Railway vehicle inspection and maintenance assisting robot

Abstract

The invention provides a railway vehicle inspection and maintenance assisting robot which comprises a robot body, an action executing device, traveling devices, an image acquisition system, a controlsystem, an image processing system, a video surveillance device, a positioning system, a power supply device, a monitoring system, an internal temperature-humidity control device and a traveling railway, wherein the traveling devices are arranged on two sides of the lower part or the top of the robot body, matched with the traveling railway, and limited to the traveling railway, and capable of moving along the traveling railway; the action executing device comprises a lifting device, a translation device and a multi-degree-of-freedom mechanical arm which are connected in sequence; the image acquisition system is arranged at the end part of the multi-degree-of-freedom mechanical arm; the image processing system is used for analyzing acquired images; the control system and the internal temperature-humidity control device are arranged in the robot body; the control system is used for controlling all parts of the railway vehicle inspection and maintenance assisting robot; the power supplydevice is used for supplying power to the railway vehicle inspection and maintenance assisting robot; the monitoring system is used for acquiring own information and feeding back the acquired own information to the control system; and the traveling device and the positioning system are matched for positioning.

Description

technical field [0001] The invention relates to the technical field of rail vehicles, in particular to a rail vehicle maintenance auxiliary robot. Background technique [0002] In order to ensure safe, stable, and reliable operation, rail vehicles such as EMUs, urban rail, and subways usually need to undergo primary and secondary inspections in accordance with relevant railway operation standards after traveling to a certain number of kilometers, also known as daily inspections or train inspections. With the rapid increase in the number of rail vehicles in operation and the increase in the operating life of on-line vehicles, the maintenance workload and pressure have also increased rapidly, and each maintenance vehicle depot is facing a great test. [0003] In the primary and secondary maintenance, the inspection of the undercarriage of an 8-group EMU takes about 60 minutes, accounting for 40% to 60% of the total maintenance time. Among them, the bogie is a key part of the ...

AI Technical Summary

Problems solved by technology

[0004] However, there are the following problems in manual maintenance: (1) The first-level maintenance operator can view most of the bogie surface information by observing the bogie from the bottom, but in principle, the bogie maintenance needs to check the surface status of all parts, and the fault is highly accidental. The area to be inspected is wide, time-consuming, labor-intensive, and inefficient; (2) Since most vehicles are put into storage at night, maintenance personnel will inevitably experience fatigue when working at night, and the labor intensity is high, which affects the quality and responsibility of maintenance personnel. (3) During the first-level maintenance and inspection operation, the maintenance personnel record the inspection video through a flashlight with a video function, and the video is used as a record of the inspection process to provide a basis for evaluating the quality of the maintenance operation. The included checkpoint information is incomplete and the video quality is low, which increases the difficulty of review by video analysts; (4) Due to the complex structure and narrow space of the bogie, it is very difficult to manually inspect the top of the bogie, and the maintenance personnel are in the trench. It is difficult to check some relatively hidden parts from the perspective of viewing from bottom to top, resulting in missed inspections and potential safety hazards for vehicle operation; (5) During the manual maintenance process, the faults found should be photographed separately and filled in the faults Paper documents such as report sheets and maintenance application sheets need to go through more procedures, and the data files generated during the entire process from fault detection to fault resolution need to be entered and archived separately, and there is no informatization such as work order distribution and fault statistics means of operation

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