Monorail track paint maintenance vehicle

Abstract

The application discloses a single-track rail paint spraying maintenance vehicle which comprises a vehicle frame assembly, a power device, a road driving device, a rail driving device, a rail clamping device and a paint spraying device. The power device comprises an engine, a gearbox and a power shaft. The road driving device comprises two road driving assemblies. The rail driving device comprises rail pressing wheels. The rail clamping device comprises a rail clamping assembly. The paint spraying device comprises a bracket, a paint spraying compressor and a paint spraying head. The application has a clever structure design. The engine is connected with the gearbox to switch the power shaft between two working gears. The rotation of the power shaft can drive two rail clamping members to adjust to the rail clamping position and drive one of the rail pressing wheels to rotate, thereby ensuring the safe driving of the rail vehicle on a single track and preventing the rail vehicle from rolling over. The gearbox can drive the road driving assemblies so that the rail vehicle can drive on the road. Thus, the number of power sources is reduced, and the equipment cost is lowered.

Description

Technical Field

[0001] This invention relates to the field of track maintenance vehicle technology, and more particularly to a monorail track painting and maintenance vehicle. Background Technology

[0002] In the repair and maintenance of rail vehicles and the installation and maintenance of facilities along the track, it is often necessary to use maintenance equipment that travels on rail vehicles to reach or approach the work location to carry out the work. Existing dual-purpose road-rail maintenance equipment is capable of meeting the needs of both rail vehicle maintenance and maintenance of equipment and facilities near the track, and can travel on both the track and the road. This type of maintenance equipment, by traveling on both the road and the track, can easily reach the location where work needs to be done, and also has a certain load-bearing capacity to transport tools, personnel, and spare parts of a certain weight to the designated location.

[0003] To prevent rail vehicles from overturning or derailing while traveling on tracks, Chinese utility model patent CN215160828U discloses a safety rail clamping device for track maintenance of dual-purpose road and rail maintenance equipment. This device uses a controlled push mechanism to extend and retract, thereby driving the rail clamping hooks to clamp and release the rail, ensuring the safety of maintenance operations. However, when clamping the rail, both rail clamping hooks act on two rails simultaneously. When the distance between the two rails is large, the overall size of the device increases, increasing the power consumption during rail vehicle movement. Furthermore, maintaining the clamping force also increases the power consumption of the push mechanism during rail clamping. Therefore, this device is only suitable for rail vehicles traveling simultaneously on two rails with a certain distance between them.

[0004] Based on the above, Chinese utility model patent CN214653075U discloses an anti-derailment device. When the vehicle frame moves on the track, a certain sensing distance is maintained between the inductive switch and the track. When the moving wheel separates from the track, the distance between the inductive switch and the track exceeds the sensing distance, causing the inductive switch to disconnect. The drive component stops working, and the controller supplies power to the telescopic component, which then operates, causing the clamping component to clamp the track, thereby preventing the vehicle from derailing. While this device is suitable for clamping a single track, it requires an additional telescopic component on the railcar. This results in a complex overall structure, increasing equipment cost, as the anti-derailment device, after installation, includes both a drive device for controlling wheel rotation and a drive device for controlling the clamping component. Furthermore, the anti-derailment device's position on the railcar is relatively fixed, typically installed in the lower part of the frame to clamp the track. When the railcar travels on the road, this lower-mounted device is prone to contacting obstacles, affecting the railcar's normal operation.

[0005] Therefore, it is necessary to improve the existing railcar technology. Summary of the Invention

[0006] This invention provides a monorail painting and maintenance vehicle, which features a flexible structure, suitability for operation on roads and single tracks, and a reduction in the number of power sources required. The specific technical solution is as follows:

[0007] A monorail track painting and maintenance vehicle includes:

[0008] Chassis components;

[0009] The power unit includes an engine fixed to the frame assembly and a power shaft rotating about its own axis on the frame assembly, the power shaft extending in a horizontal direction, the engine and the power shaft being connected via a gearbox to drive the power shaft to switch between a first operating gear and a second operating gear.

[0010] A road travel device includes two road travel components, which are respectively disposed at both ends of a frame assembly. Each road travel component includes two wheels that rotate around their own axis on both sides of the frame and are used to contact the road. A gearbox is driven to the two wheels of one of the road travel components to drive the frame assembly to move on the road.

[0011] A track-driving device, comprising at least two rail rollers arranged side-by-side on a frame and rotating about its own axis, the rail rollers being used to contact the top surface of the track, and a power shaft in a first working position being drivenly connected to one of the rail rollers to drive the frame assembly to move on the track.

[0012] A rail clamping device, comprising a rail clamping assembly, the rail clamping assembly comprising two rail clamping members rotating on the frame assembly, a power shaft of the second working position being drively connected to the two rail clamping members to drive the two rail clamping members to switch between a rail slack position and a rail clamping position, the rail slack position being located above the rail clamping position, the two rail clamping members of the rail clamping position respectively fitting against both sides of the rail to clamp the rail.

[0013] A painting device, comprising a bracket connected to the frame assembly, a painting compressor, and a paint spray head disposed below the bracket and communicating with the output end of the painting compressor. The paint spray heads are arranged in pairs along the width direction of the frame assembly to paint and maintain both sides of the track.

[0014] Furthermore, when the power shaft switches to the second working position, in order to facilitate the rotation of the rail clamping components, the height position of the two wheels in the road travel assembly is changed while adjusting the position of the rail clamping components. The rail clamping device includes two rail clamping components corresponding to the two road travel assemblies. The two rail clamping components in each rail clamping component correspond one-to-one with the two wheels of each road travel assembly, and the two are connected by a linkage unit. When the two rail clamping components rotate from the rail clamping position to the rail loosening position, the two wheels of each road travel assembly descend. When the two rail clamping components rotate from the rail loosening position to the rail clamping position, the two wheels of each road travel assembly rise.

[0015] Furthermore, to facilitate the adjustment of the travel direction and turning of the railcar while traveling on the road, the two road travel components are a differential travel component and a steering travel component. The two wheels of the differential travel component are two differential wheels, which are connected by a differential. The gearbox is driven by the differential. The two wheels of the steering travel component are two steering wheels, which are each connected to two steering linkages. The two steering linkages are used to connect the steering device.

[0016] Furthermore, in order to allow the two differential wheels in the differential travel assembly and the two steering wheels in the steering travel assembly to move up and down simultaneously while the two clamping rails rotate, the differential travel assembly further includes a first synchronization unit and two first lifting units. The two first lifting units are respectively connected to the two differential wheels one-to-one. The power shaft of the second working position is driven by the first synchronization unit and the two first lifting units. The steering travel assembly further includes a second synchronization unit and two second lifting units. The two second lifting units are driven by the second synchronization unit and are respectively driven by the two steering wheels. The power shaft of the second working position is driven by one of the second lifting units.

