Bogie of guide-rail-type rubber-tired tram

Abstract

A bogie of a guide-rail-type rubber-tired tram. The bogie comprises an axle assembly (1), a tire assembly (7), a guide system (3), a suspension system (4) and a traction system (5). In the bogie, a suspension structure is rationally configured, air springs (43) having a certain stiffness are used, suspension parameters are optimized, and thus the degree of matching of the performances of the air springs (43) and shock absorbers (410) with a tram is improved; a guide structure is optimized, hydro-pneumatic springs (310) are additionally provided, and thus the steering stability is improved; and the steering trapezoid is optimized, and thus tram wheels are in an optimal state in a steering angle relationship on existing tracks. Moreover, the tram has good operation stability and safety, and provides good comfort.

Description

A guide rail type rubber-wheeled tram bogie Technical Field

[0001] This patent relates to a guide rail type rubber wheel tram bogie, belonging to the field of bogie technology. Background Art

[0002] Guideway-type rubber-tyred trams are a new type of rail transit system for medium and low-capacity passengers. These trains utilize rubber-tire bearing and self-guided technology, providing a novel solution for urban transportation. As a core component of this type of vehicle, the bogie's structural integrity and performance directly impact its smooth operation, safety, and comfort.

[0003] Existing vehicle bogies consist of a drive axle assembly, suspension system, traction system, and guide system. They are loaded with two air springs. Traction is applied via a traction rod connecting the guide frame and axle, while diagonal tie rods suppress lateral displacement during vehicle operation and steering. This results in insufficient lateral and steering stability when navigating poorly transitioned road joints and tight curves, further leading to unsteadiness issues such as head shake. Technical issues

[0004] The technical problem to be solved by this patent is: to overcome the deficiencies of the above-mentioned prior art and to provide a guide rail type rubber wheel tram bogie that can effectively meet the structural bearing, transmission transportation, suspension optimization, and guidance of similar guide rail type rail vehicles. Technical Solutions

[0005] The technical solution adopted by this patent to solve its technical problems is: a guide rail type rubber-wheeled tram bogie, characterized in that it includes: an axle bridge assembly, a tire component, a guide system, a suspension system and a traction system, the axle bridge assembly has a transversely arranged bridge body, a steering knuckle fixed to both ends of the bridge body, and a wheel rim component fixed to the yoke of the steering knuckle, the tire component is fixed to the wheel rim component; the suspension system includes two symmetrically arranged transition mounting seats and two air springs, the transition mounting seats and the air springs are respectively fixed below and above the bridge body, and the body of the rubber-wheeled tram falls on the air springs; the guide system includes a steering The invention relates to a suspension, a slewing bearing, a guide wheel, a pair of oil-gas springs, a first transverse tie rod, a second transverse tie rod, and an upper swing arm and a lower swing arm respectively fixed to the wheel sides. The two ends of the first transverse tie rod are hinged to the upper swing arm of the wheelset, the inner ring of the slewing bearing is fixed to the steering suspension, the outer ring of the slewing bearing is fixed to the bridge body through a transition mounting seat, the inner end of the oil-gas spring is fixed to the outer ring of the slewing bearing, and the outer end of the oil-gas spring is fixed to the steering suspension to realize the rotational damping and resetting of the slewing bearing; the inner ring of the slewing bearing is also fixed with a second transverse tie rod mounting seat, and the two ends of the second transverse tie rod are respectively hinged to the second transverse tie rod mounting seat and the lower swing arm on one side.

[0006] Furthermore, the outer ring of the slewing bearing is fixed with an oil-gas spring mounting seat, the inner end of the oil-gas spring is elastically fixed to the oil-gas spring mounting seat, the outer end of the oil-gas spring is elastically fixed to the steering suspension, and the oil-gas spring is arranged laterally along the rubber-wheeled tram.

[0007] Further, the guide wheel is rotatably arranged on the steering suspension and embedded in the track beam, the track beam has an upper plane composed of a load-bearing wheel, an inner facade and an anti-derail structure for supporting the guide wheel, the anti-derail structure is a rib extending longitudinally along the track beam above the inner facade of the track beam, the guide wheel is located below the rib, the spacing of the rib is less than the maximum transverse span of the guide wheel, and a safety gap is formed between the lower surface of the rib and the upper surface of the guide wheel.

[0008] Furthermore, the air spring, the bridge body, and the transition mounting seat are fixed together by fasteners.

