Lateral forced steering guide rail-type rubber-tired 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

(19) State Intellectual Property Office (12) Invention Patent Application (10) Application Publication Number (43) Application Publication Date (21) Application Number 202511694265.0 (22) Application Date 2025.11.18 (71) Applicant CRRC Nanjing Puzhen Rolling Stock Co., Ltd. Address 210031 No. 68, Puzhu North Road, Taishan Park, Jiangbei New District, Nanjing, Jiangsu Province (72) Inventors Lin Weiren, Li Yongjun, Hu Jigui, Bao Weibing (74) Patent Agency Nanjing Tongze Patent Agency (Special General Partnership) 32245 Patent Attorney Cai Jingjing (51) Int.Cl. B61F 5 / 52 (2006.01) B61F 1 / 14 (2006.01) B61D 17 / 10 (2006.01) B61D 17 / 04 (2006.01) B61D 17 / 06 (2006.01) B61D 17 / 08 (2006.01) B61D 17 / 12 (2006.01) (54) Invention Title: Side-guided Rail Type Rubber-tired Train (57) Abstract: This invention relates to a side-guided rail type rubber-tired train, comprising at least two coupled carriages, each carriage comprising a car body and a bogie disposed below the car body, as well as doors, windows, air conditioning and driver's cab mask disposed on the car body. The bogie of the rubber-tired train of this invention adopts a compact structure, and the reset device is disposed between the steering housing of the axle axle and the bogie frame, simultaneously realizing shock absorption and reset, reducing the vibration of the bogie when passing through curves; and the reset device is directly applied to the steering housing of the axle axle, improving the force transmission path, obtaining better shock absorption effect, and improving passenger comfort. Furthermore, the present invention provides bogie mounting interfaces through longitudinal beams integrally formed with the floor and inner crossbeams located between the longitudinal beams. The underframe has the advantages of simple structure, high strength, and good load-bearing capacity. Moreover, production efficiency is improved due to the significant reduction in welds. The simplified underframe structure solves the problem of limited space under APM vehicles. Claims 3 pages, Description 15 pages, Drawings 17 pages, CN 121516059 A 2026.02.13 CN 1 21 51 60 59 A 1. A side-guided 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) comprises 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) is provided with a first steering housing (2213a) and a second steering housing (2213b) at both ends, the guide frame (2604) is connected to the first steering housing (2213a) and the second steering housing (2213b) via a steering tie rod (2605).A steering housing (2213a) is linked with a 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), which is a bidirectional damping shock absorber. The vehicle body (1000) includes a chassis (1100), which includes a floor (1130). 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 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 in a generally transverse manner and located on the side of the axle bridge (2200) near the end of the vehicle, the steering tie rod (2605) is located on the side of the axle bridge (2200) near the vehicle center, 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 middle part of the steering synchronizing rod (2205) has a curved section for avoiding the sinking of the traction drive shaft, the curved section being located directly below the connection between the traction drive shaft and the axle bridge. 5. The side-guided guide rail type rubber-tired train according to claim 1, characterized in that: guide arms (2603) are provided on both transverse sides of the guide frame (2604), and guide wheel devices (2602) for guidance are provided at the outer ends of the guide arms (2603), the guide wheel device (2602) comprising a guide arm (2603), a supporting connecting rod (2613), and a guide wheel, the guide wheel comprising:A guide wheel (2612) and a turnout wheel (2611) are rotatably mounted on the first end of a support link (2613). The support link (2613) is connected to a guide arm (2603) via a shock-absorbing mechanism. The shock-absorbing 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). 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 connecting rod (2613) includes a first transverse rod (2630) and a second transverse rod (2631) arranged in parallel, and a connecting part (2632) connecting the first transverse rod (2630) and the second transverse rod (2631), the first elastic node (6) is sleeved on the side of the first transverse rod (2630) near the connecting part (2632), the second elastic element (2615) is disposed on the second transverse rod (2631), and the axis of the first transverse rod (2630) is lower than the axis of the second transverse rod (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), 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-forced guide rail type rubber-tired train according to claim 1, wherein the base frame (1100) further includes a side beam (1120), a first-position end beam (1110) and a second-position end beam (1140), and the outer sides of both ends of the inner cross beam (1132) are also provided with an outer cross beam (1133) fixed to the lower surface of the floor (1130), and the two ends of the outer cross beam (1133) are respectively fixed to the longitudinal beam (1131) and the side beam (1120); the side closer to the first-position end beam (1110) is provided with an outer cross beam (1133) fixed to the lower surface of the floor (1130). The longitudinal beam (1131) extends toward the end beam (1110). A head coupler mounting base (1150) is provided on the lower surface of the floor (1130) near the end beam (11). The head coupler mounting base (1150) includes a head coupler mounting 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 the end beam (1110).The left and right sides of the 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: a number of 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 rib (1153) is welded and fixed to the floor (1130). The bottom of the reinforcing rib (1153) is inserted into the slot (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 second end beam (1140), the intermediate coupler mounting seat (1160) includes: an intermediate coupler fixing plate (1162) provided with an intermediate coupler mounting interface, the intermediate coupler fixing plate (1162) and the inner cross beam (1132) are connected by an intermediate coupler longitudinal beam (1165) welded and fixed to the floor (1130). 11. The side-guided guide rail type rubber-tired train according to claim 8, characterized in that: the car body (1) further includes side walls (1200) respectively disposed on both sides of the underframe (1100), a roof (1300) spanning and fixed above the side walls (1200), and end walls (1400) disposed at the two ends of the car body, the main body of the underframe (1100), side walls (1200) and roof (1300) is made of aluminum profiles; the roof (1300) includes a middle dome (1310) and an end dome (1320) fixed to the middle dome (1310), at least one of the end domes (1320) is integrated with an air conditioning mounting frame (1330), and the middle dome (1310) and the end dome (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 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 spliced ​​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); the left and right sides of the end dome longitudinal 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 end dome longitudinal profile (1321). 13. The side-guided guide rail type rubber-tired train according to claim 12, characterized in that: the inner end of the end dome longitudinal profile (1321) and the inner end of the end dome transverse profile (1322) both have upwardly extending extensions (1323), adjacent extensions (1323) are welded and fixed, the sealing baffle of the air conditioner mounting frame (1330) is composed of the extensions (1323), and 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 longitudinal profile (1321) are respectively welded and fixed to the inner sidewall of the end dome horizontal profile (1322) away from the second end; the two ends of the end dome horizontal profile (1322) near the second end are welded and fixed to the inner sidewall of the end dome longitudinal 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 longitudinal 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) It 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 wall (1209) with positioning grooves (1208) arranged along the length of the vehicle, and a section located inside the outer wall (1209). The side cavity (1210) has keyholes (1207) for hoisting the upper guide rail of the car door spaced apart 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. Claims 3 / 3 page 4 CN 121516059 A Side-forced guide rail type rubber-tired train technical field

[0001] This invention relates to a side-guided guide rail type rubber-tired train, belonging to the field of fully automated people mover (APM) technology. Background Art

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

[0003] Existing side-guided APM vehicle bogie technology solutions, such as patent JP4930171B2, have a lateral rigid connection structure for the bogie, which restricts lateral movement and cannot well meet the vehicle's stability requirements. For example, in Chinese invention patent application CN112744251A, the slewing bearing is passively guided when passing through curves, which puts a certain impact force on the slewing bearing. After working for a period of time, abnormal noise and vibration will occur. Moreover, the slewing bearing needs to be maintained separately outside the bogie maintenance cycle, which is costly.