[0017] Furthermore, in order to synchronize the lifting and lowering movement of the two wheels in the corresponding road travel assembly while the two rail clamping members in the rail clamping assembly rotate, each of the two first lifting units includes a first threaded sleeve fixed to the differential and a first screw threadedly engaged with the first threaded sleeve. The first synchronization unit includes a first timing belt, a drive pulley, and a first synchronization wheel fixedly connected to the coaxial centerline of each of the two first screws. The drive pulley is driven to the two first synchronization wheels via the first timing belt. A first worm gear is fixedly connected to the coaxial centerline of the power shaft. The first worm gear meshes with a first turbine. The first turbine is connected to the coaxial centerline of the first synchronization wheel via a first transmission rod. Each of the two second lifting units includes a second threaded sleeve corresponding to each of the two steering wheels and a second screw threadedly engaged with the second threaded sleeve. The second synchronization unit includes a second timing belt and a second synchronization wheel driven to the second timing belt and fixedly connected to the coaxial centerline of each of the two second screws. A second worm gear is connected to the power shaft. The second worm gear meshes with a second turbine. The second turbine is fixedly connected to one of the second screws via the coaxial centerline.

[0018] Furthermore, in order to enable the rotation of the power shaft in the first working position to drive one of the rail rollers to rotate, thereby realizing the movement of the frame assembly on the track, a transmission bevel gear is fixedly connected to the rail roller coaxially with the power shaft of the first working position. The transmission bevel gear is fixedly connected to the drive bevel gear coaxially with the drive bevel gear, and the drive bevel gear is connected to the drive shaft coaxially with the drive shaft, which is connected to the second worm gear.

[0019] Furthermore, in order to achieve the drive connection between the gearbox and the differential, as well as the drive connection between the power shaft and the drive shaft, universal coupling assemblies are connected between the drive shaft and the power shaft, and between the differential and the gearbox.

[0020] Furthermore, to facilitate the rotation of the drive shaft and the operation of the differential, the universal coupling assembly includes a third transmission rod and a first rotating seat disposed at both ends of the third transmission rod. A first rotating rod is rotatably connected to the first rotating seat, a second rotating rod is fixedly connected to the first rotating rod, and a second rotating seat is rotatably connected to the second rotating rod. The length directions of the first rotating rod, the second rotating rod, and the third transmission rod are perpendicular to each other.

[0021] Furthermore, in order to ensure that the two rail clamping members in the corresponding rail clamping assembly of the road travel assembly where the two wheels are located rotate synchronously while the two wheels are moving up and down, the linkage unit includes a drive link, a transmission link, a driven link, and a rotating link. The drive link and the rotating link both rotate on the frame assembly. One end of the drive link is connected to the wheel corresponding to the linkage unit, and the other end is provided with a strip-shaped opening extending along its length. A pin slides in the strip-shaped opening and is connected to the transmission link. The transmission link is hinged to the rail clamping member through the driven link. The two ends of the rotating link are respectively hinged to the frame assembly and the driven link.

[0022] Furthermore, in order to ensure that the two rail clamps in the rail clamping assembly rotate stably and synchronously, the two transmission units corresponding to the two wheels in each road travel assembly are connected by a balance bar, and the two ends of the balance bar are respectively connected to the pins of the two transmission units.

[0023] Furthermore, in order to expand the painting range, increase the paint thickness, and ensure the uniformity of the paint, the paint spray head oscillates back and forth on the bracket, and the axis of the oscillation of the paint spray head extends along the height direction of the vehicle frame assembly.

[0024] Compared with the prior art, the present invention has a clever structural design. The engine switches between two working gears by adjusting the power shaft through the gearbox. In the two working gears, the rotation of the power shaft can respectively drive the two rail clamping parts to adjust to the rail clamping position and one of the rail pressing wheels to rotate, ensuring the safe operation of the railcar on a single track and preventing rollover. Meanwhile, the gearbox can drive the road driving components so that the railcar can travel on the road. In this way, while ensuring the safe operation of the railcar on the road and on a single track, the number of power sources is reduced, which helps to reduce equipment costs.

[0025] The above description is merely an overview of the technical solution of the present invention. In order to better understand the technical means of the present invention and to implement it in accordance with the contents of the specification, and in order to make the above and other objects, features and advantages of the present invention more apparent and understandable, specific embodiments of the present invention are described below. Attached Figure Description

[0026] Various other advantages and benefits will become apparent to those skilled in the art upon reading the following detailed description of preferred embodiments. The accompanying drawings are for illustrative purposes only and are not intended to limit the invention. Furthermore, the same reference numerals denote the same parts throughout the drawings. In the drawings:

[0027] Figure 1 This is a schematic diagram illustrating the use of the monorail track painting and maintenance vehicle of the present invention;

[0028] Figure 2 for Figure 1 The front view;

[0029] Figure 3 This is a schematic diagram of the structure of the monorail track painting and maintenance vehicle of the present invention;

[0030] Figure 4 for Figure 3 An explosion diagram;

[0031] Figure 5 for Figure 3 Top view;

[0032] Figure 6 for Figure 3 A bottom view;

[0033] Figure 7 This is a schematic diagram of the power device of the present invention;

[0034] Figure 8 for Figure 7 An explosion diagram;

[0035] Figure 9 for Figure 7 A structural diagram from another perspective;

[0036] Figure 10 This is the structure of the universal coupling assembly of the present invention;

[0037] Figure 11 for Figure 10 An explosion diagram;

[0038] Figure 12 This is a schematic diagram of the connection structure between the chassis assembly and the differential travel assembly of the present invention;

[0039] Figure 13 for Figure 12 An explosion diagram;

[0040] Figure 14 for Figure 12 An illustration of the explosion from another perspective;

[0041] Figure 15 for Figure 12 Partial structural diagram;

[0042] Figure 16 This is a schematic diagram of the connection structure between the chassis assembly and the steering and travel assembly of the present invention;

[0043] Figure 17 for Figure 16 An explosion diagram;

[0044] Figure 18 This is an exploded view of the steering and driving assembly of the present invention;

[0045] Figure 19 This is an exploded view of the steering and driving assembly from another perspective of the present invention;

[0046] Figure 20 This is a partial structural schematic diagram of the steering and driving assembly of the present invention;

[0047] Figure 21 This is a schematic diagram of the rail-holding assembly of the present invention;

[0048] Figure 22 for Figure 21 An explosion diagram;

[0049] Figure 23 for Figure 21 Side view;

[0050] Figure 24 for Figure 23 AA-direction cross section;

[0051] Figure 25 This is a schematic diagram of the connection structure between the paint spraying compressor and the bracket of the present invention;

[0052] Figure 26 yes Figure 25 A structural diagram from another perspective; Detailed Implementation

[0053] To better understand the purpose, function, and specific design of this invention, the monorail track painting and maintenance vehicle of this invention will be described in further detail below with reference to the accompanying drawings.

