Rail inspection vehicle

Abstract

The invention relates to the technical field of railway detection, in particular to a rail inspection vehicle which comprises a vehicle body, and wheels used for walking on rails are arranged on the vehicle body. The detection mechanisms are arranged on the two sides of the vehicle body, each detection mechanism is located between every two adjacent wheels on the same side, each detection mechanism comprises a mounting seat, a high-speed camera and an ultrasonic flaw detection wheel, the mounting seats are connected with the vehicle body, and the ultrasonic flaw detection wheels are arranged on the mounting seats and used for rolling and walking on the surface of a rail; the high-speed camera is arranged on the mounting seat, a photographing area is arranged on the mounting seat, and the high-speed camera is used for photographing the rail in the photographing area; and the control box is connected with the wheel type detection mechanism and the camera shooting detection mechanism. Contact flaw detection and non-contact imaging are organically combined to form a multi-dimensional data complementation mechanism, so that synchronous detection of rail surface and internal damage is realized, the influence of human factors on the detection quality is eliminated, and the dynamic detection stability is remarkably improved.

Description

Technical Field

[0001] This application relates to the technical field of railway detection, and particularly to a railway track inspection vehicle. Background Art

[0002] As an important part of the modern transportation network, the safe operation of the railway system depends on the good condition of the track facilities. Traditional track detection mainly relies on manual inspection. The manual inspection method has low inspection efficiency. A large amount of human resources can only complete the detection work in a limited section. The detection quality highly depends on the professional level and working state of the inspectors, and is easily affected by objective factors such as fatigue, weather conditions, and light, resulting in inconsistent detection results and it is difficult to comprehensively and accurately discover potential safety hazards of the tracks.

[0003] With the expansion of the scale of railway traffic and the increase in operation density, the traditional detection method can no longer meet the requirements of the current railway system for efficient and safe operation. Therefore, an inspection vehicle is needed for inspection. However, the existing inspection vehicles usually only carry detection equipment at both ends of the vehicle body for detection, and the stability during the detection process is poor, and the error is large due to the vibration of the vehicle body. Summary of the Invention

[0004] This application aims to solve at least one of the above technical problems in the prior art to some extent. To this end, an embodiment of this application provides a railway track inspection vehicle, which arranges a detection mechanism in a low-vibration area formed by the wheel spacing, significantly improving the dynamic detection stability.

[0005] A railway track inspection vehicle includes: A vehicle body, on which wheels for traveling on the railway tracks are provided; A detection mechanism, which is arranged on both sides of the vehicle body. The detection mechanism is located between two adjacent wheels on the same side. The detection mechanism includes a mounting seat, a high-speed camera, and an ultrasonic flaw detection wheel. The mounting seat is connected to the vehicle body. The ultrasonic flaw detection wheel is arranged on the mounting seat. The ultrasonic flaw detection wheel is used for rolling on the surface of the railway track. The high-speed camera is arranged on the mounting seat. A photographic area is provided on the mounting seat. The high-speed camera is used for photographing the railway track in the photographic area; A control box, which is connected to the detection mechanism.

[0006] In an alternative or preferred embodiment, the vehicle body includes a front axle, a rear axle, and a longitudinal tie rod. The wheels are rotatably mounted at both ends of the front axle. The rear axle includes a rear axle tube and a drive shaft. The drive shaft is disposed within the rear axle tube and is connected to the rear axle tube through a first bearing. The end of the rear axle tube is connected to the wheel through a second bearing. A drive device is mounted on the rear axle tube. One end of the drive shaft is fixedly connected to the wheel, and the other end is connected to the power output end of the drive device. The longitudinal tie rod includes a first tie rod, a second tie rod, and a rotating connector. One end of the first tie rod is fixed to the front axle, and one end of the second tie rod is fixed to the rear axle. The other end of the first tie rod and the other end of the second tie rod are coaxially connected through the rotating connector. The first tie rod and the second tie rod can rotate relative to each other along the axial direction of the longitudinal tie rod.

[0007] In an alternative or preferred embodiment, the wheel includes a connecting sleeve, a first insulating cylinder, a second insulating cylinder, and a wheel body. The first insulating cylinder is fixed to the drive shaft of the rear axle. The outer wall of the first insulating cylinder is provided with circumferentially spaced first splines. The inner wall of the connecting sleeve is provided with circumferentially spaced first key grooves. The first key grooves extend from the front end face of the connecting sleeve to the middle of the connecting sleeve. The distribution interval of the first key grooves corresponds to the distribution interval of the first splines. The connecting sleeve is fixed outside the first insulating cylinder. The first key grooves cooperate with the first splines. The second insulating cylinder is fixed outside the connecting sleeve. The outer wall of the second insulating cylinder is provided with circumferentially spaced second splines. A cavity is provided inside the wheel body. The inner wall of the cavity of the wheel body is provided with circumferentially spaced second key grooves. The distribution interval of the second key grooves corresponds to the distribution interval of the second splines. The wheel body is fixed to the outer wall of the connecting sleeve. The second key grooves cooperate with the second splines. Both ends of the wheel body are fixedly connected to both ends of the second insulating cylinder through end plates. An annular protrusion for clamping inside the rail is provided at one end of the outer wall of the wheel body.

[0008] In an alternative or preferred embodiment, the first insulating cylinder and the second bearing are coaxially and oppositely arranged inside the connecting sleeve, and the axis of the first insulating cylinder coincides with the axis of the first bearing.

[0009] In an alternative or preferred embodiment, the mounting seat includes an ultrasonic flaw detection wheel support plate, a camera support plate, an ultrasonic flaw detection wheel mounting seat, and a camera mounting seat. The ultrasonic flaw detection wheel is mounted on the ultrasonic flaw detection wheel support plate through the ultrasonic flaw detection wheel mounting seat. The high-speed camera is mounted on the camera support plate through the camera mounting seat. The ultrasonic flaw detection wheel support plate and the camera support plate are arranged side by side along the length direction of the longitudinal tie rod. The ultrasonic flaw detection wheel support plate and the camera support plate are detachably connected through a connecting plate.

