Highway-railway dual-purpose jacking traction robot

Abstract

The invention discloses a highway-railway dual-purpose jacking traction robot which comprises a tractor, a coupler, a detection mechanism, a rerailing vehicle and a rerailing mechanism, and the tractor comprises a first vehicle body, rail wheels and a first driving mechanism; the coupler is connected to the first vehicle body end. The detection mechanism is arranged on the first car body and used for detecting the chassis condition of the rail car; the rerailing vehicle comprises a second vehicle body, crawler wheels and a second driving mechanism; and the rerailing mechanism is arranged on the second vehicle body, and the rerailing mechanism is used for lifting the rail car to enable the rail car to be reset to the rail, and the multifunctional rescue engineering vehicle has the beneficial effects that multiple functions of detection, rerailing, traction and the like are integrated, collaborative operation of multiple rescue engineering vehicles is not needed, and the time cost of vehicle scheduling and site coordination is reduced.

Description

TECHNICAL FIELD

[0001] The present application relates to the field of rail transit rescue, in particular to a rail-road dual-purpose jacking and traction robot. BACKGROUND

[0002] In the scene of railway and highway joint transportation, sudden situations such as vehicle derailment and failure retention occur frequently, and the traditional rescue equipment has obvious limitations.

[0003] The Chinese utility model with the publication number CN201257972Y proposes a locomotive vehicle derailment hydraulic recovery equipment, which comprises a rail bridge, a lifting device and a hydraulic pump station. A plurality of square holes are arranged on the rail bridge. The lifting device is connected to the hydraulic pump station through a pipeline. The hydraulic pump station is sequentially connected by a high-pressure oil pump, a safety valve and a reversing valve through a pipeline. The high-pressure oil pump comprises a pump front body and a pump rear body connected and combined with each other. A cavity is arranged at the connection position of the pump front body and the pump rear body. A connecting shaft and a plunger driving cover obliquely arranged on the connecting shaft are arranged in the cavity. A plurality of plungers are arranged in the pump rear body. The ends of the plurality of plungers are respectively connected to an oil suction valve body and an oil outlet valve body, and the other ends are in movable contact with the plunger driving cover.

[0004] In view of the related technology in the above, the following defects exist: For the derailment rescue of rail vehicles, multiple steps such as detection, rail recovery and traction are involved, and multiple rescue engineering vehicles are needed to cooperate, which is low in rescue efficiency and high in rescue cost. SUMMARY

[0005] The present application aims to overcome the above technical deficiencies and proposes a rail-road dual-purpose jacking and traction robot to solve the technical problem that multiple engineering vehicles are needed to cooperate in the rescue of rail vehicles in the prior art.

[0006] To achieve the above technical purpose, the technical scheme of the present application provides a rail-road dual-purpose jacking and traction robot, which comprises a traction vehicle. The traction vehicle comprises a first vehicle body, a rail wheel and a first driving mechanism. The rail wheel is rotatably connected to the first vehicle body. The fixed end of the first driving mechanism is connected to the first vehicle body. The movable end of the first driving mechanism is connected to the rail wheel. A coupler is connected to the end of the first vehicle body. A detection mechanism is arranged on the first vehicle body. The detection mechanism is used to detect the chassis condition of the rail vehicle. A rail recovery vehicle comprises a second vehicle body, a crawler wheel and a second driving mechanism. The second vehicle body is detachably connected to the bottom of the first vehicle body. The crawler wheel is rotatably connected to the second vehicle body. The fixed end of the second driving mechanism is connected to the second vehicle body. The movable end of the second driving mechanism is connected to the crawler wheel. A rail returning mechanism is arranged on the second vehicle body and is used to lift the rail vehicle to return the rail vehicle to the rail.

[0007] In some embodiments, the first driving mechanism comprises a first motor, a driving gear, two guide gears, two rotating shafts, two driven gears and a toothed belt. The first motor is arranged on the first vehicle body. The driving gear is connected to the output shaft of the first motor. The two guide gears are rotatably connected to the first vehicle body. The two rotating shafts are rotatably connected to the first vehicle body. The rail wheels are connected to the rotating shafts. The two driven gears are fixedly connected to the two rotating shafts respectively. The toothed belt is in mesh with the driving gear, the two guide gears and the two driven gears in sequence.