[0054] like Figures 1-26 As shown, the monorail track painting and maintenance vehicle of the present invention includes:

[0055] Chassis components:

[0056] The power unit includes an engine 500 fixed to the frame assembly and a power shaft 600 rotating about its own axis on the frame assembly. The power shaft 600 extends in a horizontal direction. The engine 500 and the power shaft 600 are connected by a gearbox 410 to drive the power shaft 600 to switch between a first operating gear and a second operating gear.

[0057] The road travel device includes two road travel components, which are respectively disposed at both ends of the frame assembly. Each road travel component includes two wheels that rotate around their own axis on both sides of the frame and are used to contact the road. The gearbox 410 is connected to the two wheels of one of the road travel components to drive the frame assembly to move on the road.

[0058] A track-driving device includes at least two rail rollers 700 that rotate around their own axis on a frame and are arranged side by side. The rail rollers 700 are used to contact the top surface of the track. A power shaft 600 in a first working position is driven to one of the rail rollers 700 to drive the frame assembly to move on the track.

[0059] The rail clamping device includes a rail clamping assembly, which includes two rail clamping members 800 that rotate on the frame assembly. The power shaft 600 of the second working position is connected to the two rail clamping members 800 to drive the two rail clamping members 800 to switch between a rail slack position and a rail clamping position. The rail slack position is located above the rail clamping position. The two rail clamping members 800 in the rail clamping position are respectively attached to both sides of the rail to clamp the rail.

[0060] The painting device includes a bracket 400 connected to the frame assembly, a paint compressor 380, and a paint spray head 384 disposed below the bracket 400 and connected to the output end of the paint compressor 380. The paint spray heads 384 are arranged in pairs along the width direction of the frame assembly to paint and maintain both sides of the track 390.

[0061] In the aforementioned monorail painting and maintenance vehicle, the frame assembly is used to mount the power unit, which includes only one engine 500. The engine 500 is connected to the drive shaft 600 via a gearbox 410 to drive the drive shaft 600 to rotate around its own axis. The gearbox 410 integrates gear shifting, steering, and shift clutch functions, and can select the appropriate output according to different needs to select one of the road travel components to operate, or to switch the drive shaft 600 between the first and second working gears. Specifically, when the railcar needs to travel on the road, the gearbox 410 is engaged, the drive shaft 600 is inactive, and the gearbox 410 is connected to the road travel assembly to allow the wheels in contact with the road to rotate around their own axis, thus moving the frame assembly on the road and completing the road travel function. When the railcar needs to travel on the track 390, the drive shaft 600 is first switched to the second working position. The drive shaft 600 in the second working position drives the two rail clamping members 800 in the rail clamping assembly to the clamping position, causing the two rail clamping members 800 to engage with the sides of the track, thereby moving the railcar from the road surface. The rails are clamped on both sides to prevent the railcar from tipping over and derailing, ensuring the safe operation of the railcar on a single track. Then, the power shaft 600 switches to the first working position. The power shaft 600, which rotates in the first working position, drives one of the rail-pressing wheels 700 on the frame assembly to rotate on the top surface of the track 390. Under the limiting action of the two rail-clamping parts 800 clamping the track, the rail-pressing wheel 700 rolls along the track 390. Since there are at least two rail-pressing wheels 700, the other rail-pressing wheels 700 roll on the track 390, thereby driving the railcar to travel on a single track. When the power shaft 600 in the second working position drives the two rail clamps 800 to adjust to the slack rail position, the two rail clamps 800 rotate upward, increasing their height. This facilitates contact between the two wheels in the road travel assembly and the road, while also increasing the gap between the rail clamps 800 and the road surface. This prevents obstacles on the road from touching the rail clamps 800, ensuring the normal travel of the monorail painting and maintenance vehicle on the road.

[0062] In summary, the monorail painting and maintenance vehicle of the present invention can meet the needs of both road and rail 390 travel. When traveling on the road, the power shaft 600 in the second working position drives the two rail clamping parts 800 to rotate upward to the rail slack position, ensuring that there is a certain gap between the two rail clamping parts 800 and the ground, avoiding the impact of obstacles on the rail vehicle's travel. The gearbox 410 drives one of the road travel components to drive the rail vehicle on the road. When traveling on the rail 390, the gearbox 410 controls the power shaft 600 to switch to the second working position, so that the power shaft 600 in the second working position drives the two rail clamping parts 800 to rotate to the rail clamping position, so that the two rail clamping parts 800 clamp the rail from both sides of the rail 390, thereby preventing the rail vehicle from tipping over on a single rail. Then, the power shaft 600 is switched to the first working position. The power shaft 600 rotating in the first working position drives one of the rail pressing wheels 700 to rotate, which, together with the other rail pressing wheels 700, allows the frame assembly to move stably along the rail 390. In the above process, only the engine 500 and the transmission 410 need to work together to control the system, which reduces the number of power sources and thus lowers the cost.

[0063] like Figures 1-6 As shown, in this invention, the frame assembly, which is also the frame structure of the railcar, is generally elongated, with its length direction aligned with the length direction of the drive shaft 600. The frame assembly includes a bracket 400, a differential frame 200, a center frame 100, and a bogie 300 connected in sequence. The bracket 400 has an upward-opening barrel-shaped structure, which facilitates the placement of maintenance tools or the installation of maintenance devices, such as a grinding device for the track 390. When the railcar moves on the track 390, the track 390 is derusted by grinding. The differential frame 200 and the bogie 300 are used to install two road travel components of the road travel device, respectively.

