Lateral forced guiding guide rail type rubber wheel train

Abstract

The invention relates to a side forced guiding guide rail type rubber wheel train which comprises at least two carriages which are coupled, each carriage comprises a train body, a bogie arranged below the train body, and a train door, a train window, an air conditioner and a cab mask which are arranged on the train body. The bogie of the rubber wheel train is of a compact structure, the reset device is arranged between the steering shell of the axle and the bogie frame, damping and resetting are achieved at the same time, and vibration of the bogie when the bogie passes through a curve is reduced; and the reset device is directly applied to the steering shell of the axle, so that the force transmission path is improved, a better damping effect is obtained, and the comfort level of passengers is improved. Besides, the longitudinal beams integrally formed with the floor and the inner cross beams arranged between the longitudinal beams are used for providing bogie mounting interfaces, the chassis has the advantages of simple structure, high strength and good bearing stress, and the production efficiency is improved due to the fact that welding seams are greatly reduced; due to the fact that the structure of the chassis is simplified, the problem that the space under the APM vehicle is limited is solved.

Description

TECHNICAL FIELD

[0001] The present application relates to a side forced guide rail type rubber-tyred train, belonging to the technical field of automatic people mover (APM). BACKGROUND

[0002] APM is a kind of unmanned public transportation system, which has the advantages of small vehicle turning radius, less land resource occupation, low running noise, short construction period and low cost, and is mainly used in scenes such as airports, city centers and large parks. The concept of APM first appeared in the 1960s, when urban traffic congestion problems were becoming increasingly serious, and people began to explore automated transportation solutions. In 1967, Westinghouse Electric conducted the first APM system test in South Park, Pittsburgh, named "Skybus". Although the project ultimately failed to commercialize, it laid the foundation for the development of subsequent APM systems.

[0003] The existing side guide APM vehicle bogie technical scheme, such as patent JP4930171B2, the bogie is a transverse rigid connection structure, the transverse motion is constrained, and the stability of the vehicle cannot be well met. For example, in Chinese invention patent application CN112744251A, the slewing bearing is passively forced to guide when passing through the curve, which has a certain impact force on the slewing bearing, and after working for a period of time, abnormal noise and vibration may occur, and the slewing bearing needs to be maintained separately within the non-bogie maintenance period, which is high in cost.

[0004] Therefore, the bogie of the existing scheme has poor performance in suppressing vibration when passing through the curve, and the passenger comfort is poor, which cannot meet the demand of long-term stable operation.

[0005] In addition, the traditional APM train body frame structure is mostly made of carbon steel or carbon-aluminum hybrid structure (such as the carbon steel structure of the frame in Chinese invention patent CN115771536B, which is welded by horizontal and vertical beams), which has the defects of large number of welds, large welding deformation, and difficult control of weld quality and appearance forming, and is difficult to meet the technical requirements of high manufacturing precision. At the same time, the arrangement of the under-car interface occupies a lot of space, which is not conducive to the installation of under-car equipment, and cannot solve the problem of tight under-car space. SUMMARY

[0006] In view of the problems in the prior art, the present application provides a side forced guide rail type rubber-tyred train, which simultaneously reduces vibration and resets the bogie when passing through the curve, thereby reducing the vibration of the bogie when passing through the curve; the frame provides a compact bogie mounting interface and has better overall structural strength, thereby solving the problem of tight under-car space.

[0007] To this end, the specific technical solutions adopted by the present application are as follows: a side forced guiding guide rail type rubber tire train, comprising at least two carriages connected in series, each carriage comprising a car body and two bogies arranged below the car body; characterized in that: The bogie comprises a guiding bogie, an axle bridge and a bogie frame, the guiding bogie is rotatably connected to the lower side of the axle bridge through a rotary bearing, the axle bridge is provided with a first steering housing and a second steering housing at two ends respectively, the guiding bogie is linked with the first steering housing through a steering pull rod, the first steering housing is linked with the second steering housing through a steering synchronizing rod, the second steering housing is connected with the bogie frame through a reset device, and the reset device is a bidirectional damping shock absorber. The car body comprises a chassis, and the chassis comprises a floor, two longitudinal beams protruding downward are symmetrically arranged on the lower surface of the floor at two bogie mounting areas, the longitudinal beams and the floor are integrally formed in a longitudinal extension manner to form an integral structure, and the longitudinal beams are provided with first bogie mounting interfaces for connecting the bogies. An inner cross beam fixed to the lower surface of the floor is arranged between the two longitudinal beams away from the center of the vehicle on one side of the two bogie mounting areas, and the inner cross beam is provided with second bogie mounting interfaces for connecting the bogies.

[0008] The bogie of the rubber tire train has the advantages of compact structure, high reliability and low cost. The reset device is arranged between the steering housing of the axle bridge and the bogie frame, simultaneously achieving shock absorption and reset, reducing the vibration of the bogie when passing through a curve, and the reset device is directly applied to the steering housing of the axle bridge, improving the force transmission path, obtaining better shock absorption effect and improving passenger comfort. In addition, the car body of the present application is made of aluminum alloy material, which has the characteristics of light weight and high strength. The longitudinal beams integrally formed with the floor and the inner cross beams arranged between the longitudinal beams provide bogie mounting interfaces, so that the chassis has the advantages of compact structure, high structural strength and good load bearing stress, and due to the substantial reduction of welds, the manufacturing process is simplified and the production efficiency is improved; due to the simplified chassis structure, the under-vehicle mounting structure is reduced, solving the problem of tight space under the APM vehicle. BRIEF DESCRIPTION OF DRAWINGS

[0009] In order to more clearly illustrate the technical solutions in the embodiments of the present application or the prior art, the drawings needed in the embodiments will be briefly introduced as follows. Obviously, the drawings in the following description are only some embodiments of the present application, and other drawings can be obtained by those skilled in the art without creative labor.

[0010] Figure 1 is a side view of the rubber tire train of the present application; Figure 2 is Figure 1 is a side view of the left carriage in the present application. Figure 3 is a perspective view of the bogie of the present application; Figure 4 is a schematic view of the bogie frame of the present application; Figure 5 is a schematic view of the axle bridge of the bogie of the present application; Figure 6 is a schematic view of the secondary suspension system of the bogie of the present application; Figure 7 is a schematic view of the assembly relationship of the reset device of the bogie of the present application; Figure 8 is a schematic view of the cross section of the reset device of the bogie of the present application; Figure 9 is a schematic view of the assembly relationship of the air spring of the bogie of the present application; Figure 10 is a schematic view of the assembly relationship of the traction rod of the bogie of the present application; Figure 11 is a schematic view of the guide device of the bogie of the present application; Figure 12 is a perspective view of the guide wheel device of the present application.

[0011] Figure 13 is a top view of the guide wheel device of the present application.

[0012] Figure 14 is a partial cross-sectional view of A-A of Figure 3 .

[0013] Figure 15 is an exploded view of the structure of the guide wheel device of the present application.

[0014] Figure 16 is a schematic view of the support link structure of the guide wheel device of the present application.

[0015] Figure 17 is a schematic view of the car body of the present application; Figure 18 is a schematic view of the roof of the car body of the present application; Figure 19 is a schematic view of the end dome of the roof of the present application; Figure 20 is a top view of the end dome of the roof of the present application; Figure 21 is a cross-sectional view of A-A of Figure 3 . Figure 22 is a cross-sectional view of B-B of Figure 3 . Figure 23 is a cross-sectional view of the middle dome of the car body of the present application; Figure 24 is a schematic view of the side wall of the car body of the present application; Figure 25 is the assembly relationship between the upper side wall sill of the car body and the roof side sill of the invention; Figure 26 is the end wall of the car body of the invention; Figure 27 is the bottom frame of the car body of the invention; Figure 28 is the exploded view of the bottom frame of the car body of the invention; Figure 29 is the floor section view of the bottom frame of the car body of the invention; Figure 30 is the side section view of the bottom frame of the car body of the invention; Figure 31 is the enlarged view of the bogie mounting area of the bottom frame of the car body of the invention; Figure 32 is the enlarged view of the one end of the bottom frame of the car body of the invention; Figure 33 is the exploded view of the head coupler mounting seat of the bottom frame of the car body of the invention; Figure 34 is the installation structure section view of the head coupler mounting seat of the bottom frame of the car body of the invention; Figure 35 is the enlarged view of the two end of the bottom frame of the car body of the invention; Figure 36 is the enlarged view of the motor mounting area of the bottom frame of the car body of the invention.