[0010] In an optional or preferred embodiment, the flaw detection wheel mounting seat includes a T-shaped block, a guide rod, a first elastic element, a second elastic element, and a first baffle. A flaw detection wheel avoidance hole is provided on the flaw detection wheel support plate. Four guide rods are vertically fixed on the flaw detection wheel support plate. The four guide rods are distributed in two on both sides of the flaw detection wheel avoidance hole, and the two guide rods on each side of the flaw detection wheel avoidance hole are parallel to each other. Two through holes are provided on the T-shaped block. The T-shaped block is matched with the guide rods on the same side of the flaw detection wheel avoidance hole through the through holes. The T-shaped block can slide along the length direction of the guide rod. The T-shaped blocks on both sides of the flaw detection wheel avoidance hole are rotationally connected to the connecting shaft of the ultrasonic flaw detection wheel. The first baffle is provided at the top of the guide rod. The first elastic element is sleeved on the guide rod, with one end abutted against the T-shaped block and the other end abutted against the first baffle. The second elastic element is sleeved on the guide rod, with one end abutted against the T-shaped block and the other end abutted against the flaw detection wheel support plate.

[0011] In an optional or preferred embodiment, two camera support plates are provided. The two flaw detection wheel support plates are arranged at intervals along the length direction of the longitudinal pull rod. The interval area between the two camera support plates is the photographing area. The camera mounting seat includes a cross beam, a connecting bracket, a guide post, and a third elastic element. At least one guide post is vertically installed on each flaw detection wheel support plate. The guide posts on each flaw detection wheel support plate are parallel to each other. The cross beam is arranged above the two flaw detection wheel support plates. The two ends of the cross beam correspond to the two flaw detection wheel support plates. Assembly holes are provided at the two ends of the cross beam. The cross beam is matched with the guide posts on the two flaw detection wheel support plates through the assembly holes at both ends. The third elastic element is sleeved on the guide post, with one end abutted against the cross beam and the other end abutted against the flaw detection wheel support plate. Two connecting brackets are provided. The two connecting brackets are respectively fixed at the two ends of the cross beam. The high-speed camera is fixed on the two connecting brackets.

[0012] In an optional or preferred embodiment, a first auxiliary wheel is provided at the bottom of the flaw detection wheel support plate. The first auxiliary wheels are located on both sides of the traveling axis of the ultrasonic flaw detection wheel. A second auxiliary wheel is provided at the bottom of the camera support plate. The traveling axis of the second auxiliary wheel is the same as that of the first auxiliary wheel.

[0013] In an alternative or preferred embodiment, the detection mechanism further includes a pressing device, which is distributed on both sides of the ultrasonic flaw detection wheel and both sides of the high-speed camera. The pressing device includes a connecting column, a fixing block, a magnetic element, a fourth elastic element, and a second baffle. The fixing block is installed on the flaw detection wheel support plate and the camera support plate. A guiding hole is formed in the fixing block. The connecting column is vertically assembled in the guiding hole and can slide up and down relative to the fixing block in the guiding hole. The second baffle is arranged at the top of the connecting column. The magnetic element is fixed at the bottom of the connecting column. The fourth elastic element is sleeved on the connecting column. One end of the fourth elastic element abuts against the fixing block, and the other end abuts against the second baffle.

[0014] In an alternative or preferred embodiment, the connecting column on the camera support plate is coaxially arranged with the guiding column. One end of the third elastic element abuts against the cross beam, and the other end abuts against the second baffle.

[0015] In an alternative or preferred embodiment, a limiting structure is further provided on the detection mechanism. The limiting structure includes a limiting wheel, a limiting wheel fixing cross bar, a connecting block, an adjusting rod, and a fifth elastic element. The limiting wheel fixing cross bar extends along the length direction of the longitudinal pull rod. A plurality of limiting wheels are provided, and each of the limiting wheels is arranged at intervals along the length direction of the limiting wheel fixing cross bar on the limiting wheel fixing cross bar. Each of the limiting wheels is used for pressing against the inner side of the rail. A plurality of connecting blocks are provided, and the connecting blocks are installed on both the camera support plate and the flaw detection wheel support plate. A transverse hole extending along the width direction of the vehicle body is formed in the connecting block. The adjusting rod is inserted into the transverse hole and is in clearance fit with the transverse hole. Both ends of the adjusting rod extend out from both ends of the transverse hole. The adjusting rod can slide along the axial direction of the transverse hole. One end of the adjusting rod is fixedly connected to the limiting wheel fixing cross bar, and a end cap is arranged at the other end of the adjusting rod. The fifth elastic element is sleeved on the adjusting rod. One end of the fifth elastic element abuts against the connecting block, and the other end abuts against the end cap of the adjusting rod.

[0016] In an optional or preferred embodiment, the vehicle body further includes a rear axle diagonal brace and a front axle diagonal brace. One end of the rear axle diagonal brace is connected to the longitudinal tie rod, and the other end is connected to the rear axle. A first connecting rod and a second connecting rod are arranged between the rear axle diagonal brace and the detection mechanism. One end of the first connecting rod is hinged to the rear axle, and the other end is hinged to the flaw detection wheel support plate. One end of the second connecting rod is hinged to the rear axle diagonal brace, and the other end is hinged to the flaw detection wheel support plate. One end of the front axle diagonal brace is connected to the longitudinal tie rod, and the other end is connected to the front axle. A third connecting rod and a fourth connecting rod are arranged between the front axle diagonal brace and the detection mechanism. One end of the third connecting rod is hinged to the front axle, and the other end is hinged to the camera support plate. One end of the fourth connecting rod is hinged to the front axle diagonal brace, and the other end is hinged to the camera support plate.

[0017] Based on the above technical solutions, the embodiments of the present application at least have the following beneficial effects: The present application organically combines contact flaw detection and non-contact imaging to form a multi-dimensional data complementary mechanism. Therefore, the present application realizes the synchronous detection of surface and internal damages of the rail, eliminates the influence of human factors on the detection quality. In addition, this solution uses the low-vibration area formed by the wheel spacing to arrange the detection mechanism, significantly improving the dynamic detection stability. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] The present application will be further described below with reference to the drawings and embodiments; Figure 1 is a schematic structural diagram of the rail inspection vehicle provided by the embodiment of the present application on the rail; Figure 2 is Figure 1 a schematic structural diagram of another perspective of the illustrated embodiment; Figure 3 is Figure 1 a schematic structural diagram of the bottom perspective of the illustrated embodiment; Figure 4 is Figure 1 a partial structural diagram of the illustrated embodiment; Figure 5 is Figure 1 a schematic structural diagram of the vehicle body in the illustrated embodiment; Figure 6 is Figure 1 a schematic structural diagram of the detection mechanism in the illustrated embodiment; Figure 7 is Figure 6 a schematic structural diagram of another perspective of; Figure 8 is Figure 3 a partial enlarged view of part A in; Figure 9 is Figure 6 a partial enlarged view of part B in; Figure 10 is Figure 6 The partial enlarged view at position C in Figure 11 is Figure 1 The schematic structural diagram of the wheel in the illustrated embodiment; Figure 12 is Figure 11 The sectional view of Figure 13 is Figure 11 The schematic structural diagram of the first insulating cylinder in Figure 14 is Figure 11 The schematic structural diagram of the connecting sleeve in Figure 15 is Figure 11 The schematic diagram of the connection relationship between the connecting sleeve and the second insulating cylinder in Figure 16 is Figure 11 The schematic structural diagram of the wheel body in Figure 17 is Figure 1 The schematic structural diagram of the UAV parking device in the illustrated embodiment; Figure 18 is Figure 17 The schematic structural diagram from the rear side view of Figure 19 is Figure 17 The schematic structural diagram from the lateral view of

