Guide wheel device and side forced guiding guide rail type rubber wheel train

Abstract

The guide wheel device comprises a guide arm, a supporting connecting rod and a guide wheel assembly, the guide wheel assembly comprises a guide wheel and a turnout wheel which are rotationally arranged at the first end of the supporting connecting rod, the supporting connecting rod is connected with the guide arm through a buffering mechanism, and the supporting connecting rod is connected with the guide arm through a buffering mechanism. The buffer mechanism comprises a first elastic element which sleeves the supporting connecting rod and is supported on the guide arm and a second elastic element which is connected with the second end of the supporting connecting rod and the guide arm, the axis of the first elastic element is parallel to the axis of the supporting connecting rod, and the axis of the second elastic element is parallel to the rotating shaft of the guide wheel. The shock absorber is simple in structure and excellent in buffering performance, can absorb multi-directional impact at the same time, has a wear adjusting function, and can uniformly wear and prolong the service life.

Description

Technical Field

[0001] This invention relates to the field of rail transit vehicle technology, and in particular to a guide wheel device and a side-guided guide rail type rubber-tired train. Background Technology

[0002] Automated People Mover (APM) systems are driverless, low- to medium-capacity urban rail transit systems widely used in airports, urban areas, and other scenarios due to their high flexibility, low cost, and high safety. Side-guided APM vehicles obtain guidance force and stability by having guide wheels on both sides (or one side) of the vehicle body closely attached to the guide surface (such as a concrete retaining wall or steel guide rail) next to the track.

[0003] Chinese invention patent CN102470878B discloses a guiding device with a separate guide arm and guide ring. When the guide wheel contacts the guide rail, a buffer mechanism bears the load in the shear direction. Elastic components and cylindrical buffer rubber absorb the load through shear deformation, and the flexibility of the plate-like elastic component suppresses the rotation of the guide ring, reducing the weight and vibration of the guiding device. However, this patent only absorbs lateral forces through the elastic component located between the guide arm and guide ring. While the structure is simple, its function is limited, and its reliability is insufficient. Furthermore, it lacks an independent vertical buffer mechanism, resulting in poor vertical impact resistance. In addition, the load is directly transmitted to the guide arm through the guide ring, resulting in a single path and insufficient optimization of the force transmission path.

[0004] Chinese invention patent CN105073547B discloses a guide rail type vehicle guiding device, which uses a main buffer component to absorb lateral and vertical forces, and a secondary buffer component to absorb longitudinal forces. However, both the main and secondary buffer components are located on one side of the steering arm's front end. This arrangement makes it difficult to effectively distribute and transfer loads, and the absorption of vertical loads is insufficient. Furthermore, the rubber material is prone to stiffness attenuation under high-frequency vertical impacts, and no independent vertical impact-resistant component is provided. Secondly, the connection structure between the main and secondary buffer components weakens the rigidity design, potentially causing the buffer structure's allowance to conflict with the rigidity required for guidance. The presence of a first and second support frame increases the complexity of the force transmission path, affecting the transmission effect. In addition, the device lacks a wear adjustment structure for the guide wheels, resulting in a short service life.

[0005] Therefore, developing a guide wheel device with a simple structure that can effectively buffer multi-directional loads and has a stable wear adjustment function has become an urgent technical problem to be solved in this field. Summary of the Invention

[0006] The purpose of this invention is to overcome the problems of insufficient buffering performance and poor stability of wear adjustment structure in the existing technology of guide wheel device, and to provide a guide wheel device with excellent buffering performance that can absorb multi-directional impacts at the same time and a side-forced guide rail type rubber tire train, which also has wear adjustment function, can wear evenly and extend service life.

[0007] To achieve the above objectives, the present invention provides the following technical solution: a guide wheel device, comprising: a guide arm, a support link, and a guide wheel, wherein the guide wheel assembly includes: a guide wheel and a turnout wheel rotatably disposed at the first end of the support link, the support link being connected to the guide arm via a buffer mechanism, characterized in that the buffer mechanism includes a first elastic element sleeved on the support link and supported on the guide arm, and a second elastic element connecting the second end of the support link and the guide arm, wherein the axis of the first elastic element is parallel to the axis of the support link, and the axis of the second elastic element is parallel to the rotation axis of the guide wheel.