[0016] The figure reference is as follows: 1 - car body 1100 - bottom frame 1110 - one end sill; 1120 - side sill; 1121 - side wall section; 1122 - floor section; 1130 - floor; 1131 - longitudinal beam; 1132 - inner cross beam; 1133 - outer cross beam; 1134 - middle floor; 1135 - side floor; 1136 - bogie mounting area reinforcing plate; 1137 - threaded hole; 1138 - positioning hole; 1140 - two end sill; 1150 - head coupler mounting seat; 1151 - head coupler mounting seat bottom plate; 1152 - coupler fixing block; 1153 - reinforcing rib; 1154 - slot; 1160 - middle coupler mounting seat; 1161 - middle coupler mounting seat bottom plate; 1162 - middle coupler fixing plate; 1163 - longitudinal upright plate; 1164 - middle coupler mounting hole; 1165 - middle coupler longitudinal beam; 1166 - middle coupler mounting seat reinforcing plate; 1167 - bolster outer reinforcing plate; 1168 - bolster inner edge reinforcing plate; 1169 - bolster inner middle reinforcing plate; 1170 - motor mounting seat; 1171 - connecting part; 1172 - support arm 1200 - side wall 1201 - side post; 1202 - door post; 1203 - one-side end side wall plate; 1204 - middle side wall plate; 1205 - two-side end side wall plate; 1206 - upper side beam; 1207 - keyhole; 1208 - positioning slot; 1209 - outer side wall; 1210 - cavity; 1211 - inner cavity; 1212 - limiting rib; 1213 - eave mounting interface; 1214 - aesthetic plate mounting interface; 1215 - door mechanism mounting interface; 1300 - roof; 1310 - middle dome; 1311 - middle dome plate; 1312 - side dome plate; 1313 - roof side beam; 1320 - end dome; 1321 - end dome longitudinal profile; 1322 - end dome transverse profile; 1323 - extension; 1324 - air conditioner mounting frame; 1400 - end wall; 1401 - end door post; 1402 - end corner post; 1403 - end wall plate; 1404 - end wall upper plate; 2 - bogie; 2100 - bogie frame; 2100a - upper frame; 2100b - lower frame; 2101 - vehicle body mounting interface; 2102 - vehicle body positioning interface; 2103a - upper traction rod seat; 2103b - lower traction rod seat; 2104a - upper air spring mounting seat; 2104b - lower air spring mounting seat; 2105 - vertical damper mounting seat; 2106 - transverse stop limiting seat; 2107 - transverse damper mounting seat; 2108 - height valve adjusting rod mounting seat; 2109 - anti-roll torsion bar upper mounting seat; 2110 - reset device inner mounting seat; 2111 - damper pressure relay mounting seat; 2112 - axle bridge mounting seat; 2113 - anti-roll torsion bar lower mounting seat; 2114 - fixed seat; 2200 - axle bridge; 2201 - running wheel mounting seat; 2202 - axle bridge lower end traction rod seat; 2203 - frame mounting seat; 2204 - transverse stop seat mounting seat; 2205 - steering synchronization rod; 2206 - brake disc mounting seat; 2207 - transmission shaft mounting seat; 2208 - brake caliper mounting seat; 2209 - reset device outer mounting seat; 2210 - steering pull rod mounting seat; 2211 - hoisting point of rotary bearing mounting seat; 2212 - steering synchronization rod mounting seat; 2213a - first steering housing; 2213b - second steering housing; 2500 - secondary suspension system; 2501 - lateral shock absorber; 2502 - vertical shock absorber; 2503 - shock absorber pressure relay; 2504 - draw bar mounting; 2505a - upper draw bar; 2505b - lower draw bar; 2506 - reset device; 25061 - pin bolt; 25062 - spring washer; 25063 - lock nut; 25064 - reset device frame side mounting; 25065 - self-locking nut; 25066 - fastening pin; 25067 - lock washer; 25068 - fastening bolt; 25069 - wing washer; 2506a - large cylinder; 2506b - small cylinder; 2506c - hydraulic shock absorber; 2506d - compression spring; 2506e - spring large baffle; 2506f - spring small baffle; 2506g - nut; 2507 - air spring; 2508 - lateral stop; 2510 - height valve; 2511 - height valve adjusting rod; 2512 - differential pressure valve; 2513 - air line; 2600 - guide device; 2601 - shock absorbing mechanism; 2602 - guide wheel device; 2603 - guide arm; 2604 - guide frame; 2604a - cross beam; 2604b - longitudinal beam; 2605 - steering draw bar; 2606 - slewing bearing; 2607 - slewing bearing mounting; 2611 - switch wheel; 2612 guide wheel; 2613 - support link; 2614 - first bearing; 2615 - second elastic element; 2616 - first elastic element; 2617 - second bearing; 2618 - end cover; 2619 - fitting rod; 2620 - fitting bolt; 2624 - adjusting bolt; 2625 - nut; 2626 - first fitting part; 2627 - second fitting part; 2628 - adjusting support plate; 2629 - guide frame mounting; 2630 - first lateral rod; 2631 - second lateral rod; 2632 - connecting part; 2633 - cylindrical outer sleeve; 2634 - metal pin shaft; 2635 - slot; 2636 - bearing seat; 2639 - wear plate; 2640 - gland; 3 - door; 4 - air conditioner; 5 - window; 6 - cab mask; 7 - through passage. DETAILED DESCRIPTION

[0017] To further illustrate the embodiments, the present disclosure provides drawings, which form a part of the present disclosure, and are included to further explain embodiments and to enable a person of ordinary skill in the art to make and use the same. The drawings are intended to illustrate the embodiments and to explain the principles of operation of the embodiments, and other possible embodiments and advantages of the present disclosure will be apparent to those of ordinary skill in the art upon reading the description of the embodiments in conjunction with the drawings, in which the components in the drawings are not necessarily drawn to scale, and like reference characters are generally used to represent like components throughout the several views.

[0018] As Figure 1 , Figure 2As shown, the side-guided rail type rubber-tired train consists of two cars coupled together by a coupler. A passageway 7 is provided between the two ends of the two cars. Figure 2 As shown, each car includes a car body 1, two single-axle bogies 2 located under the car body, doors 3 located on both sides of the car body and windows 5 between the doors, an air conditioner 4 located on the roof, and a driver's cab mask 6 at one end.

[0019] In this embodiment, the bogie of the side-guided guide rail type rubber-tired train is as follows: Figure 3 As shown, the bogie mainly consists of the following eight parts: bogie frame 2100, axle bridge 2200, running wheels 2300, braking device 2400, secondary suspension system 2500, guiding device 2600, anti-roll torsion bar 2700, and obstacle removal and grounding device 2800.

[0020] Figure 4 This is a schematic diagram of the bogie frame 2100. The bogie frame 2100 provides interfaces for the installation of various devices or systems, and is a type of transitional connection device. The frame can be manufactured using casting, forging, plate welding, and other processes to ensure its strength and reliability. (Combined with...) Figure 6 , Figure 9 , Figure 10 The bogie frame 2100 includes a lower frame 2100b fixed to the axle bridge 2200 and an upper frame 2100a supported above the lower frame 2100b by an air spring 2507. A lateral damper 2501 and a vertical damper 2502 are provided between the upper frame 2100a and the lower frame 2100b. Figure 4 In the diagram, part number 2101 is the vehicle body mounting interface, and part number 2102 is the vehicle body positioning interface. The upper frame 2100a is positioned with the vehicle body through the vehicle body positioning interface 2102 and fixed to the vehicle body through the vehicle body mounting interface 2101. It is evident that the upper frame 2100a is directly fixed to the vehicle body. Figure 4 In the diagram, part number 112 is a shaft bridge mounting seat. This shaft bridge mounting seat 2112 is disposed on the lower surface of the lower frame 2100b, and the lower frame 2100b is fixed to the shaft bridge 2200 through the shaft bridge mounting seat 2112. For example... Figure 4 As shown, a lower air spring mounting seat 2104b is provided on the upper surface of the lower frame 2100b, and an upper air spring mounting seat 2104a is provided at a corresponding position on the upper frame 2100a. An air spring 2507 is installed between these two mounting seats, thereby enabling the upper frame 2100a to be supported on the lower frame 2100b by the air spring 2507. Both the upper frame 2100a and the lower frame 2100b are provided with upper traction rod seats 2103a, combined with… Figure 6It can be seen that the upper frame 2100a and the lower frame 2100b are connected by an upper traction rod 2505a, thereby realizing the transmission of traction force. A lower traction rod seat 2103b is also provided at the lower part of the upper frame 2100a, corresponding to, as... Figure 5 As shown, the axle bridge 2200 is also equipped with a corresponding axle bridge lower end traction rod seat 2202, combined with Figure 7 It can be seen that the upper frame 2100a and the axle bridge 2200 are connected by the lower traction rod 2505b, thereby realizing the transmission of traction force. Therefore, in this bogie, the traction force is transmitted to the vehicle (the upper frame 2100a is fixed to the car body) through the upper traction rod 2505a and the lower traction rod 2505b respectively. Figure 4 As shown, the upper frame 2100a and the lower frame b are provided with vertical vibration damper mounting seats 2105 at corresponding positions in the vertical direction, combined with... Figure 7 It can be seen that the upper frame 2100a and the lower frame b are connected by a vertical vibration damper 2502, which realizes the vertical vibration reduction of the bogie frame 2100. Figure 4 As shown, the upper frame 2100a and the lower frame b are provided with lateral vibration damper mounting seats 2107 at corresponding positions in the lateral direction. Combined with... Figure 6 It can be seen that the upper frame 2100a and the lower frame b are connected by a lateral shock absorber 2501 to achieve shock absorption of the bogie frame 2100 in the lateral direction. Figure 4 In the middle, the upper frame 2100a is also equipped with a vertical vibration damper mounting base 2106, combined with Figure 5 and Figure 6 It is understood that it is used to limit the lateral stop 2508 mounted on the lateral stop seat mounting 2204 of the axle axle 2200, thereby realizing the lateral movement range of the vehicle body relative to the axle axle. The upper frame 2100a has a height valve mounting seat, combined with Figure 7 The height valve mounting seat is used to install the height valve 2510. The lower frame 2100b has a corresponding height valve adjusting rod mounting seat 2108. The height valve adjusting rod 2511 is installed on the height valve adjusting rod mounting seat 2108, thereby realizing the height adjustment of the air spring 2507. The upper frame 2100a is also provided with an upper anti-roll torsion bar mounting seat 2109. Correspondingly, the lower frame 2100b is provided with a lower anti-roll torsion bar mounting seat 2113. The anti-roll torsion bar 2700 is installed between the upper frame 2100a and the lower frame 2100b, which plays a role in suppressing the body roll and improving the overall vehicle running stability. Figure 2 As shown, the lower frame 2100b is also provided with an inner mounting base 2110 for the reset device and a mounting base 2111 for the damper pressure repeater, for respectively mounting the reset device 2506 and the damper pressure repeater 2503 (see Figure 2111). Figure 6 ).

