Multi-link traction dual-axle bogie for rubber-tired rail vehicle

Abstract

This invention discloses a multi-link traction dual-axle rubber-tired car bogie, relating to the field of urban rail transit rubber-tired vehicles. It includes two axles arranged at intervals, with tires connected to both ends of the axles via steering bodies. The two axles are connected by longitudinal tie rods. Each axle is connected to the car body via a pair of straight traction tie rods and a pair of diagonal traction tie rods. The straight traction tie rods and diagonal traction tie rods of both axles face the same direction, ensuring that the car body's buoyancy is synchronized with that of the axles. This invention's multi-link traction dual-axle rubber-tired car bogie achieves the goal of synchronizing car body buoyancy with axle buoyancy by connecting each axle to the car body via a pair of straight traction tie rods and a pair of diagonal traction tie rods. This allows the car body and axles to maintain synchronized movement when facing road undulations and bumps, significantly reducing the additional forces generated by relative motion between the car body and axles, and reducing stress losses on various bogie components.

Description

Specification 1 A Multi-Tie-Rod Traction Double-Axle Rubber-Tired Car Bogie Technical Field This invention relates to the field of rubber-tired vehicles for urban rail transit, specifically, to a multi-tie-rod traction double-axle rubber-tired car bogie. Background Art Rubber-tired cars (also known as rubber-wheeled cars) are vehicles that use rubber tires as the wheel contact surface to contact the ground or rails. These vehicles are generally used in light rail, urban rail transit (such as monorail or subway systems), and some specialized transportation systems. Their main characteristics are the use of rubber tires to provide higher traction, shock absorption, and lower noise. As a rail transit system, rubber-tired cars have wide applications in the rail transit field, and the bogie is the core running gear of a rubber-tired car. For example, Chinese Patent Application No. 202211422346.1 discloses a novel digital track rubber wheel train bogie, including a drive axle one, a cooperating drive axle two on one side of the drive axle one, angle encoders at the kingpin positions of the drive axle one and drive axle two, both ends of the drive axle one and drive axle two being connected to wheels with supports via steering knuckles, and a braking device on the inner side of the wheels with supports; suspension devices and traction devices are provided on both sides of the drive axle one and drive axle two; a drive device is provided at the middle position of the outer side of the drive axle one and drive axle two; and a steering device is provided at one outer end of the drive axle one. While the aforementioned bogie drive system includes components such as a suspended traction motor, drive shaft, and main reducer, and transmits power via the drive shaft connecting the traction motor and main reducer, and the main reducer and half-shaft components, it relies solely on the cross-shaped and sleeve gear structure of the drive shaft. This makes it difficult to ensure the rigid integration of the power transmission system and the axle. During operation, components are prone to relative displacement, leading to a decrease in the stability and accuracy of power transmission. Furthermore, it cannot dynamically adjust the damping effect according to different vehicle driving conditions. Meanwhile, for example, Chinese patent application number 202311477106.6 discloses a guide rail type rubber-tired tram bogie, including an axle-axle assembly, tire assembly, guiding system, suspension system, and traction system. By rationally configuring the suspension structure and using air springs with a certain stiffness, optimizing suspension parameters improves the performance of the air springs and shock absorbers and their matching with the overall vehicle; optimizing the guiding structure and adding oil-air springs improves steering smoothness; and optimizing the steering trapezoid ensures that the wheels are in the optimal state of the existing line angle relationship. However, the aforementioned bogies are only designed for multi-link connections on a single axle axle, making it difficult to achieve synchronized floating and sinking of the car body and the two axles in dual-axle scenarios. When facing road undulations and bumps, the car body and the two axles are prone to relative movement, resulting in increased additional forces, accelerated stress wear on bogie components, and shortened service life. At the same time, it also lacks the method to dynamically adjust the vibration reduction effect according to different driving conditions of the vehicle, making it difficult to maintain the stability of the car body under complex road conditions. The control precision of the vertical vibration of the car body is insufficient, making it difficult to further improve ride comfort.In