[0064] The specific structure of the central frame 100 is as follows: Figures 7-9As shown, the device includes a rectangular base plate 101, the length of which is the same as the length of the drive shaft 600 and is horizontally arranged. The two ends of the base plate 101 are fixedly connected to the differential frame 200 and the bogie 300, respectively. Reinforcing side strips 102 extending along the length direction are fixedly connected to the lower sides of both sides of the base plate 101 to increase the structural strength of the center frame 100. In the power unit of this invention, the engine 500 and the gearbox 410 are fixed to the two ends of the base plate 101, respectively. The engine 500 is fixed above the base plate 101, the gearbox 410 passes through the base plate 101, and the drive shaft 600 is located below the base plate 101. The output end of the engine 500 is coaxially fixedly connected to a drive wheel 320, and the input end of the gearbox 410 is coaxially fixedly connected to a driven wheel 340. The drive wheel 320 is fixedly connected to the driven wheel 340 via a transmission belt 330. When the engine 500 starts, it drives the drive wheel 320 to rotate. The drive wheel 320 acts on the driven wheel 340 through the transmission belt 330, thereby driving the driven wheel 340 to rotate. This, in turn, controls the gearbox 410 to operate, causing the power shaft 600 to rotate in the first or second working gear, or to drive one of the road travel components, thus enabling the railcar to travel on the road. To prevent the transmission belt 330 from disengaging from the drive wheel 320 and the driven wheel 340, annular grooves are coaxially arranged on the outer circumferential edges of both the drive wheel 320 and the driven wheel 340. The inner circumferential wall of the transmission belt 330 fits against the bottom of the annular groove, and the two sides of the transmission belt 330 fit against the two inner sidewalls of the annular groove. This ensures that when the drive wheel 320 rotates, it can drive the driven wheel 340 to rotate through the transmission belt 330, preventing the transmission belt 330 from disengaging from the driven wheel 340 and the drive wheel 320.

[0065] A further improvement is that the paint spray head 384 oscillates back and forth on the bracket 400, and the axis of oscillation of the paint spray head 38 extends along the height direction of the frame assembly. Specifically, as... Figures 1-6 As shown, a paint spraying compressor 380 is fixedly installed above the base plate 101. The paint spraying compressor 380 is mainly used for painting maintenance of the track 390. A paint bucket can be installed above the bracket 400 for storing paint, and a nozzle is installed below the bracket 400. The paint bucket provides paint material to the paint spraying compressor 380, which sprays paint downwards through the nozzle. In this way, when the monorail painting maintenance vehicle travels along a single track, paint is sprayed onto the track while traveling, achieving the effect of maintaining the track. It should be noted that the use of the bracket 400 is not limited to the above description. Other maintenance facilities and tools can also be installed on the bracket 400 to achieve the function of maintaining the track while the monorail painting maintenance vehicle is traveling along the track.

[0066] like Figure 25 and Figure 26As shown, the bracket 400 includes a support plate 401 fixedly connected to the base plate 101. The surface of the support plate 401 is parallel to the surface of the base plate 101 so that a paint bucket can be placed on the support plate 401. A baffle 402 is fixed above the outer periphery of the support plate 401 to block the paint bucket and prevent it from falling off the baffle 402 during the movement of the railcar. A paint curtain 403 is provided below the outer periphery of the support plate 401 to block paint powder particles that splash during paint spraying. The input end of the paint compressor 380 is connected to a feed pipe 381, which is used to insert into a paint bucket so that the paint compressor 380 can absorb paint from the paint bucket through the feed pipe 381. The output end of the paint compressor 380 is connected to a paint spraying pipe 383 through a discharge pipe 382. There are two paint spraying pipes 383, located on both sides below the tray 401. The two paint spraying pipes 383 are connected to each other through a connecting pipe 385. A paint spraying head 384 is provided on the paint spraying pipe 383, and the two paint spraying heads 384 are arranged facing each other. The paint compressor 380 delivers paint to the paint spraying head 384 through the discharge pipe 382 and the paint spraying pipe 383. In this way, it is ensured that the amount of paint sprayed on both sides of the track 390 is consistent during the painting process.

[0067] To further ensure uniform and consistent painting, a rotating device 386 is fixed on the pallet 401. A disc 387, fixedly connected to the output end of the rotating device 386, is located below the pallet 401. The axis of the disc 387 is perpendicular to the surface of the pallet 401. The rotating device 386 drives the disc 387 to rotate around its own axis. The disc 387 is hinged to a swing frame 389 via a reciprocating connecting rod 388, and the swing frame 389 is fixedly connected to a connecting pipe 385. The rotating device 386 can have various structures, but it is mainly used to drive the disc 387 to rotate; typically, the rotating device 386 is a rotary motor.

[0068] During the maintenance of the track, as the track vehicle moves, the rotating device 386 is activated, driving the disc 387 to rotate around its own axis. At the same time, the reciprocating connecting rod 388 drives the swing frame 389 and the connecting pipe 385 to swing back and forth, thus driving the paint spray pipe 383 and the paint spray head 384 to rotate back and forth. The axis of the swing extends along the plumb line, which not only expands the painting range, but also ensures the uniformity of paint spraying and the thickness of the paint.

[0069] In a preferred embodiment, the rail clamping device includes two rail clamping assemblies corresponding to two road travel components. The two rail clamping members 800 in each rail clamping assembly correspond one-to-one with the two wheels of each road travel component, and the two are connected by a linkage unit. When the two rail clamping members 800 rotate from the rail clamping position to the rail slack position, the two wheels of each road travel component descend. When the two rail clamping members 800 rotate from the rail slack position to the rail clamping position, the two wheels of each road travel component rise.

[0070] With the above structure, the rail clamping device includes two rail clamping assemblies. When the railcar travels on a single track 390, the rail clamping assemblies at both ends of the frame assembly can simultaneously act on the track 390, clamping it and further strengthening the stable connection between the railcar frame assembly and the track 390, preventing the railcar from tipping over or derailing, thus ensuring the safe travel of the railcar on a single track 390. Furthermore, the wheels of the railcar are connected to the rail clamping member 800 via a linkage unit. Specifically, after the power shaft 600 is adjusted to the second working position, when the rail clamping member 800 rotates upward from the clamping position to the loosening position, the wheels move downward, increasing the height of the frame assembly from the ground, and consequently increasing the height of the rail clamping member 800 from the ground. To ensure the safe operation of the railcar on the road and reduce the possibility of the railcar hitting obstacles, when the rail clamping component 800 rotates downward from the slack rail position to the clamping rail position, the two rail clamping components 800 clamp the two sides of the rail 390 respectively. At the same time, the wheels of the two road travel components, a total of four wheels, move upward, which reduces the relative height of the frame assembly and the relative height of the rail pressing wheel 700 on the frame assembly. This ensures that the wheel surface of the rail pressing wheel 700 is in contact with the top surface of the rail 390. After the rail pressing wheel 700 rotates, the frame assembly moves along the rail 390. At the same time, due to the relative reduction in the height of the frame assembly, the frame assembly can be close to the top surface of the rail 390, lowering the center of gravity and further ensuring the stable operation of the monorail painting and maintenance vehicle.