[0021] Figure 5This is a schematic diagram of the axle axle 2200. The axle axle 2200 is a major load-bearing component of the bogie, providing driving and braking forces for vehicle movement and providing mounting interfaces for the running wheels, braking system, secondary suspension, reset device, and anti-roll torsion bar. The axle axle 2200 has a housing and an internal axle. At the lateral ends of the axle axle 2200 housing are respectively provided a rotatable first steering housing 2213a and a second steering housing 2213b (with the pivot shaft located in the vertical direction). A running wheel mounting seat 2201 is fixed to the outer side of the steering housing for mounting the running wheels 300. The axle axle 2200 achieves wheel rotation through the steering housing, thereby realizing vehicle steering. A lateral stop mounting seat 2204 is provided at the center of the upper part of the axle axle 2200 housing for mounting a lateral stop 2508 (see...). Figure 6 On both sides of the lateral stop seat mounting base 2204, near the steering housing, are frame mounting bases 2203 fixed to the upper surface of the axle bridge 2200 housing. These frame mounting bases 2203 secure the lower frame 2100b to the axle bridge 2200 housing. Below the frame mounting base 2203, on the axle bridge 2200 housing, is a lower axle bridge traction rod seat 2202 near the vehicle center. This lower axle bridge traction rod seat 2202 is connected to the upper frame 2100a via a lower traction rod 2505b. On the side of the axle bridge 2200 housing near the vehicle center (where the motor is mounted relative to the axle bridge on the side closest to the vehicle center), is a drive shaft mounting base 2207. The output shaft of the motor (or other drive source) is connected to this drive shaft mounting base 2207 via a drive shaft, thereby transmitting the motor's driving force to the axle bridge 2200, which in turn drives the wheels on both sides. Figure 5 As shown, the axle bridge 2200 also has a brake disc mounting seat 206 and a brake caliper mounting seat 2208 located on the lateral outer sides of the first steering housing 2213a and the second steering housing 2213b, which are used to mount the brake disc and brake caliper of the braking device, respectively.

[0022] like Figure 5 In the embodiment shown, a steering tie rod mounting seat 2210 is provided on the side of the first steering housing 2213a near the vehicle end, for connecting the outer end of the steering tie rod 2605. Figure 11 The inner end of the steering tie rod 2605 is hinged to the guide frame 2604 of the guide device 2600, more specifically, to the longitudinal beam of the guide frame 2604. A steering synchronizer rod mounting seat 2212 is provided on the side of the first steering housing 2213a and the second steering housing 2213b near the vehicle center. Both ends of the steering synchronizer rod are hinged to the corresponding steering synchronizer rod mounting seat 2212. Figure 5As shown, the steering synchronizer 2205 has a curved section in the middle to avoid the downward displacement of the traction drive shaft. This design allows the steering synchronizer 2205 to avoid the traction drive shaft and prevents interference between the steering synchronizer 2205 and the traction drive shaft. The steering synchronizer 2205 can be arranged closer to the axial direction, making the entire axle bridge more compact and ensuring that the invention can smoothly complete the synchronous rotation of the two steering housings in a confined space. The second steering housing 2213b is provided with a reset device outer mounting seat 2209 near the vehicle end. The reset device 2506 (see...) Figure 6 The outer end of the guide frame 2604 is hinged to the outer mounting base 2209 of the reset device, and the inner end of the reset device 2506 is hinged to the inner mounting base 2110 of the reset device on the lower frame 2100b. The guide frame 2604 is linked to the first steering housing 2213a via the steering tie rod 2605. The first steering housing 2213a is linked to the second steering housing 2213b via the steering synchronization rod 2205. The second steering housing 2213b is connected to the steering frame 2100 (specifically, the lower frame 2100b) via the reset device 2506, which is connected to the steering housing. The guide frame 2604 drives the first steering housing 2213a to rotate via the steering tie rod 2605, and synchronously rotates the second steering housing 2213b via the steering synchronization rod 2205. The reset device 2506 acts between the second steering housing 2213b and the lower frame 2100b, providing steering return force and shock absorption. In this embodiment, the steering tie rod mounting base 2210 and the steering synchronizer rod mounting base 2212 are located near the bottom of the steering housing, while the outer mounting base 2209 of the reset device is located near the top of the steering housing 213b. This positions the reset device 2506 directly above the steering tie rod 2605 on the vehicle end side, further improving the layout of the steering structure and making it more compact. Simultaneously, the steering force transmitted by the steering tie rod 2605 and the opposing restoring force and damping provided by the reset device 2506 are located within a narrower vertical space, improving the force transmission process. In this embodiment, the steering tie rod mounting base 2210, the steering synchronizer rod mounting base 2212, and the outer mounting base 2209 of the reset device are all in the form of swing arms, fixed to the same steering housing at an angle between two swing arms. This angle can be adjusted according to the actual project. Figure 3 , Figure 4 and Figure 7 It can be seen that the reset device 2506 and the steering tie rod 2605 are arranged in a roughly transverse manner and are located on the side of the axle 2200 near the end of the vehicle, while the steering tie rod 2605 is located on the side of the axle 2200 near the center of the vehicle.

[0023] like Figure 6As shown, the secondary suspension system 2500 of the present invention mainly includes a lateral shock absorber 2501, a vertical shock absorber 2502, a shock absorber pressure repeater 2503, a traction rod mounting base 504, an upper traction rod 2505a, a lower traction rod 2505b, a reset device 2506, an air spring 2507, a lateral stop 2508, a height valve 2510, a height valve adjusting rod 2511, a differential pressure valve 2512, and an air pipeline 2513. The lateral shock absorber 2501 and the vertical shock absorber 2502 are installed between the upper frame 2100a and the lower frame 2100b, providing lateral and vertical damping. The upper traction rod 2505a is connected to the upper frame 2100a and the lower frame 2100b at both ends via elastic nodes, while the lower traction rod 2505b is connected to the upper frame 2100a and the axle bridge 2200 at both ends via elastic nodes. Specifically, the lower traction rod 2505b is hinged to the traction rod mounting seat 504 at the end near the axle bridge 2200. The traction rod mounting seat 2504 is fixed to the traction rod seat 2202 at the lower end of the axle bridge 2200, thereby realizing the transmission of traction force between the axle bridge 2200 and the upper frame 2100a. The height valve 2510 is fixed to the upper frame 2100a, and the height valve adjusting rod 2511 connected to the height valve 2510 is fixed to the lower frame 2100b. The height valve 2510 automatically opens the inflation or deflation action by dynamically sensing changes in vehicle height (such as the sinking or lifting of the vehicle body caused by changes in load), adjusting the height of the air spring to maintain the vehicle body at a preset reasonable height.

[0024] In this embodiment, the vertical damper 2502 adopts a traditional vertical damper, although a semi-active vertical damper can also be used. The vertical damper 2502 has an internal lifting structure, providing lifting functionality for the entire vehicle and bogie during transport. Furthermore, the lateral stop 2508 is bolted to the lateral stop mounting base 2204 located above the center of the axle axle 2200 housing (see...). Figure 5 On the upper frame 2100a and lower frame 2100b, the lateral damper 2501 has elastic nodes at both ends and is installed on the lateral damper mounting seats 2107 by anti-loosening washers and bolts, respectively. The lateral damper and lateral stop can attenuate the lateral vibration between the car body and the bogie, providing comfortable operating conditions for the vehicle.

[0025] Figure 7This is a schematic diagram of the assembly relationship of the reset device 2506. In this embodiment, the reset device 2506 is a bidirectional damping shock absorber; alternatively, a damped hydraulic bidirectional shock absorber can also be used. The right end of the reset device 2506 is hinged to the reset device frame side mounting seat 25064, which is fixed on the inner side mounting seat 2110 of the lower frame 2100b. The reset device frame side mounting seat 25064 is fixed to the inner side mounting seat 2110 of the lower frame 2100b by fastening bolts 25068 and anti-loosening washers 25067. The right end of the reset device 2506 is hinged to the reset device frame side mounting seat 25064 by fastening pins 25066, butterfly washers 25069, and self-locking nuts 25065. The left end of the reset device 2506 is hinged to the outer mounting base 2209 of the reset device located on the second steering housing 2213b of the axle bridge 2200 by means of a pin bolt 25061, a spring washer 25062 and a locking nut 25063.

[0026] The reset device 2506 mainly controls the rotation of the swing arm by resetting. The swing arm drives the connecting rod to give the traveling wheel a timely return force after it passes through the curve, so that the traveling wheel can return to the straight position in time on the straight road, thereby reducing tire wear and improving service life.

[0027] Figure 9 This is a cross-sectional view of the reset device 2506 in this embodiment. The reset device 2506 includes a large cylinder 2506a and a small cylinder 2506b nested in opposite directions. A hydraulic damper (hydraulic rod) 506c for shock absorption is disposed inside the small cylinder 2506b. The housing portion of the hydraulic damper 2506c is fixed to the small cylinder 2506b, and the compressible screw of the hydraulic damper 2506c is fixed to the large cylinder 2506a. A compression spring 2506d for reset is disposed outside the small cylinder 506a. The compression spring 2506d is held by spring retainers located in the large and small cylinders. The hydraulic damper 2506c in the reset device 2506 enables bidirectional damping and shock absorption, while the compression spring 2506d is used for reset. A large spring baffle 2506e cooperates with a stop in the large cylinder 2506a to limit the compression spring 2506d. The spring baffle 2506f is fixed to the small cylinder 2506b by the nut 2506g, and serves as a limit spring 2506d.

[0028] When the bogie enters the left-turn section of the track, the running tire pulls the small cylinder 2506b, which in turn pulls the spring baffle 2506f fixed to the end of the small cylinder 2506b by the nut 2506g. This forces the spring baffle 2506f to compress the compression spring 2506d. During the compression of the compression spring 2506d, the hydraulic shock absorber 2506c acts as a buffer, making the compression process of the compression spring 2506d smooth, thereby ensuring the lateral stability of the vehicle. After the vehicle passes through the curved section, the compressed spring 2506d begins to rebound under its inherent characteristics. During the rebound, the spring 2506d gradually elongates, pushing the small spring baffle 2506f fixed to the end by the nut 2506g. The small spring baffle 2506f drives the small cylinder 2506b to contract. During the contraction of the spring 2506d, the hydraulic shock absorber 2506c plays a buffering role, making the contraction process of the spring 2506d smooth and ensuring the lateral stability of the vehicle. As a result, the small cylinder 2506b pulls the running tire to return to center in time, reducing abnormal tire wear, improving tire life and lateral stability.

