 1. Wheelset axle box mechanism; 11. Axle; 12. Wheel; 13. Connecting component; 131. Bearing housing; 132. Support bearing; 133. Retaining ring; 134. Connecting plate; 135. Connecting seat; 14. Rigid connecting component; 141. Fixed crossbeam; 142. Connecting disc; 15. Sliding sleeve; 2. Braking mechanism; 3. Axle box; 31. Extension mounting component; 311. Extension arm; 312. Mounting plate; 4. Locking mechanism; 41. Locking rod; 42. Connecting rod; 43. Locking pin; 44. Locking socket; 45. Locking spring; 46. Guide wheel; 47. Spring seat; 5. Movable reinforcing frame; 51. Brake sliding sleeve; 52. Sliding column; 100. Frame. Detailed Implementation

[0042] The following is in conjunction with the appendix Figure 1 -Appendix Figure 7 This application will be described in further detail below.

[0043] A gauge-changing device applied to bogies, referenced Figure 1 and Figure 2 The system includes a wheelset axle box mechanism 1, which includes an axle 11. Two wheels 12 are coaxially mounted on the axle 11, and each wheel 12 is slidably connected to the axle 11 along its own axial direction. A braking mechanism 2 is mounted on the outer side of each wheel 12. Axle boxes 3 are rotatably connected to both ends of the axle 11. Connecting members 13 are coaxially rotatably mounted on each wheel 12, and each connecting member 13 corresponds to a braking mechanism 2. A rigid connecting member 14 is provided between each connecting member 13 and its corresponding braking mechanism 2. One end of the rigid connecting member 14 is connected to the corresponding connecting member 13, and the other end is connected to the corresponding braking mechanism 2. Each connecting member 13 corresponds to an axle box 3, and a locking mechanism 4 is provided on the axle box 3 to lock the corresponding connecting member 13.

[0044] Reference Figure 1 and Figure 2 With the axle box 3 in place, the entire gauge change device can be installed below the frame 100, ensuring that a complete gauge change bogie can be formed. Based on this, through the cooperation of the connector 13 and the rigid connector 14, the wheel 12 and the corresponding braking mechanism 2 are connected to form a whole. Thus, when the wheel 12 moves along its own axial direction to achieve the gauge change function, the wheel 12 and the corresponding braking mechanism 2 move synchronously. When the locking mechanism 4 locks the connector 13, the corresponding wheel 12 and the corresponding braking mechanism 2 are locked synchronously.

[0045] With this design, on the one hand, the braking mechanism 2 and the wheel 12 share a single locking mechanism 4, which simplifies the gauge change device, reduces its production cost, and facilitates its lightweight design. On the other hand, the locking mechanism 4, the braking mechanism 2, and the rigid connecting member 14 are all located outside the axle box 3, which reduces the complexity and difficulty of disassembly and assembly of the gauge change device, thereby improving the convenience of its daily maintenance.

[0046] Reference Figure 3 and Figure 4 A sliding sleeve 15 is provided between the wheel 12 and the axle 11. The sliding sleeve 15 is coaxially sleeved on the axle 11 and is slidably connected to the axle 11 along its own axis. The wheel 12 is sleeved on the outside of the corresponding sliding sleeve 15, and the wheel 12 and the sliding sleeve 15 are interference fit.

[0047] The design of the sliding sleeve 15 provides a medium for the axial sliding of the wheel 12 on the axle 11. At the same time, the interference fit between the wheel 12 and the sliding sleeve 15 ensures the connection rigidity of the wheel 12 and the sliding sleeve 15 in the radial and circumferential directions, thereby ensuring the stable transmission of torque and load.

[0048] In this embodiment, refer to Figure 3 and Figure 5 The sliding sleeve 15 is connected to the axle 11 via a spline connection. Through the meshing of multiple key teeth, the spline connection allows the sliding sleeve 15 to slide freely along the axial direction of the axle 11 while transmitting torque, ensuring the stability of power transmission. Simultaneously, the spline connection also serves a guiding function, thereby ensuring the smoothness and precision of the wheel 12's movement during track gauge changes.