[0008] Furthermore, the first elastic element and the second elastic element are respectively disposed on the front and rear sides of the guide arm axis.

[0009] Furthermore, the guide wheel and the turnout wheel are mounted on the first end of the support link via a first bearing. The rotation center of the guide wheel is offset relative to the shaft core of the first bearing. The guide wheel device also includes a wear adjustment mechanism. The wear adjustment mechanism includes a plurality of fitting parts arranged in the circumferential direction on the outer circumferential surface of the outer ring of the first bearing, and a fitting rod located outside the first bearing whose head can be inserted into the fitting parts and disengaged from the fitting parts.

[0010] The present invention also relates to a side-guided guide rail type rubber-tired train, including the aforementioned guide wheel device.

[0011] The beneficial effects of this invention are: This invention forms an orthogonal buffer structure by setting a first elastic element (its axis is perpendicular to the first bearing axis) and a second elastic element (its axis is parallel to the first bearing axis). This structure can simultaneously absorb loads from different directions, providing full-dimensional load coverage without any blind spots. The first and second elastic elements are positioned on opposite sides of the guide arm axis, symmetrically distributing the load to the guide arm, thus offsetting off-center loads and improving guiding accuracy. Simultaneously, the front and rear elastic elements work together to cope with longitudinal (vehicle travel direction), lateral (track side), and torsional loads, providing better buffering than a single-sided arrangement. This balances guidance and buffering, effectively handling multi-directional impacts under complex conditions such as track irregularities and switchovers. Furthermore, it comprehensively improves ride comfort, making the vehicle smoother and quieter when traversing any complex track.

[0012] This invention integrates the guide wheel, the first elastic element, and the second elastic element into the same support link, resulting in a compact structure, small footprint, and the ability to transmit loads through multiple paths, which is beneficial for stress dispersion and improved structural reliability. At the same time, the guide wheel of this invention has a wear adjustment function, which greatly extends its service life and reduces maintenance costs and labor intensity. Attached Figure Description

[0013] To more clearly illustrate the technical solutions of the embodiments of the present invention, the accompanying drawings of the embodiments will be briefly described below.

[0014] Figure 1 This is a three-dimensional structural schematic diagram of the guide wheel device of the present invention; Figure 2 This is a front view of the guide wheel device of the present invention; Figure 3 This is a top view of the guide wheel device of the present invention; Figure 4 yes Figure 3 A partial sectional view at point AA; Figure 5 This is an exploded view of the guide wheel device of the present invention; Figure 6 This is a schematic diagram of the support link structure of the guide wheel device of the present invention; Figure 7 This is a comparison image of the guide wheel before and after wear adjustment; Figure 8 These are before-and-after comparison images of the guide wheel wear after wear adjustment; Figure 9 This is a schematic diagram of the interaction between the guide wheel and the guide rail; Figure 10 This is a schematic diagram showing the interaction between the guide wheel and the turnout wheel with the guide rail and the turnout rail, respectively. Figure 11 yes Figure 10 View from direction B.

[0015] Explanation of reference numerals in the attached figures: 1-Wearing plate; 2-Pressure cap; 3-Supporting connecting rod; 4-First bearing; 5-Second elastic element; 6-First elastic element; 7-Second bearing; 8-End cap; 9-Matching rod; 10-Assembly bolt; 11-Switch wheel; 12-Guide wheel; 12a-Outer contour of guide wheel before wear; 12b-Outer contour of guide wheel after wear; 13-Guide arm; 14-Adjusting bolt; 15-Nut; 16-First fitted part; 17-Second fitted part; 18-Adjusting support plate; 19-Guide frame mounting seat; 20-First transverse rod; 21-Second transverse rod; 22-Connecting part; 23-Cylindrical outer sleeve; 24-Metal pin; 25-Slot; 26-Bearing seat; 27-Guide rail; 28-Switch rail. Detailed Implementation

[0016] To make the technical problems to be solved, the technical solutions, and the beneficial effects of the present invention clearer, the present invention will be further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative of the present invention and are not intended to limit the present invention.