[0008] In some embodiments, the detection mechanism comprises a mechanical arm, a probe and a controller. The mechanical arm and the controller are arranged on the first vehicle body. The probe is arranged at the end of the mechanical arm. The controller is electrically connected with the mechanical arm and the probe.

[0009] In some embodiments, the towing vehicle further comprises a navigation radar which is electrically connected with the controller.

[0010] In some embodiments, the rail returning mechanism comprises a rail returning bridge, a second motor and a horizontal moving oil cylinder. The second motor is arranged on the second vehicle body. The rail returning bridge is connected to the output shaft of the second motor. The horizontal moving oil cylinder is detachably connected to the rail returning bridge.

[0011] In some embodiments, the towing vehicle further comprises a plurality of jacking oil cylinders which are arranged on the bottom of the first vehicle body. The plurality of jacking oil cylinders are used to lift the first vehicle body to facilitate the disassembly and assembly of the second vehicle body.

[0012] In some embodiments, the rail vehicle further comprises a lateral supporting mechanism which comprises a lateral power assembly and two lateral supporting blocks. The two lateral supporting blocks are slidably connected to the second vehicle body. The fixed end of the lateral power assembly is connected to the second vehicle body. The movable end of the lateral power assembly is connected to the lateral supporting blocks. The lateral power assembly is used to drive the two lateral supporting blocks to slide reversely so that the two lateral supporting blocks abut the inner sides of the two rails respectively.

[0013] In some embodiments, the lateral power assembly comprises a driving bevel gear, a driven bevel gear and a double-headed screw rod. The driving bevel gear is connected to the output shaft of the second motor. The double-headed screw rod is rotatably connected to the second vehicle body. The two ends of the double-headed screw rod are respectively inserted into the two lateral supporting blocks and are threadedly connected with the two lateral supporting blocks. The driven bevel gear is connected to the double-headed screw rod. The driving bevel gear is in mesh with the driven bevel gear.

[0014] In some embodiments, the rail-bending vehicle further comprises a longitudinal supporting mechanism, the longitudinal supporting mechanism comprising a longitudinal power assembly and a longitudinal supporting block, the longitudinal supporting block being slidingly connected to the second vehicle body, a fixed end of the longitudinal power assembly being connected to the second vehicle body, a movable end of the longitudinal power assembly being connected to the longitudinal supporting block, the longitudinal power assembly being configured to drive the longitudinal supporting block to slide into between adjacent sleepers.

[0015] In some embodiments, the second motor is a double-shaft motor, the longitudinal power assembly comprises a screw rod, the screw rod being rotatably connected to the second vehicle body, the screw rod being connected to another output shaft of the second motor, the screw rod penetrating into the longitudinal supporting block and being threadedly connected with the longitudinal supporting block.

[0016] Compared with the prior art, the present application has the following advantages: the rail-bending vehicle integrates multiple functions such as detection, rail-bending, traction, etc., and does not need multiple rescue engineering vehicles to work cooperatively, thereby reducing the time cost of vehicle scheduling and site coordination, and having the capability of being used on both roads and rails, and the cooperation of the rail wheels and the track wheels enables the rail-bending vehicle to efficiently travel on the rails and flexibly move on the roads and complex ground, thereby adapting to different rescue scenes. BRIEF DESCRIPTION OF DRAWINGS

[0017] Figure 1 is a first perspective view of the overall structure of the robot provided by the present application; Figure 2 is a second perspective view of the overall structure of the robot provided by the present application; Figure 3 is a schematic view of the overall structure of the rail-bending vehicle provided by the present application; Figure 4 is a sectional view of the overall structure of the rail-bending vehicle provided by the present application.

[0018] BRIEF DESCRIPTION OF DRAWINGS 1, traction vehicle; 11, first vehicle body; 12, rail wheel; 13, first driving mechanism; 14, jacking cylinder; 131, first motor; 132, driving gear; 133, guide gear; 134, rotating shaft; 135, driven gear; 136, toothed belt; 2, vehicle coupler; 3, detection mechanism; 31, mechanical arm; 32, probe; 33, controller; 34, navigation radar; 4, rail-bending vehicle; 41, second vehicle body; 42, track wheel; 43, second driving mechanism; 5, rail-bending mechanism; 51, rail-bending bridge; 52, second motor; 53, horizontal moving cylinder; 6, horizontal supporting mechanism; 61, horizontal power assembly; 611, driving bevel gear; 612, driven bevel gear; 613, double-headed screw rod; 62, horizontal supporting block; 7, rail; 71, sleeper; 8, longitudinal supporting mechanism; 81, longitudinal power assembly; 811, screw rod; 82, longitudinal supporting block. DETAILED DESCRIPTION

[0019] In order to make the purpose, technical scheme and advantages of the present application more clear, the present application is further described in detail below in combination with the drawings and examples. It should be understood that the specific examples described herein are only used to explain the present application and do not limit the present application.

