CN115320659A

CN115320659A - Wheel-to-axle box device of track-variable distance machine

Info

Publication number: CN115320659A
Application number: CN202211056764.3A
Authority: CN
Inventors: 仝雷
Original assignee: CRRC Datong Co Ltd
Current assignee: CRRC Datong Co Ltd
Priority date: 2022-08-30
Filing date: 2022-08-30
Publication date: 2022-11-11

Abstract

The invention provides a wheel-to-axle box device of a track-variable machine, and relates to the technical field of locomotive production and manufacturing. The variable-track-pitch locomotive wheel-to-axle box device comprises an axle box beam, wherein a locking frustum and a plurality of locking bosses arranged along the axial direction of an axle are arranged on the inner wall of the upper end of the axle box beam, and a locking stop is arranged on the outer wall of the lower end of the axle box beam; the shaft box body is arranged in the shaft box beam, and the outer wall of the shaft box body is provided with a locking taper groove; the sliding mechanism is arranged outside the axle box body and penetrates through the wheels, and is provided with a plurality of locking clamping grooves arranged along the axial direction of the axle and locking grooves arranged along the axial direction of the axle; the sliding mechanism is configured to drive the wheel to move along the axial direction of the axle, so that the locking taper groove is selectively clamped on the locking taper table, at least one locking boss is selectively clamped with the corresponding locking groove, and the locking stop is selectively clamped with one of the locking grooves. The bearing capacity is large, and the strength requirement is met.

Description

Wheel-to-axle box device of track-variable distance machine

Technical Field

The invention relates to the technical field of locomotive production and manufacturing, in particular to a wheel-to-axle box device of a track-span-variable locomotive.

Background

Because various countries in the world adopt different railway gauge standards, for example, the railway in China is a standard rail with the gauge of 1435mm, the railway in Russia and most countries in east Europe and Central Asia is a wide rail with the gauge of 1520mm. In the process of transnational intermodal transportation, domestic passenger transport and freight transport railway vehicles cannot directly pass through a wide-rail line from a standard rail line, and need to be stopped to replace bogies which meet different rail gauge requirements.

The conventional locomotive wheel pair or motor train unit power wheel pair is formed by assembling wheels and axles together in an interference fit mode, so that the inner side distance of the wheel pair is kept unchanged, and the running requirement of one track distance can be met. When passing through different gauge lines, need park and go back storehouse and change and just can continue the operation after the bogie that adapts to new gauge, have manpower, material resources cost increase, and it is long consuming time, a great deal of problems such as operation efficiency low.

The existing technology of variable-gauge wheel sets at home and abroad can only be applied to motor train units or passenger locomotives with smaller axle weights and traction forces, and although the structure of the rail-changing mechanism can be designed to be smaller and exquisite so as to reduce the difficulty of spatial arrangement, the high-power and large-axle-weight locomotives have very large load in all directions, and all the rail-changing mechanisms at present can not meet the strength requirements.

Disclosure of Invention

The wheel-to-axle box device of the track-variable machine provided by the invention has a large bearing load and can meet the strength use requirements of high-power and large-axle-weight locomotives.

According to one aspect of the present invention, there is provided a wheel-axle box assembly for a track-variable locomotive, comprising an axle, wheels and an axle box assembly, wherein the axle is disposed through the wheels and the axle box assembly, and the axle box assembly comprises:

the inner wall of the upper end of the axle box beam is provided with a locking frustum and a plurality of locking bosses arranged along the axial direction of the axle, and the outer wall of the lower end of the axle box beam is provided with a locking stop;

the shaft box body is arranged in the shaft box beam, and the outer wall of the shaft box body is provided with a locking taper groove;

the sliding mechanism is arranged outside the axle box body and penetrates through wheels, and is provided with a plurality of locking clamping grooves arranged along the axial direction of the axle and locking grooves arranged along the axial direction of the axle;

wherein, glide machanism configures to and drives the wheel is followed the axial direction of axletree removes, makes locking taper groove selectivity joint in locking frustum, at least one locking boss selectivity with rather than corresponding locking draw-in groove looks joint, locking backstop selectivity and a plurality of one of locking recess looks joint makes glide machanism with switch over at unblock mode and locking mode between the axle box roof beam, be used for the wheel changes the gauge.

In some of these embodiments, the glide mechanism comprises:

and the locking check ring is positioned between the axle box beam and the wheels, and the locking clamping grooves are formed in one side, close to the axle box beam, of the locking check ring.

In some of these embodiments, the method comprises:

the axle box rear cover is arranged in the axle box beam and is arranged between the axle box body and the locking check ring;

the locking clamping groove is formed in the transmission bridge, and the guide groove is used for limiting the transmission bridge.

In some embodiments, a limiting groove is formed in one side, facing the force transfer bridge, of the axle box body, and the limiting groove is used for limiting the force transfer bridge.

In some embodiments, the method further comprises:

the bearing seat is arranged between the locking check ring and the wheel and is connected to the locking check ring;

and the thrust bearing is sleeved outside the axle and arranged between the bearing seat and the axle.

In some embodiments, a force transmission support is arranged at the lower end of the bearing seat towards the direction close to the axle box beam, and the locking grooves are arranged on the force transmission support.

In some of these embodiments, the glide mechanism further comprises:

the sliding sleeve penetrates through the wheel and abuts against the bearing seat, the axle penetrates through the sliding sleeve, and a spline groove is formed in the axle;

the spline set up in the inner wall of sliding sleeve and set up in the spline groove.

In some embodiments, the skid mechanism comprises a needle assembly comprising:

a needle roller retainer disposed between the axle and the slipping sleeve;

and the needle roller body is arranged on the needle roller retainer and is arranged between the needle roller retainer and the sliding sleeve.

In some embodiments, the needle roller assembly further comprises a limiting seat sleeved outside the axle and arranged between the axle and the needle roller holder for limiting the sliding sleeve.

In some of these embodiments, the axlebox beam is provided with an axle bore, the locking frustum being provided on an inner wall of the axle bore;

wherein, follow the radial direction of axletree, the shaft hole with be provided with the clearance between the axle box body, the shaft hole is provided with vertical portion, vertical portion is used for the restriction the axle box body rotates.