[0071] In a preferred embodiment, the two road travel components are a differential travel component and a steering travel component. The two wheels of the differential travel component are two differential wheels 900, which are connected by a differential 110. The gearbox 410 is drive-connected to the differential 110 (e.g., Figure 13 , Figure 15 As shown), the two wheels of the steering and driving assembly are two steering wheels 120, and each of the two steering wheels 120 is connected to two steering links 130. The two steering links 130 are used to connect the steering device (such as...). Figures 18-20 (As shown).

[0072] The two road travel components are a differential travel component and a steering travel component. The two wheels in the steering travel component are steering wheels 120, which connect to the steering component 450. The steering device typically includes a steering wheel 451 used by the vehicle to change the travel mode of the railcar. The two wheels in the differential travel component are differential wheels 900, connected via a differential 110. The gearbox 410 is connected to the two differential wheels 900 via the differential 110. When the railcar is traveling on the road, the engine 500 provides power, and the gearbox 410 drives the two differential wheels 900 to rotate via the differential 110. The rotation speed of the two differential wheels 900 can be adjusted. Specifically, when the two differential wheels 900 rotate at the same speed, the railcar travels in a straight line. When there is a difference in the rotation speed between the two differential wheels 900, the railcar turns to one side, the side with the lower-rotating differential wheel 900. This allows the railcar to turn.

[0073] Specifically, such as Figure 7 and Figure 8 As shown, the steering assembly 450 includes a mounting bracket 457 fixed to the base plate 101. A steering rod 452 rotatable about its own axis is mounted on the mounting bracket 457. The axis of the steering rod 452 intersects the surface of the base plate 101 at an incline. A steering wheel 452 is fixedly connected to the top of the steering rod 452 along its axis, and a reversing gear 453 is fixedly connected to the bottom of the steering rod 452 along its axis. The reversing gear 453 meshes with a ring gear 454, which rotates on the base plate 101. Two reversing links 455 are hinged on the 54, and the two reversing links 455 are respectively hinged to the steering links 130 corresponding to the two steering wheels 120; a reversing frame 456 is also provided on the base plate 101, and a reversing opening 4561 corresponding to the two reversing links 455 is provided on the reversing frame 456. The reversing opening 4561 is a strip-shaped opening extending along the width direction of the base plate 101. The reversing link 455 passes through the inner side of the reversing opening 4561 and fits against the upper and lower inner side walls of the reversing opening 451.

[0074] In the aforementioned reversing assembly 450, the fixing frame 457 is used to support the steering rod 452. When adjusting the travel direction of the railcar, the steering wheel 451 is rotated, which drives the reversing gear 453 to rotate through the steering rod 452. This causes the ring gear 454, which meshes with the reversing gear 453, to rotate, which acts on the reversing link 455, thereby adjusting the direction of the reversing link 455. Through the direction of the steering link 130 via the reversing link 455, the steering wheel 120 is driven to rotate, adjusting the travel direction of the steering wheel 120, thereby changing the travel direction of the railcar.

[0075] like Figures 3-6 As shown, the differential travel assembly is mounted on the differential frame 200, and the steering travel assembly is mounted on the bogie 300.

[0076] The specific structure of the differential 200 is as follows: Figures 12-14 As shown, the differential frame 200 includes a first top frame 201 and a first base frame 202 fixed below the first top frame 201. The first base frame 202 is fixedly connected to the base plate 101. The first top frame 201 is U-shaped with an opening facing downwards. First guide openings 2011 extending along the height direction of the frame assembly are provided on both side walls of the first top frame 201. The differential frame 200 also includes two first load-bearing beams 203 arranged side by side. One end of the two first load-bearing beams 203 is fixed to the two inner wall sides of the first top frame 201, and the other end of the two first load-bearing beams 203 is fixedly connected to the two sides of the base plate 101, so as to strengthen the structural strength of the frame assembly and improve the load-bearing capacity.

[0077] The specific structure of the bogie 300 is as follows: Figures 16-19 As shown, the bogie 300 includes a second top frame 301 and a second base frame 302 fixed below the second top frame 301. The second base frame 302 is fixedly connected to the end of the base plate 101. The second top frame 301 is U-shaped with an opening facing downwards. Second guide openings 3011 extending along the height direction of the frame assembly are provided on both side walls of the second top frame 301. The bogie 300 also includes two second load-bearing beams 303 arranged side by side. One end of the two second load-bearing beams 303 is fixed to the two inner side walls of the second top frame 301, and the other end of the two second load-bearing beams 303 is fixedly connected to both sides of the base plate 101, so as to strengthen the structural strength of the frame assembly and improve the load-bearing capacity.

[0078] In a preferred embodiment, the differential driving assembly further includes a first synchronization unit 140 and two first lifting units 150. The two first lifting units 150 are respectively connected to two differential wheels 900 one-to-one. The power shaft 600 of the second working gear is driven by the first synchronization unit 140 and the two first lifting units 150. Each of the two first lifting units 150 includes a first threaded sleeve 151 fixed on the differential 110 and a first screw 152 threadedly engaged with the first threaded sleeve 151. The first synchronization unit 140 includes a first synchronization belt 141, a drive pulley 142, and a first synchronization pulley 143 fixedly connected to the coaxial centerline of the two first screws 152 respectively. The drive pulley 142 is driven by the first synchronization belt 141 and the two first synchronization pulleys 143. The power shaft 600 is fixedly connected to the coaxial centerline of the first worm gear 180. The first worm gear 180 meshes with a first turbine 190. The first turbine 190 is connected to the coaxial centerline of the first synchronization pulley 143 through a first transmission rod 210.

[0079] Specifically, such as Figures 12-15As shown, the first synchronization unit 140 is located directly above the first top frame 201, the bottom end of the first screw 152 rotates above the first base frame 202, and the top end passes through the first top frame 201 and is fixedly connected to the first synchronization wheel 143; the first worm gear 180 and the first turbine gear 190 are both located between the first top frame 201 and the first base frame 202, and the two first screw sleeves 151 are respectively fixedly connected to the two first sliders 360. The two sides of the two first sliders 360 are respectively attached to the two vertical inner sidewalls of the two first guide ports 2011, and the two first sliders 360 are respectively connected to the two differential wheels 900.