[0004] Therefore, the existing bogie design has poor vibration suppression performance when passing through curves, resulting in poor passenger comfort and failing to meet the requirements for long-term stable operation.

[0005] In addition, the traditional APM train body underframe structure mostly adopts carbon steel or carbon-aluminum hybrid structure (such as the underframe in Chinese invention patent CN115771536B, which is made of carbon steel structure with horizontal and longitudinal beams welded together). Such structures have a large number of welds and large welding deformation. The weld quality and appearance are difficult to control, making it difficult to meet the technical requirements of high manufacturing precision. At the same time, there is also the defect that the undercarriage interface layout occupies a lot of space, which is not conducive to the installation of undercarriage equipment and cannot solve the problem of tight undercarriage space.

[0006] In view of the problems in the prior art, the present invention proposes a side-guided guide rail type rubber-tired train, whose bogies simultaneously perform shock absorption and repositioning, reducing the vibration of the bogies when passing through curves; its underframe provides a compact bogie mounting interface and has better overall structural strength, solving the problem of limited space under the car.

[0007] To this end, the specific technical solution adopted by the present invention is as follows: A side-guided guide rail type rubber-tired train, comprising at least two coupled cars, each car comprising a car body and two bogies disposed under the car body; characterized in that: the bogies comprise a guide frame, an axle bridge and a bogie frame, the guide frame is rotatably connected to the underside of the axle bridge via a slewing bearing, the axle bridge has a first steering housing and a second steering housing at both ends, and the guide frame is connected to the axle bridge via a steering bearing.The tie rod is linked to the first steering housing, the first steering housing is linked to the second steering housing through the steering synchronization rod, and the second steering housing is connected to the bogie frame through a reset device, the reset device being a bidirectional damping shock absorber; the car body includes a chassis, the chassis includes a floor, and two downwardly protruding longitudinal beams are symmetrically arranged on the lower surface of the floor in the two bogie mounting areas. The longitudinal beams and the floor extend longitudinally to form an integral structure, and the longitudinal beams are provided with a first bogie mounting interface for connecting the bogie; In the specification, page 1 / 15, CN 121516059 A, an inner crossbeam fixed to the lower surface of the floor is provided between the two longitudinal beams on the side of the two bogie mounting areas away from the vehicle center, and the inner crossbeam is provided with a second bogie mounting interface for connecting the bogie.

[0008] The bogie of the rubber-tired train of the present invention has the advantages of compact structure, high reliability, and low cost. The reset device is located between the steering housing of the axle axle and the bogie frame, simultaneously achieving shock absorption and reset. This reduces the vibration of the bogie when passing through curves. Furthermore, the reset device is applied directly to the steering housing of the axle axle, improving the force transmission path and achieving better shock absorption, thus enhancing passenger comfort. In addition, the vehicle body of this invention is made of aluminum alloy, which is lightweight and high-strength. This invention provides bogie mounting interfaces through longitudinal beams integrally formed with the floor and inner crossbeams located between the longitudinal beams. This results in a compact structure, high structural strength, and good load-bearing capacity of the underframe. Furthermore, the significantly reduced number of welds simplifies the manufacturing process and improves production efficiency. The simplified underframe structure also reduces the undercarriage installation structure, solving the problem of limited undercarriage space in APM vehicles.

[0009] To more clearly illustrate the technical solutions in the embodiments of this invention or the prior art, the drawings used in the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

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

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

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

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

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

[0015] Figure 17 is a schematic diagram of the vehicle body of the present invention; Figure 18 is a schematic diagram of the roof of the vehicle body of the present invention; Figure 19 is a schematic diagram of the end dome of the roof of the present invention; Figure 20 is a top view of the end dome of the roof of the present invention; Figure 21 is a sectional view along A-A of Figure 3; Figure 22 is a sectional view along B-B of Figure 3; Figure 23 is a sectional view of the middle dome of the vehicle body of the present invention; Figure 24 is a schematic diagram of the side wall of the vehicle body of the present invention; Figure 25 is a schematic diagram of the assembly relationship between the upper beam of the side wall and the side beam of the roof of the vehicle body of the present invention; Figure 26 is a schematic diagram of the end wall of the vehicle body of the present invention; Figure 27 is a schematic diagram of the vehicle body chassis of the present invention; Figure 28 is an exploded view of the vehicle body chassis of the present invention; Figure 29 is a sectional view of the floor of the vehicle body chassis of the present invention; Figure 30 is a sectional view of the side of the vehicle body chassis of the present invention; Figure 31 is an enlarged view of the bogie mounting area of ​​the vehicle body chassis of the present invention; Figure 32 is an enlarged view of the first end of the vehicle body chassis of the present invention; Figure 33 is an exploded view of the head coupler mounting seat of the vehicle body underframe of the present invention; Figure 34 is a cross-sectional view of the mounting structure of the head coupler mounting seat of the vehicle body underframe of the present invention; Figure 35 is an enlarged view of the two ends of the vehicle body underframe of the present invention; Figure 36 is an enlarged view of the motor mounting area of ​​the vehicle body underframe of the present invention.