One embodiment of the present invention has the following advantages or benefits:

according to the axle box device for the wheel of the track-variable locomotive, provided by the embodiment of the invention, the locking cone frustum is arranged in the axle box beam, the axle box body is arranged in the axle box beam, and the locking cone groove is formed in the outer wall of the axle box body, so that the locking cone groove and the locking cone frustum are equivalently locked at one side, close to each other, of the axle box body and the axial beam, and the positioning and locking in the axial direction of the axle are realized.

The inner wall of the upper end of the axle box beam is provided with a plurality of locking bosses arranged along the axial direction of the axle, the sliding mechanism is provided with a plurality of locking clamping grooves arranged along the axial direction of the axle, at least one locking boss is selectively clamped with the corresponding locking clamping groove, one side, which is close to the upper end of the axle box beam and the sliding mechanism, can be locked through the locking bosses and the locking clamping grooves, the positioning and the locking along the axial direction of the axle are achieved, and the track gauge locking is achieved.

The outer wall through axle box roof beam lower extreme is provided with the locking backstop, and glide machanism is provided with the locking recess that sets up along axletree axial direction, locking backstop selectivity and one of a plurality of locking recesses looks joint, and the lower extreme that is equivalent to the axle box roof beam and the one side that glide machanism is close to each other can be through locking backstop and locking recess looks locking, play along axletree axial direction location and locking, realize gauge locking.

Because the upper end and the lower end of the axle box beam can both correspond to the sliding mechanism and be matched with the sliding mechanism to transmit acting force along the axial direction of the axle, the bearing load is larger, and the strength use requirements of a high-power large-axle-weight locomotive can be met.

When a locomotive or a vehicle runs, the locking taper groove is clamped in the locking taper table, the locking boss is clamped in the locking groove, and the locking stop dog is clamped in the locking groove, so that the effect of acting force along the axial direction of the axle is transmitted together by matching of triple clamping, and the bearing effect of the wheel is ensured; when the track gauge of the locomotive or the vehicle is switched, the sliding mechanism can drive the wheels to move along the axial direction of the axle, so that the wheels are unlocked. At this moment, the locking taper groove is not clamped in the locking taper table any more, the locking boss is not clamped in the locking groove any more, the locking backstop is not clamped in the locking groove any more, the acting force along the axial direction of the axle cannot be transmitted, and the unloading effect of the wheel is realized.

Drawings

For a better understanding of the present disclosure, reference may be made to the embodiments illustrated in the following drawings. The components in the drawings are not necessarily to scale, and related elements may be omitted in order to emphasize and clearly illustrate the technical features of the present disclosure. In addition, the relevant elements or components may be arranged differently as is known in the art. Further, in the drawings, like reference characters designate the same or similar parts throughout the several views. The above and other features and advantages of the present invention will become more apparent by describing in detail exemplary embodiments thereof with reference to the attached drawings.

Wherein:

FIG. 1 is a schematic structural diagram of a wheel-to-axle box assembly of a track-variable truck according to an embodiment of the present invention;

FIG. 2 is a schematic diagram of an axle of a track-changing locomotive wheel to axle box assembly according to an embodiment of the present invention;

FIG. 3 is a schematic diagram of a wheel in the wheel-to-axle box assembly of the track-changing machine according to one embodiment of the present invention;

FIG. 4 illustrates a cross-sectional view of a track-changing truck wheel-to-axle housing arrangement in accordance with one embodiment of the present invention;

FIG. 5 is a schematic structural view of a axle box beam in the wheel-to-axle box assembly of the track-changing machine according to an embodiment of the present invention;

FIG. 6 is a schematic structural diagram of an axle box body of the wheel-to-axle box assembly of the track-changing machine according to the embodiment of the invention;

FIG. 7 is a schematic view of a bearing arrangement of a axle box in a track-variable axle box assembly of an embodiment of the present invention;

FIG. 8 is a schematic diagram of the construction of the axle ring of the track-changing locomotive wheel-to-axle box assembly according to one embodiment of the present invention;

FIG. 9 is a schematic diagram of a spacer ring for a track-changing wheelset axle box assembly according to an embodiment of the present invention;

FIG. 10 is a schematic view of a shaft end cover of the track-changing locomotive wheel-to-axle box assembly according to one embodiment of the present invention;

FIG. 11 is a schematic diagram illustrating an axle housing rear cover of a wheel-to-axle housing assembly of a track-changing locomotive according to an embodiment of the present invention;

FIG. 12 is a schematic view of a front axle housing cover of a wheel-to-axle housing assembly of a track-changing locomotive according to an embodiment of the present invention;

FIG. 13 is a schematic diagram of a lock stop ring in a track-changing wheelset axle-box assembly according to an embodiment of the present invention;

FIG. 14 is a schematic diagram of a bearing seat of a wheel-axle box assembly of a track-changing machine according to an embodiment of the present invention;

FIG. 15 is a schematic view of a thrust bearing assembly of a variable track gauge wheel-to-axle housing assembly in accordance with an embodiment of the present invention;

FIG. 16 is a first schematic view of a slip sleeve in a wheel-to-axle housing assembly of a track-changing locomotive in accordance with one embodiment of the present invention;

FIG. 17 is a second schematic structural view of a slipping sleeve in a track-changing axle box assembly of a track-changing locomotive in accordance with an embodiment of the present invention;

FIG. 18 is a schematic view of the needle cage and the needle body of the wheel-to-axle box assembly of the track-changing machine according to one embodiment of the present invention;

FIG. 19 is a schematic diagram of a spacing block of a track-varying wheelset axle housing assembly according to an embodiment of the present invention;

fig. 20 is a schematic view of a load shoe of a wheel-axle box assembly of a track-changing machine according to an embodiment of the present invention.

Wherein the reference numerals are as follows:

100. assembling the axle box; 200. an axle; 201. a spline groove; 300. a wheel;

1. a axle box beam; 101. locking the frustum; 102. a shaft hole; 103. a vertical portion; 104. locking the boss; 105. locking a stop;

2. a shaft box body; 21. locking the taper groove; 22. a limiting groove;

3. a sliding mechanism; 31. a slipping sleeve; 311. a wheel mounting interface; 312. a thrust bearing mounting interface; 314. a raceway; 33. a spline;

34. a needle roller assembly; 341. a needle roller retainer; 342. a needle rolling body; 343. a limiting seat;

35. a bearing seat; 351. force transmission support; 352. locking the groove;

36. locking a retainer ring; 361. a force transfer bridge; 362. locking the clamping groove;

4. an axle box rear cover; 41. a guide groove; 6. a thrust bearing; 7. an axle box bearing; 8. a shaft ring; 9. a spacer ring; 10. a load-bearing boot; 11. a shaft end gland bush; 12. an axle box front cover; 121. a second end cap mounting interface.