summary, the stability of rubber-tired car bogies proposed in the aforementioned patents and existing bogies is generally poor. During operation, complex road conditions can lead to bumps and vibrations, making it difficult to ensure the rigid integration of the power transmission system and the axle. Components are prone to relative displacement during operation. Furthermore, existing rubber-tired vehicles generally have complex structures and numerous assembly processes, and their actual operational performance is affected by various factors. Simultaneously, with increasing pressure on the overall cost of line construction and the needs of branch line rail transit development, rubber-tired vehicles have become an important direction for rail transit development. How to fully utilize the advantages of rubber-tired bogies and improve passenger comfort and stability has become a crucial technical problem that urgently needs to be solved. Currently, no effective solutions have been proposed to address the problems in related technologies. Invention Content: To address the problems in related technologies, this invention proposes a multi-link traction double-axle rubber-tired car bogie to overcome the aforementioned technical problems existing in related technologies. Therefore, the specific technical solution adopted by the present invention is as follows: A multi-link traction dual-axle rubber-tired vehicle bogie includes two axles arranged at intervals front and rear. The two ends of the axles are connected to tires via steering bodies. The two axles are connected by longitudinal tie rods. Each axle is connected to the vehicle body via a pair of traction straight tie rods and a pair of traction diagonal tie rods. The traction straight tie rods of the two axles face the same direction, and the traction diagonal tie rods of the two axles also face the same direction, ensuring that the vehicle body's buoyancy is consistent with that of the axles. Furthermore, in order to ensure the effective transmission of traction and braking force by the traction straight tie rods and traction diagonal tie rods, while using elastic components to buffer the impact load generated by road bumps and vibrations between the vehicle body and the axles, reducing vibration transmission and improving vehicle stability and ride comfort, the two ends of the traction straight tie rods are elastically connected to the vehicle body and a tie rod mounting seat located at the bottom of the axle, respectively. The two ends of the traction diagonal tie rods are elastically connected to the vehicle body and a diagonal tie rod mounting seat located above the middle of the axle, respectively. The bogie also includes a traction motor fixed to the axle, the output shaft of which drives a main shaft connected to the tires via a main reducer. Furthermore, in order to ensure the rigid integration of power transmission and the axle through the fixed connection between the main reducer and the axle and the bolt connection between the traction motor and the main reducer, reduce the relative displacement of components during driving, and ensure the stability and accuracy of power transmission, while ensuring efficient power transmission between the output shaft of the traction motor and the input end of the main reducer through the spline, so as to meet the power requirements of the vehicle under different driving conditions, the main reducer is fixed to the axle, the traction motor is fixed to the housing of the main reducer by bolts, the output shaft of the traction motor is connected to the input end of the main reducer through splines, and the output end of the main reducer is engaged with the main shaft through gear meshing.Furthermore, to ensure that the steering action output by the steering gear is synchronously transmitted from the rear steering body to the front steering body via the longitudinal tie rod, and to ensure that the steering action of the first tires of the front and rear axles remains coordinated during steering, thus avoiding driving deviations caused by asynchronous steering of the front and rear axles and improving vehicle steering accuracy and stability, the steering bodies on both sides of the axle are connected by a stabilizer bar. During vehicle steering, the force transmission of the stabilizer bar allows the steering bodies on both sides of the same axle to rotate in opposite or the same direction as required by the steering. The first steering body on the rear axle is connected to the steering gear via a steering tie rod, and the first steering body on the rear axle is connected to the first steering body on the front axle via a longitudinal tie rod. The steering bodies on both sides of the axle are connected by a stabilizer bar to achieve different steering characteristics. Furthermore, in order to utilize air springs to adjust air pressure to support the vehicle body and absorb vertical vibrations from the road surface, providing basic comfort and stability, and simultaneously controlling the vertical