[0016] The reference numerals in the accompanying drawings are as follows: 1-Vehicle body; 1100-Underframe; 1110-One end beam; 1120-Side beam; 1121-Side wall section; 1122-Floor section; 1130-Floor; 1131- Longitudinal beam; 1132-Inner crossbeam; 1133-Outer crossbeam; 1134-Intermediate floor; 1135-Side floor; 1136-Reinforcing plate for bogie mounting area; 1137-Threaded hole; 1138-Positioning hole; 1140-Two-end beam; 1150-Head coupler mounting seat; 1151-Head coupler mounting seat base plate; 1152-Coupled fixing block; 1153-Reinforcing rib; 1154-Slot; 1160-Intermediate coupler mounting seat; 1161-Intermediate coupler mounting seat base plate; 1162-Intermediate coupler fixing plate; 1163-Longitudinal vertical plate; 1164-Intermediate coupler mounting hole; 1165-Intermediate coupler longitudinal beam; 1166-Intermediate coupler mounting seat reinforcing plate; 1167-Outer reinforcing plate for bogie; 1168-Inner edge reinforcing plate for bogie; 1169- Central reinforcing plate inside the pillow; 1170 - Motor mounting base; 1171 - Connecting part; 1172 - Support arm; 1200 - Side wall; 1201 - Side column; 1202 - Door column; 1203 - First-position end side wall panel; 1204 - Middle side wall panel; 1205 - Second-position end side wall panel; 1206 - Top beam; 1207 - Keyhole; 1208 - Positioning groove; 1209 - Outer side wall; 1210 - Cavity; 1211 - Inner cavity;1212 - Limiting rib; 1213 - Rain eaves installation interface; 1214 - Aesthetic panel installation interface; 1215 - Door mechanism installation interface; 1300 - Roof; 1310 - Central dome; 1311 - Central dome plate; 1312 - Side dome plate; 1313 - Roof edge beam; 1320 - End dome; 1321 - End dome longitudinal profile; 1322 - End dome transverse profile; 1323 - Extension; 1324 - Air conditioner installation interface; 1330 - Air conditioner installation frame; 1400 - End wall; 1401 - End door post; 1402 - End corner post; 1403 - End wall panel; 1404 - End wall upper plate; 2 - Bogie; 2100 - Bogie frame; 2100a - Upper frame; 2100b - Lower frame; 2101 - Body mounting interface; 2102 - 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 - Lateral stop limit seat; 2107 - Lateral damper mounting seat; 2108 - Height valve adjusting rod mounting seat; 2109 - Upper anti-roll torsion bar mounting seat; 2110 - Inner mounting seat of reset device; 2111 - Damper pressure repeater mounting seat; 2112 - Axle bridge mounting seat; 2113 - Lower anti-roll torsion bar mounting seat; 2114 - Fixed seat; 2200 - Axle bridge; 2201 - Running wheel mounting bracket; 2202 - Lower end traction rod bracket of axle axle; 2203 - Frame mounting bracket; 2204 - Lateral stop mounting bracket; 2205 - Steering synchronizer rod; 2206 - Brake disc mounting bracket; 2207 - Drive shaft mounting bracket; 2208 - Brake caliper mounting bracket; 2209 - Outer mounting bracket of reset device; 2210 - Steering tie rod mounting bracket; 2211 - Lifting point of slewing bearing mounting bracket; 2212 - Steering synchronizer rod mounting bracket; 2213a - First steering housing; 2213b - Second steering housing; 2500 - Secondary suspension system; 2501 - Lateral shock absorber; 2502 - Vertical shock absorber; 2503 - Shock absorber pressure repeater; 2504 - Traction rod mounting base; 2505a - Upper traction rod; 2505b - Lower traction rod; 2506 - Reset device; 25061 - Pin bolt; 25062 - Spring washer; 25063 - Locking nut; 25064 - Reset device frame side mounting base; 25065 - Self-locking nut; 25066 - Fastening pin; 25067 - Anti-loosening washer; 25068 - Fastening bolt; 25069 - Butterfly washer; 2506a - Large cylinder; 2506b - Small cylinder; 2506c - Hydraulic shock absorber; 2506d - Compression spring; 2506e - Large spring baffle; 2506f - Small spring baffle; 2506g - Nut; 2507 - AirSpring; 2508 - Lateral stop; 2510 - Height valve; 2511 - Height valve adjusting rod; 2512 - Differential pressure valve; 2513 - Air pipeline; 2600 - Guide device; 2601 - Shock absorption and buffer mechanism; 2602 - Guide wheel device; 2603 - Guide arm; 2604 - Guide frame; 2604a - Crossbeam; 2604b - Longitudinal beam; 2605 - Steering tie rod; 2606 - Slewing bearing; 2607 - Slewing bearing mounting seat; 2611 - Turnout wheel; 2612 - Guide wheel; 2613 - Support link; 2614 - First bearing; 2615 - Second elastic element; 2616 - First elastic element; 2617 - Second bearing; 2618 - End cap; 2619 - Fitting rod; 2620 - Assembly bolt; 2624 - Adjusting bolt; 2625 - Nut; 2626 - First fitted part; 2627 - Second fitted part; 2628 - Adjusting support plate; 2629 - Guide frame mounting seat; 2630 - First transverse bar; 2631 - Second transverse bar; 2632 - Connecting part; 2633 - Cylindrical outer sleeve; 2634 - Metal pin; 2635 - Slot; 2636 - Bearing seat; 2639 - Wear plate; 2640 - Pressure cover; 3 - Door; 4 - Air conditioner; 5 - Window; 6 - Driver's cab mask; 7 - Through passage. Detailed Embodiments

[0017] To further illustrate the various embodiments, the present invention provides accompanying drawings, which are part of the disclosure of the present invention. They are mainly used to illustrate the embodiments and can be used in conjunction with the relevant descriptions in the specification to explain the operating principles of the embodiments. With reference to these contents, those skilled in the art should be able to understand other possible embodiments and the advantages of the present invention. The components in the figures are not drawn to scale, and similar component symbols are usually used to represent similar components.