[0019] Reference numerals: 100 - Vehicle body; 110 - Front axle; 120 - Rear axle; 121 - Rear axle tube; 122 - Propeller shaft; 130 - Longitudinal tie rod; 131 - First tie rod; 132 - Second tie rod; 133 - Rotating connecting piece; 140 - Wheel; 141 - Connecting sleeve; 141a - First keyway; 142 - First insulating cylinder; 142a - First spline; 142a1 - First connection hole; 143 - Second insulating cylinder; 143a - Second spline; 144 - Wheel body; 144a - Cavity; 144b - Second keyway; 144c - Annular protrusion; 145 - First bearing; 146 - Second bearing; 150 - Driving device; 160 - Brake; 170 - Brake pad; 180 - Rear axle diagonal brace; 181 - First connecting rod; 182 - Second connecting rod; 190 - Front axle diagonal brace; 191 - Third connecting rod; 192 - Fourth connecting rod; 200 - Detection mechanism; 210 - High - speed camera; 220 - Ultrasonic flaw detection wheel; 231 - Flaw detection wheel support plate; 231a - Flaw detection wheel avoidance hole; 231b - First auxiliary wheel; 231c - Couplant spray head; 232 - Camera support plate; 232a - Second auxiliary wheel; 233 - Flaw detection wheel mounting seat; 233a - T - shaped block; 233b - Guide rod; 233c - First elastic element; 233d - Second elastic element; 233e - First baffle; 234 - Camera mounting seat; 234a - Cross beam; 234b - Connecting bracket; 234c - Guide post; 234d - Third elastic element; 235 - Connecting plate; 236 - Photography area; 240 - Pressing device; 241 - Connecting column; 242 - Fixed block; 243 - Magnetic element; 244 - Fourth elastic element; 245 - Second baffle; 250 - Limiting structure; 251 - Limiting wheel; 252 - Limiting wheel fixed crossbar; 253 - Connecting block; 254 - Adjusting rod; 254a - End cap; 255 - Fifth elastic element; 256 - Limiting wheel mounting seat; 260 - Drone parking device; 261 - Base; 261a - First cavity; 262 - Flip cover; 262a - Second cavity; 263 - Driving electric cylinder; 264 - Triangular part; 264a - First connection end; 264b - Second connection end; 264c - Third connection end; 265 - First in - place switch; 266 - First trigger plate; 267 - Second in - place switch; 268 - Second trigger plate; 269 - Rotating shaft; 300 - Control box; 400 - Rail. Detailed implementation mode

[0020] To enable those skilled in the art to better understand the technical solutions in this application, the following will clearly and completely describe the technical solutions in the embodiments of this application with reference to the accompanying drawings in the embodiments of this application. Obviously, the described embodiments are only a part of the embodiments of this application, rather than all the embodiments. All other embodiments obtained by those of ordinary skill in the art based on the embodiments in this application without creative efforts shall fall within the scope of protection of this application.

[0021] The following further describes in detail the implementation manners of this application with reference to the drawings and embodiments. The following embodiments are used to illustrate this application, but cannot be used to limit the scope of this application.

[0022] In the description of the embodiments of this application, it should be noted that the orientation or positional relationship indicated by the terms "center", "longitudinal", "transverse", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", etc. is based on the orientation or positional relationship shown in the drawings. It is only for the convenience of describing the embodiments of this application and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as a limitation on the embodiments of this application. In addition, the terms "first", "second", and "third" are only used for descriptive purposes and cannot be understood as indicating or implying relative importance.

[0023] In the description of the embodiments of this application, it should be noted that unless otherwise clearly specified and limited, the terms "connected" and "coupled" should be understood in a broad sense. For example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be directly connected or indirectly connected through an intermediate medium. For those of ordinary skill in the art, the specific meanings of the above terms in the embodiments of this application can be understood according to specific situations.

[0024] In the embodiments of this application, unless otherwise clearly specified and limited, the first feature being "on" or "under" the second feature can be that the first and second features are in direct contact, or the first and second features are indirectly in contact through an intermediate medium. Moreover, the first feature being "above", "over" and "on top of" the second feature can be that the first feature is directly above or obliquely above the second feature, or merely indicates that the first feature has a higher horizontal height than the second feature. The first feature being "under", "beneath" and "underneath" the second feature can be that the first feature is directly below or obliquely below the second feature, or merely indicates that the first feature has a lower horizontal height than the second feature.

[0025] As an important part of the modern transportation network, the safe operation of the railway system depends on the good condition of the rail facilities. Traditional rail inspections mainly rely on manual inspections. The manual inspection method has low inspection efficiency. A large amount of human resources input can only complete the inspection work in a limited section. The inspection quality highly depends on the professional level and working status of the inspectors, and is easily affected by objective factors such as fatigue, weather conditions, and light, resulting in inconsistent inspection results and making it difficult to comprehensively and accurately discover potential safety hazards of the rails. With the expansion of the rail traffic scale and the increase in operation density, the traditional inspection method can no longer meet the requirements of the current efficient and safe operation of the railway system. Existing inspection vehicles usually only carry inspection equipment at both ends of the vehicle body for inspection, and their stability during the inspection process is poor, and the error caused by the vibration of the vehicle body is large.

[0026] Referring to Figures 1 to 19 , this application provides a rail inspection vehicle, which includes a vehicle body 100, an inspection mechanism 200, and a control box 300.