[0029] When the bogie enters the right-turn section of the track, the running tire pulls the large cylinder 2506a, which in turn pulls the large spring baffle 2506e hooked at the end structure of the large cylinder 2506a. This forces the large spring baffle 2506e to compress the compression spring 2506d. During the compression of the compression spring 2506d, the hydraulic shock absorber 2506c acts as a buffer, ensuring a smooth compression process and thus guaranteeing the lateral stability of the vehicle. After the vehicle passes through a curved section, the compressed spring 2506d begins to rebound under its inherent characteristics. During the rebound, the spring 2506d gradually extends, pushing the large spring baffle 2506e. The large spring baffle 2506e drives the large cylinder 2506a to contract. During the contraction of the spring 2506d, the hydraulic shock absorber 2506c plays a buffering role, making the contraction process of the spring 2506d smooth and ensuring the lateral stability of the vehicle. As a result, the large cylinder 2506a pulls the running tire to return to center in time, reducing abnormal tire wear, improving tire life and lateral stability.

[0030] like Figure 10 The diagram shows the assembly relationship of the traction rods. The traction rods include two upper traction rods 2505a and two lower traction rods 2505b arranged symmetrically. The two ends of the upper traction rods 2505a are connected to the upper traction rod seats 2103a of the upper frame 2100a and lower frame 2100b respectively via tapered pins. One end of the lower traction rod 2505b is connected to the lower traction rod seat 2103b of the upper frame 2100a via a tapered pin, and the other end is hinged to the traction rod mounting seat 2504 via a tapered pin. This traction rod mounting seat 2504 is bolted to the traction rod seat 2202 at the lower end of the axle. The four traction rods function to transmit the vehicle's traction and braking forces.

[0031] like Figure 11 The diagram shows a schematic of the guide device 2600. The guide device 2600 includes an H-shaped guide frame 2604, which includes two crossbeams 2604a and two longitudinal beams 2604b connected between the crossbeams 2604a. The inner end of the steering tie rod 2605 is rotatably connected to the longitudinal beam 2604b of the guide frame 2604, away from the first steering housing 2213a. The guide frame 2604 is rotatably connected to the underside of the axle bridge 2200 via a slewing bearing 2606. Specifically, the inner ring of the slewing bearing 2606 is fixed to the guide frame 2604, while the outer ring is fixed to a slewing bearing mounting seat 2607, which is fixed to the underside of the axle bridge 2200 housing, thereby achieving relative rotation between the guide frame 604 and the axle bridge 2200. Figure 5 In the diagram, 2211 is the hoisting point for the slewing bearing mounting seat. Guide wheel devices 2602 for guidance are provided on both transverse sides of the guide frame 2604. Specifically, the guide wheel device 2602 comprises guide arms 2603 located at both ends of the crossbeam of the guide frame 2604, and guide wheels located at the outer ends of the guide arms 2603 via a shock-absorbing mechanism 2601.

[0032] This invention also proposes an improved solution for the guide wheel device. For example... Figure 12As shown, the guide wheel assembly includes a guide arm 2603, a shock-absorbing mechanism, a support rod 2613, guide wheel components, and a wear adjustment mechanism. The guide arm 2603 is connected to the outer end of the guide frame via a guide frame mounting base 2629. The support rod 2613 is connected to the guide arm 2603 via the shock-absorbing mechanism and is used to transmit loads in all directions. The guide wheel components are rotatably mounted on the first end of the support rod 2613 via a first bearing 2614. The guide wheel components include a guide wheel 2612 positioned above the first end of the support rod 2613 and a turnout wheel 2611 positioned below the first end of the support rod 2613. The guide wheel 2612 contacts the guide rail, and the turnout wheel 2611 contacts the turnout rail. Vehicle guidance is achieved through the interaction between the guide wheel 2612 and the guide rail, and the turnout wheel 2611 and the turnout rail. The guide rails are positioned on both sides of the travel track, with the turnout rail located inside the guide rails and at a lower horizontal level than the guide rails. The axes of the guide wheel 2612 and the turnout wheel 2611 are vertical. The guide wheel 2612 is located above the turnout wheel 2611 and is used to contact the guide rails and receive an inward force (force towards the vehicle). The turnout wheel 2611 is used to contact the turnout rails and receive an outward force (force away from the vehicle). A wear adjustment mechanism is connected to the guide wheel 2612 to adjust wear. The axis of the guide arm 2603 is parallel to the width direction of the car body and is used to transmit the pressure force of the guide rails on the guide wheel. The first end of the support link 2613 is positioned close to the wheel, and the second end is positioned away from the wheel.

[0033] In this embodiment, the guide arm 2603 is cast and capable of bearing and transmitting loads. For example... Figure 14 As shown, the mounting side of the guide arm 2603 is provided with mounting slots. An adjusting bolt 2624 and a nut 2625 are provided on the upper part of the mounting side of the guide arm 2603. An adjusting support plate 2628 is fixedly mounted on the guide frame mounting base 2629. By adjusting the support plate 2628 against the head of the adjusting bolt 2624, and cooperating with the nut 2625, the mounting depth of the adjusting bolt 2624 is controlled, thereby adjusting the mounting height of the guide arm 2603. When fixing the guide arm 2603, first, by adjusting the adjusting bolt 2624 and the nut 2625, ensure that the guide wheel assembly is in the predetermined position, and then pass the mounting bolt through the mounting slot to fix it to the guide frame mounting base 2629.

[0034] like Figure 16As shown, the support link 2613 in this embodiment is Z-shaped, including a first transverse link 2630 and a second transverse link 2631 arranged in parallel, and a connecting portion 2632 connecting the first transverse link 2630 and the second transverse link 2631. In this embodiment, the axis of the first transverse link 2630 is lower than the axis of the second transverse link 2631 in the vertical direction, and the connecting portion 2632 is perpendicular to the first transverse link 2630 and the second transverse link 2631. When the vehicle is running, the guide wheel 2612 generates an impact force due to collision with the guide rail, and the direction of this impact force is perpendicular to the rail surface. Since the guide wheel 2612 is installed at the upper end of the support link, the point of force application of the impact force from the guide rail to the guide wheel is higher than the height of the support link. The support link 2613 in this embodiment is designed as a Z-shaped structure with the first transverse link 2630 sinking, which helps to convert part of the impact force into the torsional force of the support link 2613 and absorb it, so that the guide wheel device has better impact resistance.

[0035] like Figure 12 and Figure 15 As shown, in this embodiment, the shock absorption mechanism includes a first elastic element 2616 and a second elastic element 2615. The first elastic element 2616 and the second elastic element 2615 are elastically supported on the outer end of the guide arm 2603. The first elastic element 2616 is a supporting ball joint, and the second elastic element 2615 is an elastic node. The elastic node 5 and the supporting ball joint 6 are metal-rubber parts, formed by vulcanizing metal and rubber, which can adapt to the deflection caused by the curve changes of the track, while attenuating the impact. In another embodiment, the first elastic element 2616 and the second elastic element 2615 can be made of modified rubber material, and have an internal mesh-like metal skeleton to enhance the fatigue resistance and stiffness stability of the elastic elements, preventing permanent deformation of the elastic elements under long-term stress. Figure 15 As shown, the supporting ball joint, which serves as the first elastic element 2616, is formed by two semi-circular supporting ball joints. The first elastic element 2616 is sleeved near the middle of the supporting connecting rod 2613. Specifically, the first elastic element 2616 is sleeved on... Figure 6 The first transverse rod 2630 is located near the connecting portion 2632. The portion of the guide arm 2603 that contacts the first elastic element 2616 is configured with a semi-circular groove adapted to the outer surface of the supporting ball joint. A pressure cap 2640, adapted to the outer surface of the supporting ball joint serving as the first elastic element 2616, is pressed tightly against the outer side of the first elastic element 2616. The pressure cap 2640 is fixedly connected to the guide arm 2603 by bolts, thereby allowing the middle portion of the supporting rod 2613 to be elastically supported by the guide arm 2603. Figure 15 , Figure 16As shown, the second elastic element 2615 is disposed at the outer end of the second transverse rod 2631 (i.e., the second end of the supporting connecting rod 2613). The second elastic element 2615 is a circular elastic node. This circular elastic node has a steel sleeve, a metal pin 2634 located at the center of the steel sleeve, and rubber vulcanized between the steel sleeve and the metal pin 2634. Correspondingly, the outer end of the second transverse rod 2631 is provided with a cylindrical outer sleeve 2633 containing an inner hole. The steel sleeve of the second elastic element 2615 is press-fitted into the inner hole of the cylindrical outer sleeve 2633. Figure 15 As shown, the metal pin 2634 of the second elastic element 2615 has mounting holes at both ends. During installation, bolts are screwed into the guide arm 2603 through the mounting holes and tightened, thereby fixing the metal pin 2634 of the second elastic element 2615 to the guide arm 2603. Furthermore, the outer end of the guide arm 2603 has an outwardly opening slot 2635 for accommodating the connecting portion 2632 of the support rod 2613. Wear plates 2639 for bearing vertical impacts are provided in the gaps between the top and bottom surfaces of the connecting portion 2632 and the slot 2635, respectively. In this embodiment, the wear plates 2639 are fixed to the top and bottom surfaces of the connecting portion 2632 with screws. Alternatively, the wear plates can be fixed to the inner wall of the slot 2635. The wear plates 2639 are made of engineering plastic material, possessing high strength and high wear resistance, effectively reducing vertical impacts and collisions between the support rod 2613 and the guide arm 2603. When the wear plate 2639 reaches a certain level of wear, it can be replaced directly.