Detailed Description

The technical solutions in the exemplary embodiments of the present disclosure will be clearly and completely described below with reference to the drawings in the exemplary embodiments of the present disclosure. The example embodiments described herein are for illustrative purposes only and are not intended to limit the scope of the present disclosure, and it is, therefore, to be understood that various modifications and changes may be made to the example embodiments without departing from the scope of the present disclosure.

In the description of the present disclosure, unless otherwise explicitly specified or limited, the terms "first", "second", and "first" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance; the term "plurality" means two or more; the term "and/or" includes any and all combinations of one or more of the associated listed items. In particular, references to "the" object or "an" object are also intended to mean one of possibly multiple such objects.

The terms "connected," "secured," and the like are to be construed broadly and unless otherwise stated or indicated, and for example, "connected" may be a fixed connection, a removable connection, an integral connection, an electrical connection, or a signal connection; "connected" may be directly connected or indirectly connected through an intermediate. The specific meaning of the above terms in the present disclosure can be understood as a specific case by a person skilled in the art.

Further, in the description of the present disclosure, it is to be understood that the directional words "upper", "lower", "inner", "outer", etc., which are described in the exemplary embodiments of the present disclosure, are described at the angles shown in the drawings, and should not be construed as limiting the exemplary embodiments of the present disclosure. It will also be understood that, in the context of a connection between one element or feature and another element(s), "on," "under," or "inside" or "outside," it can be directly connected to the other element(s) "on," "under" or "inside" or "outside," or indirectly connected to the other element(s) "on," "under" or "inside" or "outside" through intervening elements.

Example embodiments will now be described more fully with reference to the accompanying drawings. Example embodiments may, however, be embodied in many different forms and should not be construed as limited to the embodiments set forth herein; rather, these embodiments are provided so that this disclosure will be thorough and complete, and will fully convey the concept of example embodiments to those skilled in the art. The same reference numerals in the drawings denote the same or similar structures, and thus their detailed description will be omitted.

The present embodiment provides a wheel-to-axle box apparatus for a track-variable locomotive, as shown in fig. 1-3, the wheel-to-axle box apparatus for a track-variable locomotive comprises an axle 200, wheels 300 and an axle box assembly 100, wherein the axle 200 is disposed through the wheels 300 and the axle box assembly 100, and the axle box assembly 100 is used for changing the track distance of the wheels 300 along the axial direction of the axle 200, so as to realize the change of the inner side distance of the wheel set.

It should be particularly noted that the number of the wheels 300 is two, the two wheels 300 are symmetrically arranged at two ends of the axle 200, and the two track-changing devices are symmetrically arranged at the axle ends of two sides of the axle 200, so that the space inside the wheels 300 is not occupied, the occupied space is saved, the requirement of the power wheel pair, particularly the wheel pair of the high-power heavy-duty locomotive on the structural arrangement inside is met, and the requirement of the unpowered wheel pair on the track change is met. At the moment, the inner side space of the wheel 300 can be used for arranging driving devices such as a motor with a power wheel set, a gear box and axle suspension box equipment, and can also be used for arranging a shaft disc braking device with an unpowered wheel set, and the like, and the space arrangement is reasonable and the space utilization rate is high.

It can be understood that the most critical ring for track gauge change of rail transit locomotives or vehicles is the switching of the inner side gauge of the wheel set, and the axle box assembly 100 is the most core component for realizing the switching of the inner side gauge of the wheel set and ensuring the accuracy of track change by using the wheel set of the track-variable bogie. By using the axle box assembly 100, the problem that the different track gauges of the railways of different countries obstruct the transnational railway transportation can be solved, namely, the track gauges of the railways of other countries are adapted by changing the inner side distance of the wheels 300.

The existing track-variable locomotive wheel pair can only be generally suitable for a motor train unit or a passenger locomotive with smaller axle load and traction force, and cannot meet the strength requirement of the existing track-variable locomotive wheel pair due to the fact that the loads of the high-power large-axle-load locomotive in all directions are very large and the loads of the high-power large-axle-load locomotive in all directions are very large.

In order to solve this problem, as shown in fig. 4 to 6, the axle box assembly 100 of the present embodiment includes an axle box beam 1, an axle box body 2, and a sliding mechanism 3, wherein an inner wall of an upper end of the axle box beam 1 is provided with a locking cone 101 and a plurality of locking bosses 104 arranged along an axial direction of an axle 200, and an outer wall of a lower end of the axle box beam 1 is provided with a locking stopper 105. The axle box body 2 is arranged in the axle box beam 1, and the outer wall of the axle box body 2 is provided with a locking taper groove 21. The sliding mechanism 3 is disposed outside the axle box 2 and penetrates through the wheel 300, and the sliding mechanism 3 is provided with a plurality of locking slots 362 disposed along the axial direction of the axle 200 and a plurality of locking grooves 352 disposed along the axial direction of the axle 200. The slipping mechanism 3 is configured to drive the wheel 300 to move along the axial direction of the axle 200, so that the locking taper groove 21 is selectively clamped on the locking taper table 101, at least one locking boss 104 is selectively clamped with the corresponding locking clamping groove 362, and the locking stopper 105 is selectively clamped with one of the locking grooves 352, so that the slipping mechanism 3 and the axle box girder 1 are switched between an unlocking mode and a locking mode, and the wheel 300 is used for changing the track gauge.

The wheel-to-axle box device of the variable track pitch locomotive provided by the embodiment is characterized in that a locking cone 101 is arranged in an axle box beam 1, an axle box body 2 is arranged in the axle box beam 1, a locking cone groove 21 is formed in the outer wall of the axle box body 2, and the locking cone groove 21 and the locking cone 101 are equivalently locked on one side, close to each other, of the axle box body 2 and the axle beam, so that the positioning and the locking along the axial direction of an axle 200 are realized.

The inner wall of the upper end of the axle box beam 1 is provided with a plurality of locking bosses 104 arranged along the axial direction of the axle 200, the sliding mechanism 3 is provided with a plurality of locking clamping grooves 362 arranged along the axial direction of the axle 200, at least one locking boss 104 is selectively clamped with the corresponding locking clamping groove 362, the upper end of the axle box beam 1 and one side of the sliding mechanism 3 close to each other can be locked through the locking bosses 104 and the locking clamping grooves 362, the positioning and the locking along the axial direction of the axle 200 are realized, and the track gauge locking is realized.