[0080] When the power shaft 600 is adjusted to the second working position and rotates, the power shaft 600 drives the first worm gear 180 to rotate around its own axis, causing the first turbine 190 to rotate, which in turn drives the first transmission rod 210 to rotate around its own axis. The top of the first transmission rod 210 passes through the first top frame 201 and is fixedly connected to the drive wheel 142 on the same axis, causing the drive wheel 142 to rotate. The drive wheel 142 rotates with the two first synchronous pulleys 143 through the first synchronous belt 141, causing the two first synchronous pulleys 143 to rotate at the same speed, which in turn drives the two first screws 152 below the two first synchronous pulleys 143 to rotate. The two first screws 152 act on the first threaded sleeve 151 through their external threads. Since the two sides of the first slider 360 are respectively in contact with the two vertical inner sidewalls of the first guide opening 2011, the two first sliders 360 and the two first threaded sleeves 151 move along the length direction of the first guide opening 2011, which in turn drives the two differential wheels 900 to move synchronously up and down.

[0081] In a preferred embodiment, the steering and driving assembly further includes a second synchronization unit 160 and two second lifting units 170. The two second lifting units 170 are connected by the second synchronization unit 160 and are respectively connected to two steering wheels 120. The power shaft 600 of the second working position is connected to one of the second lifting units 170. Each of the two second lifting units 170 includes a second threaded sleeve 171 connected to the two steering wheels 120 and a second screw 172 threadedly engaged with the second threaded sleeve 171. The second synchronization unit 160 includes a second synchronization belt 161 and a second synchronization wheel 162 connected by the second synchronization belt 161 and fixedly connected to the coaxial centerline of the two second screws 172. The power shaft 600 is connected to a second worm gear 220, which meshes with a second turbine 230. The second turbine 230 is fixedly connected to the coaxial centerline of one of the second screws 172.

[0082] Specifically, such as Figures 16-20As shown, the second synchronization unit 160 is located directly above the second top frame 301, the bottom end of the second screw 172 rotates above the second base frame 302, and the top end passes through the second top frame 301 and is fixedly connected to the second synchronization wheel 162; the second worm gear 220 and the second turbine 230 are both located between the second top frame 301 and the second base frame 302, and the two second screw sleeves 171 are respectively fixedly connected to two second sliders 370. The two sides of the two second sliders 370 are respectively attached to the two vertical inner walls of the two second guide ports 3011, and the two second sliders 370 are respectively connected to the two steering wheels 120.

[0083] When the power shaft 600 is adjusted to the second working position and begins to rotate, one end of the power shaft 600 drives the first worm gear 180 to rotate around its own axis, while the other end of the power shaft 600 drives the second worm gear 220 to rotate around its own axis, causing the second turbine 230 to rotate, which in turn drives one of the second screws 172 to rotate. The second screw 172 is fixedly connected to the second synchronous pulley 162 on the same axis, causing the second synchronous pulley 162 to rotate above the second top frame 301. The second synchronous pulley 162 acts on the other second synchronous pulley 162 through the second synchronous belt 161, thereby driving the other second synchronous pulley 162 and the second screw 172 fixedly connected to the second synchronous pulley 162 on the same axis to rotate, thus achieving synchronous rotation of the two second screws 172. When the two second screws 172 rotate, they act on the second threaded sleeves 171 through their external threads. Since the two sides of the two second sliders 370 are respectively in contact with the two vertical inner walls of the two second guide openings 3011, the two second sliders 370 and the two second threaded sleeves 171 move along the length of the second guide openings 3011, thereby driving the two steering wheels 120 to move synchronously up and down. Therefore, when the power shaft 600 is adjusted to the second working position and rotates, the synchronous up and down movement of the two differential wheels 900 and the two steering wheels 120 can be achieved.

[0084] In a preferred embodiment, a transmission bevel gear 240 is fixedly connected to the rail roller 700, which is connected to the power shaft 600 of the first working position, along the coaxial center line. A drive bevel gear 250 is fixedly connected to the transmission bevel gear 240 along the coaxial center line. A drive shaft 430 is connected to the drive bevel gear 250 along the coaxial center line. The drive shaft 430 is connected to the second worm gear 220.

[0085] Specifically, such as Figure 16 , Figure 17 and Figure 20As shown, the rail roller 700 rotates on the second base frame 302, and the drive shaft 430 is located between the second base frame 302 and the second top frame 301. The axial direction of the drive shaft 430 is parallel to the axial direction of the power shaft 600 and perpendicular to the axial direction of the rail roller 700. Both the drive shaft 430 and the rail roller 700 are horizontally arranged.

[0086] When the power shaft 600 is adjusted to the first working position and keeps rotating, it drives the drive shaft 430 to rotate. The drive shaft 430 drives the drive bevel gear 250, which is fixedly connected to its coaxial centerline, to rotate. Since the drive bevel gear 250 meshes with the transmission bevel gear 240, the transmission bevel gear 240 rotates, which in turn drives the rail roller 700, which is fixedly connected to the transmission bevel gear 240, to rotate. When the rail roller 700 is in contact with the top surface of the track 390, it can drive the frame assembly to move on the track 390.

[0087] In a preferred embodiment, universal joint assemblies 260 are connected between the drive shaft 430 and the power shaft 600, and between the differential 110 and the gearbox 410. The universal joint assembly 260 includes a third drive rod 261 and first rotating seats 262 disposed at both ends of the third drive rod 261. A first rotating rod 263 is rotatably connected to the first rotating seat 262. A second rotating rod 264 is fixedly connected to the first rotating rod 263. A second rotating seat 265 is rotatably connected to the second rotating rod 264. The length directions of the first rotating rod 263, the second rotating rod 264, and the third drive rod 261 are mutually perpendicular. Figure 10 and Figure 11 As shown.

[0088] Specifically, such as Figures 6-9 As shown, the monorail painting and maintenance vehicle of the present invention has two universal joint assemblies 260. One universal joint assembly 260 is located between the gearbox 410 and the differential 110, that is, the two second rotating seats 265 of the universal joint assembly 260 are respectively connected to the output end of the gearbox 410 and the input end of the differential 110. The other universal joint assembly 260 is located between the drive shaft 430 and the power shaft 600, that is, the two second rotating seats 265 of the universal joint assembly 260 are respectively fixedly connected to the coaxial centerline of the drive shaft 430 and the power shaft 600. The rotating structure composed of the first rotating seat 262, the first rotating rod 263, the second rotating rod 264 and the second rotating seat 265 facilitates the transmission connection between the power shaft 600 and the drive shaft 430, as well as the transmission connection between the gearbox 410 and the differential 110. By using the universal coupling assembly 260 for power connection, power transfer can be achieved within a 45° angle range. At the same time, considering the change in transmission distance during displacement, the third transmission rod 261 of the universal coupling assembly 260 preferably has a splined sleeve sliding sleeve design, which can increase or decrease the overall length of the third transmission rod 261 according to the actual displacement.