[0020] The present application provides a rail-road dual-lift traction robot, which has a structure as shown in the figure. Figure 1 Figure 4 The rail-road dual-lift traction robot comprises a traction vehicle 1, a coupler 2, a detection mechanism 3, a re-railing vehicle 4 and a re-railing mechanism 5.

[0021] The traction vehicle 1 comprises a first vehicle body 11, a rail 7 wheel 12 and a first driving mechanism 13, the rail 7 wheel 12 is rotatably connected to the first vehicle body 11, and the fixed end of the first driving mechanism 13 is connected to the first vehicle body 11, and the movable end of the first driving mechanism 13 is connected to the rail 7 wheel 12.

[0022] The coupler 2 is connected to the end of the first vehicle body 11.

[0023] The detection mechanism 3 is arranged on the first vehicle body 11, and the detection mechanism 3 is used for detecting the chassis condition of the rail 7 vehicle.

[0024] The re-railing vehicle 4 comprises a second vehicle body 41, a track wheel 42 and a second driving mechanism 43, the second vehicle body 41 is detachably connected to the bottom of the first vehicle body 11, the track wheel 42 is rotatably connected to the second vehicle body 41, the fixed end of the second driving mechanism 43 is connected to the second vehicle body 41, and the movable end of the second driving mechanism 43 is connected to the track wheel 42.

[0025] The re-railing mechanism 5 is arranged on the second vehicle body 41, and the re-railing mechanism 5 is used for lifting the rail 7 vehicle to reset the rail 7 vehicle to the rail 7.

[0026] In use, after the traction vehicle 1 drives to the vicinity of the derailed rail 7 vehicle, the detection mechanism 3 on the first vehicle body 11 starts to comprehensively detect the chassis condition of the rail 7 vehicle, including the wheel pair derailed position, the chassis deformation condition, the coupler 2 state and the like, and the re-railing mechanism 5 of the re-railing vehicle 4 works according to the detection data. The wheel pair is slowly moved to directly above the rail 7, and the re-railing is completed. After the re-railing is completed, if the rail 7 vehicle needs to be pulled to a specified position, the traction vehicle 1 is precisely connected with the coupler 2 of the rail 7 vehicle. The first driving mechanism 13 drives the rail 7 wheel 12 to rotate, and the traction force is transmitted through the coupler 2 to pull the rail 7 vehicle along the rail 7 to the target location.

[0027] ​In the present application, the functions of detection, re-railing, traction and the like are integrated, without the need for multiple rescue engineering vehicles to work together, reducing the time cost of vehicle scheduling and site coordination, having the ability of public and private transportation, and the cooperation of track 7 wheels 12 and track wheels 42 enables the vehicle to efficiently travel on the railway track 7 and flexibly move on the road and complex ground, adapting to different rescue scenes.

[0028] In order to drive the first vehicle body 11 to move, please refer to Figure 2 In a preferred embodiment, the first driving mechanism 13 includes a first motor 131, a driving gear 132, a guide gear 133, a rotating shaft 134, a driven gear 135, and a toothed belt 136. The first motor 131 is installed on the first vehicle body 11. The driving gear 132 is connected to the output shaft of the first motor 131. Two guide gears 133 are rotatably connected to the first vehicle body 11. Two rotating shafts 134 are rotatably connected to the first vehicle body 11. The track 7 wheels 12 are connected to the rotating shafts 134. Two driven gears 135 are fixedly connected to the two rotating shafts 134, respectively. The toothed belt 136 is in mesh with the driving gear 132, the two guide gears 133, and the two driven gears 135 in sequence.