[0036] like Figure 12 and Figure 15 As shown, the first elastic element 2616 and the second elastic element 2615 are respectively located on the front and rear sides of the guide arm 2603 axis. This arrangement has the advantage of ensuring symmetrical force distribution to counteract off-center loads and improve guiding accuracy. Simultaneously, the two elastic elements arranged front and rear can work together to handle longitudinal (vehicle travel direction), lateral (track side), and torsional loads. Compared to a single-sided arrangement, it can more comprehensively cover multi-directional loads caused by track irregularities and turnout switching, reducing wheel-rail impact transmission to the car body, enhancing structural stability, and extending component life. Furthermore, the axis of the first elastic element 2616 is perpendicular to the axis of the first bearing 2614, and the axis of the second elastic element 2615 is parallel to the axis of the first bearing 2614, forming an orthogonal buffer structure. This structure accurately covers multi-directional loads, ensures independent and non-interfering force distribution, and balances buffering and guiding stability, adapting to the complex force scenarios of rail vehicle guide wheels.

[0037] like Figure 15 In the embodiment shown, the first end of the support link 2613 ( Figure 16The outer end of the first transverse rod 2630 is configured as an arc surface that conforms to the outer peripheral surface of the first bearing 2614. The outer side of the first bearing 2614 is provided with an end cap 2618 for mounting the first bearing 2614, which is fixedly connected to the first end of the support connecting rod 2613 by mounting bolts 2620.

[0038] Since the guide wheel wears faster than the turnout wheel, it is necessary to provide a wear adjustment mechanism for the guide wheel. In this embodiment, the rotation center of the guide wheel 2612 (the shaft of the second bearing 2617) is offset relative to the shaft of the first bearing 2614. By rotating the outer ring of the first bearing 2614, the rotation center of the guide wheel 2612 can be moved outward (closer to the guide rail), thereby compensating for the wear of the guide wheel. Figure 5 As shown, the wear adjustment mechanism includes multiple engaging portions arranged circumferentially on the outer circumferential surface of the outer ring of the first bearing 2614, and an engaging rod 2619 that can be inserted into one of the engaging portions. In this embodiment, it includes two engaging portions, specifically a first engaging portion 2626 and a second engaging portion 2627. Of course, to achieve multi-level adjustment, it can be set to three, four, or even more engaging portions. The engaging rod 2619 has a locked state and an unlocked state. In the locked state, the head of the engaging rod 2619 is inserted into the engaging portion, preventing the outer ring of the first bearing 2614 from rotating. In the unlocked state, the head of the engaging rod 2619 is disengaged from the engaging portion, allowing the outer ring of the first bearing 2614 to rotate. In this embodiment, the engaging rod 2619 is disposed on the end cap 2618. Of course, it is also feasible to dispose of the engaging rod 2619 on the first transverse rod 2630. In this example, the locking rod 2619 is a bolt that uses a threaded structure to switch between engaging (locking) and disengaging (unlocking). After the head of the locking rod 2619 disengages from the engaged portion, the outer ring of the first bearing 2614 rotates by a certain angle, and then the head of the locking rod 2619 engages with the next engaged portion to lock it, thereby completing wear adjustment. In this embodiment, the outer ring of the first bearing 2614 achieves locking and unlocking through the cooperation between the engaged portion and the locking rod 2619. Figure 15As shown, the turnout wheel 2611 is positioned below the inner ring of the first bearing 2614. A bearing housing 2636 is fixed above the outer ring of the first bearing 2614, and the inner ring of the second bearing 2617 is fixed above the bearing housing 2636. A guide wheel 2612 is positioned on the outer ring of the second bearing 2617. The shaft of the second bearing 2617 is offset relative to the shaft of the first bearing 2614, with an offset distance of 13 mm. In this embodiment, the outer diameter of the guide wheel 2612 is 200 mm, and the outer diameter of the turnout wheel 2611 is 150 mm. The guide wheel 2612 and the turnout wheel 2611 are made of impact-resistant, wear-resistant, and elastic materials, such as polyurethane. In this example, the angle between the first fitted portion 2626 and the second fitted portion 2627 is 52°. Since the guide wheel 2612 wears faster than the turnout wheel 2611, when the guide wheel 2612 wears 10mm, the locking rod 2619 is loosened, the first bearing 2614 is rotated, and the head of the locking rod 2619 is aligned with the second fitted part 2627. Then, the locking rod 2619 is tightened so that its head is engaged with the second fitted part 2627, thereby achieving adjustment. In another embodiment, the locking rod 2619 can be a spring-supported limiting pin. The spring force keeps the head of the locking rod 2619 in the locked state. When adjustment is needed, an external force is applied to compress the spring to disengage the locking rod 2619 from the locked state. Then, the outer ring of the first bearing 2614 (i.e., the bearing seat 2636) is rotated. After rotation to the correct position, the external force is removed and the locking rod 2619 is loosened. Under the action of the spring force, the locking rod 2619 is engaged with the new fitted part, thus completing the adjustment.

[0039] In this embodiment of the guide wheel device, the first elastic element 2616 is mainly used to absorb the vertical load and the load in the vehicle width direction on the support link 2613. The second elastic element 2615 is mainly used to absorb the load in the vehicle length direction on the support link 2613 and also absorb part of the load in the vehicle width direction. The wear plate 2639 is used to absorb vertical impact. The first elastic element 2616 and the second elastic element 2615 are spaced apart on the axis of the support link 2613, and can also absorb part of the torsional load. The Z-shaped support link can convert part of the impact force into torsional force for absorption. The use of the above-mentioned shock absorption structure enables the guide wheel device to effectively adapt to the complex working conditions of rail vehicles going through curves and turns, improve ride comfort, and make the vehicle more stable and quiet when passing through any complex track.

[0040] like Figure 17As shown, the vehicle body includes a chassis 1100, side walls 1200, a roof 1300, and end walls 1400. The two side walls 1200 are welded and fixed to both sides of the chassis 1100, the roof 1300 is fixed across the top of the side walls 1200, and the end walls 1400 are located at the two ends of the vehicle body. The sides of the end walls 1400 are fixed to the side walls 1200, and the bottom of the end walls 1400 is fixed to the chassis 1100. The side walls 1200 have openings for installing external doors and window openings for installing windows. The roof 1300 includes two air conditioning mounting frames 1330, one in front and one behind, and a driver's cab mask is installed at the front of the vehicle body. In this embodiment, all parts of the main structure of the vehicle body are welded and fixed using aluminum profiles; however, riveting can also be used.

[0041] like Figure 18 As shown, the roof 1300 includes a central dome 1310 and two end domes 1320 on either side. Both the central dome 1310 and the end domes 1320 are modularly manufactured. The inner edges of the end domes 1320 are welded and fixed to the central dome 1310. In this embodiment, the air conditioning mounting frame 1330 is integrated into the end domes 1320. The specific structure of the roof will be described in detail below.

[0042] like Figures 19 to 22 This is a structural diagram of the end dome 1320 of the present invention. The end dome 1320, which integrates the air conditioner mounting frame 1330, includes two longitudinally arranged end dome longitudinal profiles 1321 and two transversely arranged end dome transverse profiles 1322. The two end dome longitudinal profiles 1321 and the two end dome transverse profiles 1322 are joined end-to-end and welded to form a rectangular frame. The inner ends of the end dome longitudinal profiles 1321 and the inner ends of the end dome transverse profiles 1322 form the air conditioner mounting frame 1330. Figure 9 As can be seen, the left and right sides of the end dome longitudinal profile 1321 are supported by the upper beam 1206 of the side wall 1200. The weight of the air conditioner borne by the air conditioner mounting frame 1330 can be directly transferred to the side wall 1200 through the end dome longitudinal profile 1321. Figure 21 , Figure 22 As shown, both the inner ends of the longitudinal profile 1321 and the transverse profile 1322 have upwardly extending extensions 323. Adjacent extensions 323 are welded together to form a rectangular barrel structure. These four extensions 323 constitute the sealing baffle of the air conditioning mounting frame 1330. The sealing rubber of the air conditioning unit is pressed against the top of the extension 323 to achieve a sealed installation. The space between the extensions 323 forms an air conditioning mounting well 340, in which the air conditioning unit can be recessed and installed, reducing the height of the vehicle roof and improving the vehicle's passability. Figure 19 , Figure 20 , Figure 21As shown, the upper surface of the end dome-shaped longitudinal profile 1321 near its respective extension 323 is provided with an air conditioner mounting interface 1324 for fixing the air conditioner. This air conditioner mounting interface 1324 is a C-shaped groove. The air conditioner unit rests on the air conditioner mounting frame 1330 and is fixed to the end dome-shaped longitudinal profile 1321 through the C-shaped groove using bolts and nuts. This fixing structure is sufficiently stable and does not require fixing to all four sides as in traditional solutions, simplifying the installation process.

[0043] In this embodiment, the two end dome horizontal profiles 1322 of the end dome 1320 at the first end are relatively long. Both ends of the end dome horizontal profiles 1322 are directly fixed to the upper beam 1206 of the side wall 1200. The two ends of the end dome longitudinal profile 1321 are welded and fixed to the inner sidewalls of the end dome horizontal profiles 1322, respectively. The end dome 1320 at the second end, closer to the first end (… Figure 17 The end dome horizontal profile 1322 (left side) is relatively long, and its two ends are directly fixed to the upper beam 1206 of the side wall 1200. In the end dome 1320 of the second end, the front end of the end dome vertical profile 1321 is welded and fixed to the inner side wall of the end dome horizontal profile 1322. In this embodiment, the end dome 1320 of the second end is close to the second end ( Figure 17 The end dome horizontal profile 1322 (on the right side) is shorter in length, and its two ends are welded to the inner wall of the end dome vertical profile 1321. On one side of the two ends, the rear end face of the end dome horizontal profile 1322 and the rear end face of the end dome vertical profile 1321 are both welded and fixed to the end wall 1400, specifically to the end wall plate 1404 of the end wall 1400 (see...). Figure 26 This design minimizes the number of welds. If the two ends also use a similar design... Figure 20 The diagram shows the end dome 1320 structure of the second-position end. Welding is required not only between the longitudinal profile 1321 and the transverse profile 1322 of the end dome, but also between the transverse profile 1322 and the end wall, resulting in a large amount of welding work. Therefore, the end dome 1320 of the second-position end in this embodiment has undergone structural optimization. Since the weight of the air conditioner is primarily borne by the longitudinal profile 1321 of the end dome, the structural strength requirements for the transverse profile 1322 of the end dome are reduced, thus enabling a simplified design.