[0017] refer to Figures 1 to 6 As shown, the side-guided guide rail type rubber-tired train of this embodiment and the guide wheel device of the vehicle will be described. The side-guided guide rail type rubber-tired train includes a car body and a bogie. In this embodiment, the bogie includes a guide frame hinged to the axle bridge via a slewing bearing, and a guide wheel device is provided at the outer end of the guide frame. The guide wheel device of this embodiment includes a guide arm 13, a buffer mechanism, a support link 3, a guide wheel assembly, and a wear adjustment mechanism. The guide arm 13 is connected to the outer end of the guide frame via a guide frame mounting seat 19. The support link 3 is connected to the guide arm 13 via the buffer mechanism and is used to transmit loads in various directions. The guide wheel assembly is rotatably disposed at the first end of the support link 3 via a first bearing 4. The guide wheel assembly includes a guide wheel 12 disposed above the first end of the support link 3 and a turnout wheel 11 disposed below the first end of the support link 3. The guide wheel 12 is used to contact the guide rail, and the turnout wheel 11 is used to contact the turnout rail. Vehicle guidance is achieved through the cooperation of guide wheels 12 and guide rails, and turnout wheels 11 and turnout rails. The guide rails are positioned on the left and right sides along the travel track, with the turnout rails located inside the guide rails and at a lower horizontal level. The axes of the guide wheels 12 and turnout wheels 11 are vertical. The guide wheels 12 are positioned above the turnout wheels 11, contacting the guide rails and receiving an inward force (force towards the vehicle). The turnout wheels 11 contact the turnout rails and receive an outward force (force away from the vehicle). A wear adjustment mechanism, connected to the guide wheels, is used to adjust the wear of the guide wheels 12. The axis of the guide arm 13 is parallel to the width direction of the vehicle body, transmitting the pressure force exerted by the guide rails on the guide wheels. The first end of the support link 3 is positioned close to the wheel, and the second end is positioned away from the wheel.

[0018] In this embodiment, the guide arm 13 is cast and capable of bearing and transmitting loads. For example... Figure 4 As shown, the mounting side of the guide arm 13 is provided with mounting slots. An adjusting bolt 14 and a nut 15 are provided on the upper part of the mounting side of the guide arm 13. An adjusting support plate 18 is fixedly mounted on the guide frame mounting base 19. By adjusting the support plate 18 against the head of the adjusting bolt 14, and cooperating with the nut 15, the mounting depth of the adjusting bolt 14 can be controlled, thereby adjusting the mounting height of the guide arm 13. When fixing the guide arm 13, first adjust the adjusting bolt 14 and the nut 15 to 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 19.

[0019] like Figure 6 As shown, the support link 3 in this embodiment is Z-shaped, including a first transverse rod 20 and a second transverse rod 21 arranged in parallel, and a connecting portion 22 connecting the first transverse rod 20 and the second transverse rod 21. In this embodiment, the axis of the first transverse rod 20 is lower than the axis of the second transverse rod 21 in the vertical direction, and the connecting portion 22 is perpendicular to the first transverse rod 20 and the second transverse rod 21. When the vehicle is running, the guide wheel 12 and the guide rail collide, generating an impact force, the direction of which is perpendicular to the rail surface. Since the guide wheel 12 is installed at the upper end of the support link, the point of impact force received by the guide wheel from the guide rail is higher than the height of the support link. The support link 3 in this embodiment is designed as a Z-shaped structure with the first transverse rod 20 sunken, which helps to convert part of the impact force into the torsional force of the support link 3 and absorb it, giving the guide wheel device better impact resistance.