[0029] In use, the first motor 131 is installed in the power cabin of the first vehicle body 11. After starting as a power source, its output shaft drives the driving gear 132 to rotate synchronously. The driving gear 132 drives the surrounding toothed belt 136 to move through meshing of the tooth surfaces, converting the rotary power of the motor into the linear transmission power of the toothed belt 136. Two guide gears 133 are installed on both sides of the first vehicle body 11. The toothed belt 136 passes through the driving gear 132 and the two guide gears 133 in sequence, forming a triangular transmission path. The guide gears 133 not only change the transmission direction of the toothed belt 136, but also support the toothed belt 136 through their own rotation, avoiding the toothed belt 136 from deviating due to relaxation or uneven tension during transmission, ensuring stable power transmission to the two driven gears 135 on both sides. Two rotating shafts 134 transversely penetrate the wheel cabin of the first vehicle body 11, with the track 7 wheels 12 connected to both ends of the rotating shafts 134, and the two driven gears 135 fixedly connected to the middle part of the rotating shafts 134 through keys. When the toothed belt 136 is in mesh with the driven gears 135, the linear motion of the toothed belt 136 is converted into the rotary motion of the driven gears 135, which in turn drives the rotating shafts 134 and the track 7 wheels 12 to rotate synchronously. The power requirements for carrying and traction of the traction vehicle 1 are met.

[0030] In order to detect the condition of the track 7 vehicle, please refer to Figure 1 In a preferred embodiment, the detection mechanism 3 includes a mechanical arm 31, a probe 32, and a controller 33. The mechanical arm 31 and the controller 33 are installed on the first vehicle body 11. The probe 32 is provided at the end of the mechanical arm 31. The controller 33 is electrically connected with the mechanical arm 31 and the probe 32.

[0031] In use, the controller 33 is installed in the operation cabin of the first vehicle body 11. After the operator issues a detection instruction through the operation interface of the controller 33, the controller 33 transmits electrical signals to the mechanical arm 31 and the probe 32, triggering the detection process to start. The base of the mechanical arm 31 is fixed on the first vehicle body 11, and is composed of multiple movable arm segments connected by rotating joints. The controller 33 sends control signals to the joint driving components of the mechanical arm 31 according to the preset detection path or real-time operation instructions, drives the joints to rotate, and moves the end of the mechanical arm 31 along the set trajectory. The probe 32 is installed on the adapter bracket at the end of the mechanical arm 31, and is connected with the controller 33 through a cable or wireless signal. When the mechanical arm 31 moves the probe 32 to the target detection position, the controller 33 controls the probe 32 to start working. After receiving the image, distance, temperature and other data collected by the probe 32, the controller 33 performs real-time processing and analysis, providing accurate chassis condition basis for subsequent derailment rescue.

[0032] In order to improve the safety of the towing vehicle 1 during driving, please refer to Figure 1 In a preferred embodiment, the towing vehicle 1 further comprises a navigation radar 34, which is electrically connected with the controller 33.

[0033] In use, the navigation radar 34 adopts high-frequency electromagnetic wave detection, has strong anti-interference ability, is not affected by environmental factors such as light and weather, can accurately identify the obstacles around the towing vehicle 1, and can calculate the distance and relative speed in real time. The controller 33 triggers deceleration, parking or turning instructions in time based on radar data, avoids collision risks, and ensures the driving safety of the towing vehicle 1 in complex road conditions at the rescue site.

[0034] In order to realize the derailment operation of the derailed vehicle, please refer to Figure 3 In a preferred embodiment, the derailment mechanism 5 comprises a derailment bridge 51, a second motor 52 and a transverse oil cylinder 53. The second motor 52 is installed on the second vehicle body 41. The derailment bridge 51 is connected to the output shaft of the second motor 52. The transverse oil cylinder 53 is detachably connected to the derailment bridge 51.

[0035] In use, the second motor 52 is installed on the second vehicle body 41, and its output shaft is directly connected with the re-railing bridge 51. During the driving of the towing vehicle 1, the re-railing bridge 51 is parallel to the second vehicle body 41. When the re-railing operation of the derailed vehicle is needed, the controller 33 sends a command to start the second motor 52, and the motor output shaft rotates and drives the re-railing bridge 51 to rotate around the connecting point, so that the re-railing bridge 51 is perpendicular to the second vehicle body 41. The transverse oil cylinder 53 is fixed to the preset position of the re-railing bridge 51 through a detachable structure, and its cylinder body is rigidly connected with the re-railing bridge 51, and the piston rod end can contact the chassis of the derailed vehicle. When the angle of the re-railing bridge 51 is adjusted in place, the piston rod of the transverse oil cylinder 53 extends to generate an axial thrust, which directly acts on the chassis of the derailed vehicle, and the re-railing operation of the derailed vehicle is completed.