[0049] Reference Figure 2 and Figure 5 The connecting component 13 includes a bearing housing 131, a support bearing 132 coaxially disposed within the bearing housing 131, and the support bearing 132 coaxially sleeved on the outer side of the corresponding sliding sleeve 15. The outer ring of the support bearing 132 is interference-fitted with the bearing housing 131, and the inner ring of the support bearing 132 is also interference-fitted with the bearing housing 131.

[0050] With the cooperation of bearing housing 131, support bearing 132 and sliding sleeve 15, when the connecting member 13 slides along the axial direction of the axle 11 with the wheel 12, the rotation between the connecting member 13 and the wheel 12 is decoupled. This allows the bearing housing 131 to move only along the axial direction of the axle 11 without rotating. This ensures that the connecting member 13, as a non-rotating component, can not only move with the wheel 12, but also provide a stable connection platform for the relatively stationary locking mechanism 4 and braking mechanism 2.

[0051] Reference Figure 5 The connecting piece 13 also includes a retaining ring 133, which is coaxially sleeved on the outside of the corresponding sliding sleeve 15. The bearing housing 131 is located between the corresponding wheel 12 and the corresponding retaining ring 133 along its own axial direction. The retaining ring 133 is coaxially connected to the bearing housing 131, and the retaining ring 133 coaxially abuts against the outer ring of the corresponding support bearing 132.

[0052] Based on the design of the retaining ring 133, the retaining ring 133 provides axial positioning for the support bearing 132 in the bearing housing 131, thereby preventing the support bearing 132 from moving due to axial force during operation. This ensures the stability of the support bearing 132, and thus ensures the stability of the variable gauge device.

[0053] Reference Figure 2 and Figure 6The locking mechanism 4 includes a locking rod 41, which is vertically arranged and located between the corresponding axle box 3 and the retaining ring 133 along the axial direction of the axle 11. The locking rod 41 is slidably connected to the corresponding axle box 3 in the vertical direction.

[0054] Reference Figure 6 A connecting rod 42 is provided at the upper end of the locking rod 41. The length direction of the connecting rod 42 is arranged along the axial direction of the axle 11. One end of the connecting rod 42 is connected to the upper end of the locking rod 41 along its own length direction, and the other end is connected to a vertically arranged locking pin 43. The locking pin 43 is located below the connecting rod 42, and the upper end of the locking pin 43 is connected to the connecting rod 42.

[0055] Reference Figure 6 The bearing housing 131 is provided with a plurality of locking sockets 44, which are arranged sequentially at intervals along the axial direction of the axle 11, and the lower end of the locking post 43 is coaxially inserted into a corresponding locking socket 44.

[0056] Reference Figure 6 A locking spring 45 is coaxially sleeved on the outer side of the locking rod 41. The locking spring 45 is vertically arranged, and its upper end is connected to the corresponding shaft box 3, while its lower end is connected to the locking rod 41.

[0057] Reference Figure 6 With the cooperation of the locking rod 41, connecting rod 42, locking pin 43, locking spring 45 and several locking sockets 44, the corresponding bearing seat 131 can be locked and unlocked.

[0058] Specifically, during the unlocking process, when the variable-gauge bogie enters the ground-based track-changing area, the lower end of the locking rod 41 contacts the unlocking guide rail laid on the ground. As the complete variable-gauge bogie advances, the slope of the unlocking guide rail increases, which drives the locking rod 41 to overcome the elastic force of the locking spring 45 and move upward. This causes the locking rod 41, connecting rod 42, and locking pin 43 to move upward synchronously until the locking pin 43 disengages from the corresponding locking socket 44. At this point, the locking mechanism 4 releases the lock on the bearing seat 131. After this, as the variable-gauge bogie advances, the wheel 12 and the corresponding connecting part 13 can move along the axial direction of the axle 11 to achieve track changing.