[0027] The vehicle body 100 is provided with wheels 140, and the vehicle body 100 walks along the rail 400 through the wheels 140 to form a stable inspection operation platform.

[0028] The inspection mechanism 200 is arranged on both sides of the vehicle body 100. The inspection mechanism 200 is located between two adjacent wheels 140 on the same side, and uses the stable support area formed by the wheel spacing to reduce the influence of the vibration of the vehicle body 100 on the inspection accuracy.

[0029] Referring to Figures 6 to 10 , the inspection mechanism 200 includes a mounting seat, a high-speed camera 210, and an ultrasonic flaw detection wheel 220. The mounting seat is connected to the vehicle body 100. The ultrasonic flaw detection wheel 220 is arranged on the mounting seat. The ultrasonic flaw detection wheel 220 is used to roll and walk on the surface of the rail 400. The high-speed camera 210 is arranged on the mounting seat. The mounting seat is provided with a photographing area 236, and the high-speed camera 210 is used to photograph the rail 400 in the photographing area 236.

[0030] The ultrasonic flaw detection wheel 220 refers to a roller with an internal ultrasonic sensor, which transmits ultrasonic signals through wheel-rail contact to detect internal cracks and structural abnormalities of the rail 400. The high-speed camera 210 is an imaging device with high frame rate shooting ability, which covers the key areas on the surface of the rail 400 through a specific installation angle and is used to capture surface micro-defects.

[0031] The control box 300 is connected to the inspection mechanism 200 to realize data acquisition and processing. Among them, the control box 300 can adopt an industrial computer integrated with a signal acquisition module to realize multi-sensor data synchronization and preliminary analysis. The control box 300 synchronously receives flaw detection data and image information, extracts characteristic parameters through signal processing algorithms, and forms a comprehensive evaluation report on the health status of the rail 400.

[0032] Compared with the prior art, traditional manual inspection relies on single-point visual inspection and handheld device measurement. This application organically combines contact flaw detection and non-contact imaging to form a multi-dimensional data complementary mechanism. Therefore, this application realizes the synchronous detection of surface and internal damages of the rail 400 and eliminates the influence of human factors on the detection quality. In addition, this solution arranges the detection mechanism 200 in the low-vibration area formed by the wheel 140 spacing, significantly improving the dynamic detection stability.

[0033] Refer to Figure 4 、 Figure 5 、 Figure 12 In this application, the vehicle body 100 includes a front axle 110, a rear axle 120, a longitudinal tie rod 130, and wheels 140. The wheels 140 are rotatably installed at both ends of the front axle 110.

[0034] The rear axle 120 includes a rear axle tube 121 and a drive shaft 122. The drive shaft 122 is disposed inside the rear axle tube 121 and is connected to the rear axle tube 121 through a first bearing 145. The end of the rear axle tube 121 is connected to the wheel 140 through a second bearing 146. A drive device 150 is installed on the rear axle tube 121. One end of the drive shaft 122 is fixedly connected to the wheel 140, and the other end is connected to the power output end of the drive device 150. The drive device 150 drives the drive shaft 122, so that the drive shaft 122 drives the wheels 140 at both ends to travel on the rail 400.

[0035] The longitudinal tie rod 130 includes a first tie rod 131, a second tie rod 132, and a rotating connector 133. One end of the first tie rod 131 is fixed to the middle of the front axle 110, and one end of the second tie rod 132 is fixed to the middle of the rear axle 120. The other end of the first tie rod 131 and the other end of the second tie rod 132 are coaxially connected through the rotating connector 133. The first tie rod 131 and the second tie rod 132 can rotate relative to each other along the axial direction of the longitudinal tie rod 130.

[0036] Among them, the rotating connector 133 is a mechanical joint that allows the first tie rod 131 and the second tie rod 132 to rotate axially, and can be specifically implemented by a coupling with a self-lubricating bearing to ensure relative rotation between the front axle 110 and the rear axle 120 during steering.

[0037] In this application, the split structure of the longitudinal tie rod 130 makes the front axle 110 and the rear axle 120 form a non-rigid connection. When the vehicle enters a curve, the first tie rod 131 and the second tie rod 132 rotate relative to each other around the rotating connection member 133. Therefore, the front axle 110 and the rear axle 120 can independently adjust the traveling angle. This design allows the front axle 110 and the rear axle 120 to adaptively adjust the included angle according to the curvature of the rail 400 while maintaining the longitudinal stiffness of the vehicle body 100, avoiding the structural distortion stress generated when the vehicle body 100 travels in a curve, realizing the independent angle adjustment ability of the front axle 110 and the rear axle 120 when the inspection vehicle travels in a curve, effectively reducing the lateral acting force of the rail 400 on the wheel 140, and enabling the vehicle to have higher steering sensitivity while maintaining driving stability.

[0038] Referring to Figures 11 to 16 , in some embodiments, the wheel 140 includes a connecting sleeve 141, a first insulating cylinder 142, a second insulating cylinder 143, and a wheel body 144. The first insulating cylinder 142 is fixed to the transmission shaft 122 of the rear axle 120. The outer wall of the first insulating cylinder 142 is provided with circumferentially spaced first splines 142a. The inner wall of the connecting sleeve 141 is provided with circumferentially spaced first key grooves 141a. The first key grooves 141a extend from the front end face of the connecting sleeve 141 to the middle of the connecting sleeve 141. The distribution interval of the first key grooves 141a corresponds to the distribution interval of the first splines 142a. The connecting sleeve 141 is fixed outside the first insulating cylinder 142. The first key grooves 141a cooperate with the first splines 142a. The second insulating cylinder 143 is fixed outside the connecting sleeve 141. The outer wall of the second insulating cylinder 143 is provided with circumferentially spaced second splines 143a. The inner cavity 144a is provided in the wheel body 144. The inner wall of the cavity 144a of the wheel body 144 is provided with circumferentially spaced second key grooves 144b. The distribution interval of the second key grooves 144b corresponds to the distribution interval of the second splines 143a. The wheel body 144 is fixed to the outer wall of the second insulating cylinder 143. The second key grooves 144b cooperate with the second splines 143a. Both ends of the wheel body 144 are fixedly connected to both ends of the second insulating cylinder 143 through end plates. An annular protrusion 144c for clamping inside the rail 400 is provided at one end of the outer wall of the wheel body 144.