[0044] like Figure 23 As shown, the central dome 1310 is composed of a central dome plate 1311, symmetrically distributed side dome plates 1312, and roof side beams 1313. The central dome plate 1311, side dome plates 1312, and roof side beams 1313 are all made of aluminum profiles, and adjacent aluminum profiles are fixed by interlocking welding. (See also...) Figure 25 The roof edge beam 1313 overlaps with the side wall edge beam 1206 and is welded in place. For example... Figure 2As shown, the front and rear ends of the middle dome are welded and fixed to the end dome 1320 respectively. Specifically, the ends of the middle dome plate 1311, the ends of the side dome plate 1312, and the ends of the roof side beam 1313 are all welded and fixed to the dome horizontal profile 322 of the end dome 1320.

[0045] In this embodiment, the end dome longitudinal profile 1321, the end dome transverse profile 1322, the middle dome plate 1311, the side dome plate 1312, and the roof side beam 1313 are all integral aluminum profiles produced by extrusion molding process. The end dome longitudinal profile 1321, the end dome transverse profile 1322, and the roof side beam 1313 have several reinforcing ribs inside.

[0046] like Figure 24 , Figure 25 As shown, the side wall 1200 includes an upper side beam 1206, and side columns 1201, door columns 1202, a first-position side wall panel 1203, a middle side wall panel 1204, and a second-position side wall panel 1205 fixed between the upper side beam 1206 and the base frame 1100. The upper side beam 1206, side columns 1201, door columns 1202, first-position side wall panel 1203, middle side wall panel 1204, and second-position side wall panel 1205 are all integral aluminum profiles produced through an extrusion molding process.

[0047] like Figure 24 , 25 As shown, the upper beam 1206 includes an outer wall 1209 with positioning grooves 1208 arranged along the length of the vehicle and a cavity 1210 located inside the outer wall 1209. The outer wall 1209 of the upper beam 1206 has keyholes 1207 for hoisting the upper guide rail of the door spaced apart along the positioning grooves 1208. In this embodiment, the keyholes 1207 are opened along the positioning grooves 1208, ensuring that the positions of the keyholes 1207 are in a straight line, thus improving the installation accuracy of the upper guide rail of the door. Figure 25 As shown, the cavity 1210 has an inner cavity 1211 for accommodating the longitudinal sliding of a T-shaped threaded block suitable for connecting the upper guide rail of the car door, and two limiting ribs 1212 located at the inner end of the inner cavity 1211 for abutting the tail boss of the T-shaped threaded block. When installing the upper guide rail of the car door, the T-shaped threaded block is inserted into the inner cavity 1211 through the large opening of the keyhole 1207, so that the tail boss of the T-shaped threaded block is embedded between the two limiting ribs 1212. Then, the T-shaped threaded block is slid so that the threaded hole is located at the small opening of the keyhole. Then, the upper guide rail is placed in the installation position, and then the bolt is screwed into the threaded hole of the T-shaped threaded block after passing through the pad and the guide rail and tightened, thereby fixing the upper guide rail to the outer wall 1209 of the upper side beam 1206.

[0048] like Figure 25As shown, the inner side of the upper beam 1206 is provided with a gantry mechanism mounting interface 1215 extending along the length of the vehicle for hoisting the gantry vehicle. The outer side of the upper beam 1206 is also provided with a rain eaves mounting interface 1213 and an aesthetic panel mounting interface 1214.

[0049] like Figure 16 As shown, the end wall 1400 includes an end gate column 1401 and an end corner column 1402 fixed to the base frame. An end wall plate 1403 is welded and fixed between the end gate column 1401 and the end corner column 1402. An end wall plate 1404 is welded and fixed above the end gate column 1401 and the end corner column 1402.

[0050] like Figure 27 , Figure 28 As shown, the base frame 1100 includes a floor 1130, side beams 1120, a single-end beam 1110, and a double-end beam 1140. The side beams 1120 are welded to both sides of the floor 1130. The single-end beam 1110 and the double-end beam 1140 are located at both ends of the base frame and are welded to the floor 1130 and side beams 1120, respectively. Figure 11 As can be seen, two downward-protruding longitudinal beams 1131 are symmetrically arranged on the lower surface of the floor 1130 in the two bogie mounting areas. These longitudinal beams 1131 and the floor 1130 extend longitudinally to form an integral structure. Specifically, the longitudinal beams 1131 and the floor 1130 are formed into an integral aluminum profile structure through an extrusion molding process. Figure 29 As shown, in this embodiment, the floor 1130 includes a middle floor 1134 and side floor 1135 fixed to both sides of the middle floor 1134. The two ends of the middle floor 1134 are inserted into the side floor 1135 and then welded together. After welding, the weld is polished to make the weld smooth. Of course, it is also feasible to fix the middle floor 1134 and the side floor 1135 together by riveting. In this embodiment, the longitudinal beam 1131 and the side floor 1135 are an integral structure made by aluminum profile extrusion molding process. The vehicle body of this invention uses these two longitudinal beams 1131 to provide the installation of the bogie. The middle floor 1134 and the side floor 1135 are long hollow aluminum profiles with internal stiffeners. As an important load-bearing component of the vehicle body chassis, the longitudinal beam 1131 has high strength requirements. In this embodiment, the longitudinal beam 1131 has a rectangular hollow structure. The thickness of the bottom and side walls of the longitudinal beam 1131 is approximately twice the wall thickness of the floor 1130 profile; generally, 1.5-2.5 times is ideal. In this embodiment, the floor profile wall thickness is 4mm, the bottom wall thickness of the longitudinal beam 1131 is 10mm, and the side wall thickness of the longitudinal beam 1131 is 8mm. To further improve strength, the bottom wall of the longitudinal beam 1131 extends to both sides by a length of 23mm.

[0051] like Figure 31As shown, the side beam 1120 has an upwardly extending side wall section 1121 for fixed connection with the side wall and a floor section 1122 extending into the vehicle. The floor section 1122 of the side beam 1120 is fixed to the side floor 1135 by insertion welding (or riveting). The upper surfaces of the floor sections 1122 of the two side beams 1120, the upper surfaces of the two side floors 1135, and the upper surface of the intermediate floor 1134 are flush. The lower surfaces of the floor sections 1122 of the two side beams 1120, the lower surfaces of the two side floors 1135, and the lower surface of the intermediate floor 1134 are flush. Figure 29 As shown, the side beam 1120 is also a full-length hollow aluminum profile with internal stiffeners.

[0052] like Figure 31 As shown, the longitudinal beam 1131 is provided with a first bogie mounting interface for connecting the bogie. This first bogie mounting interface includes two threaded holes 1137 and a positioning hole 1138 arranged longitudinally along each longitudinal beam 1131 from the vehicle center to the vehicle end. The positioning hole 1138 can also be a positioning pin. The bogie frame of the present invention is correspondingly provided with a vehicle body positioning interface 2102 (see...). Figure 4 The car body positioning interface is a positioning post. The positioning post cooperates with the positioning holes 1138 on the longitudinal beam 1131 of the underframe to achieve positioning. The upper surface of the T-shaped side frame of the bogie is provided with a corresponding car body mounting interface 2101. In this example, the car body mounting interface 2101 is a threaded hole. In this embodiment, the threaded holes 1137 are symmetrically arranged with respect to the center line of the underframe, and the positioning holes 1138 are also symmetrically arranged with respect to the center line of the underframe. In order to improve the structural strength of the bogie mounting area, in this embodiment, a bogie mounting area reinforcing plate 1136 corresponding to the first bogie mounting interface is also welded between the longitudinal beams 1131. Specifically, a bogie mounting area reinforcing plate 1136 is arranged between each pair of threaded holes 1137, and a bogie mounting area reinforcing plate 1136 is also arranged between each pair of positioning holes 1138. Since the lateral force between the bogie and the underframe longitudinal beam 1131 is transmitted through the bogie mounting interface, the bogie mounting area reinforcement plate 1136 can strengthen the structural strength of this area and improve the overall rigidity of the underframe.

[0053] like Figure 27 , Figure 28 , Figure 31As shown, segmented crossbeams are fixed to the lower surface of the floor 1130 on the side of the two bogie mounting areas away from the vehicle center. The segmented crossbeams include an inner crossbeam 1132 located between the two longitudinal beams 1131, and an outer crossbeam 1133 located between the side beam 1120 and the longitudinal beams 1131. The inner crossbeam 1132 is welded to the inner surfaces of the longitudinal beams 1131 at both ends, while the outer crossbeam 1133 is welded to the inner surfaces of the side beams 1120 and the outer surfaces of the longitudinal beams 1131 at both ends. To increase welding strength, the welded portions of the inner crossbeams 1132 and 1133 to the floor 1130 are flanged, increasing the contact area and facilitating welding. To facilitate welding operations between the segmented crossbeams and the longitudinal beams 1131, as well as welding operations of the reinforcing plates 136 within the bogie mounting area, as shown... Figure 22 As shown, the bottom wall extension edge of the longitudinal beam 1131 was removed in the corresponding welding area.

[0054] like Figure 31 As shown, the inner crossbeam 1132 is provided with a second bogie mounting interface for connecting the bogie. This second bogie mounting interface includes two threaded holes 1137 arranged longitudinally (i.e., in the vehicle width direction) along the inner crossbeam 1132, symmetrically distributed with respect to the underframe centerline. Correspondingly, two mounting seats 2114, arranged symmetrically with respect to the underframe centerline, are fixed to the end of the bogie upper frame away from the vehicle centerline. Each mounting seat 2114 has a car body mounting interface 2101 (bolt hole 814) corresponding to the second bogie mounting interface.

