Railway track detection vehicle

Abstract

According to the railway track detection vehicle provided by the embodiment of the invention, the two vehicle body frameworks are detachably connected, so that the efficiency of pushing or assembling the detection vehicle onto a track by detection personnel is high, a special place is not needed to go onto the track, the use process is convenient, and the time is saved; the telescopic connecting mechanism can adjust the distance between the two vehicle body frameworks, the size of the telescopic connecting assembly can be reduced through stretching and retracting, transportation is convenient, and the telescopic connecting assembly can be suitable for investigation of different track gauges. The height adjusting mechanism drives the vehicle body framework to ascend and descend, so that the distance between the detection mechanism and the surface of the track is not changed, normal detection of the detection device can be guaranteed even if the track is not smooth and uneven, and the detection precision of damage detection on the railway track is improved; through the centering mechanism, the center line of the detection mechanism and the center line of the track can be centered in real time in the detection process, the centering mechanism does not influence the working environment of electrical elements, time delay does not exist in the centering process, and the accuracy of detection data is improved.

Description

Technical Field

[0001] The disclosed embodiments belong to the technical field of track detection, and specifically relate to a railway track detection vehicle. Background Art

[0002] Track inspection is a key guarantee for safe railway operation. Currently, there are two main methods: traditional large-scale integrated track inspection vehicles and manual hand-pushed measuring instruments. With the development in recent years, the third method, the inspection vehicle, has been increasingly used in track inspection because of its flexible operation, convenient on and off track, and no road occupation.

[0003] There are more and more track inspection vehicles now, but there are at least the following disadvantages:

[0004] 1) The inspection trolley cannot be disassembled or is heavy or large in size. It is inefficient for inspectors to push or assemble the inspection trolley onto the road, and even requires the inspection trolley to be put on the road at a dedicated location;

[0005] 2) The inspection vehicle is designed as a manned device. According to regulations, it must have seats for more than three people (one for the driver, one for the safety officer, and one for the inspector). The resulting non-functional load is too large, resulting in excessive specifications for the vehicle frame structure, power system, brake system, etc.

[0006] 3) The existing inspection trolley uses independent wheels or an elastic mechanism to hold the wheels against the rails, which causes the wheel-rail to lose its serpentine motion, resulting in poor passability on curves or uneven roads, and even a risk of derailment.

[0007] In addition, the existing double-track flaw detection vehicle rail inspection equipment has at least the following disadvantages:

[0008] 1) Existing rail detection equipment uses magnetic centering or rail clamping to align the rail position. However, in actual use, although the center is aligned with the center of the rail, the posture rotates around the center; or the operator needs to manually adjust the position based on visual inspection, which affects work efficiency. For example, the electric push rod is manually controlled to move the probe wheel along the sliding guide rail to ensure that the probe wheel is vertically aligned with the center of the rail. In addition, the magnetic field of the magnetic centering method will affect the working environment of electrical components, resulting in equipment failure and increased data unreliability.

[0009] 2) In the process of aligning the rail position, the existing rail detection equipment also uses sensors to monitor the centering status in real time, and then feedback the signal to drive the mechanism for adjustment. Because signal transmission and processing take time, this method will cause delays and does not meet the requirements of precise positioning.

[0010] In view of the above problems, it is necessary to propose a railway track inspection vehicle that is reasonably designed and effectively solves the above problems. Summary of the invention

[0011] The disclosed embodiment aims to solve at least one of the technical problems existing in the prior art and provides a railway track inspection vehicle.

[0012] The present disclosure provides a railway track inspection vehicle, comprising:

[0013] Two car body frames are used to be set on two tracks set relatively spaced apart.

[0014] A retractable connection mechanism, respectively detachably connected to the two vehicle body frames;

[0015] A traveling mechanism, which is arranged on the vehicle frame and can travel along the track, so that the vehicle frame travels along the track;

[0016] A centering mechanism and a detection mechanism, wherein the centering mechanism is slidably connected to the vehicle frame, and the detection mechanism is connected to the vehicle frame through the centering mechanism to detect damage to the track; wherein,

[0017] The centering mechanism is used to adaptively adjust the offset displacement and / or rotation displacement of the detection mechanism when the track is offset as a whole and / or rotated in the center, so that the detection mechanism is aligned with the center position of the track;

[0018] A height adjustment mechanism, disposed on the vehicle frame, for adjusting the height of the vehicle frame so that the distance between the detection mechanism and the track surface remains unchanged;

[0019] The electronic control unit is used to control the travel of the travel mechanism, adjust the height of the vehicle frame and detect damage to the track.

[0020] Optionally, the centering mechanism includes:

[0021] A base, wherein the top wall of the base is provided with a guide rail, and the guide rail is arranged in a slide groove of the vehicle body frame so that the centering mechanism can be translated along the length direction of the track;

[0022] A first clamping mechanism, the top of which is slidably connected to the bottom wall of the base along the width direction of the track, and the bottom of which is used to abut against the side wall of the first track;

[0023] A second clamping mechanism, the top of which is fixedly connected to the bottom wall of the base, and the bottom of which is used to abut against the side wall of the second track;

[0024] A supporting mechanism, comprising a supporting frame and a connecting head fixedly connected to the supporting frame, wherein the connecting head is rotatably connected to the top of the first clamping mechanism, and the supporting frame is fixedly connected to the detecting mechanism;

[0025] The first clamping mechanism is rotatably connected to the side of the connecting head facing the first track side wall, and the second clamping mechanism is rotatably connected to the side of the connecting head facing the second track side wall.

[0026] Optionally, the first clamping mechanism includes a base, a connecting plate, two first follower plates, two first guide rods, two first abutment rods and a gear transmission mechanism;

[0027] The base comprises a horizontal plate arranged on the top of the first clamping mechanism and a first vertical plate fixedly connected to the horizontal plate, the horizontal plate is provided with a slider, and the slider is slidably connected to a slide rail of the bottom wall of the base;

[0028] The two first follower plates are arranged opposite to each other on both sides of the first vertical plate, and the two first follower plates are fixedly connected, and the first follower plates include a first plate close to the track and a second plate far from the track;

[0029] The gear transmission mechanism is arranged on the first vertical plate, the first end of the connecting plate is fixedly connected to the first plate, and the second end of the connecting plate passes through the first vertical plate and is transmission-connected to the gear transmission mechanism;

[0030] The two first guide rods and the two first abutment rods are symmetrically distributed relative to the center of the connector along the length direction of the track; wherein,

[0031] The first end of the first guide rod slides through the first vertical plate and is transmission-connected to the gear transmission mechanism, and the second end of the first guide rod is rotationally connected to the connecting head;

[0032] The first end of the first abutment rod is fixedly connected to the second plate, and the second end of the first abutment rod passes through the first vertical rod and the first plate in sequence and abuts against the first track side wall.

[0033] Optionally, the gear transmission mechanism includes a first gear, a second gear, and a transmission shaft connecting the first gear and the second gear;

[0034] A first rack matching the first gear is disposed at the bottom of the connecting plate, and the first rack is meshed and connected with the first gear;

[0035] The first end of the first guide rod is provided with a second rack matching the second gear, and the second rack is meshed and connected with the second gear; wherein,

[0036] The number of gears of the first gear is greater than the number of gears of the second gear.

[0037] Optionally, the gear transmission mechanism is used to convert the lateral movement distance of the first abutment rod into the lateral movement distance of the first guide rod in the same direction; wherein,

[0038] Horizontal translation ratio

[0039] Wherein, y is the distance from the first guide rod to the center of the connector, and x is the distance from the first interference rod distributed on the same side as the first guide rod to the center of the connector.

[0040] Optionally, the second clamping mechanism includes a second vertical plate, a second guide rod, a second abutment rod and two second follower plates;

[0041] The top of the second vertical plate is fixedly connected to the base;

[0042] The two second follower plates are arranged opposite to each other on two sides of the second vertical plate, and the two second follower plates are fixedly connected, and the second follower plates include a third plate close to the track and a fourth plate far from the track;

[0043] The first end of the second guide rod is fixedly connected to the fourth plate, and the second end of the second guide rod slides through the second vertical plate and is rotatably connected to the center of the connector;

[0044] The first end of the second abutment rod is fixedly connected to the fourth plate, and the second end of the second abutment rod passes through the second vertical plate and the third plate in sequence to abut against the second track side wall.