[0009] Furthermore, the traction system includes a symmetrical pair of traction straight pull rods and a pair of traction diagonal pull rods, the two ends of the traction straight pull rods are elastically connected to the vehicle body and the transition mounting seat, and the two ends of the traction diagonal pull rods are elastically connected to the vehicle body and the diagonal pull rod mounting seat located in the middle of the bridge body.

[0010] Furthermore, the suspension system also includes an anti-roll torsion bar, a pair of vertical shock absorbers, a pair of height valves and corresponding height valve adjustment rods. The two ends of the anti-roll torsion bar are hinged to the transition mounting seat through an anti-roll torsion bar connecting rod, and the anti-roll torsion bar is fixed to the vehicle body; the two ends of the vertical shock absorber are elastically connected to the vehicle body and the corresponding transition mounting seat respectively; the height valve is fixed to the vehicle body, and the two ends of the height valve adjustment rod are respectively connected to the transition mounting seat and the horizontal rod of the height valve, and the height valve is connected to the corresponding air spring through an air circuit.

[0011] Furthermore, the transition mounting seat is provided with an anti-roll torsion bar link mounting seat, a vertical shock absorber mounting seat, a height valve adjustment rod seat mounting hole and a traction rod mounting seat. The anti-roll torsion bar link is fixed to the anti-roll torsion bar link mounting seat, the vertical shock absorber is fixed to the vertical shock absorber mounting seat, the height valve adjustment rod is fixed to the height valve adjustment rod seat mounting hole, and the traction straight pull rod is fixed to the traction rod mounting seat.

[0012] Furthermore, the transition mounting seat is also provided with a slewing bearing mounting hole, an axle bridge connection mounting hole and an axle bridge connection positioning seat. The transition mounting seat and the slewing bearing are fixed by fixing the slewing bearing mounting hole and fasteners; the bridge body and the transition mounting seat are positioned by the axle bridge connection positioning seat and fixed by the axle bridge connection mounting hole and fasteners.

[0013] Furthermore, the two air springs of the same bogie are connected via an air pipeline, and a differential pressure valve is provided on the air pipeline.

[0014] Furthermore, the air spring has lateral stiffness. Beneficial effects

[0015] This invention improves steering stability by rationally configuring the suspension structure, optimizing the guide structure, and adding an oil-gas spring. This optimized steering trapezoid optimizes the wheel's angle relationship within the given line. This simultaneously ensures excellent vehicle running stability, safety, and comfort. Air springs with a specific stiffness are used, and suspension parameters are optimized to ensure that the performance of the air spring and shock absorber matches the overall vehicle. BRIEF DESCRIPTION OF THE DRAWINGS

[0016] FIG1 is a schematic diagram of the main structure of the guide rail type rubber-tyred tram bogie of the present invention.

[0017] FIG2 is a schematic diagram of the suspension system of the guide rail type rubber-tyred tram bogie of the present invention.

[0018] FIG3 is a schematic diagram of the traction system of the guide rail type rubber-tyred tram bogie of the present invention.

[0019] FIG4 is a schematic diagram of a transition mounting seat of a guide rail type rubber-tyred tram bogie according to the present invention.

[0020] FIG5 is a schematic diagram of the guide system of the guide rail type rubber-tyred tram bogie of the present invention.

[0021] FIG6 is a partial view of the guide system of the guide rail type rubber-tyred tram bogie of the present invention.

[0022] The numbers in the figure are as follows:

[0023] 1-axle bridge assembly;

[0024] 2- Foundation brake device;

[0025] 3 - Guiding system; 32 - First tie rod; 33 - Second tie rod; 34 - Swing bearing; 341 - Outer ring; 342 - Inner ring; 35 - Steering suspension; 36 - Guide wheel; 37 - Upper swing arm; 38 - Tie rod mounting base; 39 - Hydro-gas spring mounting base; 310 - Hydro-gas spring; 311 - Angle limit bolt; 312 - Lower swing arm;

[0026] 4 - Suspension system; 41 - First transition mounting seat; 42 - Second transition mounting seat; 411 - Traction rod mounting seat; 412 - Axle-bridge connection mounting hole; 413 - Axle-bridge connection positioning seat; 414 - Anti-roll torsion bar link mounting seat; 415 - Vertical shock absorber mounting seat; 416 - Slewing bearing mounting hole; 417 - Height valve adjustment rod mounting hole; 43 - Air spring; 44 - Height valve; 45 - Height valve adjustment rod; 46 - Height valve adjustment rod mounting seat; 47 - Differential pressure valve; 48 - Anti-roll torsion bar; 49 - Anti-roll torsion bar link; 410 - Vertical hydraulic shock absorber;

[0027] 5. Traction system; 53-diagonal tie rod mounting seat; 54-traction straight tie rod; 55-traction tie rod node; 56-traction diagonal tie rod;

[0028] 6-angle encoder;

[0029] 7-Tire composition. Best Mode for Carrying Out the Invention

[0030] The following will clearly and completely describe the technical solutions in the embodiments of the present invention in conjunction with the accompanying drawings. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without making creative efforts are within the scope of protection of the present invention.