[0018] As shown in Figures 1 and 2, the side-guided guide rail type rubber-tired train includes two carriages connected by a coupler. A through passage 7 is provided between the two ends of the two carriages in the figures. As shown in Figure 2, each carriage 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] The bogie of the side-guided guide rail type rubber-tired train in this embodiment is shown in Figure 3. The bogie mainly consists of the following 8 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 is a schematic diagram of the bogie frame 2100. The bogie frame 2100 provides an interface for the installation of various devices or systems and is a kind of transition connection device. The frame can be made by casting, forging, plate welding and other processes to ensure itsStrength and Reliability. Referring to Figures 6, 9, and 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 air springs 2507. A lateral shock absorber 2501 and a vertical shock absorber 2502 are provided between the upper frame 2100a and the lower frame 2100b (see page 4 / 15 of the specification, CN 121516059 A). In Figure 4, 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 can be seen that the upper frame 2100a is directly fixed to the vehicle body. In Figure 4, part number 112 is a shaft bridge mounting seat. This shaft bridge mounting seat 2112 is located on the lower surface of the lower frame 2100b, and the lower frame 2100b is fixed to the shaft bridge 2200 through this shaft bridge mounting seat 2112. As shown in Figure 4, 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 the 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. The upper frame 2100a and the lower frame 2100b are each provided with an upper traction rod seat 2103a. As shown in Figure 6, the upper frame 2100a and the lower frame 2100b are connected by an upper traction rod 2505a, thereby realizing the transmission of traction force. The lower part of the upper frame 2100a is also provided with a lower traction rod seat 2103b. Correspondingly, as shown in Figure 5, the axle bridge 2200 is also provided with a corresponding lower axle bridge traction rod seat 2202. Referring to Figure 7, it can be seen that the upper frame 2100a and the axle bridge 2200 are connected by a lower traction rod 2505b, thereby realizing the transmission of traction force. It can be seen that 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. As shown in Figure 4, the upper frame 2100a and the lower frame b are provided with vertical damper mounting seats 2105 at corresponding positions in the vertical direction. Referring to Figure 7, it can be seen that the upper frame 2100a and the lower frame b are connected by vertical dampers 2502, realizing the vibration reduction of the bogie frame 2100 in the vertical direction. As shown in Figure 4, the upper frame 2100a and the lower frame b are provided with lateral damper mounting seats 2107 at corresponding positions in the lateral direction. Referring to Figure 6, the upper frame 2100a and the lower frame b are connected by lateral dampers 2501 to achieve lateral damping of the bogie frame 2100. In Figure 4, the upper frame 2100a is also provided with a vertical damper mounting seat 2106. Referring to Figures 5 and 6, this is used to restrict the lateral stop mounting seat installed on the axle bridge 2200.The lateral stop 2508 on 2204 allows for lateral movement of the vehicle body relative to the axle. The upper frame 2100a has a height valve mounting seat (see Figure 7), which mounts the height valve 2510. The lower frame 2100b has a corresponding height valve adjusting rod mounting seat 2108, on which the height valve adjusting rod 2511 is mounted, allowing for height adjustment of the air spring 2507. The upper frame 2100a also has an upper anti-roll torsion bar mounting seat 2109, and correspondingly, the lower frame 2100b has a lower anti-roll torsion bar mounting seat 2113. The anti-roll torsion bar 2700 is mounted between the upper and lower frames 2100a to suppress vehicle body roll and improve overall vehicle stability. As shown in Figure 2, the lower frame 2100b is also provided with an inner mounting seat 2110 for the reset device and a mounting seat 2111 for the shock absorber pressure repeater, for respectively installing the reset device 2506 and the shock absorber pressure repeater 2503 (see Figure 6).

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

[0022] As shown in FIG5 in this embodiment, 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 (FIG. 11), and 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. The first steering housing 2213a and the second steering housing 2213b are provided with steering synchronization rod mounting seats 2212 near the vehicle center. The two ends of the steering synchronization rod are respectively hinged to the corresponding steering synchronization rod mounting seats 2212, as shown in Figure 5. The middle part of the steering synchronization rod 2205 has a curved section to avoid the downward sinking of the traction drive shaft. This design allows the steering synchronization rod 2205 to avoid the traction drive shaft and does not interfere with it. The steering synchronization rod 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 small space. The second steering housing 2213b is provided with a reset device outer mounting seat 2209 near the vehicle end. The outer end of the reset device 2506 (see Figure 6) is hinged to the reset device outer mounting seat 2209, and the inner end of the reset device 2506 is hinged to the reset device inner mounting seat 2110 on the lower frame 2100b. The guide frame 2604 of this invention 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 of this invention drives the first steering housing 2213a to rotate via the steering tie rod 2605 and causes the second steering housing 2213b to rotate synchronously 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 seat 2210 and the steering synchronization rod mounting seat 2212 are located near the bottom of the steering housing, while the outer mounting seat 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, forming an angle between the two swing arms fixed to the same steering housing. This angle can be adjusted according to the actual project. As shown in Figures 3, 4, and 7, the reset device 2506 and the steering tie rod 2605 are arranged approximately laterally and are located on the side of the axle bridge 2200 near the vehicle end, while the steering tie rod 2605 is located on the side of the axle bridge 2200 near the vehicle center.

[0023] As shown in Figure 6, 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 to provide 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 end of the lower traction rod 2505b closest to the axle bridge 2200 is hinged to the traction rod mounting seat 504, which is fixed to the lower end of the axle bridge 2202 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, or a semi-active vertical damper. 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 (see Figure 5) above the center of the axle bridge 2200 housing. The lateral damper 2501 has elastic nodes at both ends, which are respectively mounted on the lateral damper mounting bases 2107 of the upper frame 2100a and lower frame 2100b using anti-loosening washers and bolts. 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 7 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 via 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 running wheel a timely return force after it passes through the curve, so that the running wheel returns to the straight position in time on the straight road, thereby reducing tire wear and improving service life.

[0027] Figure 9 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 installed inside the small cylinder 2506b. The housing 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 installed outside the small cylinder 506a, and this compression spring 2506d is held by spring retainers located in the large and small cylinders. The hydraulic damper 2506c in the reset device 2506 provides 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 movement of the compression spring 2506d. The spring baffle 2506f is fixed to the small cylinder 2506b by the nut 2506g, and serves to limit the compression 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, forcing 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 compression spring 2506d begins to rebound under its inherent characteristics. During the rebound, the compression spring 2506d gradually elongates, pushing the spring fixed to the end by the nut 2506g.Small baffle 2506f, spring small baffle 2506f drives small cylinder 2506b to contract. During the contraction of compression spring 2506d, hydraulic shock absorber 2506c plays a buffering role, making the stroke of compression spring 2506d smooth during the contraction process, ensuring the lateral stability of the vehicle. Thus, small cylinder 2506b pulls the running tire to return to center in time, reducing abnormal tire wear, improving tire service life and lateral stability.

[0029] When the bogie enters the right-turn section of the track, the running tire pulls large cylinder 2506a, which pulls the spring large baffle 2506e hooked at the end structure of large cylinder 2506a, forcing spring large baffle 2506e to compress compression spring 2506d. During the compression of compression spring 2506d, hydraulic shock absorber 2506c plays a buffering role, making the stroke of compression spring 2506d smooth during the compression process, thus ensuring 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. Instruction manual, page 7 / 15, CN 121516059 A

[0030] As shown in Figure 10, this is a schematic diagram of the traction rod assembly relationship. The traction rod includes two upper traction rods 2505a and two lower traction rods 2505b arranged symmetrically. The two ends of the upper traction rods 2505a are respectively connected to the upper traction rod seats 2103a of the upper frame 2100a and the lower frame 2100b by tapered pins. One end of the lower traction rod 2505b is connected to the lower traction rod seat 2103b of the upper frame 2100a by tapered pins, and the other end is hinged to the traction rod mounting seat 2504 by tapered pins. The traction rod mounting seat 2504 is fixed to the lower end traction rod seat 2202 of the axle axle by bolts. The four traction rods play the role of transmitting the traction force and braking force of the vehicle.

[0031] As shown in Figure 11, this is a schematic diagram of the guide device 2600. The guiding 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 that is 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.The outer ring of the slewing bearing 2606 is fixed to the slewing bearing mounting seat 2607, which is fixed below the housing of the shaft bridge 2200, thereby realizing the relative rotation between the guide frame 604 and the shaft bridge 2200. As shown in Figure 5, 2211 is the hoisting point of the slewing bearing mounting seat. Guide wheel devices 2602 for guidance are provided on both sides of the guide frame 2604. Specifically, the guide wheel device 2602 includes guide arms 2603 set at both ends of the crossbeam of the guide frame 2604, and guide wheels set at the outer ends of the guide arms 2603 through the shock absorption and buffer mechanism 2601.