vibration of the vehicle body based on semi-active vertical dampers, the damping is adjusted in real time via solenoid valves, allowing the vehicle body to maintain good stability according to different driving conditions. Anti-roll torsion bars counteract lateral sway of the vehicle body, ensuring lateral stability during cornering and preventing excessive roll or unnecessary body sway. The multi-link traction dual-axle rubber-tired vehicle bogie also includes a U-shaped anti-roll torsion bar. The torsion beam of the anti-roll torsion bar is elastically fixed to the vehicle body, and the torsion arm of the anti-roll torsion bar is hinged to the anti-roll torsion bar connecting rod fixed to the axle. Two air springs are symmetrically arranged above the axle, with semi-active vertical dampers located in front of the air springs. The two ends of the semi-active vertical dampers are connected to the axle and the vehicle body via elastic nodes. The damping of the semi-active vertical dampers is adjusted in real time according to road conditions.Furthermore, to meet the basic driving and load-bearing requirements of the vehicle, tire pressure monitoring sensors can monitor tire pressure and temperature in real time, providing timely warnings of abnormal tire pressure such as excessively high or low pressure, and excessively high temperature, thus preventing safety accidents such as tire blowouts caused by abnormal tire conditions. Simultaneously, the internal support structure of the rubber tire, fixed to the rim, can quickly provide support in the event of a tire blowout or low pressure, preventing the vehicle from tilting due to tire depressurization and the rim from directly contacting the ground. This ensures the vehicle can be driven to the depot at a limited speed for repairs, significantly improving vehicle safety and emergency response capabilities. The tire consists of: a rim and a rubber tire fixed to the outside of the rim. A tire pressure monitoring sensor is installed on the inner wall of the rubber tire to monitor tire pressure and temperature. The collected information is analyzed, and the sensor outputs the actual tire pressure and temperature for each tire under actual operating conditions. (HK 20135852 A Instruction Manual 4) The system includes the actual load on the tire and the actual tread wear of each tire; it also has a support structure located inside the rubber tire and fixed to the rim, which is used to support the vehicle to travel at a limited speed to the depot when the rubber tire bursts or is flat; it also includes a basic braking device, in which the brake pads are equipped with wear sensors, which will promptly issue an alarm when the friction pads wear down to the limit; and an angle sensor is installed at the kingpin of the axle to monitor the angle of kingpin rotation in real time. The beneficial effects of this invention are as follows: 1. In the multi-link traction double axle rubber-tired car bogie proposed in this invention, each axle is connected to the car body through a pair of traction straight tie rods and a pair of traction diagonal tie rods, achieving the purpose of the car body's floating and sinking in unison with the axle. This allows the car body and axle to maintain synchronous movement when facing road undulations and bumps, significantly reducing the additional force generated by the relative movement between the car body and the axle. This not only reduces the stress loss of various components of the bogie and extends its service life, but also improves the stability of the vehicle during driving and reduces the feeling of bumps. Furthermore, the multi-link traction structure can optimize the transmission path of traction force, making the transmission of traction force from the car body to the axle and then to the tires more direct and uniform, avoiding local stress concentration, and ensuring the overall reliability and safety of the bogie operation. 2. This invention ensures rigid integration of power transmission and the axle through the fixed connection between the main reducer and the axle, and the bolted connection between the traction motor and the main reducer. This reduces relative displacement of components during driving, ensuring the stability and accuracy of power transmission. Simultaneously, the spline function ensures efficient power transmission between the traction motor output shaft and the main reducer input, meeting the power requirements of the vehicle under different driving conditions. 