The locking stopping piece 105 is arranged on the outer wall of the lower end of the axle box beam 1, the sliding mechanism 3 is provided with the locking groove 352 arranged along the axial direction of the axle 200, the locking stopping piece 105 is selectively clamped with one of the locking grooves 352, and the lower end of the axle box beam 1 and one side, close to each other, of the sliding mechanism 3 can be locked through the locking stopping piece 105 and the locking groove 352, so that the positioning and the locking along the axial direction of the axle 200 are realized, and the rail gauge locking is realized.

Because the upper end and the lower end of the axle box beam 1 can be correspondingly matched with the sliding mechanism 3 to transmit acting force along the axial direction of the axle 200, the bearing load is larger, and the strength use requirements of high-power and large-axle-weight locomotives can be met.

When the locomotive or the vehicle runs, the locking taper groove 21 is clamped with the locking taper table 101, the locking boss 104 is clamped with the locking clamping groove 362, and the locking backstop 105 is clamped with the locking groove 352, which is equivalent to triple clamping fit to transmit acting force along the axial direction of the axle 200 together, so that the bearing effect of the wheel 300 is ensured; when the track gauge of the locomotive or the vehicle is switched, the sliding mechanism 3 can drive the wheel 300 to move along the axial direction of the axle 200, so that the wheel 300 is unlocked. At this time, the locking taper groove 21 is no longer clamped to the locking taper table 101, the locking boss 104 is no longer clamped to the locking groove 362, the locking stopper 105 is no longer clamped to the locking groove 352, the acting force along the axial direction of the axle 200 cannot be transmitted, and the unloading effect of the wheel 300 is achieved.

It will be appreciated that the number of locking bosses 104, locking slots 362 and locking recesses 352 matches and accommodates the number of gauges. Specifically, if the number of the gauges is two, the number of the locking bosses 104, the locking catching grooves 362, and the locking recesses 352 is two. When the rail gauge is wide, the locking stopper 105 is clamped with the locking groove 352 positioned on the inner side, and the two locking bosses 104 are correspondingly clamped with the two locking clamping grooves 362; when the gauge is narrow, the locking stop 105 is clamped with the locking groove 352 on the outer side, and the locking boss 104 on the inner side is correspondingly clamped with the corresponding locking groove 362.

Because the conventional track gauge changing mechanism is generally provided with a complex unlocking or locking device, the axle box assembly 100 is required to be matched with a ground unlocking or locking track to unlock and lock, the structure is complex, the track changing process is complicated, the reliability is poor, the situation that the axle box assembly 100 cannot be locked or unlocked often occurs, the requirement on the axle box assembly 100 is high, and the constraint factor for hindering the development of a track gauge changing train is caused.

However, the axle box assembly 100 provided in this embodiment simplifies the track transfer process into three processes of wheel 300 unloading unlocking, track gauge switching, and wheel 300 bearing locking, which is equivalent to synchronous implementation and completion of the wheel 300 unlocking process and the wheel 300 unloading process, synchronous implementation and completion of the wheel 300 locking process and the wheel 300 bearing process, and the unlocking track and the locking track are not required to be arranged on the ground track transfer device in the whole track transfer process, and the complex unlocking and locking procedures in the track gauge transfer process are cancelled, so that the track transfer process is simplified, and the design and manufacturing costs of the ground track transfer device are saved.

In one embodiment, as shown in fig. 4 and 5, the axle box beam 1 is the main load-bearing component of the wheel-to-axle box device of the track-variable locomotive, and mainly bears locomotive loads and performs transverse force transmission. The inner ring of the axle box beam 1 is provided with a locking frustum 101, and the locking frustum 101 is clamped in the locking taper groove 21 of the axle box body 2, so that the axle box beam 1 and the axle box body 2 are locked and fixed.

The locking cone table 101 and the locking cone groove 21 are of conical structures, positioning between the axle box beam 1 and the axle box body 2 along the axial direction of the axle 200 is achieved under the matching effect of the locking cone table 101 and the locking cone groove 21, and axial acting force is transmitted in the running process of a locomotive or a vehicle.

It should be noted that, a first mounting interface and a second mounting interface are provided outside the axlebox beam 1, the first mounting interface is used for mounting a primary suspension device, and the second mounting interface is used for mounting an axlebox pull rod. The first installation interface can be adjusted according to the parameters and application requirements of the whole locomotive or the vehicle, double-side spring seats can be arranged, and the spring seats can also be arranged at the top of the axle box beam 1 to form a rotating arm type axle box; one vertical shock absorber can be arranged, one vertical shock absorber can be arranged on the axle box cover, the structure adjustment is flexible and various, and various axle box forms and specifications on the current market can be replaced.

In one embodiment, as shown in fig. 4 and 5, the axle box girder 1 is provided with an axle hole 102, and the locking frustum 101 is provided at an inner wall of the axle hole 102. Wherein, along the radial direction of the axle 200, a movable gap is provided between the axle hole 102 and the axle box body 2.

The axle hole 102 is provided in the pedestal beam 1, and the axle hole 102 is used for accommodating the axle housing 2 to provide a mounting position for the axle housing 2. A play is provided between the shaft hole 102 and the axle housing 2 in the radial direction of the axle 200 to provide the axle housing 2 with a movable play space. Specifically, when the axle housing 2 moves in the radial direction of the axle 200 and in a direction away from the locking frustum 101, the locking taper groove 21 and the locking frustum 101 are disengaged from each other to achieve the unloading process of the wheel 300; when the axle box body 2 moves along the radial direction of the axle 200 and towards the direction close to the locking cone 101, the locking cone groove 21 and the locking cone 101 are clamped with each other, so that the bearing process of the wheel 300 is realized.

In one embodiment, the shaft hole 102 is provided with a vertical portion 103, and the vertical portion 103 is used for restricting the rotation of the shaft housing 2.