[0045] Optionally, the height adjustment mechanism includes a lifting plate, a lifting drive structure and a pressure sensor;

[0046] The first end of the lifting plate is movably connected to the vehicle frame, and the second end of the lifting plate is fixedly connected to the walking mechanism;

[0047] The first end of the lifting drive structure is movably connected to the vehicle body frame, and the second end of the lifting drive structure is movably connected to the lifting plate;

[0048] The pressure sensor is arranged on the lifting drive structure, and is used for detecting the force transmitted from the track to the walking mechanism in real time, and further monitoring the longitudinal inclination angle of the vehicle body frame.

[0049] Optionally, it further comprises a translation drive mechanism, wherein a first end of the translation drive mechanism is connected to the vehicle body frame, and a second end of the translation drive mechanism is connected to the centering mechanism; wherein,

[0050] When the detection mechanism detects that the track is damaged, the walking mechanism stops walking, and the translation drive mechanism drives the centering mechanism to perform reciprocating translation motion, so as to perform damage review on the damaged area of ​​the track through the detection mechanism.

[0051] Optionally, the detection mechanism includes a detection cover and a plurality of ultrasonic probes arranged on the detection cover;

[0052] The detection cover is arranged on the top and side of the track; wherein there is a gap between the detection cover and the top and side of the track;

[0053] The plurality of ultrasonic probes are used to detect flaws on the top and sides of the rail;

[0054] The detection mechanism also includes a coupling liquid nozzle for storing coupling liquid;

[0055] The coupling liquid nozzle is arranged around the ultrasonic probe and is used to spray the coupling liquid into the gap between the ultrasonic probe and the track surface to achieve the transmission of sound waves.

[0056] Optionally, the telescopic connection mechanism includes a first connection plate, a second connection plate, a first telescopic rod, a second telescopic rod and a bearing plate;

[0057] The first end of the first telescopic rod is connected to the first connecting plate, and the second end of the first telescopic rod is connected to the first end of the bearing plate;

[0058] The first end of the second telescopic rod is connected to the second connecting plate, and the second end of the second telescopic rod is connected to the second end of the bearing plate; wherein,

[0059] The bearing plate is provided with a levelness detection unit and the electric control unit, and the levelness detection unit is used to detect the lateral inclination angle and the longitudinal inclination angle of the track respectively.

[0060] The railway track inspection vehicle of the disclosed embodiment has two vehicle body frames that are detachably connected, and the inspection personnel can push the inspection vehicle onto the track or assemble it onto the track efficiently, without the need for a dedicated location to put the vehicle onto the track, and the use process is convenient and time-saving; the telescopic connection mechanism can adjust the distance between the two vehicle body frames, and the volume of the telescopic connection assembly can be reduced by telescoping, which is convenient for transportation, and the track gauge can also be adjusted to be suitable for surveys of different track gauges; the vehicle body frame is driven to rise and fall by the height adjustment mechanism so that the distance between the inspection mechanism and the track surface remains unchanged, so that even if the track is uneven, the normal inspection of the inspection device can be guaranteed, thereby improving the inspection accuracy of damage inspection of the railway track; the inspection mechanism can be aligned with the center line of the track in real time during the inspection process by the centering mechanism, and the centering mechanism will not affect the working environment of the electrical components, and there will be no time delay during the centering process, thereby increasing the accuracy of the inspection data; the inspection vehicle has a simple and reliable structure, does not require additional force balancing / detection devices, and has a light body weight, meeting the portability requirement. BRIEF DESCRIPTION OF THE DRAWINGS

[0061] Figure 1 This is a schematic structural diagram of a railway track inspection vehicle according to one embodiment of the present disclosure;

[0062] Figure 2 It is a schematic diagram of the assembly structure of each vehicle body frame of another embodiment of the disclosed embodiment;

[0063] Figure 3 It is a structural schematic diagram of a height adjustment mechanism of another embodiment of the disclosed embodiment;

[0064] Figure 4 It is a structural schematic diagram of a retractable connection mechanism of another embodiment of the disclosed embodiment;

[0065] Figure 5 It is a structural schematic diagram of a translation drive mechanism of another embodiment of the disclosed embodiment;

[0066] Figure 6 A schematic diagram of a partial structure of a vehicle body frame according to another embodiment of the present disclosure;

[0067] Figure 7 It is a structural schematic diagram of a centering device according to another embodiment of the present disclosure;

[0068] Figure 8 It is an exploded schematic diagram of a centering device according to another embodiment of the present disclosure;

[0069] Fig. 9 It is a structural schematic diagram of a first clamping mechanism of another embodiment of the disclosed embodiment;

[0070] Fig.10It is a structural schematic diagram of a first clamping mechanism of another embodiment of the disclosed embodiment;

[0071] Fig.11 It is a structural schematic diagram of a gear transmission mechanism of another embodiment of the disclosed embodiment;

[0072] Fig.12 A top view of a centering device according to another embodiment of the present disclosure;

[0073] Fig.13 It is a structural schematic diagram of a first guide rod of another embodiment of the disclosed embodiment;

[0074] Fig.14 It is a structural schematic diagram of a first interference rod of another embodiment of the disclosed embodiment;

[0075] Fig.15 is a cross-sectional view of a first interference rod according to another embodiment of the present disclosure;

[0076] Fig.16 It is a structural schematic diagram of a second clamping mechanism of another embodiment of the disclosed embodiment;

[0077] Fig.17 It is a structural schematic diagram of a support mechanism of another embodiment of the disclosed embodiment;

[0078] Fig.18 It is a structural schematic diagram of manually transporting the railway track inspection vehicle to the track entry point according to another embodiment of the present disclosure;

[0079] Fig.19 It is a schematic diagram of assembling a centering device and a rail according to another embodiment of the disclosed embodiment;

[0080] Fig. 20 It is a schematic diagram of assembling a centering device and a rail according to another embodiment of the disclosed embodiment;

[0081] Fig.21 A schematic diagram of the positional relationship between a track and a detection mechanism in another embodiment of the present disclosure;

[0082] Fig. 22 Schematic diagram of the distribution of pressure sensors in another embodiment of the present disclosure. DETAILED DESCRIPTION

[0083] In order to enable those skilled in the art to better understand the technical solutions of the embodiments of the present disclosure, the embodiments of the present disclosure are further described in detail below in conjunction with the accompanying drawings and specific implementation methods.

[0084] like Figure 1 and Figure 2As shown, an embodiment of the present disclosure provides a railway track inspection vehicle, including a centering mechanism 100, a detection mechanism 200, two vehicle body frames 300, a telescopic connection mechanism 400, a traveling mechanism 500, a height adjustment mechanism 600 and an electronic control unit (not shown in the figure).

[0085] The two car body frames 300 are arranged on two rails C arranged at a relative interval. The function of the car body frame 110 is to provide a carrier for various other components of the railway track detection device 100. Figure 1 As shown, a through groove is provided at the bottom of the vehicle body frame 110, and a track C is provided in the through groove.

[0086] The telescopic connection mechanism 400 is detachably connected to the two vehicle body frames 300 respectively, and can adjust the distance between the two vehicle body frames 300 .

[0087] The traveling mechanism 500 is disposed on the vehicle body frame 300 and can travel along the track C, so that the vehicle body frame 300 travels along the track C. In other words, the traveling mechanism 500 drives the entire railway track inspection vehicle to travel along the track C.

[0088] Specifically, Figure 2 As shown, the traveling mechanism 500 includes two driving wheels arranged at the end of each vehicle frame 300 along the travel direction thereof. In this embodiment, the inspection vehicle includes four driving wheels, each of which travels along the track C, thereby driving the vehicle frame 300 to travel along the track C. The number of driving wheels is not specifically limited in this embodiment and can be selected according to actual needs.

[0089] In this embodiment, the driving wheel adopts a hub motor, which is covered with a rubber layer of a standard tread. The rubber layer on the surface of the hub motor plays an insulating role and a role in buffering the vibration of the vehicle body.

[0090] It should be noted that the two driving wheels in the travel direction (longitudinal) are synchronized through the electronic control unit to achieve soft coupling, thereby achieving the purpose of binding the front and rear driving wheels into a railway wheelset, so that the driving wheels have better curve passability.

[0091] The centering mechanism 100 and the detection mechanism 200 are connected to the vehicle frame 300 in a sliding manner and can be translated along the length direction of the track. The detection mechanism 200 is connected to the vehicle frame 300 through the centering mechanism 100 to detect damage to the track C.

[0092] The centering mechanism 100 is used to adaptively adjust the offset displacement and / or rotation displacement of the detection mechanism when the track C is offset as a whole and / or rotated in the center, so that the detection mechanism 200 is aligned with the center position of the track.

[0093] The height adjustment mechanism 600 is arranged on the vehicle frame 300 to adjust the height of the vehicle frame 300 and the distance between the centering mechanism 100 and the track surface, thereby keeping the distance between the detection mechanism 200 and the track surface unchanged to ensure the detection accuracy of the detection mechanism 200.