[0032] The present invention also proposes an improved scheme for the guide wheel device. As shown in Figure 12, the guide wheel device includes guide arms 2603, shock absorption and buffer mechanism, support connecting rod 2613, guide wheels and wear adjustment mechanism. The guide arms 2603 are connected to the outer ends of the guide frame through the guide frame mounting seat 2629. The support link 2613 is connected to the guide arm 2603 via a shock-absorbing mechanism to transmit loads in all directions. A guide wheel assembly is rotatably mounted on the first end of the support link 2613 via a first bearing 2614. The guide wheel assembly includes a guide wheel 2612 positioned above the first end of the support link 2613 and a turnout wheel 2611 positioned below the first end of the support link 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 between the turnout wheel 2611 and the turnout rail. The guide rail is positioned on both sides along the travel track, and the turnout rail is located inside the guide rail, with its horizontal height lower than the guide rail. The axes of the guide wheel 2612 and the turnout wheel 2611 are vertical. The guide wheel 2612 is positioned above the turnout wheel 2611, contacting the guide rail and receiving an inward force (a force towards the vehicle). The turnout wheel 2611 is used to contact the turnout rail and be subjected to an outward force (a force away from the vehicle). The wear adjustment mechanism and the guide wheel form a guide wheel 2612 for adjusting 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 rail on the guide wheel. The first end of the support rod 2613 is set close to the wheel direction, and the second end is set away from the wheel direction.

[0033] In this embodiment, the guide arm 2603 is cast and can bear and transmit loads. As shown in Figure 14, the mounting side of the guide arm 2603 is provided with a mounting waist hole. The upper part of the mounting side of the guide arm 2603 is provided with an adjusting bolt 2624 and a nut 2625. An adjusting support plate 2628 is fixedly installed on the guide frame mounting seat 2629. By adjusting the support plate 2628 against the head of the adjusting bolt 2624 and cooperating with the nut 2625 to control the installation depth of the adjusting bolt 2624, the installation depth of the guide arm 2603 can be adjusted.Height. When fixing the guide arm 2603, firstly, adjust the adjusting bolt 2624 and nut 2625 to ensure that the guide wheel assembly is in the predetermined position, and then pass the mounting bolt through the mounting waist hole to fix it to the guide frame mounting seat 2629.

[0034] As shown in FIG16, the support connecting rod 2613 in this embodiment is Z-shaped, including a first transverse rod 2630 and a second transverse rod 2631 arranged in parallel, and a connecting part 2632 connecting the first transverse rod 2630 and the second transverse rod 2631. In this embodiment, the axis of the first transverse rod 2630 is lower than the axis of the second transverse rod 2631 in the vertical direction, and the connecting part 2632 is perpendicular to the first transverse rod 2630 and the second transverse rod 2631. When the vehicle is running, the guide wheel 2612 and the guide rail generate an impact force due to collision, and the direction of the 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 where the guide wheel receives the impact force from the guide rail (page 8 / 15, CN 121516059 A) is higher than the height of the support link. In this embodiment, the support link 2613 is designed as a Z-shaped structure with the first transverse rod 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] As shown in Figures 12 and 15, 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 support ball joint, and the second elastic element 2615 is an elastic node. The elastic node 5 and the support ball joint 6 are metal-rubber parts, which are formed by vulcanizing metal and rubber, and can adapt to the deflection caused by the curve change of the line, 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 element, preventing permanent deformation of the elastic element under long-term stress. As shown in Figure 15, 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 the side of the first transverse rod 2630 in Figure 6 near the connecting part 2632. The part of the guide arm 2603 that contacts the first elastic element 2616 is set as a semi-circular groove adapted to the outer surface of the supporting ball joint. A pressure cap 2640, which is adapted to the outer surface of the supporting ball joint, which serves as the first elastic element 2616, is pressed tightly against the outside of the first elastic element 2616. The pressure cap 2640 and the guide arm 2603 are fixedly connected by bolts, so that the middle part of the support rod 2613 can be elastically supported by the guide arm 2603.As shown in Figures 15 and 16, 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. As shown in Figure 15, the metal pin 2634 of the second elastic element 2615 is provided with 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. In addition, the outer end of the guide arm 2603 is provided with a slot 2635 that opens outward, which is used to accommodate the connecting part 2632 of the support link 2613. Wear plates 2639 for bearing vertical impacts are provided in the gaps between the top and bottom surfaces of the connecting part 2632 and the slot 2635. In this embodiment, the wear plates 2639 are fixed to the top and bottom surfaces of the connecting part 2632 by screws. Of course, the wear plates can also 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, which can effectively reduce the vertical impact and collision between the support link 2613 and the guide arm 2603. When the wear plates 2639 are worn to a certain extent, they can be directly replaced.

[0036] As shown in Figures 12 and 15, the first elastic element 2616 and the second elastic element 2615 are respectively disposed on the front and rear sides of the axis of the guide arm 2603. The advantage of this arrangement is that it can make the force symmetrical to offset the off-center load and improve the guiding accuracy. At the same time, the two elastic elements arranged at the front and rear can work together to cope with longitudinal (vehicle travel direction), lateral (track side) and torsional loads. Compared with a single-sided arrangement, it can more comprehensively cover the multi-directional loads caused by track irregularities and turnout switching, reduce the wheel-rail impact transmitted to the car body, enhance structural stability, and extend the service life of components. In addition, 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, which accurately covers multi-directional loads, allows for independent force without interference, and takes into account both buffering and guiding stability, adapting to the complex force scenarios of the guide wheels of rail vehicles.