[0031] As shown in Figures 1 to 6, the guide rail type rubber-tyred tram bogie of the present invention uses the axle bridge assembly 1 as the main bearing body and has a certain bearing stiffness. The angle encoder 6 is located at the kingpin position of the axle bridge assembly 1, which can read the actual wheel rotation angle in real time and form a closed loop with the steering system control. The axle bridge assembly 1 comprises a transversely arranged bridge body, a steering yoke fixed to both ends of the bridge body, and a wheel rim fixed to the steering yoke, and the tire assembly 7 is fixed to the wheel rim assembly. Thus, the connection between the tire assembly 7 with a support body and the axle bridge assembly 1 is achieved. The present invention achieves a certain rotation angle through the tire assembly 7 with a support body to meet the vehicle steering requirements; the tire assembly 7 with a support body is located between the axle bridge assembly 1 and the road to bear the load, converting its own rolling into the translation of the bogie and the vehicle, and filtering out some of the vibrations transmitted from the road; the tire assembly 7 contains a support body to meet the requirements of driving to the nearest repair station with zero tire pressure after the vehicle is damaged or exploded. In the tire component 7, a tire pressure monitoring sensor is bonded to the support body, which can monitor the tire pressure, temperature, and sensor voltage in real time. When an abnormality occurs, the tire pressure monitoring system sends a fault message to the user's main interface to remind the user to maintain it in time.

[0032] The foundation brake system 2 is located within the tire assembly 7 and deflects synchronously with it. The brake disc in the foundation brake system 2 rotates synchronously with the tire assembly 7. The brake caliper in the tire assembly 7, which is fixed to the steering knuckle, can be a passive hydraulic brake caliper, which outputs clamping force through its own disc spring pressure, and high-pressure brake fluid is used to relieve and adjust the clamping force. Alternatively, it can be an air brake caliper, which outputs clamping force through high-pressure air and its own leverage ratio. For parking brakes, the parking cylinder disc spring's own pressure and leverage ratio outputs clamping force. This clamping force acts on the brake disc through the brake pads in the foundation brake system 2, generating braking torque. The brake pads in the foundation brake system 2 are equipped with a wear monitoring device. The wear information is transmitted by the on-off operation of a wear resistor wire, and is fed back to the host interface to remind the user to perform maintenance.

[0033] The suspension system 4 is located between the vehicle body and the axle-bridge assembly 1, bearing the weight of the entire vehicle and providing vehicle running stability and comfort requirements.

[0034] The traction system 5 is located between the vehicle body and the axle-bridge assembly 1 to transmit the vehicle's traction and braking force.

[0035] The guidance system 3 is used to achieve vehicle steering.

[0036] As shown in FIG2 , the suspension system 4 includes two symmetrically arranged transition mounts (a first transition mount 41 and a second transition mount 42) and two air springs 43. The transition mounts and the air springs 43 are fixed below and above the bridge body, respectively. The body of the rubber-wheeled tram rests on the air springs 43. The air springs 43, the bridge body, and the transition mounts (the first transition mount 41 and the second transition mount 42) are fixed together by fasteners (rider bolts).