The vertical portion 103 is provided through the shaft hole 102, the shaft hole 102 is not a circular hole structure, and the shaft hole 102 is similar to an oblong hole or a kidney-shaped hole structure. The vertical portion 103 may also be referred to as a vertical rib or a force-transmitting limiting rib, and mainly has the following functions: firstly, the vertical part 103 plays a role in limiting, so that the situation that the axle box beam 1 and the axle box body 2 do not rotate relatively is avoided, and therefore the situation that the axle box assembly 100 fails due to phase change of the locking taper groove 21 and the corresponding locking taper frustum 101 is avoided, and the reliability of the axle box assembly 100 is ensured; second, during operation of the locomotive or vehicle, a force in the radial direction of the axle 200 is transmitted using the vertical portion 103.

In one embodiment, as shown in fig. 4 and 6, the axle housing 2 is a main bearing part of the axle housing device for the track-variable locomotive wheel, which mainly bears the locomotive load and is a key part for lateral force transmission, and a locking tapered slot 21 is provided at an upper part of the exterior of the axle housing 2, and the locking tapered slot 21 and the locking tapered platform 101 of the axle housing 1 cooperate with each other to transmit the acting force along the axial direction of the axle 200. On the outside of the axle housing 2 there is a stop cooperating with the vertical portion 103 of the axle housing beam 1 for transmitting forces in the radial direction of the axle 200. The shaft box body 2 is internally provided with a mounting hole, and the end surfaces of two ends of the shaft box body 2 are respectively provided with a first shaft box mounting interface and a second shaft box mounting interface.

In one embodiment, as shown in fig. 4 and 7, the variable-track-pitch locomotive wheel-to-axle box device further includes an axle box bearing 7, the axle box bearing 7 is disposed in the mounting hole, the mounting hole provides a mounting position for the axle box bearing 7, and the axle box bearing 7 is sleeved outside the axle 200 and disposed between the axle 200 and the axle box body 2, so as to ensure the smoothness of the rotation of the axle 200 during the normal operation of the locomotive.

It should be noted that the axle box bearing 7 may be a double-row tapered roller bearing, a double-row cylindrical roller bearing, or other bearings that perform the same load-bearing function.

It should be noted that the position of the axle box bearing 7 is fixed when the track gauge is changed, the center line of the axle box bearing 7 is always overlapped with the bearing centers of the axle box body 2 and the axle box beam 1, and the axle box assembly 100 is not unbalanced under various track gauges, so as to ensure the service life and reliability of the axle box bearing 7. In addition, the type selection of the axle box bearing 7 is relatively easy, the axle box bearing 7 of the existing locomotive or vehicle can be selected, the redevelopment is not needed, the local materials are used, and the production cost is saved.

In one embodiment, as shown in fig. 4 and fig. 8-10, the axle-box apparatus for a variable-track-pitch locomotive further includes a collar 8, a spacer 9, and a shaft end cover 11, the collar 8 is disposed on a side of the journal bearing 7 close to the skid mechanism 3 and abuts against an inner ring of the journal bearing 7, the spacer 9 is disposed on a side of the journal bearing 7 away from the skid mechanism 3 and abuts against an inner ring of the journal bearing 7, and the shaft end cover 11 is disposed on an end of the axle 200 and abuts against the spacer 9.

In other words, the collar 8 and the spacer 9 are provided at both ends of the journal bearing 7, respectively, and function to limit both ends of the journal bearing 7, and the collar 8 and the spacer 9 come into contact with the inner ring of the journal bearing 7, and function to fix the inner ring of the journal bearing 7. The axle end gland 11 is arranged at the end part of the axle 200 and abuts against the spacer ring 9, at the moment, two ends of the spacer ring 9 abut against the axle box bearing 7 and the axle end gland 11 respectively to limit the spacer ring 9, the axle end gland 11 is utilized to fix the spacer ring 9, and then the inner ring of the axle box bearing 7 is fixed.

It should be noted that the spacer 9, the ring 8 and the pedestal bearing 7 may be assembled as a single body or may be arranged separately.

It should be noted that, in some embodiments, the shaft ring 8 or the spacer ring 9 may not be provided, that is, the shaft ring 8 or the spacer ring 9 is integrated into the journal box bearing 7 at the same time to form an integral structure, so that the part assembly link is reduced while the limiting effect is ensured.

It should be noted that the shaft end pressing cover 11 and the axle 200 may be connected by bolts, that is, the bolts respectively penetrate through the shaft end pressing cover 11 and the axle 200, and the shaft box bearing 7 is fixed by the shaft end pressing cover 11.

In one embodiment, as shown in fig. 4 and fig. 11-12, the variable-track-pitch locomotive wheel-to-axle box device further includes an axle box rear cover 4 and an axle box front cover 12, the axle box rear cover 4 is disposed in the axle box beam 1 and is disposed at one end of the axle box body 2 close to the sliding mechanism 3, that is, the axle box rear cover 4 is mounted to the first axle box mounting interface of the axle box body 2. The axle box front cover 12 is partially arranged in the axle box beam 1 and arranged at one end of the axle box body 2 far away from the sliding mechanism 3, and the axle box front cover 12 is arranged at a second axle box installation interface of the axle box body 2. The axle box rear cover 4 and the axle box front cover 12 are respectively abutted against the outer ring of the axle box bearing 7, and function to fix the outer ring of the axle box bearing 7.

It should be noted that a first end cap mounting interface is provided on an end surface of the axle box front cover 12, and the first end cap mounting interface is used for mounting a grounding device or an axle end speed sensor. If desired, a second end cap mounting interface 121 may be provided at the end face of the front axle housing cover 12, the second end cap mounting interface 121 being configured to mount a series of vertical shock absorbers.

In one embodiment, as shown in fig. 4 and 13, the sliding mechanism 3 includes a locking collar 36, the locking collar 36 is located between the axle box beam 1 and the wheel 300, and a plurality of locking slots 362 are provided on a side of the locking collar 36 close to the axle box beam 1. By locating the locking collar 36 between the axle box girder 1 and the wheel 300, the locking collar 36 and the axle box girder 1 cooperate with each other to perform a locking function.

Specifically, when the locomotive or the vehicle runs, the locking slot 362 of the locking retainer 36 is clamped with the locking boss 104 of the axle box girder 1, so as to lock the wheel 300; when the track gauge of the locomotive or the vehicle is switched, the locking clamping groove 362 of the locking check ring 36 is separated from the locking boss 104 of the axle box girder 1, so that the wheel 300 is unlocked; if the track gauge needs to be switched to the wide track gauge, the two locking bosses 104 are correspondingly clamped in the two locking clamping grooves 362; when the narrow gauge is required to be switched, the locking boss 104 positioned on the inner side is correspondingly clamped in the locking clamping groove 362 positioned on the outer side, so that the action force along the axial direction of the axle 200 is ensured, and the locking in two different gauge states can be met.