[0039] Among them, the first insulating cylinder 142 is a cylindrical component made of high-strength polyurethane. The first splines 142a on the outer wall of the first insulating cylinder 142 are used to cooperate with the first key grooves 141a on the inner wall of the connecting sleeve 141 to block the metal contact path between the transmission shaft 122 and the connecting sleeve 141. The second insulating cylinder 143 is an insulating layer fixed outside the connecting sleeve 141 and is made of high-strength polyurethane. The second splines 143a on the outer wall of the second insulating cylinder 143 cooperate with the second key grooves 144b on the inner wall of the wheel body 144, thereby forming a secondary insulation barrier.

[0040] Specifically, in the embodiment of the present application, the first spline 142a extends from one end face side of the first insulating cylinder 142 to the other end face. The first keyway 141a extends from one end face of the connecting sleeve 141 to the middle of the connecting sleeve 141. The length of the first spline 142a is the same as or slightly less than the length of the first keyway 141a. A first connection hole 142a1 is formed on the first spline 142a, and a second connection hole 141a1 is arranged on the end face formed in the middle of the connecting sleeve 141 in the first keyway 141a. After the first insulating cylinder 142 is fitted into the connecting sleeve 141, the first connection hole 142a1 is aligned with the second connection hole 141a1, and then a connecting bolt is inserted through the first connection hole 142a1 and the second connection hole 141a1 to fixedly connect the first insulating cylinder 142 and the connecting sleeve 141.

[0041] The outer wall of the connecting sleeve 141 and the inner wall of the second insulating cylinder 143 are surface-connected.

[0042] The annular protrusion 144c is an annular structure at the outer edge of one end of the wheel body 144, which is integrally formed with the wheel body 144 and is used to contact the inner side of the rail 400 to form a limit to prevent the wheel 140 from derailing. The end plate is an annular fixing member made of metal, and the wheel body 144 and the second insulating cylinder 143 are fixedly connected by a bolt connection method.

[0043] Specifically, the power is transmitted from the transmission shaft 122 of the rear axle 120 to the first insulating cylinder 142, and the torque is transmitted to the connecting sleeve 141 through the cooperation of the first spline 142a and the first keyway 141a on the inner wall of the connecting sleeve 141. The connecting sleeve 141 drives the second insulating cylinder 143, and the second insulating cylinder 143 transmits the torque to the wheel body 144 through the cooperation of the second spline 143a on its outer wall and the second keyway 144b on the inner wall of the wheel body 144, so as to drive the wheel body 144 to roll along the rail 400. The fixed connection method between the first insulating cylinder 142 and the transmission shaft 122 avoids metal contact, and the second insulating cylinder 143 forms a secondary insulating layer between the connecting sleeve 141 and the wheel body 144. The double-insulating structure effectively blocks the leakage path.

[0044] Traditional wheels use a metal wheel hub directly connected to the drive shaft 122, which has a risk of electric leakage and lacks a buffer structure. Some improvement solutions only use a single insulating layer to wrap the drive shaft 122, but the insulating layer is prone to wear and causes the protection to fail. In this solution, through the nested spline fit between the first insulating cylinder 142 and the connecting sleeve 141, an insulating barrier is formed while ensuring the power transmission efficiency. The spline connection between the second insulating cylinder 143 and the wheel body 144 further strengthens the insulating performance, avoiding the overall failure caused by the breakage of a single insulating layer. The wheel 140 of this application eliminates the risk of equipment failure caused by current conduction. The double-insulating structure forms redundant protection during the power transmission process, improving the electrical safety performance. The spline fit method reduces stress concentration when transmitting torque and can also play a buffering role.

[0045] Referring to Figure 12 , in some embodiments, the first insulating cylinder 142 and the second bearing 146 are coaxially arranged opposite to each other inside the connecting sleeve 141, and the axis of the first insulating cylinder 142 coincides with the axis of the second bearing 146. Specifically, the section of the connecting sleeve 141 without the first keyway 141a inside is used to install and fix the second bearing 146 of the rear axle tube 121, while the section of the connecting sleeve 141 with the first keyway 141a inside is used to install the first insulating cylinder 142, thus integrating the first insulating cylinder 142 and the second bearing 146 coaxially into the inside of the connecting sleeve 141 very well, making the overall structure more compact.

[0046] In some embodiments, a brake 160 is installed on the rear axle 120, and the inner end face of the connecting sleeve 141 is connected to the brake pad 170, and the brake 160 and the brake pad 170 form a braking cooperation relationship.

[0047] Among them, the brake 160 can be realized by an electromagnetic brake or a hydraulic brake. The brake pad 170 is arranged at one end of the connecting sleeve 141 close to the rear axle 120, and the brake pad 170 is parallel to the end face of the connecting sleeve 141. When braking is required, the brake 160 pushes the brake caliper through hydraulic or electromagnetic drive to clamp the brake pad 170 fixed on the connecting sleeve 141, and the generated frictional resistance realizes deceleration.

[0048] Referring to Figures 6 to 10, the mounting base includes an ultrasonic flaw detection wheel support plate 231, a camera support plate 232, an ultrasonic flaw detection wheel mounting base 233, and a camera mounting base 234. The ultrasonic flaw detection wheel 220 is mounted on the ultrasonic flaw detection wheel support plate 231 through the ultrasonic flaw detection wheel mounting base 233, and the high-speed camera 210 is mounted on the camera support plate 232 through the camera mounting base 234. The ultrasonic flaw detection wheel support plate 231 and the camera support plate 232 are arranged side by side along the length direction of the longitudinal pull rod 130, and the ultrasonic flaw detection wheel support plate 231 and the camera support plate 232 are detachably connected by a connecting plate 235. In this solution, the ultrasonic flaw detection wheel 220 is mounted on the ultrasonic flaw detection wheel support plate 231 through the ultrasonic flaw detection wheel mounting base 233, and the high-speed camera 210 is mounted on the camera support plate 232 through the camera mounting base 234, so that the ultrasonic flaw detection wheel 220 and the high-speed camera 210 are separately arranged to form a modular structure. When disassembly is required, directly remove the connecting plate 235 connecting the ultrasonic flaw detection wheel support plate 231 and the camera support plate 232, which facilitates subsequent disassembly and assembly.