3. This invention utilizes air springs to adjust air pressure to support the vehicle body and absorb vertical vibrations from the road surface, providing basic comfort and stability. Furthermore, based on a semi-active vertical damper, it controls the vertical vibration of the vehicle body, and the damping is adjusted in real-time via a solenoid valve, allowing the vehicle body to maintain good stability according to different driving conditions. Anti-roll torsion bars counteract lateral sway of the vehicle body, ensuring lateral stability during cornering and preventing excessive roll or unnecessary body sway.4. This invention, through a support structure fixed inside the rubber tire and to the rim, can quickly provide support when the rubber tire bursts or loses air, preventing the vehicle from tilting due to tire pressure loss and the rim from directly contacting the ground. This ensures the vehicle can be driven to the depot at a limited speed for repairs, significantly improving vehicle safety and emergency response capabilities during operation. Brief Description of the Drawings: To more clearly illustrate the technical solutions in the embodiments of this invention or the prior art, the drawings used in the five embodiments of HK 20135852 A specification will be briefly described below. Obviously, the drawings described below are only some embodiments of this invention. For those skilled in the art, other drawings can be obtained from these drawings without creative effort. Figure 1 is a structural schematic diagram of a multi-link traction double-axle rubber-tired car bogie according to an embodiment of the present invention; Figure 2 is a schematic diagram of the connection between the traction motor and the axle in a multi-link traction double-axle rubber-tired car bogie according to an embodiment of the present invention; Figure 3 is a structural schematic diagram of the tire assembly in a multi-link traction double-axle rubber-tired car bogie according to an embodiment of the present invention; Figure 4 is a structural schematic diagram of the semi-active vertical damper in a multi-link traction double-axle rubber-tired car bogie according to an embodiment of the present invention. In the figures: 1. Axle; 11. Steering body; 12. Diagonal tie rod mounting seat; 13. Straight tie rod mounting seat; 101. Traction straight tie rod; 102. Traction diagonal tie rod; 2. Traction motor; 21. Main reducer; 22. Spline; 23. Bolt; 3. Steering tie rod; 4. Longitudinal tie rod; 5. Balance bar; 6. Tire assembly; 61. Wheel rim; 62. Rubber tire; 63. Support body; 7. Anti-roll torsion bar; 8. Semi-active vertical damper; 9. Air spring. The specific embodiments are further illustrated in the accompanying drawings, which are part of the disclosure of this invention. These drawings are mainly used to illustrate the embodiments and can be used in conjunction with the relevant descriptions in the specification to explain the operating principles of the embodiments. With reference to these contents, those skilled in the art should be able to understand other possible embodiments and the advantages of this invention. According to an embodiment of the present invention, a multi-link traction dual-axle rubber-tired vehicle bogie is provided. The present invention will now be further described in conjunction with the accompanying drawings and specific embodiments. As shown in Figures 1-4, the multi-link traction dual-axle rubber-tired vehicle bogie according to an embodiment of the present invention includes two axles 1 arranged at intervals. The two ends of the axles 1 are connected to tire components 6 through steering bodies 11. The two axles 1 are connected by longitudinal tie rods 4. Each axle 1 is connected to the vehicle body through a pair of traction straight tie rods 101 and a pair of traction diagonal tie rods 102. The traction straight tie rods 101 of the two axles 1 face the same direction, and the traction diagonal tie rods 102 of the two axles 1 face the same direction, so that the vehicle body floats and sinks in accordance with the axles.HK 20135852 A Instruction Manual 6 Thus, each axle 1 is connected to the car body through a pair of traction straight tie rods 101 and a pair of traction diagonal tie rods 102, and their orientations are consistent. This achieves the goal of aligning the car body's buoyancy with that of the axle 1, allowing the car body and axle 1 to maintain synchronized movement when facing road undulations and bumps. This significantly reduces the additional force generated by the relative movement between the car body and axle 1, which not only reduces the stress loss of various bogie components and extends their service life, but also improves the stability of the vehicle during operation and reduces the feeling of bumps. Furthermore, the multi-tie rod traction structure can optimize the transmission path of traction force, making the transmission of traction force from the car body to the axle 1 and then to the tire assembly 6 more direct and uniform, avoiding local stress concentration, and ensuring the overall reliability and safety of the bogie operation. In one embodiment, for the aforementioned traction straight rod 101, both ends of the traction straight rod 101 are elastically connected to the vehicle body and the straight rod mounting seat 13 located at the bottom of the axle 1, respectively. Both ends of the traction diagonal rod 102 are elastically connected to the vehicle body and the diagonal rod mounting seat 12 located above the middle of the axle 1, respectively. This ensures that