[0094] The electronic control unit is used to control the travel of the travel mechanism 500, adjust the height of the vehicle frame 300, and detect damage to the track C.

[0095] Specifically, Figure 1 and Figure 2 As shown, when a traffic accident occurs on the railway track, the disassembled components of the railway track inspection vehicle are placed in the trunk of the engineering vehicle and transported to the railway track entry point. The disassembled components are transported to the railway track entry point and quickly assembled on site. According to the width of the track C, the length of the retractable connection mechanism 400 is adjusted, and the two car body frames 300 are placed on two tracks C that are relatively spaced apart, and then the retractable connection mechanism 400 is fixed to the two car body frames 300 respectively. The height adjustment mechanism 600 adjusts the height of the car body frame 300 so that the distance between the detection mechanism 200 and the track surface remains unchanged. The detection mechanism 200 is aligned with the center position of the track through the centering mechanism 100. The electronic control unit is turned on, and the electronic control unit controls the walking mechanism 500 to walk along the track, controls the height adjustment mechanism 600 to adjust the height of the car body frame 300, and controls the detection mechanism 200 to perform damage detection on the track C.

[0096] The railway track inspection vehicle of the disclosed embodiment has two vehicle body frames that are detachably connected, and the inspection personnel can efficiently push the inspection vehicle onto the track or assemble it onto the track, without the need for a dedicated location to put the vehicle on the track, making the use process convenient and time-saving; the telescopic connection mechanism can adjust the distance between the two vehicle body frames, and the volume of the telescopic connection assembly can be reduced by telescoping, which is convenient for transportation, and the track gauge can also be adjusted to be suitable for surveys of different track gauges; the vehicle body frame is driven to rise and fall by the height adjustment mechanism so that the distance between the inspection mechanism and the track surface remains unchanged, so that even if the track is uneven, the normal inspection of the inspection device can be guaranteed, thereby improving the inspection accuracy of damage inspection of the railway track; the inspection mechanism can be aligned with the center line of the track in real time during the inspection process by the centering mechanism, and the centering mechanism will not affect the working environment of the electrical components, and there will be no time delay during the centering process, thereby increasing the accuracy of the inspection data; the inspection vehicle has a simple and reliable structure, does not require additional force balancing / detection devices, and has a light body weight, meeting the portability requirement.

[0097] For example, Figure 3 As shown, the height adjustment mechanism 600 includes a lifting plate 610, a lifting drive structure 620 and a pressure sensor (not shown in the figure).

[0098] The first end of the lifting plate 610 is movably connected to the vehicle frame 300, and the second end of the lifting plate 610 is fixedly connected to the traveling mechanism 500. Specifically, the first end of the lifting plate 610 is pin-connected to the vehicle frame 300, and the second end of the lifting plate 610 is installed with the traveling mechanism 500.

[0099] The first end of the lifting drive structure 620 is movably connected to the vehicle frame 300, and the second end of the lifting drive structure 620 is movably connected to the lifting plate 610. Specifically, the first end of the lifting drive structure 620 is pin-connected to the vehicle frame 300, and the second end of the lifting drive structure 620 is pin-connected to the lifting plate 610.

[0100] It should be noted that, in this embodiment, the lifting drive structure 620 uses an electric cylinder to drive the lifting plate 610 to move up and down. Of course, the specific structure of the lifting drive structure 620 is not specifically limited in this embodiment, and can be selected according to actual needs. For example, a lead screw, a crank slider, etc. can be used to achieve linear motion.

[0101] The pressure sensor is arranged on the lifting drive structure 620, and is used to detect the force transmitted by the track to the walking mechanism 620 in real time, and then monitor the longitudinal inclination angle of the vehicle frame 300. The lifting drive structure 620 drives the lifting plate 610 to rise and fall according to the longitudinal inclination angle of the vehicle frame 300, so as to adjust the height of the vehicle frame 300, and then adjust the distance between the detection mechanism 200 and the surface of the track C.

[0102] Specifically, the pressure sensor is arranged at one end of the lifting drive structure 620, and the two pressure sensors located on the same side of the vehicle frame 300 can detect the force transmitted to the driving wheel by the track surface in real time. According to the force transmitted to the driving wheel by the track surface, the longitudinal inclination angle of the vehicle frame 300 on this side can be monitored. The lifting drive structure 620 adjusts the lifting and lowering of the lifting drive structure 620 according to the longitudinal inclination angle of the vehicle frame 300. Since the second end of the lifting drive structure 620 is pin-connected to the lifting plate 610, the distance between the driving wheel and the vehicle frame 300 is changed by the lifting and lowering of the lifting drive structure 620. Because the detection mechanism 200 is arranged on the vehicle frame 300, the lifting and lowering of the lifting drive structure 620 will also adjust the distance between the detection mechanism 200 and the driving wheel, and finally realize the uniform gap between the detection mechanism 200 and the surface of the track C.

[0103] The railway track inspection vehicle of the disclosed embodiment drives the vehicle body frame to rise and fall through a height adjustment mechanism so that the distance between the inspection mechanism and the track surface remains unchanged. In this way, even if the track is uneven, normal inspection by the inspection device can be guaranteed, thereby improving the inspection accuracy of railway track damage inspection.

[0104] For example, Figure 1 and Figure 2 As shown, the railway track inspection vehicle further includes a translation drive mechanism 700, a first end of which is connected to the vehicle frame 300, and a second end of which is connected to the centering mechanism 100. When the inspection mechanism 200 detects that the track is damaged, the traveling mechanism 500 stops traveling, and the translation drive mechanism 700 drives the centering mechanism 100 to perform reciprocating translation motion, thereby driving the inspection mechanism to perform reciprocating translation motion, so as to perform damage verification on the damaged area of ​​the track through the inspection mechanism 200.

[0105] When a railway track inspection vehicle detects damage to a certain part of the track, it needs to be rechecked according to regulations. The current method is to reverse the inspection vehicle or trolley or hand pusher back to the front of the damaged part and walk again to recheck the damage. The biggest trouble brought by this method is that the position of the inspection vehicle on the track needs to be re-corrected and repositioned. If the positioning is inaccurate, the damage will be found but the positioning will be deviated, resulting in the subsequent damage repair being offset.

[0106] This embodiment adopts a "non-reversing" damage review method. When damage is found during normal driving and needs to be reviewed, the traveling mechanism stops, and the local translation drive mechanism in the vehicle drives the detection mechanism to perform reciprocating translation movement to repeatedly review the damaged area of ​​the track. There is no need to re-correct the damaged position of the track, which saves manpower and time on the one hand, and ensures that the damaged position does not shift on the other hand, increasing the accuracy of damage detection.

[0107] For example, Figure 5 As shown, the translation driving mechanism 700 includes a driving motor 710 and a lead screw 720. The driving motor 710 is fixed to the vehicle body frame 300.

[0108] A first end of the lead screw 720 is connected to the transmission shaft of the driving motor 710 , and a second end of the lead screw 720 is connected to the centering mechanism 100 .

[0109] It should be noted that the specific structure of the translation drive mechanism 700 is not specifically limited in this embodiment and can be selected according to actual needs. For example, the translation drive mechanism 700 can be an electric cylinder, a crank slider, etc., as long as it can achieve linear motion.

[0110] For example, Fig.17 As shown, the detection mechanism 200 includes a detection cover 210 and a plurality of ultrasonic probes 220 disposed on the detection cover 210 .

[0111] The detection cover 210 is disposed on the top and side of the track. There is a gap between the detection cover 210 and the top and side of the track. Fig.17 As shown, the detection cover 210 is an arc-shaped cover arranged on the top and side of the track.

[0112] A plurality of ultrasonic probes 220 are used to detect flaws on the top and sides of the rail. Fig.17 As shown, in this embodiment, the detection mechanism 200 is provided with a surrounding 8-channel ultrasonic probe 220, which is responsible for flaw detection on the top and side of the rail. It should be noted that the number of ultrasonic probes 220 is not specifically limited in this embodiment and can be set according to actual needs.

[0113] Exemplarily, the detection mechanism 200 further includes a coupling liquid spray head for storing coupling liquid. The coupling liquid spray head is disposed around the ultrasonic probe 220 and is used to spray the coupling liquid into the gap between the ultrasonic probe 220 and the rail surface to achieve the transmission of sound waves.