In one embodiment, the axlebox rear cover 4 is disposed within the axlebox beam 1 and between the axlebox body 2 and the locking collar 36. The axle box rear cover 4 is provided with a guide groove 41, one side of the locking retainer 36 facing the axle box rear cover 4 is provided with a power transmission bridge 361 (as shown in fig. 13), the locking clamp groove 362 is arranged on the power transmission bridge 361, and the guide groove 41 is used for limiting the power transmission bridge 361.

Specifically, the axle box rear cover 4 is provided with an extension portion on a side close to the skid gear 3, the extension portion is provided with a guide groove 41, a side of the locking collar 36 facing the axle box rear cover 4 is provided with a power transmission bridge 361, and the guide groove 41 is used for limiting the power transmission bridge 361. The guide groove 41 provides an accommodating space for the force transfer bridge 361, and meanwhile, the effect of limiting the force transfer bridge 361 is achieved, the rotation of the lock stop ring 36 can be limited by the guide groove 41, the whole axle box assembly 100 is guaranteed to execute accurate action in the rail transfer process, and the rail transfer reliability is guaranteed. Meanwhile, the force transmission bridge 361 is provided with a plurality of locking clamping grooves 362 along the axial direction of the axle 200, so that the locking clamping grooves 362 of the locking retainer ring 36 can be butted with the locking bosses 104 of the axle box beam 1, and the unlocking and locking functions of the wheel 300 can be realized.

In particular, after the wheels 300 are unlocked, the axle housing 2 and the axle housing rear cover 4 do not rotate, and the locking collars 36 located in the guide grooves 41 of the axle housing rear cover 4 do not rotate, so that it is ensured that the axle housing assembly 100 does not fail due to a phase change between the locking taper grooves 21 and the corresponding locking tapers 101.

In one embodiment, the shaft housing 2 is provided with a limiting groove 22 (fig. 7) on a side facing the power transmission bridge 361, and the limiting groove 22 is used for limiting the power transmission bridge 361.

The limiting groove 22 is formed in one side, facing the force transmission bridge 361, of the axle box body 2, so that a mechanical limiting function is achieved, when the distance increase amount inside the wheel 300 is too large, the force transmission bridge 361 of the locking retainer ring 36 is in contact with the limiting groove 22 to achieve limiting, and the situation that the wheel 300 slips or is difficult to lock due to the fact that the transverse moving amount of the wheel 300 is too large in the track distance changing process is avoided. The limiting groove 22 can be used for reserving a moving space for the force transmission bridge 361 of the locking retainer ring 36 in a wide-gauge state, and the locking retainer ring 36 is axially limited in the rail changing process from a narrow gauge to a wide gauge, so that the locking structure is prevented from being dislocated due to overlarge displacement.

In one embodiment, as shown in fig. 4 and 14-15, the variable-track-pitch-machine wheel-to-axle-box device further comprises a bearing seat 35 and a thrust bearing 6, wherein the bearing seat 35 is arranged between the locking retainer 36 and the wheel 300 and connected to the locking retainer 36, and the thrust bearing 6 is sleeved outside the axle 200 and arranged between the bearing seat 35 and the axle 200.

By disposing the bearing housing 35 between the locking washer 36 and the wheel 300 and connecting to the locking washer 36, the locking washer 36 and the bearing housing 35 cooperate to perform transmission of the force in the axial direction of the axle 200. In addition, the bearing housing 35 is used to mount the thrust bearing 6 to provide a mounting position for the thrust bearing 6. The thrust bearing 6 may be a bidirectional thrust ball bearing, and is configured to decouple the rotational motion of the wheel 300 and the movement along the axial direction of the axle 200, and finally transmit only the acting force, which is applied to the wheel 300 and is along the axial direction of the axle 200, to the axle-box beam 1 through the locking retainer 36 and the bearing seat 35.

In one embodiment, the lower end of the bearing housing 35 is provided with a force-transmitting bracket 351 in a direction close to the axle box girder 1, and a plurality of locking grooves 352 are formed on the force-transmitting bracket 351.

By providing the force-transmitting bracket 351 with a plurality of locking recesses 352 in the axial direction of the axle 200, it is possible to lock the track gauge in cooperation with the locking stoppers 105 of the axle box 1 and to transmit the force in the axial direction of the axle 200.

In one embodiment, as shown in fig. 4 and fig. 16-17, the slipping mechanism 3 includes a slipping sleeve 31 and a spline 33, the slipping sleeve 31 is disposed through the wheel 300 and abuts against the bearing seat 35, the axle 200 is disposed through the slipping sleeve 31, and the axle 200 is provided with a spline groove 201; the spline 33 is provided on the inner wall of the slip sleeve 31 and in the spline groove 201.

Wherein, slip sleeve 31 is main slip and torque transmission mechanism, wears to locate wheel 300 through slip sleeve 31, and slip sleeve 31 can drive wheel 300 and remove along the axial direction of axletree 200, realizes the wheel 300 and becomes the rail process. Specifically, a wheel mounting interface 311 is provided on the outside of the sliding sleeve 31, the wheel mounting interface 311 is used for mounting the wheel 300, and a thrust bearing mounting interface 312 is provided on the outside of the sliding sleeve 31, and the thrust bearing mounting interface 312 is used for mounting the thrust bearing 6.

Be provided with spline groove 201 through on the axletree 200, spline groove 201 is used for holding spline 33, sets up in the inner wall of sliding sleeve 31 and sets up in spline groove 201 through spline 33, and spline 33 plays when the normal course of working transmits the moment of torsion, still guarantees at the gliding smoothness nature of change rail in-process.

It should be noted that, the sliding sleeve 31 needs to be processed by a special process, so that the sliding sleeve 31 meets the strength requirement, and the sliding sleeve 31 can be replaced in time according to the use condition, so that the replacement cost is low.

In one embodiment, as shown in fig. 4 and 18, the skid mechanism 3 further includes a needle roller assembly 34, the needle roller assembly 34 including a needle roller cage 341 and a needle roller body 342, the needle roller cage 341 being disposed between the axle 200 and the skid sleeve 31. The needle body 342 is provided on the needle roller holder 341 between the needle roller holder 341 and the sliding sleeve 31.