[0020] like Figure 1 , Figure 2 and Figure 5 As shown, in this embodiment, the buffer mechanism includes a first elastic element 6 and a second elastic element 5. The first elastic element 6 and the second elastic element 5 are elastically supported at the outer end of the guide arm 13. The first elastic element 6 is a supporting ball joint, and the second elastic element 5 is an elastic node. The elastic node 5 and the supporting ball joint 6 are metal-rubber components, formed by vulcanizing metal and rubber, which can adapt to the deflection caused by the curve changes of the circuit, while simultaneously attenuating impact. In another embodiment, the first elastic element 6 and the second elastic element 5 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 5 As shown, the supporting ball joint, which serves as the first elastic element 6, is formed by two semi-circular supporting ball joints. The first elastic element 6 is sleeved near the middle of the supporting connecting rod 3. Specifically, the first elastic element 6 is sleeved on... Figure 6 The first transverse rod 20 is located near the connecting portion 22. The portion of the guide arm 13 that contacts the first elastic element 6 is configured with a semi-circular groove adapted to the outer surface of the supporting ball joint. A pressure cap 2, adapted to the outer surface of the supporting ball joint serving as the first elastic element 6, is pressed tightly against the outer side of the first elastic element 6. The pressure cap 2 is fixedly connected to the guide arm 13 by bolts, thereby allowing the middle portion of the supporting connecting rod 3 to be elastically supported by the guide arm 13. Figure 5 , Figure 6As shown, the second elastic element 5 is disposed at the outer end of the second transverse rod 21 (i.e., the second end of the supporting connecting rod 3). The second elastic element 5 is a circular elastic node. This circular elastic node has a steel sleeve, a metal pin 24 located at the center of the steel sleeve, and rubber vulcanized between the steel sleeve and the metal pin 24. Correspondingly, a cylindrical outer sleeve 23 with an inner hole is disposed at the outer end of the second transverse rod 21. The steel sleeve of the second elastic element 5 is press-fitted into the inner hole of the cylindrical outer sleeve 23. Figure 5 As shown, the metal pin 24 of the second elastic element 5 has mounting holes at both ends. During installation, bolts are screwed into the guide arm 13 through the mounting holes and tightened, thereby fixing the metal pin 24 of the second elastic element 5 to the guide arm 13. Furthermore, the outer end of the guide arm 13 has an outwardly opening slot 25 for accommodating the connecting portion 22 of the support rod 3. Wear plates 1 for bearing vertical impacts are provided in the gaps between the top and bottom surfaces of the connecting portion 22 and the slot 25. In this embodiment, the wear plates 1 are fixed to the top and bottom surfaces of the connecting portion 22 with screws. Alternatively, the wear plates can be fixed to the inner wall of the slot 25. The wear plates 1 are made of engineering plastic material, possessing high strength and high wear resistance, effectively reducing vertical impacts and collisions between the support rod 3 and the guide arm 13. When the wear plates 1 are worn to a certain extent, they can be directly replaced.

[0021] like Figure 1 and Figure 5 As shown, the first elastic element 6 and the second elastic element 5 are respectively located on the front and rear sides of the guide arm 13 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 lifespan. Furthermore, the axis of the first elastic element 6 is perpendicular to the axis of the first bearing 4, and the axis of the second elastic element 5 is parallel to the axis of the first bearing 4, 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.

[0022] like Figure 5 In the embodiment shown, the first end of the support link 3 ( Figure 6 The outer end of the first transverse rod 20 is configured as an arc surface that conforms to the outer circumferential surface of the first bearing 4. The outer side of the first bearing 4 is provided with an end cap 8 for mounting the first bearing 4, which is fixedly connected to the first end of the support connecting rod 3 by mounting bolts 10.