the traction straight rod 101 and the traction diagonal rod 102 effectively transmit traction and braking forces, while the elastic components buffer the impact load caused by road bumps and vibrations between the vehicle body and the axle 1, reducing vibration transmission and improving vehicle stability and ride comfort. It also includes a traction motor 2 fixed to the axle 1. The output shaft of the traction motor 2 drives the main shaft of the tire assembly 6 via a main reducer 21, and the main reducer 21 is fixed to the axle 1. The traction motor 2 is fixed to the housing of the main reducer 21 by bolts 23. The output shaft of the traction motor 2 is connected to the input end of the main reducer 21 via a spline 22. The main reducer 21... The output end of the axle meshes with the main shaft via gears. Furthermore, the fixed connection between the main reducer 21 and the axle 1, and the bolt connection between the traction motor 2 and the main reducer 21, ensures the rigid integration of power transmission with the axle 1, reducing relative displacement of components during driving and ensuring the stability and accuracy of power transmission. Simultaneously, the spline 22 ensures efficient power transmission between the output shaft of the traction motor 2 and the input end of the main reducer 21, meeting the power requirements of the vehicle under different driving conditions. In one embodiment, for the axle 1, the steering body 11 on the first side of the rear axle 1 is connected to the steering gear via a steering tie rod 3, and the steering body 11 on the first side of the rear axle 1 is connected to the steering body 11 on the first side of the front axle 1 via a longitudinal tie rod 4. The steering bodies 11 on both sides of the axle 1 are connected via a stabilizer bar 5 to achieve different steering configurations.Furthermore, the first steering body 11 of the rear axle 1 is connected to the first steering body 11 of the front axle 1 via the longitudinal tie rod 4. This allows the steering action output by the steering gear to be synchronously transmitted from the rear steering body to the front steering body via the longitudinal tie rod 4, ensuring that the steering action of the first tires of the two axles remains coordinated and consistent during steering. This avoids driving deviations caused by asynchronous steering of the front and rear axles 1, and improves the steering accuracy and stability of the vehicle. The steering bodies on both sides of the axle 1 are connected by the stabilizer bar 5. When the vehicle is turning, the force transmission of the stabilizer bar 5 can be used to make the steering bodies on both sides of the same axle 1 rotate in opposite or the same direction in accordance with the steering requirements. In one embodiment, for the aforementioned anti-roll torsion bar 7, the multi-link traction dual-axle rubber-tired vehicle bogie also includes a U-shaped anti-roll torsion bar 7. The torsion beam of the anti-roll torsion bar 7 is elastically fixed to the vehicle body, and the torsion arm of the anti-roll torsion bar 7 is hinged to the anti-roll torsion bar connecting rod fixed to the axle 1. Two air springs 9 are symmetrically arranged above the axle 1. A semi-active vertical damper 8 is arranged on the front side of the air spring 9. The two ends of the semi-active vertical damper 8 are connected to the axle 1 and the vehicle body respectively through elastic nodes. The damping of the semi-active vertical damper 8 is adjusted in real time according to the road conditions. A solenoid valve is arranged on one side of the semi-active vertical damper 8, thereby using the air spring 9 to adjust the air pressure to support the vehicle body and absorb vertical vibrations from the road surface, providing basic comfort and stability. At the same time, based on the semi-active vertical damper 8... The vertical vibration of the vehicle body is controlled by adjusting the damping in real time through the solenoid valve, so that the vehicle body can maintain good stability according to different driving conditions. The anti-roll torsion bar 7 counteracts the lateral sway of the vehicle body, ensuring that the vehicle can maintain lateral stability when turning and preventing excessive lateral tilt or unnecessary vehicle body sway. In one embodiment, the tire assembly 6 includes: a rim 61 and a rubber tire 62 fixed outside the rim 61. A tire pressure sensor is installed on the inner wall of the rubber tire 62 to monitor tire pressure and temperature, analyze the collected information, and output the actual load and tread wear of each tire under actual working conditions. It also includes a support body 63 located inside the rubber tire 62 and fixed to the rim 61. The support body 63 is used to support the vehicle to travel at a limited speed to the depot when the rubber tire 62 bursts or loses air. It also includes a basic braking device, with brake pads equipped with wear sensors that promptly alarm when the brake pads wear to a limit. An angle sensor is