[0037] As shown in Figure 15 in this embodiment, the first end of the support link 2613 (the outer end of the first transverse link 2630 in Figure 16) is set as an arc surface that adapts to the outer peripheral surface of the first bearing 2614. The first bearing 2614 is externally provided with an end cap 2618 for mounting the first bearing 2614, which is fixedly connected to the first end of the support 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 the example described on page 9 / 15 of this specification (CN 121516059 A), 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. As shown in Figure 5, the wear adjustment mechanism includes multiple fitted parts arranged circumferentially on the outer circumference of the outer ring of the first bearing 2614 and a fitting rod 2619 into which one of the fitted parts can be inserted. In this embodiment, two fitted parts are included, specifically a first fitted part 2626 and a second fitted part 2627. Of course, to achieve multi-level adjustment, three, four, or even more fitted parts can be provided. The fitting rod 2619 has a locked state and an unlocked state. In this embodiment, the locking state is such that the head of the fitting rod 2619 is engaged with the fitted part, preventing the outer ring of the first bearing 2614 from rotating. In the unlocked state, the head of the fitting rod 2619 disengages from the fitted part, allowing the outer ring of the first bearing 2614 to rotate. In this embodiment, the fitting rod 2619 is located on the end cap 2618. Of course, it is also feasible to locate the fitting rod 2619 on the first transverse rod 2630. In this example, the fitting rod 2619 is a bolt, which uses a threaded structure to switch between engagement (locking) and disengagement (unlocking). After the head of the fitting rod 2619 disengages from the fitted part, the outer ring of the first bearing 2614 rotates by a certain angle, and then the head of the fitting rod 2619 engages with the next fitted part to lock, thereby completing wear adjustment. In this embodiment, the outer ring of the first bearing 2614 achieves locking and unlocking through the cooperation between the fitted part and the fitting rod 2619. As shown in Figure 15, the turnout wheel 2611 is located 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 disposed 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 13mm. In this embodiment, the outer diameter of the guide wheel 2612 is 200mm, and the outer diameter of the turnout wheel 2611 is 150mm. 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 mating part 2626 and the second mating part 2627 is 52°. Since the guide wheel 2612 wears out faster than the turnout wheel 2611, when the guide wheel 2612 wears 10mm, loosen the engaging rod 2619, rotate the first bearing 2614 to align the head of the engaging rod 2619 with the second engaged part 2627, and then tighten the engaging rod.The locking rod 2619 engages with the second fitted part 2627 to achieve 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., bearing seat 2636) is rotated. After rotation, the external force is removed and the locking rod 2619 is released. The locking rod 2619 is then engaged with the new fitted part under the action of the spring force, thus completing the adjustment.

[0039] In the guide wheel device of this embodiment, the first elastic element 2616 is mainly used to absorb the vertical load and the load in the vehicle width direction of the supporting link 2613. The second elastic element 2615 is mainly used to absorb the load in the vehicle length direction of the supporting 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 the rail vehicle when going through curves and turns, improve the ride comfort, and make the vehicle more stable and quiet when passing through any complex line.

[0040] As shown in Figure 17, the car body includes a chassis 1100, side walls 1200, roof 1300 and end walls 1400. Among them, 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, the end walls 1400 are located at the two ends of the car body, the two 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 wall 1200 has a door opening for installing an external door and a window opening for installing a window. The roof 1300 includes two air conditioning mounting frames 1330, one in front and one behind, and the 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 with aluminum profiles, or they can be fixed by riveting.

[0041] As shown in FIG18, the roof 1300 includes a central dome 1310 located in the middle and two end domes 1320 on both sides. The central dome 1310 and the end domes 1320 are both modularly manufactured. The inner side of the end dome 1320 is welded and fixed to the central dome 1310. In this embodiment, the air conditioning mounting frame 1330 is integrated into the end dome 1320. The specific structure of the roof will be described in detail below.

[0042] FIG19 to FIG22 are structural diagrams of the end dome 1320 of the present invention. The end circle of the integrated air conditioner mounting frame 1330The top 1320 includes two longitudinally arranged end dome profiles 1321 and two transversely arranged end dome profiles 1322. These two end dome profiles 1321 and two end dome profiles 1322 are welded together end-to-end to form a rectangular frame. The inner ends of the end dome profiles 1321 and 1322 form the air conditioner mounting frame 1330. As shown in Figure 9, the left and right sides of the end dome profiles 1321 are supported by the upper beams 1206 of the side wall 1200. The weight of the air conditioner borne by the air conditioner mounting frame 1330 is directly transferred to the side wall 1200 through the end dome profiles 1321. As shown in Figures 21 and 22, the inner ends of both the end dome profiles 1321 and 1322 have upwardly extending extensions 323, which are welded together to form a rectangular barrel structure. These four extensions 323 constitute the sealing baffle of the air conditioner mounting frame 1330. The sealing rubber of the air conditioner unit is pressed against the top of the extension 323 to achieve a sealed installation. The space between the extensions 323 forms the air conditioner mounting well 340, in which the air conditioner unit can be recessed and installed, reducing the height of the vehicle roof and improving the vehicle's passability. As shown in Figures 19, 20, and 21, the upper surface of the end dome longitudinal profile 1321 near each 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 longitudinal profile 1321 through the C-shaped groove using bolts and nuts. This fixing structure is sufficiently stable and does not require fixing on 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 of the first end are relatively long. The two ends of the end dome horizontal profile 1322 are directly fixed to the upper beam 1206 of the side wall 1200. The two ends of the end dome vertical profile 1321 are welded and fixed to the inner sidewall of the end dome horizontal profile 1322 respectively. In the end dome 1320 of the second end, the end dome horizontal profile 1322 closer to the first end (left side in Figure 17) is relatively long. Its two ends are also 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 sidewall of the end dome horizontal profile 1322. In this embodiment, the horizontal profile 1322 of the end dome 1320 near the second end (right side in Figure 17) is shorter, and its two ends are welded to the inner sidewall of the vertical profile 1321. On the second end side, the rear end face of both the horizontal profile 1322 and the vertical profile 1321 are welded and fixed to the end wall 1400, specifically to the end wall.The end wall plate 1404 of 1400 is welded and fixed (see Figure 26). This design can minimize the number of welds. If the two ends also adopt the end dome 1320 structure of the one end as shown in Figure 20, not only the end dome longitudinal profile 1321 and the end dome transverse profile 1322 need to be welded, but the end dome transverse profile 1322 and the end wall also need to be welded, which results in a large amount of welding work. It can be seen that the end dome 1320 of the two ends in this embodiment has been structurally optimized. Since the weight of the air conditioner is basically borne by the end dome longitudinal profile 1321, the structural strength requirements of the end dome transverse profile 1322 are reduced, thereby simplifying the design.

[0044] As shown in Figure 23, the middle dome 1310 is composed of a central dome plate 1311, side dome plates 1312 symmetrically distributed on both sides, and roof side beams 1313. The central dome plate 1311, the side dome plates 1312, and the roof edge beams 1313 are all made of aluminum profiles, and adjacent aluminum profiles are fixed by interlocking welding. Referring to Figure 25, the roof edge beams 1313 overlap the side wall edge beams 1206 and are welded to them. As shown in Figure 2, the front and rear ends of the central dome are welded to the end dome 1320, specifically, the ends of the central dome plate 1311, the side dome plates 1312, and the roof edge beams 1313 are all welded to the dome cross profiles 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] As shown in Figures 24 and 25, the side wall 1200 includes an upper side beam 1206, and side columns 1201, door columns 1202, a first-position side wall plate 1203, a middle side wall plate 1204, and a second-position side wall plate 1205 fixed between the upper side beam 1206 and the base frame 1100. Among them, the upper side beam 1206, side column 1201, door column 1202, first-position end side wall panel 1203, middle side wall panel 1204, and second-position end side wall panel 1205 are all integral aluminum profiles produced by extrusion molding process.