[0036] In order to realize the rapid docking or separation of the re-railing vehicle 4, please refer to Figure 3 In a preferred embodiment, the towing vehicle 1 further comprises a plurality of jacking oil cylinders 14, and the plurality of jacking oil cylinders 14 are installed at the bottom of the first vehicle body 11. The plurality of jacking oil cylinders 14 are used to lift the first vehicle body 11, so as to facilitate the disassembly and assembly of the second vehicle body 41.

[0037] In use, each jacking oil cylinder 14 is provided with a displacement sensor, and the controller 33 compares the lifting height of each oil cylinder in real time, dynamically adjusts the flow through a proportional valve, ensures the synchronous lifting of the four supporting points, and the bottom of the first vehicle body 11 is designed with a standardized interface. When the jacking oil cylinder 14 lifts the vehicle body to the predetermined working height, the second vehicle body 41 can be quickly docked or separated through a mechanical locking mechanism.

[0038] In order to improve the stability of the re-railing vehicle 4 during the re-railing process, please refer to Figure 4 In a preferred embodiment, the re-railing vehicle 4 further comprises a lateral support mechanism 6, and the lateral support mechanism 6 comprises a lateral power assembly 61 and two lateral supporting blocks 62. The two lateral supporting blocks 62 are slidingly connected to the second vehicle body 41, the fixed end of the lateral power assembly 61 is connected to the second vehicle body 41, and the movable end of the lateral power assembly 61 is connected to the lateral supporting blocks 62. The lateral power assembly 61 is used to drive the two lateral supporting blocks 62 to slide in opposite directions, so that the two lateral supporting blocks 62 abut the inner sides of the two tracks 7, respectively.

[0039] In use, the two lateral supporting blocks 62 are initially retracted in the inner grooves of the second vehicle body 41. The fixed end of the lateral power assembly 61 is rigidly connected to the middle of the second vehicle body 41, and the movable end thereof is connected to the lateral supporting blocks 62, which are in a standby state. When the rail-bending vehicle 4 travels to the working position between the two tracks 7, the lateral power assembly 61 receives the starting instruction from the controller 33. The lateral supporting blocks 62 continuously slide under the driving of the power assembly until the outer arc-shaped contact surfaces thereof abut against the inner sides of the two tracks 7. At this time, the power assembly continues to apply pressure, so that the supporting blocks generate elastic pre-tightening force, and the rail-bending vehicle 4 is clamped between the two tracks 7 by the reaction force of the tracks 7, thereby providing stable foundation support for the rail-bending operation.

[0040] To drive the lateral supporting blocks 62 to move, please refer to Figure 4 In a preferred embodiment, the lateral power assembly 61 comprises a driving bevel gear 611, a driven bevel gear 612 and a double-headed screw rod 613. The driving bevel gear 611 is connected to the output shaft of the second motor 52. The double-headed screw rod 613 is rotatably connected to the second vehicle body 41. The two ends of the double-headed screw rod 613 are respectively inserted into the two lateral supporting blocks 62 and are threadedly connected to the two lateral supporting blocks 62. The driven bevel gear 612 is connected to the double-headed screw rod 613. The driving bevel gear 611 is engaged with the driven bevel gear 612.

[0041] In use, the output shaft of the second motor 52 is rigidly connected to the driving bevel gear 611. When the second motor 52 is started, the driving bevel gear 611 rotates synchronously with the output shaft of the motor. The driving bevel gear 611 is engaged with the driven bevel gear 612, so as to convert the longitudinal rotation power output by the motor into lateral rotation power, thereby driving the driven bevel gear 612 and the double-headed screw rod 613 connected thereto to rotate synchronously. When the double-headed screw rod 613 rotates under the driving of the driven bevel gear 612, the sliding speeds of the two supporting blocks are equal due to the same pitch and opposite rotation directions of the threads, and the two supporting blocks always keep symmetrical movement until they abut against the inner sides of the two tracks 7, respectively.