installed at the kingpin of the axle 1 to monitor the kingpin rotation angle in real time.Furthermore, while meeting the basic driving and load-bearing requirements of the vehicle, the tire pressure monitoring sensor can monitor tire pressure and temperature in real time, providing timely warnings of abnormal tire pressure, such as excessively high or low pressure, and excessively high temperature, thus preventing safety accidents such as tire blowouts caused by abnormal tire conditions. Simultaneously, the support body 63 fixed inside the rubber tire 62 and the rim 61 can quickly provide support when the rubber tire 62 blows out or becomes deflated, preventing the vehicle from tilting due to tire pressure loss and the rim 61 from directly contacting the ground. This ensures the vehicle can be driven at a limited speed to the depot for repairs, significantly improving vehicle safety and emergency response capabilities. Moreover, the wear sensor can monitor the brake pad wear in real time, providing an alarm when the wear reaches a limit, reminding staff to replace the brake pads and preventing reduced braking performance or failure due to excessive brake pad wear, ensuring the reliability of the vehicle's braking system and driving safety. The angle sensor can monitor the kingpin rotation angle in real time. The kingpin angle is directly related to the vehicle's steering performance; by monitoring this angle, the angle changes during vehicle steering can be accurately grasped, enabling precise control of the steering system. It should be explained that the driver of a rubber-tired train sits in a high position, so even a slight tilt of the train body will have a significant impact on the driver's perception, leading to oversteering. When the steering gear receives input to turn, the ball joint of the steering tie rod 3 will also cause additional deflection. The combination of these two factors results in poor train stability. Therefore, in this embodiment, the traction straight tie rod 101 and traction diagonal tie rod 102 of the bogie are designed to face the same direction, so that the axle 1 and the car body maintain consistent buoyancy, which can mitigate the above phenomena to some extent and improve the stability of the train. To facilitate understanding of the above technical solution of the present invention, the working principle or operation method of the present invention in actual process will be described in detail below. In practical applications, the entire bogie is connected to the steering gear via the steering tie rod 3, and the two axles 1 are connected via the longitudinal tie rod 4. When the steering gear receives and transmits steering commands, the steering of the bogie is achieved through the cooperation of the steering tie rod 3 and the longitudinal tie rod 4. The traction motor 2 is integrated and installed on the axle 1 via the spline 22. During steering, the balance bar 5 coordinates the consistency of the left and right tire components 6.As shown in Figure 2, the housing of the traction motor 2 is connected to the main reducer 21 in the axle 1 via bolts 23 and splines 22. In this embodiment, the coupling / universal joint design in the traditional bogie structure is eliminated, and the traction motor 2 and the axle 1 are integrated into one unit. When the traction motor 2 receives the corresponding control signal, it transmits the corresponding torque to the main reducer 21 through the spline 22 connection, and then further drives the tire assembly 6 to move forward or brake through gear meshing. This integrated design reflects the modular and lightweight design concept, with a compact structure that greatly frees up space at the bottom of the vehicle body. As shown in Figure 3, if a tire 62 blows out during the vehicle's operation, the support 63 can ensure the vehicle travels at a limited speed to the depot. Tire pressure sensors can be attached to either the tire 62 or the support 63 as needed. In addition to common tire pressure and temperature detection, algorithms can analyze the information collected by the tire pressure sensors to output the actual load of each tire under actual working conditions (HK 20135852 A, Manual 9) and the actual tread wear of each tire component 6. The algorithm-based output of actual load and tread wear results is existing technology and will not be elaborated upon here. This strengthens the control over tire component 6 within the vehicle, providing a basis for subsequent train fault analysis and driving status judgment. As shown in Figure 4, when the train is running, the main unit on the car body generates currents of different magnitudes according to the real-time road conditions. The current flows into the semi-active vertical damper 8 through the solenoid valve to provide excitation. The semi-active vertical damper 8 adjusts its damping value in real time according to the magnitude of the excitation current, so that the damping value of the semi-active vertical damper 8 is always at the optimal value at every moment of