[0089] To connect the two rail-mounting assemblies to the differential travel assembly and the steering travel assembly respectively, the differential frame 200 and the bogie 300 are each connected to a rail-mounting bracket 350, which is used to mount the rail-mounting assemblies. The specific structure of the rail-mounting bracket 350 is as follows: Figure 21 and Figure 22 As shown, the rail-mounting frame 350 includes a third top frame 351, a third connecting frame 352, and a third base frame 353 connected sequentially from top to bottom. The third top frame 351, the third connecting frame 352, and the third base frame 353 are all U-shaped structures with downward openings. The two side walls of the third top frame 351 are arranged adjacent to each other, and a third guide opening 3511 extending in the height direction of the frame assembly is provided near the end of each side wall. A fixing convex shaft 354 is fixed to the outer side of each side wall.

[0090] In this invention, there are three rail pressing wheels 700. The three rail pressing wheels 700 are arranged side by side on the same plane along the length direction of the power shaft 600. The rail pressing wheels 700 located at both ends rotate between the U-shaped openings of the third base frame 353 in the two rail clamping frames 350. The remaining rail pressing wheels 700 are connected to the power shaft 600 of the first working position.

[0091] In a preferred embodiment, the linkage unit includes a drive link 420, a transmission link 270, a driven link 280, and a rotating link 290. Both the drive link 420 and the rotating link 290 rotate on the frame assembly. One end of the drive link 420 is connected to the wheel corresponding to the linkage unit, and the other end is provided with a strip-shaped opening 421 extending along its length. A pin 440 slides in the strip-shaped opening 421 and is connected to the transmission link 270. The transmission link 270 is hinged to the rail clamp 800 through the driven link 280. Both ends of the rotating link 290 are hinged to the frame assembly and the driven link 280, respectively.

[0092] Specifically, such as Figures 21-24As shown, the drive link 420 is provided with a through hole, and the circumferential inner wall of the through hole is sealed to the circumferential outer edge of the fixed convex shaft 354, so that the drive link 420 can rotate about the axis of the fixed convex shaft 354. In the four linkage units of the present invention, the drive links 420 of two linkage units are connected to the first slider 360, and the drive links 420 of the other two linkage units are connected to the second slider 370; the pin 440 passes through the third guide opening 3511 at the same end position of the two side walls of the third top frame 351, and the circumferential outer edge of the pin 440 is in contact with the two vertical inner walls of the third guide opening 3511; the transmission link 270 passes through the top of the third connecting frame 352, one end of the rotating link 290 is hinged to the lower end of the third connecting frame 352, the driven link 280 is hinged to the rail clamping member 800, and the two rail clamping members 800 in the rail clamping assembly are respectively hinged to the two ends of the third base frame 353.

[0093] With the above structure, when the power shaft 600 of the second working position rotates, it drives the two steering wheels 120 and the two differential wheels 900 to move up and down synchronously. At the same time, it acts on the four linkage units, causing the drive linkage 420 to rotate around the axis of the fixed cam 354, changing the height position of the end of the drive linkage 420. Through the inner wall of the strip-shaped opening 421, it acts on the pin 440, causing the pin 440 to move up and down along the third guide opening 3511, changing the height position of the pin 440. This, in turn, drives the end of the transmission linkage 270, causing the transmission linkage 270 to pull the rotating linkage 290 and the driven linkage 280 to rotate. The driven linkage 280 acts on the rail clamping member 800, causing the rail clamping member 800 to rotate around the end of the third base frame 353, so as to realize the switching of the rail clamping member 800 between the loose rail position and the rail clamping position.

[0094] In a preferred embodiment, two transmission units corresponding to the two wheels in each road travel component are connected by a balance bar 310, with both ends of the balance bar 310 connected to the pins 440 of the two transmission units, respectively. Specifically, the balance bar 310 is located between the two inner walls of the third top frame 351, with both ends of the balance bar 310 sealed and fitted over the two pins 440. The balance bar 310 extends horizontally, its length direction being consistent with the length direction of the third connecting frame 352. With this structure, the balance bar 310 ensures that the two pins 440 on the same rail clamping frame 350 move up and down with the same amplitude, thereby driving the two rail clamping members 800 to rotate with the same amplitude, ensuring the synchronous rotation of the two rail clamping members 800.

[0095] Furthermore, the rail clamping component 800 includes a rail clamping rod 801, which is hinged to the end of the third base frame 353. A limiting component 803 is provided at the end of the rail clamping rod 801 away from the third base frame 353. The limiting component 803 is a limiting wheel. A rail clamping wheel 802 is provided on the rail clamping rod 801. The axial direction of the rail clamping wheel 802 is consistent with the length direction of the rail clamping rod 801, and the rail clamping wheel 802 rotates around its own axis.

[0096] With the above structure, when the two rail clamping members 800 rotate to the rail clamping position, the rail clamping wheel 802 on the rail clamping rod 801 is in contact with the top side of the rail 390. During the movement of the railcar on the rail 390, the pressure wheel 700, which is in contact with the top surface of the rail 390, rotates, simultaneously rotating with the rail clamping wheel 802 on the top side of the rail 390. This reduces the friction experienced by the railcar during movement, ensuring the safe and smooth movement of the railcar on a single rail 390. Furthermore, the rail 390 adopts an I-beam structure (such as...). Figure 1 and Figure 2 When the rail clamping position is shown, the limiting member 803 on the rail clamping rod 801 can fit against the bottom surface of the top cross arm of the rail 390, while the rail pressing wheel 700 fits against the top surface of the rail 390 (i.e., the top surface of the top cross arm of the rail 390), so that the two rail clamping members 800 form a clamping opening that matches the top of the rail 390, further ensuring the stable connection between the railcar and the single rail 390 and preventing the railcar from overturning or derailing when traveling on a single rail 390; it should be noted that the limiting member 803 in this invention can be of various forms or structures, depending on the rail 390 The specific shape of 0 can be adjusted accordingly. For example, the limiting component 803 can be a limiting slider. When the railcar moves along the rail 390, the limiting slider is in close contact with the outer surface of the rail 390. The limiting component 803 can also be a limiting bearing. When the railcar moves along the rail 390, the limiting bearing is in close contact with the outer surface of the rail 390 and rolls on the surface of the rail 390. This ensures the rail clamping effect, prevents derailment and overturning while ensuring the safe operation of the railcar, and reduces the frictional resistance experienced by the railcar during its movement, thus facilitating the operation of the railcar.

[0097] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, and not to limit them; although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features; and these modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of the present invention.