It is understood that the needle roller holders 341 and the needle roller bodies 342 are main components between the wheel 300 and the axle 200 that receive loads in the radial direction of the axle 200, such as the mass of each suspension system, the wheel-rail vertical impact force, and the like. With the needle roller cage 341 disposed between the axle 200 and the slipping sleeve 31, the needle roller cage 341 provides a bearing location for the needle roller 342, and accordingly, the raceway 314 (shown in fig. 17) is disposed within the slipping sleeve 31 to provide a receiving space for the needle roller 342. Under the mutual cooperation of the needle roller holder 341 and the needle roller body 342, the needle roller holder can move along the axial direction of the axle 200 along with the wheel 300 during the track gauge switching, so that the center of the needle roller holder 341 is always coincident with the rolling circle of the tread of the wheel 300, the whole needle roller assembly 34 is not biased, no clamping stagnation exists when the wheel 300 slides, and the smoothness of the sliding mechanism 3 during the track changing process is further ensured.

It should be noted in particular that the needle roller assembly 34 is subjected to loads in the radial direction of the axle 200, and takes up less space than a plain bearing, and the risk of jamming of the wheel 300 during the course of a change of track is reduced, but in some other embodiments, the needle roller assembly 34 may be replaced by a plain bearing, as required by the technical solution.

It should be noted that in some other embodiments, the needle roller assembly 34 may be replaced by a needle roller bearing or a sliding bearing.

In one embodiment, as shown in fig. 4 and 19, the needle roller assembly 34 further includes a limiting seat 343, the limiting seat 343 is disposed outside the axle 200 and between the axle 200 and the needle roller holder 341, the limiting seat 343 is mainly used for bearing the load transmitted by the needle roller assembly 34 in the radial direction of the axle 200, one end face of the limiting seat 343 can perform a limiting function when the track gauge is changed, and the other end face can be used for limiting the axle suspension housing seal ring of the locomotive.

It should be noted that, when the distance inside the wheel 300 is reduced too much, the sliding sleeve 31 contacts with the end surface of the limiting seat 343 to realize the limiting function. By adopting the mechanical limiting mode, the condition that the track gauge variation of the wheel 300 is overlarge in the track gauge changing process is avoided.

In one embodiment, as shown in fig. 4 and 20, the axle box assembly for a track-variable locomotive further comprises a load shoe 10, the load shoe 10 is disposed at a lower portion of the axle box beam 1, the load shoe 10 is fastened to the axle box beam 1 through a bolt connection, and the load shoe 10 mainly functions to bear a load in a radial direction of the axle 200 when the locomotive or the vehicle changes track.

It should be noted that the load shoe 10 can be structurally modified and replaced according to the interface requirements of the ground derailing apparatus.

The working process of the wheel-to-axle box device of the track-variable locomotive provided by the embodiment is as follows:

1. after the locomotive or vehicle enters the unloading area of the ground rail transfer device, the bearing shoe 10 arranged at the lower part of the axle box beam 1 is contacted with the bearing rail of the ground rail transfer device, the wheel 300 sinks gradually along the sinking rail of the ground rail transfer device, and all parts of the axle box device, except the axle box beam 1, of the wheel of the track-changing machine sink along with the wheel 300. At this time, the locking cone platform 101 of the axle box girder 1 and the locking cone groove 21 of the axle box body 2, the locking boss 104 of the axle box girder 1 and the locking groove 362 of the locking retainer ring 36, and the locking groove 352 of the bearing seat 35 and the locking stopper 105 of the axle box girder 1 are gradually disengaged until the axle box body 2 contacts with the lower semi-circular arc of the inner ring of the axle box girder 1, that is, the unloading is completed, at this time, the bearing shoe 10 at the lower part of the axle box girder 1 bears all loads on the vehicle, the wheel 300 is completely unloaded, the locking cone platform 101 of the axle box girder 1 and the locking cone groove 21 of the axle box girder 2 are completely disengaged, that is, the wheel 300 is completely unlocked while the wheel 300 is unloaded;

2. when the locomotive or the vehicle reaches a rail transfer area, the wheels 300 transversely move to a fixed track distance under the action of the guide rail, the sliding sleeve 31 drives the thrust bearing 6, the locking check ring 36 and the bearing seat 35 to synchronously move, and the locking cone platform 101 of the axle box beam 1 corresponds to the locking cone groove 21 of the axle box body 2, the locking boss 104 of the axle box beam 1 corresponds to the locking groove 362 of the locking check ring 36, and the locking groove 352 of the bearing seat 35 corresponds to the locking stop 105 of the axle box beam 1 again;

in order to prevent the wheel 300 from slipping or being difficult to lock due to the overlarge transverse displacement of the wheel 300 in the track gauge changing process, the invention has a mechanical limiting function, namely when the increase of the inner side gauge of the wheel 300 is overlarge, the force transmission bridge 361 of the locking retainer ring 36 is contacted with the limiting groove 22 of the axle box body 2 to realize limiting; when the inner distance reduction of the wheel 300 is too large, the sliding sleeve 31 contacts with the end face of the limiting seat 343 to realize limiting.

3. When the locomotive or vehicle reaches the loading area, the tread of the wheel 300 starts to move upwards along the ascending rail of the floor axle box assembly 100, the locking cone table 101 of the axle box beam 1 and the locking cone groove 21 of the axle box body 2, the locking boss 104 of the axle box beam 1 and the locking clamping groove 362 of the locking retaining ring 36, the locking groove 352 of the bearing seat 35 and the locking stop 105 of the axle box beam 1 complete the bearing of the wheel 300, and simultaneously complete the locking of the wheel 300.

It can be understood that the track-variable locomotive wheel-to-axle box device provided by the present embodiment substantially decouples the load in the radial direction of the axle 200, the load in the axial direction of the axle 200 and the torsional moment between the wheel 300 and the axle 200, receives the load in the radial direction of the axle 200 by the needle roller assembly 34, receives the load in the axial direction of the axle 200 by the journal bearing 7, the thrust ball bearing and the locking assembly, and transmits the torque by the slipping sleeve 31 and the spline 33 of the slipping mechanism 3.

It can be understood that, in the wheel-axle box device of the track-changing machine provided by the embodiment, only three steps of unloading the wheel 300, changing the track gauge and bearing the wheel 300 are performed in the whole track-changing process, the unlocking process of the wheel 300 and the unloading process of the wheel 300 are performed synchronously and completed synchronously, the locking process of the wheel 300 and the bearing process of the wheel 300 are performed synchronously and completed synchronously, and the unlocking track and the locking track are not required to be arranged on the ground track-changing device in the whole track-changing process, so that the design difficulty of the ground track-changing device is reduced, the track-changing process is simplified, and the manufacturing and design costs are saved.