[0049] Refer to Figure 10 , the ultrasonic flaw detection wheel mounting base 233 includes a T-shaped block 233a, a guide rod 233b, a first elastic element 233c, a second elastic element 233d, and a first baffle 233e. The ultrasonic flaw detection wheel support plate 231 is provided with an ultrasonic flaw detection wheel avoidance hole 231a. Four guide rods 233b are vertically fixed on the ultrasonic flaw detection wheel support plate 231. The four guide rods 233b are distributed in pairs on both sides of the ultrasonic flaw detection wheel avoidance hole 231a, and the two guide rods 233b on each side of the ultrasonic flaw detection wheel avoidance hole 231a are parallel to each other. The T-shaped block 233a is provided with two through holes. The T-shaped block 233a is matched with the two guide rods 233b on the same side of the ultrasonic flaw detection wheel avoidance hole 231a through the through holes. The T-shaped block 233a can slide along the length direction of the guide rod 233b. The T-shaped blocks 233a on both sides of the ultrasonic flaw detection wheel avoidance hole 231a are rotatably connected to the connecting shaft of the ultrasonic flaw detection wheel 220. The top of the guide rod 233b is provided with a first baffle 233e. The first elastic element 233c is sleeved on the guide rod 233b, with one end abutted against the T-shaped block 233a and the other end abutted against the first baffle 233e. The second elastic element 233d is sleeved on the guide rod 233b, with one end abutted against the T-shaped block 233a and the other end abutted against the ultrasonic flaw detection wheel support plate 231.

[0050] Among them, the guide rod 233b is a vertical guiding structure arranged on both sides of the flaw detection wheel avoidance hole 231a. The guide rod 233b forms a sliding pair with the T-shaped block 233a through a through hole. The T-shaped block 233a is a sliding component for carrying the ultrasonic flaw detection wheel 220. The axis of the through hole on the T-shaped block 233a is parallel to the axis of the guide rod 233b, enabling the flaw detection wheel to obtain freedom in the vertical direction. The first elastic element 233c is located at the upper part of the guide rod 233b, specifically a preloaded spring, which maintains the contact pressure between the ultrasonic flaw detection wheel 220 and the rail surface through continuous elastic force. The second elastic element 233d is located at the lower part of the guide rod 233b, and specifically a helical spring can be used to absorb the upward impact generated by the bump of the rail 400 through compressive deformation. The first baffle 233e is fixed to the top of the guide rod 233b by a nut and is used to limit the first elastic element 233c.

[0051] When a depression appears on the surface of the rail 400, the first elastic element 233c pushes the T-shaped block 233a downward to compensate for the height difference and maintain wheel-rail contact; when encountering a protrusion on the rail 400, the second elastic element 233d is compressed to buffer the upward impact. Through this double elastic constraint mechanism, independent elastic elements are respectively arranged in the upper and lower directions, enabling the ultrasonic flaw detection wheel 220 to not only absorb the impact of the protrusion on the rail 400 but also actively compensate for the depression on the rail 400, keeping the contact pressure stable within the threshold range required for detection.

[0052] Through the above technical solution, the present application realizes the adaptive buffering adjustment of the flaw detection wheel under the condition of uneven rails 400, eliminating the detection pressure fluctuation caused by the geometric deformation of the rails 400. The flaw detection wheel support structure forms a two-way elastic constraint in the vertical direction, effectively absorbing the impact vibration of the rails 400 and avoiding the distortion of detection data. The guide rod 233b ensures the vertical accuracy of the movement trajectory of the flaw detection wheel, preventing uneven contact surfaces caused by lateral deviation. The coordinated action of the first elastic element 233c and the second elastic element 233d maintains the continuous contact pressure between the ultrasonic flaw detection wheel 220 and the rail surface, ensuring the stability of the ultrasonic coupling effect and avoiding missed detection caused by poor contact.

[0053] Refer to Figure 7 、 Figure 9, two camera support plates 232 are provided. Two flaw detection wheel support plates 231 are arranged at intervals along the length direction of the longitudinal pull rod 130. The interval area between the two camera support plates 232 is the photography area 236. The camera mounting base 234 includes a cross beam 234a, connecting brackets 234b, guide columns 234c, and a third elastic element 234d. At least one guide column 234c is vertically installed on each flaw detection wheel support plate 231. The guide columns 234c on the two flaw detection wheel support plates 231 are parallel to each other. The cross beam 234a is arranged above the two flaw detection wheel support plates 231. The two ends of the cross beam 234a correspond to the two flaw detection wheel support plates 231. Assembly holes are provided at the two ends of the cross beam 234a. The cross beam 234a is matched with the guide columns 234c on the two flaw detection wheel support plates 231 through the assembly holes at both ends. The third elastic element 234d is sleeved on the guide column 234c, with one end abutted against the cross beam 234a and the other end abutted against the flaw detection wheel support plate 231. Two connecting brackets 234b are provided. The two connecting brackets 234b are respectively fixed at the two ends of the cross beam 234a. The high-speed camera 210 is fixed on the two connecting brackets 234b.

[0054] The sliding pair formed by the cooperation of the guide column 234c and the assembly hole on the cross beam 234a ensures that the cross beam 234a can only slide up and down in the vertical direction. During the movement of the vehicle body 100, when the vehicle body 100 vibrates, the third elastic element 234d absorbs the vibration energy to ensure the stability of the high-speed camera 210 on the cross beam 234a, effectively solving the problem of blurred camera imaging caused by the vibration of the vehicle body 100.

[0055] A first auxiliary wheel 231b is provided at the bottom of the flaw detection wheel support plate 231. The first auxiliary wheel 231b is located on both sides of the traveling axis of the ultrasonic flaw detection wheel 220. A second auxiliary wheel 232a is provided at the bottom of the camera support plate 232. The traveling axis of the second auxiliary wheel 232a is the same as that of the first auxiliary wheel 231b.

[0056] The first auxiliary wheel 231b is a rolling support assembly symmetrically arranged on both sides of the traveling axis of the ultrasonic flaw detection wheel 220. Specifically, the first auxiliary wheel 231b is installed at both ends of the bottom of the flaw detection wheel support plate 231. The first auxiliary wheel 231b plays a role in auxiliary support and rolling, improving the stability of the ultrasonic flaw detection wheel 220 during the traveling process.

[0057] Similarly, the second auxiliary wheel 232a is also a rolling support assembly provided at both ends of the bottom of the camera support plate 232, playing a role in auxiliary support and rolling, improving the stability of the high-speed camera 210 during the shooting process.

[0058] Both the first auxiliary wheel 231b and the second auxiliary wheel 232a can be realized by using metal wheels with rubber coating layers.