[0047] As shown in Figures 24 and 25, the upper side beam 1206 includes an outer side wall 1209 with a positioning groove 1208 arranged along the length of the vehicle and a cavity 1210 located inside the outer side wall 1209. The outer side wall 1209 of the upper side beam 1206 is provided with keyholes 1207 for hoisting the upper guide rail of the door at intervals along the positioning groove 1208. In this embodiment, the keyholes 1207 are opened along the positioning groove 1208, which can ensure that the keyholesThe position of 1207 is on a straight line, which improves the installation accuracy of the upper door guide rail. As shown in Figure 25, the cavity 1210 has an inner cavity 1211 for accommodating the longitudinal sliding of the T-shaped threaded block suitable for connecting the upper door guide rail, and two limiting ribs 1212 located at the inner end of the inner cavity 1211 to abut the tail boss of the T-shaped threaded block. When installing the upper door guide rail, 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, so that the upper guide rail is fixed to the outer wall 1209 of the upper side beam 1206.

[0048] As shown in Figure 25, the inner side of the upper beam 1206 is provided with a gantry mechanism installation 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 installation interface 1213 and an aesthetic panel installation interface 1214.

[0049] As shown in Figure 16, the end wall 1400 includes an end door 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 door column 1401 and the end corner column 1402. An end wall plate 1404 is welded and fixed above the end door column 1401 and the end corner column 1402.

[0050] As shown in Figures 27 and 28, the base frame 1100 includes a floor 1130, a side beam 1120, a first end beam 1110, and a second end beam 1140. The side beams 1120 are welded to both sides of the floor 1130. The first end beam 1110 and the second end beam 1140 are located at both ends of the base frame and are welded to the floor 1130 and the side beams 1120. As shown in Figure 11, 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. As shown in Figure 29, 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 and welded to the side floor 1135. 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 as a single unit by riveting. In this embodiment, the longitudinal beam 1131 and the side floor 1135 are integral structures manufactured using an aluminum profile extrusion molding process. The vehicle body of this invention uses these two longitudinal beams 1131 to provide mounting for the bogies. The intermediate floor 1134 and the side floor 1135 are continuous hollow aluminum profiles with internal stiffeners. The longitudinal beam 1131 serves as an important load-bearing component of the vehicle body underframe.The components require high strength. In this embodiment, the longitudinal beam 1131 has a rectangular hollow structure. The wall thickness of the bottom wall and the two side walls of the longitudinal beam 1131 is about twice the wall thickness of the floor 1130 profile. Generally, 1.5 to 2.5 times is more ideal. In this embodiment, the wall thickness of the floor profile is 4 mm, the bottom wall thickness of the longitudinal beam 1131 is 10 mm, and the side wall thickness of the longitudinal beam 1131 is 8 mm. To further improve the strength, the bottom wall of the longitudinal beam 1131 extends to both sides, with an extension length of 23 mm.

[0051] As shown in FIG31, 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 welded to the side floor 1135 (or it can be fixed by riveting). The upper surfaces of the floor sections 1122 of the two side beams 1120, the upper surfaces of the two side floor 1135, and the upper surfaces of the middle 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 floor 1135, and the lower surfaces of the middle floor 1134 are flush. As shown in Figure 29, the side beam 1120 is also a full-length hollow aluminum profile with internal stiffeners.

[0052] As shown in Figure 31, the longitudinal beam 1131 is provided with a first bogie mounting interface for connecting the bogie. The first bogie mounting interface includes two threaded holes 1137 and one 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 this invention is correspondingly provided with a body positioning interface 2102 (see Figure 4), which is a positioning post. The positioning post cooperates with the positioning hole 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 correspondingly provided with a body mounting interface 2101. In this example, the body mounting interface 2101 is a threaded hole. In this embodiment, the threaded holes 1137 are symmetrically arranged with respect to the centerline of the underframe, and the positioning holes 1138 are also symmetrically arranged with respect to the centerline of the underframe. 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 welded between the longitudinal beams 1131. Specifically, one bogie mounting area reinforcing plate 1136 is arranged between each pair of threaded holes 1137, and one 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 beams 1131 is transmitted through the bogie mounting interface, the bogie mounting area reinforcing plate 1136 can strengthen the structural strength of this area and improve the overall rigidity of the underframe.

[0053] As shown in Figures 27, 28, and 31, a floor-mounted reinforcing plate is provided on the side of the two bogie mounting areas away from the vehicle center.A segmented crossbeam is fixed to the lower surface of 1130. This segmented crossbeam includes 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 beam 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 beam 1120 and the outer surfaces of the longitudinal beams 1131 at both ends. To increase welding strength, the welded portions of the inner and outer crossbeams 1132 and 1133 to the floor 1130 are provided with flanges to increase the contact area and facilitate 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 in Figure 22, the bottom wall extension edge of the longitudinal beam 1131 is removed in the corresponding welding area.

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

[0055] When installing the bogie, the positioning pin 2102 of the T-shaped side frame is first inserted 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, bolts are passed through the bolt holes of the T-shaped side frame and screwed into the threaded holes 137 of the first bogie mounting interface of the longitudinal beam 131. Bolts are also passed through the bolt holes of the fixing seat 2114 and screwed into the threaded holes 137 of the second bogie mounting interface of the inner crossbeam 132, thereby fixing the upper frame 2100a to the longitudinal beam 1131.

[0056] The underframe of the present invention provides bogie mounting interfaces through the longitudinal beams and inner crossbeams under the floor, which has the advantages of compact structure, high strength, few welds, simple construction, and high production efficiency. This embodiment provides a specific structure of the bogie mounting interface, but does not limit this structural form. The bogie mounting interface of the underframe can be adapted to the mounting interface on the bogie.

[0057] As shown in Figures 27, 28 and 31, the inner crossbeam 1132 and the outer crossbeam 1133 are arranged in a straight line along the vehicle width direction, 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 vehicle body underframe.

[0058] As shown in Figures 27 and 28, the bottom surface of the floor 1130 is provided with a C-shaped groove for installing under-vehicle equipment (under-vehicle equipment instruction manual, pages 13 / 15).17 CN 121516059 A Installation Interface), these C-shaped slots are mainly distributed between the two bogie mounting areas on the lower surface of the floor 1130. In order to reserve more installation space for the undercarriage equipment, in this embodiment, the longitudinal beam 1131 is broken on the side of the two bogie mounting areas near 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 the undercarriage equipment.