[0059] Conversely, during the locking process, after the wheel 12 and its corresponding connecting piece 13 have completed the track change, as the track gauge bogie advances, the unlocking guide rail slope decreases or sinks as a whole, causing the locking spring 45 to move downward against the locking rod 41. This causes the locking pin 43 to automatically insert into the corresponding locking slot 44, at which point the locking mechanism 4 relocks the bearing seat 131. After this, the distance between the two wheels 12 is fixed, i.e., the track gauge is fixed, thus completing the track change.

[0060] In this embodiment, there are two locking sockets 44, which correspond to track gauges of 1435mm and 1520mm respectively. When the locking pin 43 is inserted into the corresponding locking socket 44, it means that the distance between the two wheels 12 is fixed, that is, the track gauge is fixed at the corresponding 1435mm or 1520mm.

[0061] In this embodiment, to ensure long-term reliability in harsh railway operating environments, the locking rod 41 and the locking pin 43 are preferably made of high-strength, wear-resistant alloy steel that has undergone surface hardening treatment (such as carburizing and quenching) to cope with high-frequency impacts and friction.

[0062] Reference Figure 6 A guide wheel 46 is provided at the lower end of the locking rod 41. The guide wheel 46 is axially arranged along the axis of the axle 11, and the guide wheel 46 is rotatably connected to the lower end of the locking rod 41.

[0063] By setting the guide wheel 46, when the track gauge changing device is working, the guide wheel 46 changes the sliding friction between the lower end of the locking rod 41 and the unlocking guide rail to the rolling friction between the guide wheel 46 and the unlocking guide rail. This can reduce the motion resistance and wear during the track changing process, making the lifting action of the locking rod 41 smoother and less labor-intensive, and effectively extending the service life of the locking rod 41.

[0064] Preferably, the guide wheel 46 and the lower end of the locking rod 41 are detachably connected by bolts. This facilitates the replacement of the guide wheel 46, allowing for timely replacement of excessively worn guide wheels 46. This ensures that the service life of the locking rod 41 is not affected by excessive wear of the guide wheel 46, thereby improving the service life of the entire locking mechanism 4.

[0065] Reference Figure 2 and Figure 6 In this embodiment, an extension mounting member 31 is provided between the locking rod 41 and the corresponding axle box 3. The extension mounting member 31 includes an extension arm 311, which is arranged horizontally along its length and perpendicular to the axial direction of the axle 11. One end of the extension arm 311 is connected to the outer wall of the corresponding axle box 3, and the other end is connected to the frame 100. A mounting plate 312 is provided on the lower side of the extension arm 311. The length of the mounting plate 312 is arranged along the axial direction of the axle 11, and the mounting plate 312 is connected to the lower side wall of the extension arm 311. The mounting plate 312 extends beyond the extension arm 311 at one end along its own length toward the bearing seat 131. A sliding hole is provided vertically through the mounting plate 312. The sliding hole is located on the outer side of the extension arm 311, and the locking rod 41 is inserted into and slidably connected to the sliding hole.

[0066] The extension mounting component 31, through the cooperation of the extension arm 311 and the mounting plate 312, provides a stable mounting and guiding foundation for the locking rod 41. The extension arm 311 extends the mounting base to a position convenient for arrangement and maintenance, while the sliding holes on the mounting plate 312 guide the locking rod 41 in vertical reciprocating motion, preventing the locking rod 41 from tilting or jamming during lifting and lowering. This ensures that the locking pin 43 can be accurately aligned and inserted into the locking socket 44, thus guaranteeing the reliability of locking and unlocking actions.

[0067] Reference Figure 6 In this embodiment, a spring seat 47 is coaxially provided on the locking rod 41. The spring seat 47 and the mounting plate 312 are spaced apart in the vertical direction. The locking spring 45 is located in the vertical direction between the spring seat 47 and the mounting plate 312. The upper end of the locking spring 45 abuts against the mounting plate 312, and the lower end abuts against the spring seat 47.