[0037] One side of the first and second transition mounts 41 and 42 is positioned with the axle-bridge assembly 1 (Figure 1) via the axle-bridge connection locating seat 413 and is fixedly connected to the axle-bridge via fasteners passing through the axle-bridge connection mounting holes 412. The other side is fixedly connected to the outer ring 341 of the slewing bearing 34 via fasteners passing through the slewing bearing mounting holes 416, providing steering stabilization torque during steering. An air spring 43 is located between the axle-bridge assembly 1 and the vehicle body. The base of the air spring 43 is connected to the axle-bridge assembly 1, and the upper cover of the air spring 43 is connected to the vehicle body. This air spring 43 provides a certain degree of lateral stiffness, mitigating vibrations from the axle-bridge assembly 1 to the vehicle body during operation, providing stability (vertical and lateral) and ride comfort. An emergency rubber pad is also provided to maintain a certain speed in the event of a malfunction or insufficient wind pressure. The transition mounts are equipped with an anti-roll torsion bar link mounting seat 414, a vertical shock absorber mounting seat 415, a height valve adjustment rod mounting hole 417, and a traction rod mounting seat 411. The anti-roll torsion bar link 49 is fixed to the anti-roll torsion bar link mounting seat 414, the vertical shock absorber 410 is fixed to the vertical shock absorber mounting seat 415, the height valve adjustment rod 45 is fixed to the height valve adjustment rod mounting hole 417, and the traction straight pull rod 54 is fixed to the traction pull rod mounting seat 411. The height valve adjustment rod mounting seats 46 are fixedly connected to the height valve adjustment rod mounting holes 417 on the transition mounting via fasteners, and the corresponding height valve adjustment rods 45 are installed in the corresponding height valve adjustment rod mounting seats 46. The height valve adjustment rod 45 connects to the horizontal rod of the height valve 44 and is used to transmit the relative displacement between the axle bridge assembly 1 and the two sides of the vehicle body. The two sides are metal ball joints with strong angle adaptability. The middle uses a hexagonal double-threaded adjustment rod for easy length adjustment. After adjustment, it is locked and fixed with a nut. A height valve 44 is mounted on the vehicle body, one for each air spring 43. The main air supply duct runs from the height valve to the air spring 43. When the vehicle tilts to the corresponding side, the height valve adjustment lever 45 swings up and down, causing air to flow in or out of the corresponding air spring, ultimately maintaining vehicle balance. A differential pressure valve 47 connects the air line between the two air springs 43 on the same axle. When the pressure in one air spring 43 exceeds a certain value on the other, it is opened to equalize the pressure in both air springs 43. Vertical (hydraulic) shock absorbers 410 are installed between the transition-mounted vertical shock absorber mounting bracket 415 and the vehicle body, with one vertical shock absorber 410 positioned near each air spring 43. By combining appropriate damping parameters with the air springs, vehicle stability and comfort are achieved. The vertical shock absorbers 410 also have a lifting function, controlling the distance between the air spring and the vehicle body to a certain range, preventing overshoot and allowing for lifting the axle during vehicle maintenance. The anti-roll torsion bar 48 is installed on the corresponding mounting seat of the vehicle body through a rubber bearing, and is connected to the anti-roll torsion bar link mounting seat 414 on the transition mounting seat through the anti-roll torsion bar link 49. The anti-roll torsion bar itself has a certain torsional stiffness, which has a good inhibitory effect when the vehicle rolls.The anti-roll torsion bar link 49 transmits the restraining force to the anti-roll torsion bar 48 . The ball joints at both ends can well adapt to the rolling of the vehicle in different directions. The middle part has a thread to adjust the length of the anti-roll torsion bar link 49 .

[0038] As shown in Figures 3 and 4, the first transition mount 41 and the second transition mount 42 are left and right parts of each other, forming a multifunctional composite mount that is fixed to the axle-bridge assembly 1 via saddle bolts. Made of high-strength alloy steel, the main structure utilizes an integrated forging process. After welding, the traction rod mount is fully heat-treated, resulting in an overall structure with excellent mechanical and fatigue resistance. Multiple system component mounting interfaces are provided, including a traction rod mount 411, axle-bridge connection fastener mounting holes 412, an axle-bridge connection locating seat 413, an anti-roll torsion bar connecting rod mount 414, a vertical shock absorber mount 415, a slewing bearing fastener mounting hole 416, and a height valve adjustment rod mount hole 417. The structure is compact and functionally focused.

[0039] As shown in Figure 4, the first transition mounting seat 41 and the second transition mounting seat 42 provide mounting interfaces for the traction straight tie rod 54. The diagonal tie rod mounting seat 53 is fixedly connected to the axle bridge assembly 1 in Figure 1 and provides a mounting interface for the traction diagonal tie rod 56. The traction tie rod node 55 has a certain radial and deflection stiffness and is press-fitted at both ends of the traction straight tie rod 54 and the traction diagonal tie rod 56 to provide a buffer and a certain deflection angle for the force they are subjected to. The traction straight tie rod 54 is connected to the traction tie rod mounting seat 411 in the first transition mounting seat 41 and the second transition mounting seat 42 through the traction tie rod node 55. The traction diagonal tie rod 56 is elastically connected to the diagonal tie rod mounting seat 53 of the bridge body, determining the positional relationship between the axle bridge and transmitting the traction and braking forces between the vehicle body and the axle bridge. The traction diagonal tie rod 56 connected to the diagonal tie rod mounting seat 53 is at a certain angle to each other, effectively suppressing the lateral displacement of the vehicle body.