[0114] Specifically, when the ultrasonic probe 220 detects the track surface, the ultrasonic probe 220 and the track surface are not in contact and there is a gap. Therefore, there is a layer of coupling liquid between the ultrasonic probe 220 and the detected track surface as a sound wave transmission medium. The coupling liquid nozzle is set around the ultrasonic probe 220, and the thickness of the coupling liquid is determined by the distance between the driving wheel and the vehicle frame 300 (the stroke of the electric cylinder). As an ultrasonic detection medium, the coupling liquid mainly transmits sound waves to prevent the ultrasonic probe 220 from directly contacting the detected track and causing wear.

[0115] It should be noted that the coupling liquid cannot be too thick or too thin, and should be set according to the distance between the ultrasonic probe 220 and the track surface. This will neither affect the detection effect of the ultrasonic probe 220 nor cause the ultrasonic probe 220 to contact the track surface and scratch the ultrasonic probe 220 due to the coupling liquid being too thin.

[0116] For example, Figure 4 As shown, the telescopic connection mechanism 400 includes a first connection plate 410 , a second connection plate 420 , a first telescopic rod 430 , a second telescopic rod 440 and a bearing plate 450 .

[0117] A first end of the first telescopic rod 430 is connected to the first connecting plate 410 , and a second end of the first telescopic rod 430 is connected to a first end of the supporting plate 450 .

[0118] The first end of the second telescopic rod 440 is connected to the second connecting plate 420, and the second end of the second telescopic rod 440 is connected to the second end of the bearing plate 450.

[0119] The bearing plate 450 is provided with a level detection unit and an electric control unit, and the level detection unit is used to detect the lateral tilt angle and the longitudinal tilt angle of the track respectively. According to the horizontal angle difference between the two relatively arranged tracks detected, the horizontal unevenness index is calculated in combination with the superelevation value of the track. Specifically, in this embodiment, the level detection unit can use an inclination sensor, which is responsible for detecting the angle tilt of the rails on both sides of the track, and calculating the horizontal height difference in combination with the track gauge.

[0120] The railway track inspection vehicle of the disclosed embodiment obtains the current posture (lateral tilt angle β and longitudinal tilt angle α) of the vehicle body frame 300 through a horizontality detection unit, and judges the road condition in combination with four electric cylinders and pressure sensors, thereby realizing the centering mechanism 100 maintaining the height distance of the track line.

[0121] The telescopic connection mechanism of this embodiment can adjust the distance between the first connecting plate and the second connecting plate by adjusting the first telescopic rod and the second telescopic rod, thereby reducing the volume of the telescopic connection assembly for easy transportation and adjusting the track gauge for surveys of different track gauges.

[0122] like Figure 2 and Figure 6 As shown, the two car body frames 300 are provided with mounting interfaces 310, and the first connecting plate 410 and the second connecting plate 420 are clamped on the mounting interfaces 310. In this embodiment, the first connecting plate 410 and the second connecting plate 420 can be fixed to the mounting interfaces 310 by the wedge shape of the concave and convex slots, which is convenient for installation. Of course, other fixing methods can also be used, which are not specifically limited in this embodiment and can be selected according to actual needs.

[0123] like Figure 2 As shown, the two vehicle body frames 300 are also provided with handles 320, which can provide a gripping position when the railway track inspection vehicle is assembled and disassembled; on the other hand, in this embodiment, the handles 320 provide an installation interface for the installation of the retractable connection mechanism 400, saving space. Figure 1 and Figure 2 As shown, the first connecting plate 410 and the second connecting plate 420 are fixed to the handle 320 through the wedge shape of the concave and convex slots.

[0124] For example, Figure 1 and Figure 2 As shown, the railway track inspection vehicle further includes a visual mechanism 810 and a laser scanning mechanism 820. The visual mechanism 810 and the laser scanning mechanism 820 are both arranged at the ends of the vehicle frame 300 along its travel direction. In other words, the visual mechanism 810 and the laser scanning mechanism 820 are both arranged at the front and rear ends of the vehicle frame 300.

[0125] In this embodiment, the visual mechanism 810 uses a 2D line scan camera to detect the track contour in real time. When the track contour is sensed to be deformed, it can be determined that foreign objects appear on the track surface or the track wheel rail is deformed. The visual mechanism 810 is mainly used to detect whether there are foreign objects in the front of the track.

[0126] In this embodiment, the laser scanning mechanism 180 adopts a line laser scanner, and the laser scanning mechanism 180 scans the left rail and the right rail of the track for the detection of track geometric parameters (track gauge, horizontal unevenness, height unevenness, track direction unevenness, twisting, and positive vector) and the detection of rail profile.

[0127] like Figure 1 and Figure 2 As shown, the railway track inspection vehicle also includes a battery unit 830, which is arranged on the vehicle body frame 300. The battery unit 830 can provide power for various components such as the electronic control unit, the walking mechanism 500, the detection mechanism 200, the height adjustment mechanism 600, the level detection unit, the visual mechanism 810, and the laser scanning mechanism 820.

[0128] Specifically, Figure 6 As shown, an installation space 330 is provided above the vehicle body frame 300, and the battery unit 830 and the electronic control unit can be quickly placed in the installation space 330 in a pull-out manner.

[0129] The railway track detection device of the disclosed embodiment realizes automatic detection of the track line by providing a level detection unit, an ultrasonic probe, a laser scanning mechanism, a visual mechanism and an electronic control unit, and integrates laser, visual and ultrasonic detection technologies into one, so as to complete various detection tasks in a short time, comply with the window period regulations of railway engineering, and will not increase the weight of the vehicle body, thus meeting the requirements of portability.

[0130] like Fig. 22 As shown in Table 1, the automatic control process of the electronic control unit is as follows:

[0131] F1 is the value of the front pressure sensor of the left track, and S1 is the action of the front electric cylinder of the left track; F2 is the value of the rear pressure sensor of the left track, and S2 is the action of the rear electric cylinder of the left track; F3 is the value of the front pressure sensor of the right track, and S3 is the action of the front electric cylinder of the right track; F4 is the value of the rear pressure sensor of the right track, and S4 is the action of the rear electric cylinder of the right track.

[0132] Table 1 Automatic control logic process of the electronic control unit

[0133]

[0134]

[0135] like Figure 7 and Figure 8 As shown, the centering mechanism 100 includes a base 110 , a first clamping mechanism 120 , a second clamping mechanism 130 and a supporting mechanism 140 .

[0136] like Figure 7 and Figure 8 As shown, the top wall of the base 110 is provided with a guide rail 112, and the guide rail 112 is provided in the slide groove 340 at the bottom of the installation space 330, so that the centering mechanism 100 can be translated along the length direction of the track. In other words, the centering mechanism 100 can be longitudinally moved along the length direction of the track. In this way, when the translation drive mechanism 700 drives the centering mechanism 100 to perform reciprocating translational motion during the track damage review, the base of the centering mechanism 100 can be reciprocated and translated along the bottom of the installation space 330, which increases the stability of the reciprocating translational motion.

[0137] The top of the first clamping mechanism 120 is slidably connected to the bottom wall of the base 110 along the width direction of the track, that is, the first clamping mechanism 120 can move laterally along the width direction of the track. The bottom of the first clamping mechanism 120 is used to abut against the side wall of the first track. In this embodiment, the side wall of the first track is the inner side wall of the track, that is, the bottom of the first clamping mechanism 120 abuts against the inner side wall of the track.

[0138] The top of the second clamping mechanism 130 is fixedly connected to the bottom wall of the base 110, and the bottom of the second clamping mechanism 130 is used to abut against the second track side wall. In this embodiment, the second track side wall is the outer side wall of the track, that is, the bottom of the second clamping mechanism 130 abuts against the outer side wall of the track.

[0139] The support mechanism 140 includes a support frame 141 and a connector 142 fixedly connected to the support frame 141. The connector 142 is rotatably connected to the top of the first clamping mechanism 120. The support frame 141 is used to be fixedly connected to the detection mechanism 200. The detection mechanism 200 is arranged above the track through the support mechanism 140 to detect the track.

[0140] The first clamping mechanism 120 is rotatably connected to the connector 142 at one side facing the first track side wall. The first clamping mechanism 120 rotates the support mechanism 140 through the connector 142 to adjust the rotation displacement of the support mechanism 140.

[0141] The second clamping mechanism 130 is rotatably connected to the connecting head 142 at one side facing the second track side wall. The second clamping mechanism 130 translates the supporting mechanism 140 through the connecting head 142 to adjust the offset displacement of the supporting mechanism 140.

[0142] In this embodiment, the first clamping mechanism 120 and the second clamping mechanism 130 are rotatably connected to the connector, which can provide adaptability for the translation and rotation movements of the support mechanism 140 to prevent jamming.