[0023] 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 12 (the shaft of the second bearing 7) is offset relative to the shaft of the first bearing 4. By rotating the outer ring of the first bearing 4, the rotation center of the guide wheel 12 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 4, and an engaging rod 9 that can be inserted into one of the engaging portions. In this embodiment, it includes two engaging portions, specifically a first engaging portion 16 and a second engaging portion 17. Of course, to achieve multi-level adjustment, it can be set to three, four, or even more engaging portions. The engaging rod 9 has a locked state and an unlocked state. In the locked state, the head of the engaging rod 9 is inserted into the engaging portion, preventing the outer ring of the first bearing 4 from rotating. In the unlocked state, the head of the engaging rod 9 is disengaged from the engaging portion, allowing the outer ring of the first bearing 4 to rotate. In this embodiment, the engaging rod 9 is located on the end cap 8. Of course, it is also feasible to locate the engaging rod 9 on the first transverse rod 20. In this example, the engaging rod 9 is a bolt, which uses a threaded structure to switch between engaging (locking) and disengaging (unlocking). After the head of the fitting rod 9 disengages from the fitted part, the outer ring of the first bearing 4 rotates by a certain angle, and then the head of the fitting rod 9 engages with the next fitted part to lock it, thereby completing the wear adjustment. In this embodiment, the outer ring of the first bearing 4 is locked and unlocked through the cooperation between the fitted part and the fitting rod 9. Figure 5 As shown, the turnout wheel 11 is positioned below the inner ring of the first bearing 4. A bearing seat 26 is fixed above the outer ring of the first bearing 4, and the inner ring of the second bearing 7 is fixed above the bearing seat 26. A guide wheel 12 is positioned on the outer ring of the second bearing 7. The shaft of the second bearing 7 is offset relative to the shaft of the first bearing 4, with an offset distance of 13 mm. In this embodiment, the outer diameter of the guide wheel 12 is 200 mm, and the outer diameter of the turnout wheel 11 is 150 mm. Both the guide wheel 12 and the turnout wheel 11 are made of impact-resistant, wear-resistant, and elastic materials, such as polyurethane. (Reference) Figure 7 , Figure 8As shown in the figure, number 27 is the guide rail, 12a is the outer contour of the guide wheel 12 before wear, and 12b is the outer contour of the guide wheel 12 after wear. The angle between the first fitted part 16 and the second fitted part 17 is 52°. Since the guide wheel 12 wears faster than the turnout wheel 11, when the guide wheel 12 wears 10mm, the fitting rod 9 is loosened, the first bearing 4 is rotated, and the head of the fitting rod 9 is aligned with the second fitted part 17. Then, the fitting rod 9 is tightened so that its head is engaged with the second fitted part 17, thereby achieving adjustment. In another embodiment, the fitting rod 9 can be a spring-supported limiting pin. The spring force keeps the head of the fitting rod 9 in the fitted state (locked state). When adjustment is needed, an external force is applied to compress the spring to disengage the fitting rod 9 from the fitted state. Then, the outer ring of the first bearing 4 (i.e., bearing seat 26) is rotated. After rotation to the correct position, the external force is removed and the fitting rod 9 is loosened. The fitting rod 9 is then engaged with the new fitted part under the action of the spring force, thus completing the adjustment.

[0024] Next, the operation of the guide wheel device in this embodiment will be briefly explained.

[0025] refer to Figure 9 As shown, when the vehicle is traveling in a straight line, only the guide rail 27 is present at the straight end. There is a certain gap between the guide rail 27 and the guide wheel 12. When the vehicle veers to one side, the guide rail 27 contacts the outer side of the guide wheel 12, limiting the vehicle's deviation. (Reference) Figure 10 , Figure 11 As shown, when a vehicle passes through a curve, the curve section has guide rail 27 and turnout rail 28. Turnout rail 28 forms a 4° angle with the axis of support link 3. Its function is to prevent interference and friction between turnout rail 28 and support link 3 when the vehicle passes through the curve, ensuring normal vehicle operation. The distance between turnout rail 28 and guide rail 27 is 170mm. At this time, the inner side of turnout wheel 11 contacts the turnout rail, guiding the vehicle's turn. When the vehicle curves, guide rail 27 further restricts guide wheel 12, preventing the vehicle from derailing under centrifugal force. Guide wheel 12 and turnout wheel 11 are subjected to multi-directional dynamic loads, which are transmitted to support link 3 and partially absorbed by the buffer mechanism before being transmitted to guide arm 13. When this action is repeated, the vehicle will travel along guide rail 27 and turnout rail 28.