[0068] With the coordinated action of the mounting plate 312 and the spring seat 47, the mounting plate 312 serves as the fixed reaction end of the locking spring 45, while the spring seat 47 serves as the force-applying end. The locking spring 45 is compressed between the mounting plate 312 and the spring seat 47, thus clarifying the installation method and force path of the locking spring 45. Specifically, when the locking rod 41 is raised, the locking spring 45 stores elastic potential energy; when the locking rod 41 is lowered, the elastic potential energy of the locking spring 45 is converted into kinetic energy, applying a downward preload force to the locking rod 41. This preload force is the locking force that achieves reliable locking. This structural design is compact, with clear force distribution, facilitating the installation and mechanical calculation of the locking spring 45.

[0069] In an optional embodiment, to further enhance the protection of the locking mechanism 4 against external environmental factors (such as rain, snow, ice, and gravel impact), a removable protective cover (not shown in the figure) can be installed on the outside of the locking mechanism 4. The protective cover can be made of metal or high-strength engineering plastic, and its design should facilitate quick disassembly and assembly for routine maintenance.

[0070] Reference Figure 6 A connecting plate 134 is provided on the outer wall of the bearing housing 131. The connecting plate 134 is fixedly connected to the outer wall of the bearing housing 131. The connecting plate 134 is horizontally arranged, and its length direction is along the axial direction of the axle 11. Several locking sockets 44 are provided on the connecting plate 134, and the several locking sockets 44 are arranged sequentially along the length direction of the connecting plate 134.

[0071] Reference Figure 7The braking mechanism 2 is a disc brake, which is sleeved on the outside of the corresponding wheel 12. When the wheel 12 rotates, the wheel 12 passes through the braking mechanism 2. When braking is required, the brake pads of the braking mechanism 2 clamp the wheel 12, thereby realizing the braking function of the wheel 12. In another embodiment, the braking mechanism 2 can also be a tread brake or a drum brake.

[0072] Reference Figure 7 The rigid connector 14 includes a fixed crossbeam 141, which is horizontally arranged and located between the corresponding bearing seat 131 and the braking mechanism 2 along its own length. One end of the fixed crossbeam 141 is fixedly connected to the corresponding braking mechanism 2 along its own length, and the other end is detachably connected to the corresponding bearing seat 131.

[0073] The rigid connector 14, through the setting of the fixed crossbeam 141, realizes the rigid connection between the bearing seat 131 and the braking mechanism 2. Thus, when the wheel 12 slides, the axial force acting on the wheel 12 is transmitted to the fixed crossbeam 141 through the sliding sleeve 15 and the bearing seat 131, and then directly transmitted to the braking mechanism 2, thereby driving the braking mechanism 2 to slide synchronously. The relative position between the braking mechanism 2 and the wheel 12 remains constant throughout the process, ensuring the immediate effectiveness and safety of the braking mechanism 2 before and after the track change and during the process.

[0074] Reference Figure 6 and Figure 7 In this embodiment, a connecting disc 142 is fixedly connected to one end of the fixed crossbeam 141 facing the corresponding axle box 3, and the connecting disc 142 is axially arranged along the axial direction of the axle 11. A connecting seat 135 is provided on the side of the connecting plate 134 away from the corresponding bearing seat 131 along its own width direction. The connecting disc 142 and the connecting seat 135 are inserted and engaged, and the connecting disc 142 and the connecting seat 135 are connected by bolts.

[0075] With the cooperation of the connecting disc 142 and the connecting seat 135, a rigid connection is achieved between the fixed crossbeam 141 and the connecting plate 134. This not only ensures the synchronous movement of the braking mechanism 2 and the wheel 12, but also simplifies the disassembly of the fixed crossbeam 141 and the connecting plate 134. This facilitates assembly, debugging and disassembly, and makes it easier to perform independent maintenance on the braking mechanism 2.

[0076] In another embodiment, the rigid connector 14 is structurally optimized, for example, by employing reinforcing ribs or a box-type structure, to ensure sufficient torsional and bending stiffness to reliably withstand the maximum braking torque and axial impact load generated by the vehicle under all operating conditions (including emergency braking). Its structure is not limited to the beam structure shown in this embodiment; any structure capable of achieving a rigid connection between the connector and the braking mechanism to transmit axial force and braking torque, such as truss structures and box-beam structures, falls within the scope of this invention.