train operation, which greatly improves the running stability of the train. In addition, the semi-active vertical damper 8 is also designed with a damping value corresponding to a 0A current, ensuring that even if the main unit of the car body fails, it still has a certain damping effect, providing a large redundancy.In practical applications, the traction motor 2 receives the corresponding control signal and outputs torque. Through the balance bar 5, it coordinates the rotation of the tire assembly 6 to achieve precise steering of the vehicle body. The air spring 9 and the semi-active vertical damper 8 work together to ensure the vertical stability of the vehicle body and absorb vibrations caused by uneven road surfaces and dynamic changes. The anti-roll torsion bar 7 enhances the lateral stability of the vehicle body and prevents excessive tilting or swaying. During vehicle operation, the support body 63 provides temporary support when the rubber tire 62 loses pressure, ensuring the vehicle continues to travel. The tire pressure detection sensor provides real-time monitoring. The axle 1 and the main reducer 21 ensure precise power transmission and coordinate the movement of the vehicle body with the operation of the suspension system. Through highly coordinated work, the bogie can provide excellent stability, comfort, and safety, effectively responding to emergencies such as tire blowouts, braking, and cornering, ensuring the normal operation of the vehicle body and the safety of passengers. In summary, by utilizing the above-mentioned technical solution of the present invention, the multi-link traction double-axle rubber-tired car bogie proposed in this invention connects each axle 1 to the car body through a pair of traction straight tie rods 101 and a pair of traction diagonal tie rods 102, achieving the goal of synchronizing the car body's buoyancy with that of the axle 1. This allows the car body and axle 1 to maintain synchronous movement when facing road undulations and bumps, significantly reducing the additional force generated by the relative movement between the car body and axle 1. This not only reduces the stress loss of various bogie components and extends their service life, but also improves the stability of the vehicle during operation and reduces the feeling of bumps. Furthermore, the multi-link traction structure can optimize the transmission path of traction force, making the transmission of traction force from the car body to the axle 1 and then to the tire assembly 6 more direct and uniform, avoiding local stress concentration, and ensuring the overall reliability and safety of the bogie operation. This invention ensures rigid integration of power transmission and axle 1 through the fixed connection between the main reducer 21 and axle 1 and the bolt connection between the traction motor 2 and the main reducer 21, reducing relative displacement of components during driving and ensuring the stability and accuracy of power transmission. Simultaneously, the spline 22 ensures efficient power transmission between the output shaft of the traction motor 2 and the input end of the main reducer 21, meeting the power requirements of the vehicle under different driving conditions. This invention utilizes air springs 9 to adjust air pressure to support the vehicle body and absorb vertical vibrations from the road surface, providing basic comfort and stability. Simultaneously, based on the semi-active vertical damper 8, the vertical vibration of the vehicle body is controlled, and the damping is adjusted in real time through an electromagnetic valve, allowing the vehicle body to maintain good stability according to different driving conditions. Furthermore, the anti-roll torsion bar 7 counteracts lateral sway of the vehicle body, ensuring lateral stability during cornering and preventing excessive tilting or unnecessary body sway.This invention utilizes a support body 63 fixed inside the rubber tire 62 and to the rim 61. This support body quickly provides support when the rubber tire 62 bursts or loses pressure, preventing the vehicle from tilting due to tire depressurization and the rim 61 from directly contacting the ground. This ensures the vehicle can be driven at a limited speed to the depot for repairs, significantly improving vehicle safety and emergency response capabilities. In this invention, unless otherwise explicitly specified and limited, the terms "installation," "setting," "connection," "fixing," and "screw-on" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; a mechanical connection or an electrical connection; a direct connection or an indirect connection through an intermediate medium; or a connection within two components or an interaction between two components. Unless otherwise explicitly limited, those skilled in the art can understand the specific meaning of the above terms in this invention based on the specific circumstances. The above description is merely a preferred embodiment of the invention and is not intended to limit the invention. Any