[0055] When installing the bogie, firstly, insert the positioning pin 2102 of the T-shaped side frame into the positioning hole 1138 of the first bogie mounting interface of the longitudinal beam 1131 to achieve positioning between the upper frame 2100a and the longitudinal beam 1131. Then, pass bolts through the bolt holes of the T-shaped side frame and screw them into the threaded holes 137 of the first bogie mounting interface of the longitudinal beam 131. Similarly, pass bolts through the bolt holes of the fixing seat 2114 and screw them into the threaded holes 137 of the second bogie mounting interface of the inner crossbeam 132 to fix the upper frame 2100a to the longitudinal beam 1131.

[0056] The underframe of this invention provides bogie mounting interfaces through longitudinal beams and inner transverse beams beneath the floor, offering advantages such as compact structure, high strength, fewer welds, simple construction, and high production efficiency. This embodiment provides a specific structure for the bogie mounting interface, but is not limited to this structural form. The bogie mounting interface of the underframe simply needs to be compatible with the mounting interface on the bogie.

[0057] like Figure 27 , Figure 28 and Figure 31As shown, the inner crossbeam 1132 and the outer crossbeam 1133 are arranged in a straight line along the width direction of the vehicle, so that the lateral force from the bogie on the longitudinal beam can be directly transmitted to the side beam 1120 through the outer crossbeam, thereby improving the lateral stiffness of the chassis frame.

[0058] like Figure 27 , Figure 28 As shown, the bottom surface of the floor 1130 is provided with C-shaped grooves (undercar equipment mounting interfaces) for mounting undercarriage equipment. These C-shaped grooves are mainly distributed between the two bogie mounting areas on the lower surface of the floor 1130. To reserve more installation space for undercarriage equipment, in this embodiment, the longitudinal beam 1131 is disconnected on the side of the two bogie mounting areas closer to the vehicle center. Specifically, the longitudinal beam 1131 is removed between the two bogie mounting areas (but the longitudinal beam in the motor mounting area needs to be retained) to reserve more installation space for undercarriage equipment.

[0059] The base frame has a head coupler mounting seat at one end, the specific structure of which is as follows: Figure 27 , Figure 32 As shown, a longitudinal beam 1131 extending towards the end beam 1110 on the side closest to the end beam 1110, and a coupler mounting seat 1150 fixed to the lower surface of the floor 1130 on the side closest to the end beam 1110. Figure 16 , Figure 32 , Figure 33 As shown, the head coupler mounting base 1150 includes a head coupler mounting base plate 1151 and two symmetrical coupler fixing blocks 1152 fastened to the upper surface of the head coupler mounting base plate 1151 by countersunk screws. The two sides of the head coupler mounting base plate 1151 are welded and fixed to the inner sides of the two longitudinal beams 1131, respectively, and the front end of the head coupler mounting base plate 1151 is welded and fixed to the rear facade of the end beam 1110. Three longitudinally arranged reinforcing ribs 1153 are welded between the head coupler mounting base plate 1151 and the lower surface of the floor 1130. Specifically, the head coupler mounting base plate 1151 has three slots 1154 for inserting the bottom of the reinforcing ribs 1153. The top of the reinforcing ribs 1153 is welded and fixed to the lower surface of the floor 1130, and the bottom of the reinforcing ribs 1153 is welded to the edge of the slots 1154, thereby strengthening the overall strength of the head coupler mounting base 1150. In this embodiment, the coupler fixing block 1152 is made of threaded steel plate, and the head coupler mounting base plate 1151 and reinforcing rib 1153 are made of 6082 aluminum plate.

[0060] The coupler fixing block 1152 has a threaded hole for fixing the head coupler, and the head coupler mounting base plate 1151 has a through hole corresponding to the threaded hole. Bolts for fixing the head coupler pass sequentially through the head coupler, the through hole of the head coupler mounting base plate 1151, and are then screwed into the threaded hole of the coupler fixing block 1152, thus fixing the head coupler to the head coupler mounting base plate 1151. The longitudinal force of the head coupler is transmitted through the head coupler mounting base plate 1151 to the longitudinal beam 1131 and the first end beam 1110, thereby transmitting it to the entire underframe.

[0061] Simulation calculations show that the head coupler mounting base 1150 of the underframe in this embodiment can meet the body strength requirements of APM vehicles, achieving a longitudinal compressive load ≥200kN and a tensile load ≥200kN at the head coupler connection.

[0062] In this embodiment, the head coupler mounting base 1150 is top-mounted. Compared to traditional coupler mounting bases fixed to the underframe, the structure and implementation process of the head coupler mounting base of this invention are simple, requiring very little undercarriage space, effectively solving the problem of limited undercarriage space in APM vehicles. Figure 32 As can be seen, the lower surface of the head coupler mounting base plate 1151 is higher than the bottom surface of the longitudinal beam 1131 and the first end beam 1110. The first end beam 1110 has a notch in the lower middle part, and the bottom surface of the notch is flush with the head coupler mounting base plate 1151. This provides the head coupler with more installation space and swing space.

[0063] During production, the coupler fixing block 1152 is first fixed to the upper surface of the head coupler mounting base plate 1151 with countersunk screws. Then, three reinforcing ribs 1153 are welded to the bottom surface of the floor 1130. The head coupler mounting base plate 1151 is then placed in position so that the bottom of the reinforcing ribs 1153 is inserted into the slots 1154 of the head coupler mounting base plate 1151. Finally, the head coupler mounting base plate 1151 is welded and fixed.

[0064] In this embodiment, the chassis of the vehicle body is also equipped with intermediate coupler mounting seats at both ends, and the specific structure is as follows: Figure 27 , Figure 35 As shown, a middle coupler mounting seat 1160 is provided on the lower surface of the floor 1130 near the side of the second end beam 1140. Figure 35As shown, the intermediate coupler mounting base 1160 includes an intermediate coupler mounting base base plate 1161 and an intermediate coupler fixing plate 1162 that is horizontally and vertically fixed to the lower surface of the intermediate coupler mounting base base plate 1161. The intermediate coupler mounting base base plate 1161 is welded and fixed to the lower surface of the floor 1130, and the intermediate coupler fixing plate 1162 has intermediate coupler mounting holes 1164 for fixing the intermediate coupler. In this embodiment, two pairs of longitudinal upright plates 1163 are symmetrically welded to the lower surface of the intermediate coupler mounting base base plate 1161, and the longitudinal upright plates 1163 are respectively welded and fixed to the front and rear sides of the intermediate coupler fixing plate 1162. To better transmit the traction force between the intermediate coupler mounting base 1160 and the underframe, in this embodiment, an intermediate coupler longitudinal beam 1165 is provided between the intermediate coupler fixing plate 1162 and the inner crossbeam 1132. The upper surface of the intermediate coupler longitudinal beam 1165 is welded and fixed to the floor 1130 and the intermediate coupler mounting base base plate 1161, respectively. The front end of the intermediate coupler longitudinal beam 1165 is welded and fixed to the rear facade of the intermediate coupler fixing plate 1162, and the rear end of the intermediate coupler longitudinal beam 1165 is welded and fixed to the front facade of the inner crossbeam 1132. To further improve the strength of the intermediate coupler mounting base 1160, such as... Figure 35 As shown, a reinforcing plate 1166 for the intermediate coupler mounting seat is welded and fixed between the lower surface of the intermediate coupler longitudinal beam 1165 and the rear facade of the intermediate coupler fixing plate 1162. An outer reinforcing plate 1167, which is welded and fixed to the outer facade of the inner crossbeam 1132, is welded between the intermediate coupler longitudinal beam 1165 and the floor longitudinal beam 1131. On the side of the two ends closest to the vehicle center, an inner edge reinforcing plate 1168 is welded between the inner crossbeam 1132 and the longitudinal beam 1131, while an inner center reinforcing plate 1169 is welded between the inner crossbeam 1132 and the floor 1130. In this embodiment, the intermediate coupler longitudinal beam 1165 is a hollow aluminum profile with a rectangular cross-section. The intermediate coupler mounting base plate 1161, intermediate coupler fixing plate 1162, longitudinal upright plate 1163, intermediate coupler mounting base reinforcing plate 1166, outer reinforcing plate 1167, inner edge reinforcing plate 1168, and inner center reinforcing plate 1169 are made of 6082 aluminum plate.

[0065] The longitudinal force on the intermediate coupler mounting base 1160 is partly transmitted to the floor 1130 through the intermediate coupler mounting base bottom plate 1161; and partly transmitted to the inner crossbeam 1132 through the intermediate coupler longitudinal beam 1165, and then transmitted to the floor through the inner crossbeam 1132 and longitudinal beam 1131. 167-Outer reinforcing plate; 168-Inner edge reinforcing plate; 169-Inner center reinforcing plate. 1169 can improve the structural strength of this area, allowing the impact force from the intermediate coupler to be better absorbed by the underframe.

[0066] like Figure 27 , Figure 36As shown, a motor mounting bracket 1170 is provided between the bogie mounting areas on the vehicle body underframe. Specifically, a longitudinal beam 1131 near the second end beam 1140 extends towards the vehicle center to form an extension section. Below this extension section, a motor mounting bracket 1170 for hoisting the motor is fixed by rivets (or bolts). The motor mounting bracket 1170 is an L-shaped cast steel component, including a connecting portion 1171 fixed to the extension section of the longitudinal beam 1131 and a support arm 1172 for fixing the motor. The connecting portion 1171 includes a horizontal connecting plate and a vertical connecting plate. The horizontal connecting plate and the vertical connecting plate are respectively fixed to the bottom wall and side wall of the longitudinal beam 1131 by rivets. The support arm 1172 has an upward-facing groove, and a through hole at the bottom of the groove for the bolt of the hoisting bolt to pass through. In this embodiment, the groove of the support arm 1172 is used to place a shock-absorbing pad. During installation, place the shock-absorbing pad in the groove, and pass the lifting bolt through the shock-absorbing pad and the through hole. Then, lift the motor into position and pass the screw through the mounting hole of the motor housing. Next, put another shock-absorbing pad on the bottom of the screw and tighten the fastening nut to stably suspend the motor under the base frame.

[0067] The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the protection scope of the present invention.