[0143] When the track C is offset as a whole and / or undergoes central rotation, the offset displacement and / or rotation displacement of the support mechanism 140 is adaptively adjusted through the linkage action of the first clamping mechanism 120 and the second clamping mechanism 130 so that the detection mechanism 200 is aligned with the center position of the track.

[0144] Specifically, when the track C is offset as a whole, under the linkage action of the first clamping mechanism 120 and the second clamping mechanism 130, the translation distance of the support mechanism 140 is adjusted, and the support mechanism 140 is translated to the center position of the track through the connecting head 142, thereby causing the detection mechanism 200 to be translated to the center position of the track.

[0145] When the track C undergoes a central rotation, the rotational displacement of the support mechanism 140 can be adjusted under the linkage action of the first clamping mechanism 120 and the second clamping mechanism 130, and the support mechanism 140 can be rotated to the center position of the track through the connecting head 142, thereby rotating the detection mechanism 200 to the center position of the track.

[0146] When the track C undergoes overall offset and central rotation at the same time, under the linkage action of the first clamping mechanism 120 and the second clamping mechanism 130, the translation distance and rotational displacement of the support mechanism 140 can be adjusted respectively, and the support mechanism 140 can be restored to the center position of the track through the connecting head 142, thereby restoring the detection mechanism 200 to the center position of the track.

[0147] The centering mechanism of the embodiment of the present disclosure can adaptively adjust the offset displacement and / or rotation displacement of the supporting mechanism through the linkage action of the first clamping mechanism and the second clamping mechanism when the track is offset as a whole and / or rotated in the center, so that the detection mechanism is aligned with the center position of the track. This can solve the problem of the centering mechanism in the prior art rotating around the center of the track during the centering process, better align the detection mechanism with the center position of the track, and increase the accuracy of track detection. The centering mechanism of the embodiment of the present disclosure uses a mechanical method to perform track detection centering, avoids the influence of the magnetic centering method on the working environment of the electrical components, and increases the credibility of the detection data. In addition, the mechanical centering method is used to avoid the delay caused by the use of sensors for centering in the prior art, and meets the requirements of real-time response lines.

[0148] It should be noted that if Figure 8 and Fig.17As shown, the support mechanism 140 further includes a connector 143, which is fixedly connected to the connector 142 and the support frame 141. A central translation ball joint 144 is provided at the center of the connector 142 on one side facing the second track side wall, and is rotatably connected to the second clamping mechanism 130 via the central translation ball joint 144. In this embodiment, the connector 142 is a cylindrical connector.

[0149] Two central rotating spherical joints 145 are provided on one side of the connecting body 143 facing the first track side wall. The two central rotating spherical joints 145 are symmetrically distributed about the central translation spherical joint 144 and are rotationally connected to the first clamping mechanism 120 via the two central rotating spherical joints 145 .

[0150] For example, Fig. 9 and Fig.10 As shown, the first clamping mechanism 120 includes a base, a connecting plate 123 , two first follower plates 124 , two first guide rods 125 , two first abutting rods 126 and a gear transmission mechanism 127 .

[0151] The base includes a horizontal plate 121 arranged on the top of the first clamping mechanism 120 and a first vertical plate 122 fixedly connected to the horizontal plate 121 . A slider 121 b is arranged on the top of the horizontal plate 121 , and the slider 121 b is slidably connected to the slide rail 111 on the bottom wall of the base 110 .

[0152] Specifically, the horizontal plate 121 is disposed on the top of the first clamping mechanism 120 and is fixedly connected to the first vertical plate 122. The horizontal plate 121 and the first vertical plate 122 are connected to form an "L"-shaped base. The horizontal plate 121 is provided with a mounting hole 121a, and the connector 142 is rotatably pinned in the mounting hole 121a.

[0153] The two first follower plates 124 are disposed oppositely on both sides of the first vertical plate 122, and are fixedly connected to each other. Specifically, in this embodiment, the two first follower plates 124 are fixedly connected to each other via a plurality of guide pillars.

[0154] The first follower plate 124 includes a first plate 124 a close to the track and a second plate 124 b away from the track.

[0155] The gear transmission mechanism 127 is disposed on the outer side of the first vertical plate 122, the first end of the connecting plate 123 is fixedly connected to the first plate 124a, and the second end of the connecting plate 123 passes through the first vertical plate 122 and is transmission-connected to the gear transmission mechanism 127. Fig. 9As shown, the first vertical plate 122 is provided with a through hole, and the second end of the connecting plate 123 passes through the through hole and is transmission-connected with the gear transmission mechanism 127. That is, the connecting plate 123 and the two first follower plates 124 are integrally formed and can move laterally along the width direction of the track.

[0156] The two first guide rods 125 and the two first abutment rods 126 are symmetrically distributed relative to the center of the connector 142 along the length direction of the track.

[0157] The first end of the first guide rod 125 slides through the first vertical plate 122 and is transmission-connected to the gear transmission mechanism 127, and the second end of the first guide rod 125 is rotationally connected to the connector 142. Specifically, the second ends of the two first guide rods 125 are rotationally connected to their corresponding central rotating ball joints 145. The first end of the first abutment rod 126 is fixedly connected to the second plate 124b, and the second end of the first abutment rod 126 passes through the first vertical rod 123 and the first plate 124a in sequence and abuts against the side wall of the first track.

[0158] Specifically, in the present embodiment, when the track deviates in the first direction and the track squeezes the first resistance rod 126 in the first direction, the first resistance rod 126 pushes the two first follower plates 124 to move in the first direction, thereby causing the connecting plate 123 to move in the first direction. Under the action of the gear transmission mechanism 127, the two first guide rods 125 pull the connecting head 142 in the first direction and have a tendency to move. However, since the connecting head 142 is connected to the cross plate 121 and cannot move, the pulling force of the two first guide rods 125 will pull the cross plate 121 in the first direction under the action of the slider 121b, and is converted into the first clamping mechanism 120 moving in the first direction relative to the base through the slider 121b, thereby driving the connecting head 142 to move in the first direction, thereby driving the second clamping mechanism 130 to move in the first direction, thereby moving the supporting mechanism 140 to the center of the track, thereby realizing the centering of the track.

[0159] In this embodiment, the two first guide rods of the first clamping mechanism are responsible for the rotation of the supporting mechanism. When the track undergoes central rotation, through the linkage action of the two first interference rods, the two first guide rods and the gear transmission mechanism and the second clamping mechanism, the first clamping mechanism and the second clamping mechanism can adaptively adjust the rotational displacement of the supporting mechanism so that the detection mechanism is aligned with the center position of the track.

[0160] For example, Fig.10 and Fig.11As shown, the gear transmission mechanism 127 includes a first gear 127a, a second gear 127b, and a transmission shaft 127c connecting the first gear 127a and the second gear 127b. The gear transmission mechanism 127 also includes a bearing seat 127d. The bearing seat 127d is used to fix the gear transmission mechanism 127 on the first vertical plate 122. The first gear 127a and the second gear 127b are synchronously rotated by the transmission shaft 127c.

[0161] A first rack 123a matching the first gear 127a is disposed at the bottom of the connecting plate 123, and the first rack 123a is meshedly connected with the first gear 127a.

[0162] A second rack 125a matching the second gear 127b is disposed at the first end of the first guide rod 125, and the second rack 125a is meshedly connected with the second gear 127b. The number of gears of the first gear 127a is greater than the number of gears of the second gear 127b.

[0163] In this embodiment, the lateral movement of the connecting plate causes the first gear to rotate, and under the action of the transmission shaft, the second gear rotates synchronously, thereby causing the first guide rod to move in the same direction, thereby converting the lateral movement of the cross plate into the lateral movement of the first guide rod in the same direction.

[0164] For example, Fig.12 As shown, further, the gear transmission mechanism 127 converts the lateral movement distance of the first abutting rod 126 into the lateral movement distance of the first guide rod 125 in the same direction; wherein,

[0165] Horizontal translation ratio

[0166] Wherein, y is the distance from the first guide rod 125 to the center of the connector 142 , and x is the distance from the first abutment rod 126 distributed on the same side as the first guide rod 125 to the center of the connector 142 .

[0167] Specifically, Figures 19 to 21 As shown in b, when the track is offset as a whole relative to the supporting mechanism 140 and the offset distance is A, the offset of the track will cause the first interference rod 126 to be offset and the offset distance is A. The offset of the first interference rod 126 is converted into the offset of the first guide rod 125 through the deceleration of the gear transmission mechanism 127. According to the lateral offset ratio, the offset distance of the first guide rod 125 is A / i.