[0077] Reference Figure 1 and Figure 7 A movable reinforcing frame 5 is provided between the braking mechanism 2 and the frame 100. The movable reinforcing frame 5 includes a brake sleeve 51 and a sliding column 52. The brake sleeve 51 is coaxially sleeved on the outside of the sliding column 52. The brake sleeve 51 is slidably connected to the sliding column 52 along its own axial direction. The outer wall of the brake sleeve 51 is connected to the braking mechanism 2, while one end of the sliding column 52 is fixedly connected to the frame 100.

[0078] Based on the design of the movable reinforcing frame 5, firstly, when the wheel 12 brakes, the braking mechanism 2 experiences a huge reaction torque. This torque is rigidly transmitted to the frame 100 through the movable reinforcing frame 5 (as a torque arm), effectively preventing the braking mechanism 2 from rotating. Secondly, the sliding fit between the movable brake sleeve 51 and the sliding pin 52 provides the braking mechanism 2 with a low-friction, high-precision axial sliding guide, ensuring that the braking mechanism 2 can move precisely and smoothly in sync with the wheel 12 during track gauge changes. It is this design that enables the externalized braking mechanism 2 to maintain a precise relative position with the wheel during complex track changes, thereby ensuring the immediate effectiveness and safety of the braking function.

[0079] Reference Figure 1 and Figure 7 In this embodiment, the brake sleeve 51 and the sliding column 52 are connected by an involute spline or a rectangular spline. The spline connection between the brake sleeve 51 and the sliding column 52 achieves a unified function of transmitting torque and allowing axial sliding. On one hand, the multiple teeth of the spline can transmit the huge torque generated during braking, preventing the braking mechanism 2 from rotating; on the other hand, the spline also acts as a linear guide, allowing the brake sleeve 51 to drive the braking mechanism 2 to move axially on the sliding column 52. This design achieves the dual functional requirements of the movable reinforcing frame 5 as both a torque arm and a follower with a simple structure, resulting in a reliable structure and smooth movement.

[0080] The implementation principle of this embodiment is as follows: When the variable gauge bogie is running normally on the track, the locking spring 45 of the locking mechanism 4 is in its natural state, and the locking pin 43 is engaged with a locking socket 44 on the connecting member 13. At this time, the wheel 12 and its associated braking mechanism 2 are rigidly locked in the axial direction to ensure the stable operation of the variable gauge bogie.

[0081] When the variable gauge bogie enters the ground track changing area, the variable gauge bogie goes through the unlocking stage, the track changing stage, and the relocking stage in sequence.

[0082] Specifically, during the unlocking phase, the guide wheel 46 at the lower end of the locking rod 41 contacts the unlocking guide rail laid on the ground. As the variable gauge bogie moves forward, the slope of the unlocking guide rail is raised so that the guide wheel 46 and the locking rod 41 move upward as a whole. This process compresses the locking spring 45 until the locking pin 43 is completely disengaged from the locking socket 44, thereby releasing the lock.

[0083] During the gauge change phase, the wheel flange of wheel 12 will contact the guide rail set on the ground. The guide rail will apply an axial thrust to wheel 12, causing wheel 12 and corresponding connecting piece 13 to move synchronously, thereby achieving the purpose of gauge change.

[0084] During the relocking phase, after the track gauge change is completed, the slope of the unlocking guide rail decreases, causing the locking rod 41 to descend and reset under the action of the locking spring 45, which in turn drives the locking pin 43 to automatically insert into the corresponding other locking socket 44, thus re-locking.

[0085] The embodiments described in this specific implementation are preferred embodiments of this application and are not intended to limit the scope of protection of this application. Identical components are represented by the same reference numerals. Therefore, all equivalent changes made to the structure, shape, and principle of this application should be covered within the scope of protection of this application.