modifications, equivalent substitutions, or improvements made within the spirit and principles of this invention should be included within the scope of protection of this invention. HK 20135852 A Claim 1 1. A multi-link traction double axle rubber-tired vehicle bogie, comprising two axles (1) arranged at intervals, wherein the two ends of the axles (1) are connected to tires (6) via steering bodies (11), and the two axles (1) are connected by longitudinal tie rods (4), characterized in that: each axle (1) is connected to the vehicle body via a pair of traction straight tie rods (101) and a pair of traction diagonal tie rods (102), wherein the traction straight tie rods (101) of the two axles (1) are oriented in the same direction, and the traction diagonal tie rods (102) of the two axles (1) are oriented in the same direction, so that the floating and sinking of the vehicle body is consistent with that of the axles. 2. The multi-link traction double-axle rubber-tired car bogie according to claim 1, characterized in that: the two ends of the traction straight tie rod (101) are elastically connected to the car body and the straight tie rod mounting seat (13) located at the bottom of the axle (1), and the two ends of the traction diagonal tie rod (102) are elastically connected to the car body and the diagonal tie rod mounting seat (12) located above the middle part of the axle (1). 3. The multi-link traction double-axle rubber-tired car bogie according to claim 1, characterized in that: it further includes a traction motor (2) fixed to the axle (1), and the output shaft of the traction motor (2) drives the main shaft of the tire assembly (6) via the main reducer (21).4. The multi-link traction double axle rubber-tired car bogie according to claim 3, characterized in that: the main reducer (21) is fixed to the axle (1), the traction motor (2) is fixed to the housing of the main reducer (21) by bolts (23), the output shaft of the traction motor (2) is connected to the input end of the main reducer (21) by spline (22), and the output end of the main reducer (21) is meshed with the main shaft by gears. 5. The multi-link traction double axle rubber-tired car bogie according to claim 1, characterized in that: the steering body (11) on the first side of the rear axle (1) is connected to the steering gear by steering tie rod (3), the steering body (11) on the first side of the rear axle (1) is connected to the first side steering body (11) of the front axle (1) by longitudinal tie rod (4), and the steering bodies (11) on both sides of the axle (1) are connected by balance bar (5) to achieve different steering. 6. The multi-link traction double axle rubber-tired vehicle bogie according to claim 1, characterized in that: it further includes a U-shaped anti-roll torsion bar (7), the torsion beam of the anti-roll torsion bar (7) is elastically fixed to the vehicle body, and the torsion arm of the anti-roll torsion bar (7) is hinged to the anti-roll torsion bar connecting rod fixed to the axle (1). 7. The multi-link traction double axle rubber-tired vehicle bogie according to claim 1, characterized in that: two air springs (9) are symmetrically arranged above the axle (1), and a semi-active vertical damper (8) is arranged on the front side of the air spring (9), the two ends of the semi-active vertical damper (8) are respectively connected to the axle (1) and the vehicle body through elastic nodes, and the damping of the semi-active vertical damper (8) is adjusted in real time according to the road conditions. 8. The multi-link traction dual-axle rubber-tired car bogie according to claim 1, characterized in that: the tire assembly (6) includes: a rim (61) and a rubber tire (62) fixed outside the rim (61), wherein the inner wall of the rubber tire (62) is provided with a tire pressure detection sensor for monitoring tire pressure and temperature, analyzing the collected information, and outputting the actual load of each tire and the actual tread wear of each tire under actual working conditions. 9. The multi-link traction dual-axle rubber-tired car bogie according to claim 8, characterized in that: it further comprises a support body (63) disposed inside the rubber tire (62) and fixed to the rim (61), wherein the support body (63) is used to support the vehicle to run at a limited speed to the depot when the rubber tire (62) bursts or is deflated. 10. The multi-link traction double axle rubber-tired car bogie according to claim 1, characterized in that: it further includes a basic braking device, wherein the brake pads of the basic braking device are equipped with a wear sensor, and an alarm is triggered in time when the friction pads are worn to the limit; an angle sensor is provided at the kingpin of the axle (1) for real-time monitoring of the kingpin rotation angle.HK 20135852 A Instruction Manual Appendix 1 Figure 1 Figure 2 HK 20135852 A Instruction Manual Appendix 2 Figure 3 HK 20135852 A Instruction Manual Appendix 3 Figure 4 HK 20135852 A.

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