[0040] As shown in Figures 5 and 6, the steering suspension 35 is fixed to the inner ring 342 of the slewing bearing 34. The second tie rod mounting base 38 is fixedly connected to the inner ring 342 of the slewing bearing 34. The outer ring 341 of the slewing bearing 34 is fixed to the bridge body via a transition mounting base. The gas spring mounting base 39 is fixedly connected to the outer ring 341 of the slewing bearing 34. The guide wheel 36 rolls along the track beam. When encountering a curve, the steering suspension 35 drives the inner ring 342 of the slewing bearing 34 to rotate. The inner ring 342 of the slewing bearing 34 is connected to the second tie rod 33 via the second tie rod mounting base, which in turn drives the lower swing arm 312 of the axle-bridge assembly 1 to rotate, thereby achieving a certain degree of steering for the corresponding wheel side. Simultaneously, the upper swing arm 37 on that side rotates via the axle-bridge yoke. The wheel side and the yoke are connected by a kingpin. The upper swing arm 37 on the other side rotates via the first tie rod 32, achieving synchronous steering of the other wheel side. The left and right upper swing arms 37 are positioned according to steering requirements, forming a fixed steering trapezoid with the first tie rod 32 to achieve proportional steering of the left and right wheel assemblies 7. The guide wheels have a certain degree of rigidity to mitigate steering shocks caused by track beam irregularities. They contain internal supports to ensure steering requirements in the event of a tire blowout. Furthermore, the guide wheels can withstand a certain amount of vertical load. When the bogie rises and falls with the vehicle on an uneven road and exceeds its maximum vertical displacement, the guide wheels 36 are vertically limited by the track beam ribs to prevent the vehicle from derailing. The guide wheels 36 contain supports (metal or polymer materials). Even in the event of a tire blowout, the vehicle will not experience steering failure, derailment, or other safety hazards, and can return to the nearest maintenance point at a reasonable speed. The hydro-pneumatic spring 310 has a certain degree of rigidity and damping, providing both spring and damping capabilities. Connected between the steering suspension 35 and the hydro-pneumatic spring mounting base 39, it suppresses steering shocks caused by track irregularities in the guide wheels 36, ensuring smooth steering of the wheels. The turning angle limiting bolt 311 realizes a mechanical limiting function when the wheel reaches a predetermined turning angle.

[0041] While embodiments of the present invention have been shown and described, it will be appreciated by those skilled in the art that various changes, modifications, substitutions, and variations may be made to these embodiments without departing from the principles and spirit of the invention, and that the scope of the invention is defined by the appended claims and their equivalents.

Claims

1. A guide-rail type rubber-tired tram bogie, characterized in that Including: Axle bridge assembly (1), tire assembly (7), steering system (3), suspension system (4) and traction system (5). The axle bridge assembly (1) has a transversely arranged bridge body, steering knuckles fixed at both ends of the bridge body, and a wheel hub unit fixed to the knuckle forks of the steering knuckles. The tire assembly (7) is fixed to the wheel hub unit. The suspension system (4) includes two symmetrically arranged transition mounting seats (41, 42) and two air springs (43). The transition mounting seats (41, 42) and the air springs (43) are respectively fixed below and above the bridge body, and the vehicle body of the rubber-tired tram rests on the air springs (43). The steering system (3) includes a steering suspension (35), a slewing bearing (34), a steering wheel (36), a pair of oil-gas springs (310), a first cross tie rod (32), a second cross tie rod (33), and an upper swing arm (37) and a lower swing arm (312) respectively fixed to the wheel hub unit. Both ends of the first cross tie rod (32) are hinged to the upper swing arm (37) of the wheel set. The inner ring (342) of the slewing bearing (34) is fixed to the steering suspension (35), and the outer ring (341) of the slewing bearing (34) is fixed to the bridge body through the transition mounting seats (41, 42). The inner end of the oil-gas spring (310) is fixed to the outer ring (341) of the slewing bearing (34), and the outer end of the oil-gas spring (310) is fixed to the steering suspension (35) to achieve the rotational damping and reset of the slewing bearing (34). A second cross tie rod mounting seat (38) is also fixed to the inner ring of the slewing bearing (34). Both ends of the second cross tie rod (33) are respectively hinged to the second cross tie rod mounting seat (38) and the lower swing arm (312) on one side.