Claims

1. A gauge-changing device applied to a bogie, characterized in that, include: A wheelset axle box mechanism (1) includes an axle (11), on which two wheels (12) are coaxially arranged. The wheels (12) are slidably connected to the axle (11) along their own axial direction. Axle boxes (3) are rotatably connected to both ends of the axle (11). A braking mechanism (2) is provided on the outside of the wheel (12), and the braking mechanism (2) is used to slide with the frame (100); A connecting member (13) is coaxially provided on the wheel (12). The connecting member (13) is rotatably connected to the wheel (12). A rigid connecting member (14) is provided between the connecting member (13) and the corresponding braking mechanism (2). One end of the rigid connecting member (14) is connected to the connecting member (13), and the other end is connected to the corresponding braking mechanism (2). A locking mechanism (4) is provided on the outside of the axle box (3), which is used to lock the corresponding connecting piece (13).

2. The variable gauge device applied to a bogie according to claim 1, characterized in that, The locking mechanism (4) includes a vertically arranged locking rod (41), which is slidably connected to the corresponding axle box (3) along its own direction. A locking pin (43) is vertically arranged on one side of the locking rod (41), and the locking rod (41) is connected to the locking pin (43). The connector (13) has two locking ports (44), which are arranged alternately along the axial direction of the wheel (12). The locking pin (43) is coaxially inserted into one of the locking ports (44).

3. A gauge changing device for bogies according to claim 2, characterized in that, The locking mechanism (4) also includes a locking spring (45), which is vertically arranged. One end of the locking spring (45) is connected to the locking rod (41), and the other end is connected to the corresponding axle box (3).

4. A gauge changing device for bogies according to claim 3, characterized in that, An extension mounting piece (31) is provided on the axle box (3). The locking rod (41) is slidably connected to the extension mounting piece (31) in the vertical direction. A spring seat (47) is provided on the locking rod (41). The locking spring (45) is coaxially sleeved on the outside of the locking rod (41). The upper end of the locking spring (45) is connected to the extension mounting piece (31), and the lower end is connected to the spring seat (47).

5. A gauge-changing device for a bogie according to claim 2, characterized in that, The lower end of the locking rod (41) is provided with a guide wheel (46), and the guide wheel (46) is rotatably connected to the locking rod (41).

6. A gauge changing device for bogies according to claim 1, characterized in that, A sliding sleeve (15) is provided between the wheel (12) and the axle (11). The sliding sleeve (15) is coaxially sleeved on the axle (11) and is slidably connected to the axle (11) along its own axial direction. The wheel (12) and the connecting piece (13) are both sleeved on the outside of the sliding sleeve (15), and the connecting piece (13) is rotatably connected to the sliding sleeve (15).

7. A gauge-changing device for a bogie according to claim 6, characterized in that, The connecting member (13) includes a bearing housing (131) and a support bearing (132) coaxially disposed in the bearing housing (131). The support bearing (132) is sleeved on the outside of the sliding sleeve (15). The rigid connecting member (14) is connected to the bearing housing (131). The locking mechanism (4) is used to lock the bearing housing (131).

8. A gauge changing device for a bogie according to claim 7, characterized in that, The bearing housing (131) is provided with a retaining ring (133) on the side away from the corresponding wheel (12) along its own axial direction. The retaining ring (133) is coaxially sleeved on the outside of the corresponding sliding sleeve (15). The retaining ring (133) is coaxially connected with the corresponding bearing housing (131). The support bearing (132) is located between the corresponding wheel (12) and the retaining ring (133) along its own axial direction.

9. A gauge-changing device for a bogie according to claim 1, characterized in that, The rigid connector (14) is detachably connected to the connecting member (13).

10. A gauge-changing device for a bogie according to claim 1, characterized in that, The braking mechanism (2) is provided with a brake sleeve (51), the outer wall of the brake sleeve (51) is connected to the braking mechanism (2), the brake sleeve (51) is axially arranged along the axial direction of the axle (11), and the brake sleeve (51) is used to slide along its own axial direction to connect with the frame (100).

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