[0059] Refer to Figure 6, Figure 9 , Figure 10 , the detection mechanism 200 further includes a pressing device 240 which is distributed on both sides of the ultrasonic flaw detection wheel 220 and both sides of the high-speed camera 210. The pressing device 240 includes a connecting column 241, a fixing block 242, a magnetic element 243, a fourth elastic element 244 and a second baffle 245. The fixing block 242 is installed on the flaw detection wheel support plate 231 and the camera support plate 232. A guiding hole is formed in the fixing block 242. The connecting column 241 is vertically assembled in the guiding hole and can slide up and down relative to the fixing block 242 in the guiding hole. A second baffle 245 is arranged at the top of the connecting column 241. The magnetic element 243 is fixed at the bottom of the connecting column 241. The fourth elastic element 244 is sleeved on the connecting column 241. One end of the fourth elastic element 244 abuts against the fixing block 242, and the other end abuts against the second baffle 245.

[0060] Among them, the connecting column 241 is a guiding component arranged in the vertical direction and can be specifically processed from a metal rod. A clearance fit is formed between the outer surface of the rod body of the connecting column 241 and the guiding hole in the fixing block 242. The fourth elastic element 244 is a pre-compressed spring with a spiral structure. The magnetic element 243 is a rail adsorption assembly and can be specifically a permanent magnet, which is installed at the bottom of the connecting column 241 for adsorbing on the surface of the rail 400. The second baffle 245 is arranged at the top of the connecting column 241 for limiting the fourth elastic element 244.

[0061] When the inspection vehicle travels along the rail 400, the connecting column 241 on the fixing block 242 is pressed downward by the elastic force of the fourth elastic element 244, and at the same time, the magnetic element 243 adsorbs on the surface of the rail 400, so that the ultrasonic flaw detection wheel 220 on the flaw detection wheel support plate 231, the first auxiliary wheel 231b and the second auxiliary wheel 232a on the camera support plate 232 are continuously pressed against the surface of the rail 400. When there are local protrusions or depressions on the surface of the rail 400, the connecting column 241 slides up and down along the guiding hole in the fixing block 242, and the fourth elastic element 244 absorbs the vibration energy through deformation. The magnetic element 243 applies a magnetic adsorption force on the basis of the elastic pressure, and the dual action ensures that the ultrasonic flaw detection wheel 220, the first auxiliary wheel 231b and the second auxiliary wheel 232a all roll and move while fitting the rail 400.

[0062] In some embodiments, the connecting column 241 on the camera support plate 232 is coaxially arranged with the guiding column 234c. One end of the third elastic element 234d abuts against the cross beam 234a, and the other end abuts against the second baffle 245.

[0063] This design combines the pressing device 240 on the camera support plate 232 with the guide post 234c on the cross beam 234a, that is, the guide post 234c on the camera support plate 232 and the connecting post 241 share the same rod, making the overall structure more compact and improving the space utilization rate.

[0064] The effect of ultrasonic flaw detection depends to a large extent on the conduction efficiency of ultrasonic waves in the material. To improve this efficiency, referring to Figure 10 , a couplant spray head 231c is provided in front of the ultrasonic flaw detection wheel 220. The couplant spray head 231c is connected to the flaw detection wheel support plate 231. The couplant spray head 231c is connected to the couplant tank through a hose. When the inspection vehicle moves forward, the couplant is evenly sprayed on the surface of the rail 400 to form a thin film, greatly improving the conduction efficiency of ultrasonic waves and enhancing the flaw detection quality.

[0065] Referring to Figures 7 to 9 , in some embodiments, a limiting structure 250 is further provided on the detection mechanism 200. The limiting structure 250 includes a limiting wheel 251, a limiting wheel fixing cross bar 252, a connecting block 253, an adjusting rod 254 and a fifth elastic element 255. The limiting wheel fixing cross bar 252 extends along the length direction of the longitudinal pull rod 130. A plurality of limiting wheels 251 are provided, and each limiting wheel 251 is arranged at intervals along the length direction of the limiting wheel fixing cross bar 252 on the limiting wheel fixing cross bar 252. Each limiting wheel 251 is used to press against the inner side of the rail 400. A plurality of connecting blocks 253 are provided, and the connecting blocks 253 are installed on both the camera support plate 232 and the flaw detection wheel support plate 231. Transverse holes extending along the width direction of the vehicle body 100 are formed in the connecting blocks 253. The adjusting rod 254 is inserted into the transverse hole and is in clearance fit with the transverse hole. Both ends of the adjusting rod 254 extend out from both ends of the transverse hole. The adjusting rod 254 can slide along the axial direction of the transverse hole. One end of the adjusting rod 254 is fixedly connected to the limiting wheel fixing cross bar 252, and a end cap 254a is provided at the other end of the adjusting rod 254. The fifth elastic element 255 is sleeved on the adjusting rod 254. One end of the fifth elastic element 255 abuts against the connecting block 253, and the other end abuts against the end cap 254a of the adjusting rod 254.

[0066] Specifically, the limiting wheel 251 is horizontally fixed on the limiting wheel fixing crossbar 252 through the limiting wheel mounting seat 256. In this application, a limiting wheel fixing crossbar 252 is correspondingly arranged on the inner side of the camera support plate 232 and the inner side of the flaw detection wheel support plate 231. The two limiting wheel fixing crossbars 252 are of the same height and are aligned with each other. Connecting blocks 253 are arranged at both ends of the bottom of the flaw detection wheel support plate 231, and connecting blocks 253 are arranged at both ends of the bottom of each camera support plate 232. The adjusting rods 254 in the transverse holes of each connecting block 253 are connected to the limiting wheel fixing crossbar 252, and the fifth elastic element 255 sleeved on the adjusting rod 254 can play a role in buffering and adjusting. This is equivalent to installing an independent limiting structure 250 on the inner side of the camera support plate 232 and the inner side of the flaw detection wheel support plate 231, thus facilitating modular management.

[0067] Of course, in other embodiments, the limiting structure 250 can also be set as an integral structure. Specifically, the inner sides of the camera support plate 232 and the flaw detection wheel support plate 231 are correspondingly provided with the same limiting wheel fixing crossbar 252, and other settings are the same as those in the above split-type setting, which will not be elaborated here.