[0026] In this embodiment, the first elastic element 6 is mainly used to absorb the vertical load and the load in the vehicle width direction of the supporting link 3. The second elastic element 5 is mainly used to absorb the load in the vehicle length direction of the supporting link 3 and also absorb part of the load in the vehicle width direction. The wear plate 1 is used to absorb vertical impact. The first elastic element 6 and the second elastic element 5 are spaced apart on the axis of the supporting link 3 and can also absorb part of the torsional load. The Z-shaped structure of the supporting 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 the rail vehicle when going through curves and turns, improve the riding comfort, and make the vehicle more stable and quiet when passing through any complex line.

[0027] Although embodiments of the invention have been shown and described, it will be understood by those skilled in the art that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the invention, the scope of which is defined by the appended claims and their equivalents.

Claims

1. A guide wheel device, comprising: The system comprises a guide arm (13), a support link (3), and a guide wheel. The guide wheel comprises a guide wheel (12) rotatably disposed at the first end of the support link (3) and a turnout wheel (11). The support link (3) is connected to the guide arm (13) through a buffer mechanism. The buffer mechanism comprises a first elastic element (6) sleeved on the support link (3) and supported on the guide arm (13), and a second elastic element (5) connecting the second end of the support link (3) to the guide arm (13). The axis of the first elastic element (6) is parallel to the axis of the support link (3), and the axis of the second elastic element (5) is parallel to the axis of rotation of the guide wheel (12).

2. The guide wheel device according to claim 1, characterized in that: The first elastic element (6) is used to absorb the force perpendicular to the axis of the support link (3) on the support link (3), and the second elastic element (5) is used to absorb the force along the axis of the support link (3) and the force along the axis of the guide arm (13) on the support link (3).

3. The guide wheel device according to claim 1, characterized in that: The first elastic element (6) and the second elastic element (5) are respectively located on both sides of the axis of the guide arm (13).

4. The guide wheel device according to claim 1, characterized in that: The first elastic element (6) is a supporting ball joint, and the second elastic element (5) is an elastic node.

5. The guide wheel device according to claim 1, characterized in that: The supporting link (3) includes a first transverse link (20) and a second transverse link (21) arranged in parallel, and a connecting part (22) connecting the first transverse link (20) and the second transverse link (21). The first elastic node (6) is sleeved on the side of the first transverse link (20) near the connecting part (22). The second elastic element (5) is disposed on the second transverse link (21). The axis of the first transverse link (20) is lower than the axis of the second transverse link (21).

6. The guide wheel device according to claim 1, characterized in that: The first elastic element (6) has a cover (2) that is fixedly connected to the guide arm (13) and makes the support rod (3) elastically supported on the guide arm (13).

7. The guide wheel device according to claim 1, characterized in that: The outer end of the guide arm (13) is provided with an outward-facing slot (25), and the support rod (3) is inserted into the slot (25). A wear plate (1) for bearing vertical impact is provided in the gap between the top and bottom surfaces of the support rod (3) and the slot (25).

8. The guide wheel device according to claim 1, characterized in that: The first end of the support link (3) is positioned close to the wheel, and the second end of the support link (3) is positioned away from the wheel.

9. The guide wheel device according to claim 1, characterized in that: The guide wheel (12) and the turnout wheel (11) are mounted on the first end of the support link (3) via the first bearing (4). The rotation center of the guide wheel (12) is offset relative to the shaft core of the first bearing (4). The guide wheel device also includes a wear adjustment mechanism. The wear adjustment mechanism includes a plurality of fitting parts arranged in the circumferential direction on the outer circumferential surface of the outer ring of the first bearing (4), and a fitting rod (9) located outside the first bearing (4) whose head can be inserted into the fitting parts and can be disengaged from the fitting parts. The fitting rod (9) is configured to move in and out in the insertion and disengagement directions by means of a spring or thread structure.

10. The guide wheel device according to claim 9, characterized in that: The turnout wheel (11) is located below the inner ring of the first bearing (4), and the guide wheel is located on the outer ring of the second bearing (7). The inner ring of the second bearing (7) and the outer ring of the first bearing (4) are fixed together by a bearing seat (26).

11. A side-guided guide rail type rubber-tired train, characterized in that: Includes the guide wheel device as described in any one of claims 1 to 10.

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