[0042] To further improve the stability of the rail-bending vehicle 4, please refer to Figure 4 In a preferred embodiment, the rail-bending vehicle 4 further comprises a longitudinal supporting mechanism 8. The longitudinal supporting mechanism 8 comprises a longitudinal power assembly 81 and longitudinal supporting blocks 82. The longitudinal supporting blocks 82 are slidably connected to the second vehicle body 41. The fixed end of the longitudinal power assembly 81 is connected to the second vehicle body 41. The movable end of the longitudinal power assembly 81 is connected to the longitudinal supporting blocks 82. The longitudinal power assembly 81 is used to drive the longitudinal supporting blocks 82 to slide, so as to slide the longitudinal supporting blocks 82 between the adjacent sleepers 71.

[0043] During operation, after the rerailing vehicle 4 completes its lateral positioning, the controller 33 sends a command to the longitudinal power assembly 81, driving the longitudinal support block 82 to slide forward along the bottom of the second vehicle body 41, precisely sliding into the gaps between the sleepers 71. When the front end of the support block contacts the ballast between the sleepers 71, the wedge-shaped structure automatically engages the gaps in the gravel, eventually sliding completely into the space between two adjacent sleepers 71. After the longitudinal support block 82 slides into the gaps between the sleepers 71, the power assembly maintains the preload, ensuring that the support block tightly contacts the sides of the sleepers 71 on both sides, further enhancing the stability of the rerailing vehicle 4.

[0044] To drive the longitudinal support block 82 to move, please refer to Figure 4 In a preferred embodiment, the second motor 52 is a dual-axis motor, and the longitudinal power assembly 81 includes a screw 811, which is rotatably connected to the second vehicle body 41, and the screw 811 is connected to another output shaft of the second motor 52, and the screw 811 penetrates the longitudinal support block 82 and is threadedly connected to the longitudinal support block 82.

[0045] When in use, the second motor 52 acts as a dual-axis motor, with one output shaft connected to the active bevel gear 611 of the transverse power assembly 61, and the other output shaft rigidly connected to the screw 811 of the longitudinal support mechanism 8 through a coupling. When the motor is started, the two output shafts rotate synchronously, providing power to the transverse and longitudinal support mechanisms 8 at the same time, without the need for an additional independent power source. The screw 811 is rotatably connected to the longitudinal bracket of the second car body 41 through a bearing seat. When the other output shaft of the dual-axis motor drives the screw 811 to rotate, the rotational motion of the screw 811 is converted into linear motion of the longitudinal support block 82 along the axis of the screw 811 through the meshing action of the thread pair. Driven by the screw 811, the longitudinal support block 82 slides forward, and the wedge-shaped guide head at its front end can smoothly push away the gravel between the sleepers 71 and accurately slide into the gap between adjacent sleepers 71.

[0046] In order to better understand the present invention, the following Figure 1 - Figure 4 The working principle of the technical solution of the present invention, a dual-purpose lifting and traction robot for road and rail, is described in detail: after the tractor 1 travels to the vicinity of the derailed track 7 vehicle, the detection mechanism 3 on the first vehicle body 11 is started to conduct a comprehensive inspection of the chassis condition of the track 7 vehicle, including the derailment position of the wheelset, the deformation of the chassis, the status of the coupler 2, etc., and the rerailing mechanism 5 of the rerailing vehicle 4 starts working according to the detection data. The wheelset is slowly moved to just above the track 7 to complete the rerailing. After the rerailing is completed, if the track 7 vehicle needs to be towed to a specified position, the tractor 1 is precisely docked with the coupler 2 of the track 7 vehicle. The first drive mechanism 13 drives the track 7 wheel 12 to rotate, transmits traction through the coupler 2, and tows the track 7 vehicle along the track 7 to the target location.

[0047] The specific embodiments of the present invention described above do not limit the scope of protection of the present invention. Any other corresponding changes and modifications made based on the technical concept of the present invention should be included in the scope of protection of the claims of the present invention.