[0168] In this embodiment, the lateral movement distance of the first interference rod is converted into the lateral movement distance in the same direction of the first guide rod through the gear transmission mechanism. When the track is offset as a whole and / or rotated centrally, the offset displacement and / or rotational displacement of the supporting mechanism can be specifically adjusted through the first clamping mechanism and the second clamping mechanism to align the detection mechanism with the center position of the track.

[0169] For example, Fig.13 As shown, the first guide rod 125 includes a toothed column 125-1, a first guide tube 125-2, a first movable guide rod 125-3, a first connecting tube guide rod 125-4 and a second movable guide rod 125-5 which are connected in sequence.

[0170] The toothed column 125 - 1 is provided with a second rack 125 a , and is meshedly connected with the second gear 127 b via the second rack 125 a .

[0171] The first guide tube 125 - 2 is slidably disposed on the first vertical plate.

[0172] The first end of the first movable conduit 125 - 3 is movably connected to the first conduit 125 - 2 , and the second end of the first movable conduit 125 - 3 is fixedly connected to the first connecting pipe guide rod 125 - 4 .

[0173] The first end of the second movable guide rod 125 - 5 is fixedly connected to the first connecting tube guide rod 125 - 4 , and the second end of the second movable guide rod 125 - 5 is movably connected to the connecting head 142 .

[0174] Specifically, in this embodiment, both the first movable guide tube 125 - 3 and the second movable guide rod 125 - 5 can be spherical universal joint guide rods. The second movable guide rod 125 - 5 forms a universal connection with two central rotating spherical joints 145 on the connecting body 143 .

[0175] In this embodiment, the first movable guide rod is movably connected to the first conduit, and the second movable guide rod is movably connected to the connecting head, which can provide adaptability for the rotation of the support mechanism to prevent jamming.

[0176] For example, Fig.14 and Fig.15 As shown, the first abutting rod 126 includes a first elastic rod 126 - 1 , a first intermediate body 126 - 2 , a first guide column 126 - 3 and a first abutting head 126 - 4 which are connected in sequence.

[0177] The first elastic rod 126-1 is fixedly connected to the second plate 124b. Specifically, in this embodiment, the first elastic rod 126-1 can be an elastic rod. Due to the delay of the first elastic rod 126-1, when encountering a track with a fat edge, the impact of the fat edge of the track on the first abutment rod 126 can be eliminated, thereby increasing the accuracy of track centering.

[0178] The first intermediate body 126-2 is slidably connected between the two first follower plates 124. Specifically, two first through holes 126-5 are provided on the top of the first intermediate body 126-2. Fig.10As shown, two first sliding rods 126 - 6 are disposed between the two first follower plates 124 , and the two first sliding rods 126 - 6 are respectively inserted into the first through holes 126 - 5 corresponding thereto, so that the first abutting rod 126 can slide between the two first follower plates 124 .

[0179] The first end of the first guide post 126-3 is rotatably connected to the first intermediate body 126-2, and the second end of the first guide post 126-3 is rotatably connected to the first contact head 126-4, so as to provide the first contact head 126-4 with a degree of rotational freedom when the track contacts the first contact head 126-4, so as to adapt to the track surface change and reduce wear. If the track surface changes too much, after compressing the first elastic rod 126-1 to a certain amount, the lower protrusion of the first plate 124a will contact the track, which can also adapt to the change of the track surface.

[0180] Specifically, Fig.15 As shown, in this embodiment, the first end of the first guide column 126-3 is connected to the bearing 126-7 in the first intermediate body 126-2, and the second end of the first guide column 126-3 is connected to the bearing 126-7 in the first contact head 126-4.

[0181] The first abutting head 126 - 4 passes through the first plate 124 a and abuts against the side wall of the first track. The first abutting head 126 - 4 can sense the deviation of the track.

[0182] For example, Fig.16 As shown, the second clamping mechanism 130 includes a second vertical plate 131 , a second guide rod 132 , a second resisting rod 133 and two second follower plates 134 .

[0183] The top of the second vertical plate 131 is fixedly connected to the base 110 .

[0184] The two second follower plates 134 are arranged opposite to each other on both sides of the second vertical plate 131, and the two second follower plates 134 are fixedly connected, and the second follower plates 134 include a third plate 134a close to the track and a fourth plate 134b away from the track. Specifically, in this embodiment, the two second follower plates 134 are fixedly connected by a plurality of guide posts. The two second follower plates 134 can move laterally along the guide post direction.

[0185] The first end of the second guide rod 132 is fixedly connected to the fourth plate 134b, and the second end of the second guide rod 132 slides through the second vertical plate 131 and is rotatably connected to the center of the connector 142. Specifically, the second guide rod 132 is movably connected to the central translation ball joint 144 of the connector 142. The second guide rod 132 is movably connected to the connector 142, which can provide self-adaptation for the translation action of the support mechanism to prevent jamming.

[0186] The first end of the second abutting rod 133 is fixedly connected to the fourth plate 134 b , and the second end of the second abutting rod 133 passes through the second vertical plate 131 and the third plate 134 a in sequence to abut against the side wall of the second track.

[0187] Exemplarily, the second abutment rod 133 includes a second elastic rod, a second intermediate body, a second guide column and a second abutment head connected in sequence;

[0188] The second elastic rod is fixedly connected to the fourth plate 134b. Specifically, in this embodiment, the second elastic rod can be an elastic rod. Due to the delay of the second elastic rod, when encountering a track with a fat edge, the impact of the track fat edge on the second abutment head can be eliminated, thereby increasing the accuracy of track centering.

[0189] The second intermediate body is slidably connected between the two second follower plates 134. Specifically, two second through holes are arranged on the top of the second intermediate body, two first sliding rods are arranged between the two second follower plates 134, and the two second sliding rods are respectively inserted into the second through holes corresponding thereto, so that the second abutting rod 133 can slide between the two second follower plates 134.

[0190] The first end of the second guide post is rotatably connected to the second intermediate body, and the second end of the second guide post is rotatably connected to the second abutting head, so that when the track contacts the second abutting head, the second guide post provides the second abutting head with a degree of rotational freedom to adapt to changes in the track surface and reduce wear. If the track surface changes too much, after compressing the second elastic rod to a certain amount, the lower protrusion of the third plate 134a will abut against the track, which can also adapt to changes in the track surface.

[0191] Specifically, in this embodiment, the first end of the second guide post is connected to the bearing in the second intermediate body, and the second end of the second guide post is connected to the bearing in the second abutment head.

[0192] The second abutting head passes through the third plate 134a and abuts against the side wall of the second track. The second abutting head can sense the deviation of the track.

[0193] It should be noted that the structure of the second resisting rod 133 is completely consistent with that of the first resisting rod 126 , and the structural schematic diagram of the first resisting rod 126 may be referred to.

[0194] like Figure 1 and Fig.16 As shown, the translation drive mechanism 700 is fixedly connected to the bottom of the second vertical plate 131. Specifically, the bottom of the second vertical plate 131 is provided with a lead screw thread, which forms a thread pair with the lead screw 720 in the translation drive mechanism 700, and under the drive of the drive motor 710, the entire centering mechanism 100 can move longitudinally.

[0195] Specifically, in the present embodiment, when the track deviates in the first direction and the track squeezes the first resistance rod 126 in the first direction, the first resistance rod 126 pushes the two first follower plates 124 to move in the first direction, thereby causing the connecting plate 123 to move in the first direction. Under the action of the gear transmission mechanism 127, the two first guide rods 125 pull the connecting head 142 in the first direction and have a tendency to move. However, since the connecting head 142 is connected to the cross plate 121 and cannot move, the pulling force of the two first guide rods 125 will pull the base to move in the first direction under the action of the slider 121b, and is converted into the first clamping mechanism 120 moving in the first direction relative to the base through the slider 121b, and driving the second guide rod 132 and the second resistance rod 133 to move in the first direction through the connecting head 142, thereby driving the second clamping mechanism 130 to move in the first direction, so that the supporting mechanism 140 moves to the center of the track, thereby realizing the centering of the track.

[0196] In this embodiment, the second guide rod of the second clamping mechanism is responsible for the overall offset of the supporting mechanism. When the track is offset as a whole, through the linkage action of the first clamping mechanism, the second guide rod and the second resistance rod, the first clamping mechanism and the second clamping mechanism can adaptively adjust the offset displacement of the supporting mechanism so that the detection mechanism is aligned with the center position of the track.

[0197] Exemplarily, the second guide rod 132 includes a second guide tube, a third movable guide rod, a second connecting tube guide rod and a fourth movable guide rod which are sequentially connected.

[0198] The first end of the second conduit is fixedly connected to the fourth plate 134 b , and the second end of the second conduit is slidably disposed on the second vertical plate 131 .