2. The bogie of the guide-rail rubber-tyred tram according to claim 1, characterized in that: An oil-gas spring mounting seat (39) is fixed to the outer ring (341) of the slewing bearing (34). The inner end of the oil-gas spring (310) is elastically fixed to the oil-gas spring mounting seat (39), and the outer end of the oil-gas spring (310) is elastically fixed to the steering suspension (35). The oil-gas spring (310) is arranged transversely to the rubber-tired tram.

3. The bogie of the guide-rail rubber-tyred tram according to claim 1, wherein: The steering wheel (36) is rotatably arranged on the steering suspension (35) and is embedded in the track beam. The track beam has an upper plane for carrying the wheel assembly (7), an inner vertical surface for supporting the steering wheel (36), and an anti-derailment structure. The anti-derailment structure is a retaining edge extending longitudinally along the track beam above the inner vertical surface of the track beam. The steering wheel (36) is located below the retaining edge. The distance between the retaining edges is less than the maximum transverse span of the steering wheel (36), and a safety gap is formed between the lower surface of the retaining edge and the upper surface of the steering wheel (36).

4. The bogie of the guide-rail rubber-tyred tram according to claim 1, wherein: The air springs (43), the bridge body, and the transition mounting seats (41, 42) are fixed together by fasteners.

5. The bogie of the guide-rail rubber-tyred tram according to claim 1, characterized in that: The traction system (5) includes a pair of symmetric traction straight tie rods (54) and a pair of traction inclined tie rods (56). Both ends of the traction straight tie rods (54) are respectively elastically connected to the vehicle body and the transition mounting seats (41, 42), and both ends of the traction inclined tie rods (56) are respectively elastically connected to the vehicle body and an inclined tie rod mounting seat (53) provided in the middle of the bridge body.

6. The bogie of the guide-rail rubber-tired tram according to claim 1, characterized in that: The suspension system (4) further includes an anti-roll bar (48), a pair of vertical shock absorbers (410), a pair of height valves (44) and corresponding height valve adjusting rods (45). Both ends of the anti-roll bar (48) are hinged to the transition mounting seats (41, 42) through anti-roll bar connecting rods (49), and the anti-roll bar (48) is elastically fixed to the vehicle body; both ends of the vertical shock absorber (410) are elastically connected to the vehicle body and the corresponding transition mounting seats (41, 42) respectively; the height valve (44) is fixed to the vehicle body, and both ends of the height valve adjusting rod (45) are respectively connected to the transition mounting seats (41, 42) and the horizontal rod of the height valve (44), and the height valve (44) is connected to the corresponding air spring (43) through an air circuit.

7. The bogie of a guide-rail rubber-tyred tram according to claim 6, characterized in that: The transition mounting seats (41, 42) are provided with anti-roll bar connecting rod mounting seats (414), vertical shock absorber mounting seats (415), height valve adjusting rod seat mounting holes (417) and drawbar mounting seats (411). The anti-roll bar connecting rod (49) is fixed to the anti-roll bar connecting rod mounting seat (414), the vertical shock absorber (410) is fixed to the vertical shock absorber mounting seat (415), the height valve adjusting rod (45) is fixed to the height valve adjusting rod seat mounting hole (417), and the drawbar (54) is fixed to the drawbar mounting seat (411).

8. The bogie of a guide-rail rubber-tired tram according to claim 6, characterized in that: The transition mounting seats (41, 42) are further provided with slewing bearing mounting holes (416), axle bridge connection mounting holes (412) and axle bridge connection positioning seats (413). The transition mounting seats (41, 42) and the slewing bearing (34) are fixed through the fixed slewing bearing mounting holes (416) and fasteners; the axle bridge and the transition mounting seats (41, 42) are positioned through the axle bridge connection positioning seats (413) and fixed through the axle bridge connection mounting holes (412) and fasteners.

9. The bogie of a guide-rail rubber-tired tram according to claim 1, characterized in that: The two air springs (43) of the same bogie are connected through an air pipeline, and a differential pressure valve (47) is arranged on the air pipeline.

10. The bogie of the guide-rail rubber-tired tram according to claim 1, characterized in that: The air spring (43) has a lateral stiffness.

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