Claims

1. A dual-purpose lifting and traction robot for road and rail, characterized in that: include: A tractor, the tractor comprising a first vehicle body, rail wheels, and a first drive mechanism, the rail wheels being rotatably connected to the first vehicle body, a fixed end of the first drive mechanism being connected to the first vehicle body, and a movable end of the first drive mechanism being connected to the rail wheels; a coupler connected to the first vehicle body end; A detection mechanism, the detection mechanism being provided on the first vehicle body and being used to detect a chassis condition of the rail vehicle; A rail rerailing vehicle, comprising a second vehicle body, track wheels, and a second drive mechanism, wherein the second vehicle body is detachably connected to the bottom of the first vehicle body, the track wheels are rotatably connected to the second vehicle body, a fixed end of the second drive mechanism is connected to the second vehicle body, and a movable end of the second drive mechanism is connected to the track wheels; and The rerailing mechanism is arranged on the second vehicle body and is used to lift the rail vehicle so as to restore the rail vehicle to the track.

2. The road-rail dual-purpose lifting and traction robot according to claim 1, characterized in that: The first driving mechanism includes a first motor, a driving gear, a guide gear, a rotating shaft, a driven gear and a toothed belt. The first motor is mounted on the first vehicle body. The driving gear is connected to the output shaft of the first motor. The two guide gears are rotatably connected to the first vehicle body. The two rotating shafts are rotatably connected to the first vehicle body. The rail wheel is connected to the rotating shaft. The two driven gears are respectively fixedly connected to the two rotating shafts. The toothed belt is meshed with the driving gear, the two guide gears and the two driven gears in sequence.

3. The road-rail dual-purpose lifting and traction robot according to claim 1, characterized in that: The detection mechanism includes a mechanical arm, a probe and a controller. The mechanical arm and the controller are installed on the first vehicle body. The probe is arranged at the end of the mechanical arm. The controller is electrically connected to the mechanical arm and the probe.

4. The road-rail dual-purpose lifting and traction robot according to claim 3, characterized in that: The tractor further includes a navigation radar, which is electrically connected to the controller.

5. The road-rail dual-purpose lifting and traction robot according to claim 1, characterized in that: The rerailing mechanism includes a rerailing bridge, a second motor and a transverse oil cylinder. The second motor is installed on the second vehicle body. The rerailing bridge is connected to the output shaft of the second motor. The transverse oil cylinder is detachably connected to the rerailing bridge.

6. The road-rail dual-purpose lifting and traction robot according to claim 1, characterized in that: The tractor further comprises a lifting oil cylinder, wherein a plurality of the lifting oil cylinders are installed at the bottom of the first vehicle body and are used to lift the first vehicle body to facilitate the disassembly and assembly of the second vehicle body.

7. The road-rail dual-purpose lifting and traction robot according to claim 5, characterized in that: The rail rerailing vehicle also includes a transverse support mechanism, which includes a transverse power assembly and two transverse support blocks. The two transverse support blocks are slidably connected to the second vehicle body. The fixed end of the transverse power assembly is connected to the second vehicle body, and the movable end of the transverse power assembly is connected to the transverse support block. The transverse power assembly is used to drive the two transverse support blocks to slide in opposite directions so that the two transverse support blocks respectively abut against the inner sides of the two rails.

8. The road-rail dual-purpose lifting and traction robot according to claim 7, characterized in that: The transverse power assembly includes a driving bevel gear, a driven bevel gear and a double-headed screw. The driving bevel gear is connected to the output shaft of the second motor. The double-headed screw is rotatably connected to the second car body. The two ends of the double-headed screw respectively penetrate into two transverse support blocks and are threadedly connected to the two transverse support blocks. The driven bevel gear is connected to the double-headed screw. The driving bevel gear is meshed with the driven bevel gear.

9. The road-rail dual-purpose lifting and traction robot according to claim 5, characterized in that: The rail rerailing vehicle also includes a longitudinal support mechanism, which includes a longitudinal power assembly and a longitudinal support block. The longitudinal support block is slidably connected to the second car body, the fixed end of the longitudinal power assembly is connected to the second car body, and the movable end of the longitudinal power assembly is connected to the longitudinal support block. The longitudinal power assembly is used to drive the longitudinal support block to slide so that the longitudinal support block slides between adjacent sleepers.

10. The road-rail dual-purpose lifting and traction robot according to claim 9, characterized in that: The second motor is a dual-axis motor, and the longitudinal power assembly includes a screw, which is rotatably connected to the second vehicle body and connected to another output shaft of the second motor. The screw penetrates the longitudinal support block and is threadedly connected to the longitudinal support block.

Images