Claims

1. A side-guided guide rail type rubber-tired train, comprising at least two coupled carriages, each carriage comprising a car body (1) and two bogies (2) disposed below the car body (1); characterized in that: The bogie (2) includes a guide frame (2604), an axle bridge (2200), and a bogie frame (2100). The guide frame (2604) is rotatably connected to the underside of the axle bridge (2200) via a slewing bearing (2606). The axle bridge (2200) has a first steering housing (2213a) and a second steering housing (2213b) at both ends. The guide frame (2604) is linked to the first steering housing (2213a) via a steering tie rod (2605). The first steering housing (2213a) is linked to the second steering housing (2213b) via a steering synchronizing rod (2205). The second steering housing (2213b) is connected to the bogie frame (2100) via a reset device (2506). The reset device (2506) is a bidirectional damping shock absorber. The vehicle body (1000) includes a chassis (1100), the chassis (1100) includes a floor (1130), and the lower surface of the floor (1130) is symmetrically provided with two downwardly protruding longitudinal beams (1131) in the two bogie mounting areas. The longitudinal beams (1131) and the floor (1130) extend longitudinally to form an integral structure. The longitudinal beams (1131) are provided with a first bogie mounting interface for connecting the bogie. An inner crossbeam (1132) fixed to the lower surface of the floor (1130) is provided between the two longitudinal beams on the side of the two bogie mounting areas away from the vehicle center. The inner crossbeam (1132) is provided with a second bogie mounting interface for connecting the bogie.

2. The side-guided guide rail type rubber-tired train according to claim 1, characterized in that: The reset device (2506) and the steering tie rod (2605) are arranged generally laterally and are located on the side of the axle (2200) near the end of the vehicle. The steering tie rod (2605) is located on the side of the axle (2200) near the center of the vehicle, and the reset device (2506) is located directly above the steering tie rod (2605).

3. The side-guided guide rail type rubber-tired train according to claim 1, characterized in that: The bogie frame (2100) includes a lower frame (2100b) fixed to the axle bridge (2200) and an upper frame (2100a) supported above the lower frame (2100b) by an air spring (507); the inner end of the reset device (2506) is hinged to the lower frame (2100b), and the outer end of the reset device (2506) is hinged to the top of the second steering housing (2213b); the inner end of the steering tie rod (2605) is hinged to the guide frame (2604), and the outer end of the steering tie rod (2605) is hinged to the first steering housing (2213a).

4. The side-guided guide rail type rubber-tired train according to claim 1, characterized in that: The steering synchronizer (2205) has a curved section in the middle to avoid the sinking of the traction drive shaft, which is located directly below the connection between the traction drive shaft and the axle.

5. The side-guided guide rail type rubber-tired train according to claim 1, characterized in that: The guide frame (2604) is provided with guide arms (2603) on both sides laterally. The outer end of the guide arm (2603) is provided with a guide wheel device (2602) for guidance. The guide wheel device (2602) includes a guide arm (2603), a support link (2613) and a guide wheel. The guide wheel device includes a guide wheel (2612) rotatably disposed at the first end of the support link (2613) and a turnout wheel (2611). The support link (2613) is connected to the guide arm (2604) through a shock absorption and buffer mechanism. 03) Connection, characterized in that the shock absorption and buffer mechanism includes a first elastic element (2616) sleeved on the support link (2613) and supported on the guide arm (2603), and a second elastic element (2615) connecting the second end of the support link (2613) and the guide arm (2603), wherein the axis of the first elastic element (2616) is parallel to the axis of the support link (2613), and the axis of the second elastic element (2615) is parallel to the axis of rotation of the guide wheel (2612).

6. The side-guided guide rail type rubber-tired train according to claim 5, characterized in that: The supporting link (2613) includes a first transverse link (2630) and a second transverse link (2631) arranged in parallel, and a connecting part (2632) connecting the first transverse link (2630) and the second transverse link (2631). The first elastic node (6) is sleeved on the side of the first transverse link (2630) near the connecting part (2632). The second elastic element (2615) is disposed on the second transverse link (2631). The axis of the first transverse link (2630) is lower than the axis of the second transverse link (2631).

7. The side-forced guide rail type rubber-tired train according to claim 6, wherein the outer end of the guide arm (2603) is provided with an outward-facing slot (2635) for inserting the connecting part (2632) into the slot (2635), and a wear plate (2639) for bearing vertical impact is provided in the gap between the top and bottom surfaces of the connecting part (2632) and the slot (2635).

8. The side-guided guide rail type rubber-tired train according to claim 1, characterized in that: The base frame (1100) also includes a side beam (1120), a first end beam (1110), and a second end beam (1140). The inner crossbeam (1132) has outer crossbeams (1133) fixed to the lower surface of the floor (1130) at both ends. The outer crossbeams (1133) are fixed to the longitudinal beam (1131) and the side beam (1120) at both ends, respectively. The longitudinal beam (1131) near the first end beam (1110) extends towards the first end beam (1110). A head coupler mounting seat is provided on the lower surface of the floor (1130) near the first end beam (11). 1150), the head coupler mounting base (1150) includes a head coupler mounting base base plate (1151) and a coupler fixing block (1152) fixed to the upper surface of the head coupler mounting base plate (1151). The front end of the head coupler mounting base plate (1151) is fixedly connected to a first end beam (1110). The left and right sides of the head coupler mounting base plate (1151) are fixedly connected to the longitudinal beam (1131) respectively. The coupler fixing block (1152) is provided with a threaded hole for connecting the head coupler. The head coupler mounting base plate (151) is provided with a through hole corresponding to the threaded hole.

9. The side-guided guide rail type rubber-tired train according to claim 8, characterized in that: Several longitudinal reinforcing ribs (1153) are arranged between the head coupler mounting base plate (1151) and the floor (1130) along the vehicle width direction. The head coupler mounting base plate (1151) is provided with slots (1154) corresponding to the reinforcing ribs (1153). The top of the reinforcing ribs (1153) is welded and fixed to the floor (1130), and the bottom of the reinforcing ribs (1153) is inserted into the slots (1154) of the head coupler mounting base plate (1151) and fixed by welding.

10. The side-guided guide rail type rubber-tired train according to claim 8, characterized in that: An intermediate coupler mounting seat (1160) is provided on the lower surface of the floor (1130) near the two end beams (1140). The intermediate coupler mounting seat (1160) includes an intermediate coupler fixing plate (1162) with an intermediate coupler mounting interface. An intermediate coupler longitudinal beam (1165) that is welded and fixed to the floor (1130) is connected between the intermediate coupler fixing plate (1162) and the inner cross beam (1132).

11. The side-guided guide rail type rubber-tired train according to claim 8, characterized in that: The vehicle body (1) also includes side walls (1200) on both sides of the chassis (1100), a roof (1300) spanning and fixed above the side walls (1200), and end walls (1400) at the two ends of the vehicle body. The main body of the chassis (1100), side walls (1200) and roof (1300) is made of aluminum profiles. The roof (1300) includes a central dome (1310) and end domes (1320) fixed to the central dome (1310). At least one end dome (1320) integrates an air conditioning mounting frame (1330). The central dome (1310) and the end domes (1320) are both modularly manufactured.

12. The side-guided guide rail type rubber-tired train according to claim 11, characterized in that: The end dome (1320) integrating the air conditioner mounting frame (1330) includes two longitudinally arranged end dome profiles (1321) and two transversely arranged end dome profiles (1322). The two longitudinal end dome profiles (1321) and the two transverse end dome profiles (1322) are spliced ​​together to form a rectangular frame. The inner ends of the longitudinal end dome profiles (1321) and the inner ends of the transverse end dome profiles (1322) form the air conditioner mounting frame (1330). The left and right sides of the longitudinal end dome profiles (1321) are supported by the side wall (1200). The weight of the air conditioner borne by the air conditioner mounting frame (1330) is mainly transferred directly to the side wall (1200) through the longitudinal end dome profiles (1321).

13. The side-guided guide rail type rubber-tired train according to claim 12, characterized in that: The inner ends of the end dome longitudinal profile (1321) and the inner ends of the end dome transverse profile (1322) both have upwardly extending extensions (1323). Adjacent extensions (1323) are welded and fixed together. The sealing baffle of the air conditioner mounting frame (1330) is formed by the extensions (1323). The space between the extensions (1323) forms an air conditioner mounting well (340). The upper surface of the end dome longitudinal profile (1321) near its respective extension (1323) is provided with an air conditioner mounting interface (1324) for fixing the air conditioner.

14. The side-guided guide rail type rubber-tired train according to claim 12, characterized in that: In the end dome (1320) near the second end, the two ends of the end dome horizontal profile (1322) away from the second end are welded and fixed to the upper beam (1206) of the side wall (1200), and the two ends of the end dome vertical profile (1321) are welded and fixed to the inner side wall of the end dome horizontal profile (1322) away from the second end respectively; the two ends of the end dome horizontal profile (1322) near the second end are welded and fixed to the inner side wall of the end dome vertical profile (1321), and the rear end face of the end dome horizontal profile (1322) near the second end and the rear end face of the end dome vertical profile (1321) are both welded and fixed to the end wall (1400).

15. The side-guided guide rail type rubber-tired train according to claim 11, characterized in that: The side wall (1200) includes an upper side beam (1206), and side columns (1201), door columns (1202), a first-position side wall panel (1203), a middle side wall panel (1204), and a second-position side wall panel (1205) fixed between the upper side beam (1206) and the base frame (1100). The upper side beam (1206) includes an outer side wall (1209) with positioning grooves (1208) arranged along the length of the vehicle, and a side wall (1209) located on the outer side wall (1200). The cavity (1210) inside the upper beam (1206) has keyholes (1207) for hoisting the upper guide rail of the car door at intervals along the positioning groove (1208) on the outer wall (1209) of the upper beam (1206). The cavity (1210) has an inner cavity (1211) for accommodating the longitudinal sliding of the T-shaped threaded block suitable for connecting the upper guide rail of the car door and two limiting ribs (1212) located at the inner end of the inner cavity (1211) for abutting the tail boss of the T-shaped threaded block.

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