[0199] The first end of the third movable conduit is movably connected to the second conduit, and the second end of the third movable conduit is fixedly connected to the second connecting pipe guide rod.

[0200] The first end of the fourth movable guide rod is fixedly connected to the second connecting pipe guide rod, and the second end of the fourth movable guide rod is movably connected to the connecting head 142 .

[0201] Specifically, in this embodiment, the third movable guide tube and the fourth movable guide rod can both be ball universal joint guide rods. The fourth movable guide rod forms a universal connection with the central translation and rotation ball joint 144 on the connector 142.

[0202] It should be noted that the structure of the second guide rod 132 is substantially the same as that of the first guide rod 125 , and compared with the first guide rod 125 , the second guide rod 132 is not provided with the tooth shape 125 - 1 .

[0203] In this embodiment, the third movable conduit is movably connected to the second conduit, and the fourth movable guide rod is movably connected to the connecting head, which can provide adaptability for the translational movement of the support mechanism and prevent it from getting stuck.

[0204] Exemplarily, the second abutment rod 133 includes a second elastic rod, a second intermediate body, a second guide column and a second abutment head connected in sequence;

[0205] The second elastic rod is fixedly connected to the fourth plate 134b. Specifically, in this embodiment, the second elastic rod can be an elastic rod. Due to the delay of the second elastic rod, when encountering a track with a fat edge, the impact of the track fat edge on the second abutment head can be eliminated, thereby increasing the accuracy of track centering.

[0206] The second intermediate body is slidably connected between the two second follower plates 134. Specifically, two second through holes are arranged on the top of the second intermediate body, two first sliding rods are arranged between the two second follower plates 134, and the two second sliding rods are respectively inserted into the second through holes corresponding thereto, so that the second abutting rod 133 can slide between the two second follower plates 134.

[0207] The first end of the second guide post is rotatably connected to the second intermediate body, and the second end of the second guide post is rotatably connected to the second contact head. The purpose is that when the track contacts the second contact head, the second guide post provides the second contact head with rotational freedom to adapt to changes in the track surface and reduce wear.

[0208] Specifically, in this embodiment, the first end of the second guide post is connected to the bearing in the second intermediate body, and the second end of the second guide post is connected to the bearing in the second abutment head.

[0209] The second abutting head passes through the third plate 134a and abuts against the side wall of the second track. The second abutting head can sense the deviation of the track.

[0210] It should be noted that the structure of the second resisting rod 133 is completely consistent with that of the first resisting rod 126 , and the structural schematic diagram of the first resisting rod 126 may be referred to.

[0211] like Figures 18 to 21 As shown, the working process of the railway track inspection vehicle is explained through specific embodiments in the embodiments of the present disclosure.

[0212] Step 1: If Fig.18 As shown, the disassembled components of the railway track inspection vehicle are manually transported to the track entry point, and the left-right symmetrical vehicle frame 300 is dropped into the left and right tracks C. The first connecting plate 410 and the second connecting plate 420 are fixed to the mounting interface 310 through the wedge shape of the concave and convex slots to form an inclined surface that fits tightly, ensuring that the railway track inspection vehicle falls stably onto the track with an "H"-shaped structure.

[0213] Step 2: Find a standard straight line at the upper track point (requirements: pressure sensor value F1 = F2 = F3 = F4, horizontal detection longitudinal tilt angle α = 0, lateral tilt angle β = 0), and reset the detection mechanism 200 to zero:

[0214] 1: The driving motor 710 moves the centering mechanism 100 longitudinally to the center position of the vehicle frame 300;

[0215] 2: Place the two first touch rods 126 of the centering mechanism 100 against the inner side of the track, adjust the second guide rod 132 so that the center of the cylindrical connector 142 is above the center line of the track, and adjust the two first guide rods 125 so that the line connecting the two central rotating ball joints 145 is parallel to the center line of the track.

[0216] Step 3: When the railway track inspection vehicle is traveling on the track, on a horizontal road, a track with a slope of α, a superelevation slope of β, a vertical curve slope, or a circular curve track, the electronic control unit maintains real-time closed-loop control over the stroke of the lifting drive structure 620 (electric cylinder) according to the logical relationship in Table 1, in order to keep the distance between the centering mechanism 100 and the track unchanged.

[0217] Step 4: During the movement of the railway track inspection vehicle, the serpentine motion will cause the railway track inspection vehicle to move left and right on the track, which will cause the relative distance between the inspection mechanism 200 carried by the centering mechanism 100 and the track to shift left and right. In particular, ultrasonic flaw detection requires that the coupling fluid between the probe and the track be kept uniform to improve the detection rate, and the laser scanning camera is required to be perpendicular to the track to obtain the true track profile, etc.

[0218] Normally, the center line of the track and the projection of the detection mechanism 200 in the top view coincide with each other (see Fig.21 a) However, due to the left and right deviation of the snake-like motion, there will be three situations and treatment methods:

[0219] like Fig.21 As shown in FIG. 1 , under normal circumstances, the center line of the track and the center line of the detection mechanism 200 (support mechanism 140) are overlapped in the top view projection (see FIG. Figure 1 ), but due to the left and right deviation of the serpentine motion of the detection mechanism 200, three situations and treatment methods may occur:

[0220] Case 1: If Fig.21As shown in FIG. 2 b, the track is offset as a whole relative to the detection mechanism 200 (support mechanism 140), and the offset distance is A. The offset of the track will cause the first interference rod 126 or the second interference rod 133 to offset. The first interference rod 126 of the first clamping mechanism 120 senses the offset of the track and converts it into the offset of the first guide rod 125 as A / i through the deceleration of the gear transmission mechanism 127; the second interference rod 133 of the second clamping mechanism 130 senses the offset of the track and converts it into the offset of the second guide rod 132 as A in equal proportion.

[0221] (1) Fig.19 and Fig. 20 As shown, if the track moves to the left by A, squeezing the first abutting rod 126 of the first clamping mechanism 120, the two first guide rods 125 of the first clamping mechanism 120 pull the supporting mechanism 140 to the left with a tendency to move A / i but cannot pull, which will be converted into the first clamping mechanism 120 moving to the left by A relative to the base through the slider 121b; and then driving the second guide rod 132 and the second abutting rod 133 of the second clamping mechanism 130 to deviate to the left by A through the connector 142. At this moment, the detection mechanism is completed to coincide with the projection of the center line of the track.

[0222] (2) Fig.19 and Fig. 20 As shown, if the track moves rightward A, squeezing the second abutting rod 133 of the second clamping mechanism 130, the second guide rod 132 of the second clamping mechanism 130 pulls the supporting mechanism 140 rightward with a tendency to move A, which is then converted into the first clamping mechanism 120 moving rightward A relative to the base through the slider 121b; at this moment, the two first guide rods 125 and the first abutting rod 126 of the first clamping mechanism 120 do not deviate relative to each other. At this moment, the detection mechanism is completed to coincide with the projection of the center line of the track.

[0223] Case 2: If Fig.21 As shown in FIG. 3 , the track undergoes a central rotation relative to the detection mechanism 200 (support mechanism 140), and the rotation produces an offset distance A for one of the first abutting rods 126 of the first clamping mechanism 120, and an offset distance -A for the other abutting rod 126 of the first clamping mechanism 120. The two first guide rods 125 of the first clamping mechanism 120 respectively pull the support mechanism 140 to perform a positive and reverse offset of A / i according to their own offsets, thereby causing the support mechanism 140 to rotate around itself at equal angles without causing an overall offset. At this moment, the detection mechanism is completed and the projection of the center line of the track is overlapped.

[0224] Case 3: If Fig.21 As shown in d, the track is offset as a whole relative to the detection mechanism 200 (support mechanism 140) and there is a center rotation. The distance of the center offset is B, and the offset distance caused by the rotation is A.

[0225] (1) Fig.19 and Fig. 20 As shown, the center of the track shifts to the left by B, which will squeeze the first resistance rod 126 of the first clamping mechanism 120, one of the first resistance rods 126 squeezes B+A, and the other first resistance rod 126 squeezes BA. The two first guide rods 125 of the first clamping mechanism 120 pull the support mechanism 140 to the left, which has a tendency to move, but cannot fully realize the movement tendency of (B+A) / i or (BA) / i. Due to the interlaced internal forces of the mechanism, it will be converted into the first clamping mechanism 120 moving to the left by B relative to the base through the slider 121b; at the same time, the second guide rod 132 and the second resistance rod 133 of the second clamping mechanism 130 are driven to shift to the left by B through the connector 142. At this moment, the two first guide rods 125 of the first clamping mechanism 120 will each shift by A / i, driving the center of the support mechanism 140 to rotate. At this moment, the detection mechanism is completed and the projection coincides with the center line of the track.