[0059] The underframe is provided with a head coupler mounting seat at one end, and the specific structure is as follows: As shown in Figures 27 and 32, the longitudinal beam 1131 on the side near the end beam 1110 of the one end extends toward the end beam 1110 of the one end, and a head coupler mounting seat 1150 is fixed on the lower surface of the floor 1130 on the side near the end beam 1 of the one end. As shown in Figures 16, 32, and 33, the head coupler mounting base 1150 includes a head coupler mounting base base plate 1151 and two symmetrical coupler fixing blocks 1152 fastened to the upper surface of the head coupler mounting base base plate 1151 by countersunk screws. The two sides of the head coupler mounting base base plate 1151 are welded and fixed to the inner sides of the two longitudinal beams 1131, respectively, while the front end of the head coupler mounting base 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. The bolt for fixing the head coupler passes through the through hole of the head coupler and the head coupler mounting base plate 1151 in sequence and is then screwed into the threaded hole of the coupler fixing block 1152, so that the head coupler is fixed to the head coupler mounting base plate 1151. The longitudinal force of the head coupler is transmitted to the longitudinal beam 1131 and the first end beam 1110 through the head coupler mounting base plate 1151, thereby transmitting it to the entire underframe.

[0061] Through simulation calculation, the head coupler mounting seat 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] The head coupler mounting seat 1150 in this embodiment is top-mounted. Compared with the traditional coupler mounting seat fixed to the underframe, the structure and implementation process of the head coupler mounting seat of this invention are simple, requiring only a small amount of space under the vehicle, effectively solving the problem of APM vehicles.The problem of limited space under the vehicle. As shown in Figure 32, the lower surface of the head coupler mounting base plate 1151 is higher than the bottom surface of the longitudinal beam 1131 and the end beam 1110. The 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 more installation space and swing space for the head coupler.

[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. Then, the head coupler mounting base plate 1151 is placed in place so that the bottom of the reinforcing ribs 1153 is inserted into the slot 1154 of the head coupler mounting base plate 1151. Then, the head coupler mounting base plate 1151 is welded and fixed.

[0064] In this embodiment, the chassis of the vehicle body is also provided with an intermediate coupler mounting seat at the two ends. The specific structure is as follows: As shown in Figures 27 and 35, an intermediate coupler mounting seat 1160 is provided on the lower surface of the floor 1130 near the end beam 1140 at the two ends. As shown in Figure 35, the intermediate coupler mounting seat 1160 includes an intermediate coupler mounting seat 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 seat base plate 1161. The intermediate coupler mounting seat 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 seat base plate 1161, and the longitudinal upright plates 1163 are welded and fixed to the front and rear sides of the intermediate coupler fixing plate 1162 respectively. In order 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 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 enhance the strength of the intermediate coupler mounting base 1160, as shown in Figure 35, a reinforcing plate 1166 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 a pillow is welded between the inner crossbeam 1132 and the floor 1130.Inner central reinforcing plate 1169. 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 central 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 plate 1161; 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 the longitudinal beam 1131. 167 - External reinforcing plate for the bogie; 168 - Internal edge reinforcing plate for the bogie; 169 - Internal center reinforcing plate for the bogie. 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] As shown in Figures 27 and 36, a motor mounting seat 1170 is provided between the bogie mounting areas on the car body underframe. Specifically, the longitudinal beam 1131 near the second end beam 1140 extends towards the center of the vehicle to form an extension section. Below this extension section, a motor mounting seat 1170 for hoisting the motor is fixed by rivets (or bolts). The motor mounting seat 1170 is an L-shaped cast steel part, including a connecting part 1171 fixed to the extension section of the longitudinal beam 1131 and a support arm 1172 for fixing the motor. The connecting part 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 the side wall of the longitudinal beam 1131 by rivets. The support arm 1172 is provided with an upward-facing groove, and a through hole is provided at the bottom of the groove for the screw of the hoisting bolt to pass through. In this embodiment, the groove of the support arm 1172 is used to place the shock-absorbing pad. During installation, the shock-absorbing pad is placed in the groove, and the hoisting bolt is passed through the shock-absorbing pad and the through hole. Then, the motor is raised into place and the screw passes through the mounting hole of the motor housing. Then, another shock-absorbing pad is put on from the bottom of the screw and the fastening nut is tightened to make the motor stably hoisted 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. Instruction manual, page 15 / 15, 19 CN 121516059 A, Figure 1, Figure 2; Instruction manual drawing, page 1 / 17, 20 CN 121516059 A, Figure 3, Figure 4; Instruction manual drawing, page 2 / 17, 21 CN 121516059 A, Figure 5, Figure 6; Instruction manual drawing, page 3 / 17, 22 CN 121516059 A, Figure 7, Figure 8, Figure 9; Instruction manual drawing, page 4 / 17, 23 CNFigure 10, Figure 11, Appendix 5 / 17, Page 24, CN 121516059 A; Figure 12, Figure 13, Appendix 6 / 17, Page 25, CN 121516059 A; Figure 14, Appendix 7 / 17, Page 26, CN 121516059 A; Figure 15, Figure 16, Appendix 8 / 17, Page 27, CN 121516059 A; Figure 17, Figure 18, Appendix 9 / 17, Page 28, CN 121516059 A; Figure 19, Figure 20, Appendix 10 / 17, Page 29, CN 121516059 A; Figure 21, Figure 22, Figure 23, Appendix 11 / 17, Page 30, CN 121516059 A; Figure 24, Figure 25, Appendix 12 / 17, Page 31, CN 121516059 A; Figure 26, Figure 27, CN Instruction Manual Figures 13 / 17, Page 32, CN 121516059 A, Figures 28, 29, and 30; Instruction Manual Figures 14 / 17, Page 33, CN 121516059 A, Figures 31 and 32; Instruction Manual Figures 15 / 17, Page 34, CN 121516059 A, Figures 33 and 34; Instruction Manual Figures 16 / 17, Page 35, CN 121516059 A, Figures 35 and 36; Instruction Manual Figures 17 / 17, Page 36, CN 121516059 A Abstract Lateral Forced Steering Guide Rail-Type Rubber-Tired Train The present invention relates to a lateral forced steering guide rail-type rubber-tired train, which includes at least two coupled carriages, each carriage including a vehicle body and bogies arranged below the vehicle body, as well as doors, windows, air conditioning, and a driver's cab shield provided on the vehicle.body. The bogie of the rubber-tired train of the present invention is of a compact structure; a reset device is arranged between a steering housing of an axle bridge and a bogie frame, simultaneously achieving shock absorption and reset, reducing vibration of the bogies when passing through a curve; and the reset device is directly applied to the steering housing of the axle bridge, improving a force transmission path, achieving a better shock absorption effect, and improving comfort for the passengers. Furthermore, the present invention provides a bogie mounting interface through longitudinal beams integrally formed with the floor and inner crossbeams arranged between the longitudinal beams; the underframe has the advantages of simple structure, high strength, and good load-bearing performance, and as the weld seams are significantly reduced, production efficiency is improved; due to the simplified structure of the underframe, the problem of tight under-vehicle space of APM vehiclesis solved.

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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