Claims

1. A monorail track painting and maintenance vehicle, characterized in that, include: Chassis components; The power unit includes an engine (500) fixed to the frame assembly and a power shaft (600) rotating about its own axis on the frame assembly. The power shaft (600) extends in a horizontal direction. The engine (500) and the power shaft (600) are connected by a gearbox (410) to drive the power shaft (600) to switch between a first operating gear and a second operating gear. A road travel device, the travel device including two road travel components, the two road travel components respectively disposed at both ends of the frame assembly, each of the two road travel components including two wheels that rotate around their own axis on both sides of the frame and are used to contact the road, the gearbox (410) being drivenly connected to the two wheels of one of the road travel components to drive the frame assembly to move on the road; A track-driving device, the track-driving device comprising at least two rail rollers (700) arranged side by side on the frame and rotating about its own axis, the rail rollers (700) being used to contact the top surface of the track, and a power shaft (600) of a first working position being drivenly connected to one of the rail rollers (700) to drive the frame assembly to move on the track; A rail clamping device, the rail clamping device including a rail clamping assembly, the rail clamping assembly including two rail clamping parts (800) rotating on the frame assembly, the power shaft (600) of the second working position is connected to the two rail clamping parts (800) to drive the two rail clamping parts (800) to switch between a rail slack position and a rail clamping position, the rail slack position is located above the rail clamping position, and the two rail clamping parts (800) in the rail clamping position respectively abut against both sides of the rail to clamp the rail; The rail clamping device also includes two rail clamping components corresponding to the two road travel components. The two rail clamping parts (800) in each rail clamping component correspond one-to-one with the two wheels of each road travel component and are connected by a linkage unit. When the two rail clamping parts (800) rotate from the rail clamping position to the rail loosening position, the two wheels of each road travel component descend. When the two rail clamping parts (800) rotate from the rail loosening position to the rail clamping position, the two wheels of each road travel component rise. The linkage unit includes a drive link (420), a transmission link (270), a driven link (280), and a rotating link (290). Both the drive link (420) and the rotating link (290) rotate on the frame assembly. One end of the drive link (420) is connected to the wheel corresponding to the linkage unit, and the other end has a strip-shaped opening (421) extending along its length. A pin (300) slides within the strip-shaped opening (421). 0) Connected to the transmission link (270), the transmission link (270) is hinged to the rail clamp (800) through the driven link (280), and the two ends of the rotating link (290) are respectively hinged to the frame assembly and the driven link (280); connected to the two transmission units corresponding to the two wheels in each road travel assembly through the balance bar (310), the two ends of the balance bar (310) are respectively connected to the pins (300) of the two transmission units; The painting device includes a bracket (400) connected to the frame assembly, a paint compressor (380), and a paint head (384) disposed below the bracket (400) and connected to the output end of the paint compressor (380). The paint heads (384) are arranged in pairs along the width direction of the frame assembly to paint and maintain both sides of the track (390).

2. The monorail track painting and maintenance vehicle as described in claim 1, characterized in that, The two road driving components are a differential driving component and a steering driving component. The two wheels of the differential driving component are two differential wheels (900), which are connected by a differential (110). The gearbox (410) is connected to the differential (110) in a transmission. The two wheels of the steering driving component are two steering wheels (120), which are connected to two steering links (130). The two steering links (130) are used to connect the steering device.

3. The monorail track painting and maintenance vehicle as described in claim 2, characterized in that, The differential driving assembly further includes a first synchronization unit (140) and two first lifting units (150). The two first lifting units (150) are respectively connected to the two differential wheels (900). The power shaft (600) of the second working gear is driven to the two first lifting units (150) through the first synchronization unit (140). The steering driving assembly further includes a second synchronization unit (160) and two second lifting units (170). The two second lifting units (170) are driven to the two steering wheels (120) through the second synchronization unit (160). The power shaft (600) of the second working gear is driven to one of the second lifting units (170).

4. The monorail track painting and maintenance vehicle as described in claim 3, characterized in that, Both of the first lifting units (150) include a first sleeve (151) fixed to the differential (110) and a first screw (152) threadedly engaged with the first sleeve (151). The first synchronization unit (140) includes a first timing belt (141), a drive pulley (142), and first timing pulleys (143) fixedly connected to the coaxial centerlines of the two first screws (152). The drive pulley (142) is driven by the first timing belt (141) and the two first timing pulleys (143). The power shaft (600) is fixedly connected to the coaxial centerline of a first worm gear (180). The first worm gear (180) meshes with a first turbine (190). The first turbine (190) is connected to the first transmission rod (2). 10) Connected to the first synchronous pulley (143) on the same axis; each of the two second lifting units (170) includes a second threaded sleeve (171) connected to the two steering wheels (120) respectively and a second screw (172) threadedly engaged with the second threaded sleeve (171). The second synchronous unit (160) includes a second synchronous belt (161) and a second synchronous pulley (162) connected to the second synchronous belt (161) and fixedly connected to the two second screws (172) on the same axis. The power shaft (600) is connected to a second worm (220), the second worm (220) meshes with a second turbine (230), and the second turbine (230) is fixedly connected to one of the second screws (172) on the same axis.

5. The monorail track painting and maintenance vehicle as described in claim 4, characterized in that, A transmission bevel gear (240) is fixedly connected to the rail roller (700) which is connected to the power shaft (600) of the first working position along the coaxial center line. The transmission bevel gear (240) is fixedly connected to the drive bevel gear (250) along the coaxial center line. The drive bevel gear (250) is connected to the drive shaft (430) along the coaxial center line. The drive shaft (430) is connected to the second worm (220).

6. The monorail track painting and maintenance vehicle as described in claim 5, characterized in that, Universal coupling assemblies (260) are connected between the drive shaft (430) and the power shaft (600), and between the differential (110) and the gearbox (410).

7. The monorail track painting and maintenance vehicle as described in claim 6, characterized in that, The universal coupling assembly (260) includes a third transmission rod (261) and a first rotating seat (262) disposed at both ends of the third transmission rod (261). A first rotating rod (263) is rotatably connected to the first rotating seat (262). A second rotating rod (264) is fixedly connected to the first rotating rod (263). A second rotating seat (265) is rotatably connected to the second rotating rod (264). The length directions of the first rotating rod (263), the second rotating rod (264) and the third transmission rod (261) are perpendicular to each other.

8. The monorail track painting and maintenance vehicle as described in claim 1, characterized in that, The paint spray head (384) oscillates back and forth on the bracket (400), and the axis of the oscillation of the paint spray head (384) extends along the height direction of the frame assembly.

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