It should be noted herein that the track-changing machine wheel-to-axle box arrangement illustrated in the accompanying drawings and described in the present specification is only one example of the application of the principles of the present invention. It will be clearly understood by those skilled in the art that the principles of the present invention are not limited to any of the details or any of the components of the apparatus shown in the drawings or described in the specification.

It is to be understood that the invention is not limited in its application to the details of construction and the arrangement of components set forth in the description. The invention is capable of other embodiments and of being practiced and carried out in various ways. The foregoing variations and modifications fall within the scope of the present invention. It will be understood that the invention disclosed and defined in this specification extends to all alternative combinations of two or more of the individual features mentioned or evident from the text and/or drawings. All of these different combinations constitute alternative aspects of the present invention. The embodiments set forth herein explain the best modes known for practicing the invention and will enable others skilled in the art to utilize the invention.

Other embodiments of the disclosure will be apparent to those skilled in the art from consideration of the specification and practice of the invention disclosed herein. This disclosure is intended to cover any variations, uses, or adaptations of the invention following, in general, the principles of the disclosure and including such departures from the present disclosure as come within known or customary practice within the art to which the disclosure pertains. It is intended that the specification and example embodiments be considered as exemplary only, with a true scope and spirit of the disclosure being indicated by the following claims.

It will be understood that the present disclosure is not limited to the precise arrangements described above and shown in the drawings and that various modifications and changes may be made without departing from the scope thereof. The scope of the present disclosure is limited only by the appended claims.

Claims

1. A track-variable locomotive wheel-to-axle box device, comprising an axle (200), a wheel (300) and an axle-box assembly (100), wherein the axle (200) is arranged through the wheel (300) and the axle-box assembly (100), and the axle-box assembly (100) comprises:

the axle box beam comprises an axle box beam (1), wherein a locking frustum (101) and a plurality of locking bosses (104) arranged along the axial direction of an axle (200) are arranged on the inner wall of the upper end of the axle box beam (1), and a locking stop catch (105) is arranged on the outer wall of the lower end of the axle box beam (1);

the shaft box body (2) is arranged in the shaft box beam (1), and the outer wall of the shaft box body (2) is provided with a locking taper groove (21);

the sliding mechanism (3) is arranged outside the axle box body (2) and penetrates through the wheels (300), and the sliding mechanism (3) is provided with a plurality of locking clamping grooves (362) arranged along the axial direction of the axle (200) and locking grooves (352) arranged along the axial direction of the axle (200);

wherein, glide machanism (3) are configured to drive wheel (300) are followed the axial direction of axletree (200) removes, makes locking taper groove (21) selectivity joint in locking frustum (101), at least one locking boss (104) selectivity with rather than corresponding locking draw-in groove (362) looks joint, locking backstop (105) selectivity with a plurality of locking recess (352) one looks joint, make glide machanism (3) with switch over at unblock mode and locking mode between axle box roof beam (1), be used for wheel (300) transform gauge.

2. The fork truck wheel-to-axle box arrangement according to claim 1, characterized in that said sliding mechanism (3) comprises:

and the locking retainer ring (36) is positioned between the axle box beam (1) and the wheel (300), and the locking clamping grooves (362) are formed in one side, close to the axle box beam (1), of the locking retainer ring (36).

3. The pitch-changing machine wheel-to-axle box assembly of claim 2, comprising:

the axle box rear cover (4) is arranged in the axle box beam (1) and is arranged between the axle box body (2) and the locking check ring (36);

wherein, axle box rear cover (4) are provided with guide way (41), locking retaining ring (36) orientation one side of axle box rear cover (4) is provided with power transmission bridge (361), locking draw-in groove (362) set up in on power transmission bridge (361), guide way (41) are used for spacingly power transmission bridge (361).

4. Wheel-to-axle box arrangement of a track-changing locomotive according to claim 3, characterized in that the axle box body (2) is provided with a limiting groove (22) towards the side of the transfer axle (361), the limiting groove (22) being used for limiting the transfer axle (361).

5. The pitch-change machine wheel-to-axle box assembly of claim 2, further comprising:

a bearing seat (35) which is arranged between the locking retainer ring (36) and the wheel (300) and is connected to the locking retainer ring (36);

and the thrust bearing (6) is sleeved outside the axle (200) and is arranged between the bearing seat (35) and the axle (200).

6. The device for the wheel-to-axle box of the track-changing machine as claimed in claim 5, wherein the lower end of the bearing seat (35) is provided with a force transmission support (351) towards the direction close to the axle box beam (1), and a plurality of locking grooves (352) are arranged on the force transmission support (351).

7. The mast head truck wheel-to-axle box assembly according to claim 5, wherein said skid mechanism (3) further comprises:

the sliding sleeve (31) is arranged in the wheel (300) in a penetrating mode and abutted to the bearing seat (35), the axle (200) is arranged in the sliding sleeve (31) in a penetrating mode, and a spline groove (201) is formed in the axle (200);

and the spline (33) is arranged on the inner wall of the sliding sleeve (31) and arranged in the spline groove (201).

8. The apparatus of claim 7, wherein the skid mechanism (3) comprises a needle assembly (34), the needle assembly (34) comprising:

a needle roller cage (341) provided between the axle (200) and the slipping sleeve (31);

and a needle body (342) which is provided on the needle roller holder (341) and is provided between the needle roller holder (341) and the sliding sleeve (31).

9. The track-changing machine wheel-to-axle box device according to claim 8, characterized in that the needle assembly (34) further comprises a limiting seat (343), the limiting seat (343) is sleeved outside the axle (200) and is arranged between the axle (200) and the needle roller cage (341) for limiting the slipping sleeve (31).

10. The wheelset device for a track-changing locomotive wheel according to any one of claims 1-9, characterized in that the axle box beam (1) is provided with an axle hole (102), and the locking frustum (101) is arranged on the inner wall of the axle hole (102);

the axle box is characterized in that a movable gap is arranged between the axle hole (102) and the axle box body (2) along the radial direction of the axle (200), the axle hole (102) is provided with a vertical part (103), and the vertical part (103) is used for limiting the rotation of the axle box body (2).