[0226] (2) Fig.19 and Fig. 20 As shown, the center of the track shifts to the right by B, squeezing the second abutment rod 133 of the second clamping mechanism 130 to shift to the right by a distance of B, which is finally converted into the first clamping mechanism 120 moving to the right by B relative to the base through the slider 121b; and then driving the second guide rod 132 and the second abutment rod 133 of the second clamping mechanism 130 to shift to the right by B through the connector 142. At this moment, the two first guide rods 125 of the first clamping mechanism 120 will each shift by A / i, driving the center of the support mechanism 140 to rotate. At this moment, the detection mechanism is completed to coincide with the projection of the center line of the track.

[0227] Step 5: When suspected damage is found during the inspection process or a review is required, the railway track inspection vehicle does not need to reverse as a whole. It only needs to drive the motor 710 to drive the centering mechanism 100 to move in the longitudinal direction of the track, and then drive the inspection mechanism 200 to move in the longitudinal direction of the track to complete the review work.

[0228] It is to be understood that the above embodiments are merely exemplary embodiments used to illustrate the principles of the embodiments of the present disclosure, but the embodiments of the present disclosure are not limited thereto. For those of ordinary skill in the art, various modifications and improvements can be made without departing from the spirit and essence of the embodiments of the present disclosure, and these modifications and improvements are also considered to be within the protection scope of the embodiments of the present disclosure.

Claims

1. A railway track inspection vehicle, characterized in that: include: Two car body frames are used to be set on two tracks set relatively spaced apart. A retractable connection mechanism, respectively detachably connected to the two vehicle body frames; A traveling mechanism, which is arranged on the vehicle frame and can travel along the track, so that the vehicle frame travels along the track; A centering mechanism and a detection mechanism, wherein the centering mechanism is slidably connected to the vehicle frame, and the detection mechanism is connected to the vehicle frame through the centering mechanism to detect damage to the track; wherein, The centering mechanism is used to adaptively adjust the offset displacement and / or rotation displacement of the detection mechanism when the track is offset as a whole and / or rotated in the center, so that the detection mechanism is aligned with the center position of the track; A height adjustment mechanism, disposed on the vehicle frame, for adjusting the height of the vehicle frame so that the distance between the detection mechanism and the track surface remains unchanged; The electronic control unit is used to control the travel of the travel mechanism, adjust the height of the vehicle frame and detect damage to the track.

2. The railway track inspection vehicle according to claim 1, characterized in that: The centering mechanism comprises: A base, wherein the top wall of the base is provided with a guide rail, and the guide rail is arranged in a slide groove of the vehicle body frame so that the centering mechanism can be translated along the length direction of the track; A first clamping mechanism, the top of which is slidably connected to the bottom wall of the base along the width direction of the track, and the bottom of which is used to abut against the side wall of the first track; A second clamping mechanism, the top of which is fixedly connected to the bottom wall of the base, and the bottom of which is used to abut against the side wall of the second track; A supporting mechanism, comprising a supporting frame and a connecting head fixedly connected to the supporting frame, wherein the connecting head is rotatably connected to the top of the first clamping mechanism, and the supporting frame is fixedly connected to the detecting mechanism; The first clamping mechanism is rotatably connected to the side of the connecting head facing the first track side wall, and the second clamping mechanism is rotatably connected to the side of the connecting head facing the second track side wall.

3. The railway track inspection vehicle according to claim 2, characterized in that: The first clamping mechanism comprises a base, a connecting plate, two first follower plates, two first guide rods, two first abutting rods and a gear transmission mechanism; The base comprises a horizontal plate arranged on the top of the first clamping mechanism and a first vertical plate fixedly connected to the horizontal plate, the horizontal plate is provided with a slider, and the slider is slidably connected to a slide rail of the bottom wall of the base; The two first follower plates are arranged opposite to each other on both sides of the first vertical plate, and the two first follower plates are fixedly connected, and the first follower plates include a first plate close to the track and a second plate far from the track; The gear transmission mechanism is arranged on the first vertical plate, the first end of the connecting plate is fixedly connected to the first plate, and the second end of the connecting plate passes through the first vertical plate and is transmission-connected to the gear transmission mechanism; The two first guide rods and the two first abutment rods are symmetrically distributed relative to the center of the connector along the length direction of the track; wherein, The first end of the first guide rod slides through the first vertical plate and is transmission-connected to the gear transmission mechanism, and the second end of the first guide rod is rotationally connected to the connecting head; The first end of the first abutment rod is fixedly connected to the second plate, and the second end of the first abutment rod passes through the first vertical rod and the first plate in sequence and abuts against the first track side wall.

4. The railway track inspection vehicle according to claim 3, characterized in that: The gear transmission mechanism includes a first gear, a second gear and a transmission shaft connecting the first gear and the second gear; A first rack matching the first gear is disposed at the bottom of the connecting plate, and the first rack is meshed and connected with the first gear; The first end of the first guide rod is provided with a second rack matching the second gear, and the second rack is meshed and connected with the second gear; wherein, The number of gears of the first gear is greater than the number of gears of the second gear.

5. The railway track inspection vehicle according to claim 4, characterized in that: The gear transmission mechanism is used to convert the lateral movement distance of the first abutment rod into the lateral movement distance of the first guide rod in the same direction; wherein, Horizontal translation ratio Wherein, y is the distance from the first guide rod to the center of the connector, and x is the distance from the first interference rod distributed on the same side as the first guide rod to the center of the connector.

6. The railway track inspection vehicle according to claim 2, characterized in that: The second clamping mechanism includes a second vertical plate, a second guide rod, a second abutment rod and two second follower plates; The top of the second vertical plate is fixedly connected to the base; Two second follower plates are arranged opposite to each other on two sides of the second vertical plate, and are fixedly connected to each other, and the second follower plates include a third plate close to the track and a fourth plate far from the track; The first end of the second guide rod is fixedly connected to the fourth plate, and the second end of the second guide rod slides through the second vertical plate and is rotatably connected to the center of the connector; The first end of the second abutment rod is fixedly connected to the fourth plate, and the second end of the second abutment rod passes through the second vertical plate and the third plate in sequence to abut against the second track side wall.

7. The railway track inspection vehicle according to any one of claims 1 to 6, characterized in that: The height adjustment mechanism includes a lifting plate, a lifting drive structure and a pressure sensor; The first end of the lifting plate is movably connected to the vehicle frame, and the second end of the lifting plate is fixedly connected to the walking mechanism; The first end of the lifting drive structure is movably connected to the vehicle body frame, and the second end of the lifting drive structure is movably connected to the lifting plate; The pressure sensor is arranged on the lifting drive structure, and is used for detecting the force transmitted from the track to the walking mechanism in real time, and further monitoring the longitudinal inclination angle of the vehicle body frame.

8. The railway track inspection vehicle according to any one of claims 1 to 6, characterized in that: It also includes a translation drive mechanism, a first end of which is connected to the vehicle frame, and a second end of which is connected to the centering mechanism; wherein When the detection mechanism detects that the track is damaged, the walking mechanism stops walking, and the translation drive mechanism drives the centering mechanism to perform reciprocating translation motion, so as to perform damage review on the damaged area of ​​the track through the detection mechanism.

9. The railway track inspection vehicle according to any one of claims 1 to 6, characterized in that: The detection mechanism includes a detection cover and a plurality of ultrasonic probes arranged on the detection cover; The detection cover is arranged on the top and side of the track; wherein there is a gap between the detection cover and the top and side of the track; The plurality of ultrasonic probes are used to detect flaws on the top and sides of the rail; The detection mechanism also includes a coupling liquid nozzle for storing coupling liquid; The coupling liquid nozzle is arranged around the ultrasonic probe and is used to spray the coupling liquid into the gap between the ultrasonic probe and the track surface to achieve the transmission of sound waves.

10. The railway track inspection vehicle according to any one of claims 1 to 6, characterized in that: The telescopic connection mechanism comprises a first connection plate, a second connection plate, a first telescopic rod, a second telescopic rod and a bearing plate; The first end of the first telescopic rod is connected to the first connecting plate, and the second end of the first telescopic rod is connected to the first end of the bearing plate; The first end of the second telescopic rod is connected to the second connecting plate, and the second end of the second telescopic rod is connected to the second end of the bearing plate; wherein, The bearing plate is provided with a levelness detection unit and the electric control unit, and the levelness detection unit is used to detect the lateral inclination angle and the longitudinal inclination angle of the track respectively.

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