[0068] During the process of the inspection vehicle moving forward for detection, the limiting wheels 251 of the limiting structure 250 will roll synchronously on the inner side of the rail 400, playing a role in limiting the detection mechanism 200 and preventing the detection mechanism 200 from undergoing lateral displacement during the working process. Moreover, due to the setting of the fifth elastic element 255, this limiting structure 250 has a certain lateral elastic adjustment ability and can adapt to rails 400 with different widths and gauges. In addition, when the inspection vehicle turns or crosses an obstacle on the rail 400, the limiting structure 250 can flexibly turn and cross the obstacle on the rail 400 through the expansion and contraction of the fifth elastic element 255.

[0069] Refer to Figure 4 、 Figure 5 In some embodiments, the vehicle body 100 further includes a rear axle diagonal brace 180 and a front axle diagonal brace 190. Specifically, two rear axle diagonal braces 180 are provided, and the two rear axle diagonal braces 180 are symmetrically arranged on both sides of the longitudinal tie rod 130. One end of the rear axle diagonal brace 180 is connected to the longitudinal tie rod 130, and the other end is connected to the rear axle 120. Two front axle diagonal braces 190 are provided, and the two front axle diagonal braces 190 are symmetrically arranged on both sides of the longitudinal tie rod 130. One end of the front axle diagonal brace 190 is connected to the longitudinal tie rod 130, and the other end is connected to the front axle 110. This method of setting the front axle diagonal brace 190 and the rear axle diagonal brace 180 can improve the connection strength between the front axle 110, the rear axle 120 and the longitudinal tie rod 130, thereby enhancing the structural strength and load-bearing performance of the vehicle body 100.

[0070] In addition, a first connecting rod 181 and a second connecting rod 182 are provided between the rear axle brace 180 and the detection mechanism 200. One end of the first connecting rod 181 is hinged to the rear axle 120, and the other end is hinged to the flaw detection wheel support plate 231. One end of the second connecting rod 182 is hinged to the rear axle brace 180, and the other end is hinged to the flaw detection wheel support plate 231. By providing the first connecting rod 181 and the second connecting rod 182, the flaw detection wheel support plate 231 is connected to the rear axle 120 and the rear axle brace 180, improving the connection strength between the flaw detection wheel support plate 231 and the vehicle body 100.

[0071] Similarly, a third connecting rod 191 and a fourth connecting rod 192 are provided between the front axle brace 190 and the detection mechanism 200. One end of the third connecting rod 191 is hinged to the front axle 110, and the other end is hinged to the camera support plate 232. One end of the fourth connecting rod 192 is hinged to the front axle brace 190, and the other end is hinged to the camera support plate 232. By providing the third connecting rod 191 and the fourth connecting rod 192, the camera support plate 232 is connected to the front axle 110 and the front axle brace 190, improving the connection strength between the flaw detection wheel support plate 231 and the vehicle body 100.

[0072] Referring to Figure 1 、 Figures 17 to 19 , in some embodiments, a drone parking device 260 is provided on the longitudinal tie rod 130. The drone parking device 260 includes a base 261, a flip cover 262, and a driving electric cylinder 263.

[0073] The base 261 has a first cavity 261a for carrying the drone. The flip cover 262 is rotatably connected to one side of the base 261 through a rotating shaft 269. The flip cover 262 has a second cavity 262a. When the flip cover 262 is combined with the base 261, the first cavity 261a and the second cavity 262a together form a space for placing the drone. The cylinder body of the driving electric cylinder 263 is hinged to the base 261, and the telescopic rod of the driving electric cylinder 263 is hinged to the flip cover 262. At least one first in-place switch 265 is provided on the side of the base 261. The first in-place switch 265 is connected to the driving electric cylinder 263 for control. A first trigger plate 266 corresponding to the first in-place switch 265 is provided on the side of the flip cover 262. When the flip cover 262 is combined in place on the base 261, the first trigger plate 266 will trigger the first in-place switch 265. At least one second in-place switch 267 is provided at the bottom of the base 261. A second trigger plate 268 for triggering the second in-place switch 267 is provided on the flip cover 262. When the flip cover 262 is opened in place on the base 261, the second trigger plate 268 can trigger the second in-place switch 267.

[0074] A small quadcopter drone can be carried inside the drone parking device 260. The drone is equipped with a high-definition camera and can detect areas that are difficult for ground inspection equipment such as viaducts and the tops of tunnels to reach, greatly expanding the inspection range. The drone is connected to the control box 300 via wireless communication, can transmit image data in real time, and can also fly autonomously along a predetermined route to complete the inspection tasks in a specific area.

[0075] When the flip cover 262 is closed in place on the base 261, the first trigger plate 266 will trigger the first in-place switch 265. The first in-place switch 265 transmits a signal to the drive electric cylinder 263, and the drive electric cylinder 263 stops driving. When the drive electric cylinder 263 drives the flip cover 262 to open, the first in-place switch 265 loses the pressure contact of the first trigger plate 266, indicating that the flip cover 262 has been opened at this time. In this way, the opening and closing state of the drone parking device 260 can be detected through the first in-place switch 265, so as to record and monitor the use of the drone, and play a role in the safety management and tracking of the drone. In addition, when the flip cover 262 is opened until the second trigger plate 268 triggers the second in-place switch 267, it indicates that the flip cover 262 has been opened in place at this time, and the second in-place switch 267 will transmit a signal to the drive electric cylinder 263, and the drive electric cylinder 263 stops driving.

[0076] Both the first in-place switch 265 and the second in-place switch 267 can adopt various types such as micro switches, Hall sensors, photoelectric switches or proximity switches, and the appropriate type can be selected according to the specific application scenario and requirements.

[0077] In order to achieve a flexible connection between the drive electric cylinder 263 and the flip cover 262, a triangular part 264 is provided in this embodiment. The triangular part 264 has three connecting ends: the first connecting end 264a is rotatably connected to the rotating shaft 269, the second connecting end 264b is hinged to the piston rod of the drive electric cylinder 263, and the third connecting end 264c is fixedly connected to the flip cover 262. This three-point connection design enhances the stability and reliability of driving the flip cover 262 to open and close.

[0078] In the description of this specification, the description with reference to terms such as "one embodiment", "some embodiments", "example", "specific example", or "some examples" means that the specific features, structures, materials, or characteristics described in connection with the embodiment or example are included in at least one embodiment or example of the embodiments of the present application. In this specification, the schematic expressions of the above terms do not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials, or characteristics described can be combined in a suitable manner in any one or more embodiments or examples. In addition, without contradiction, those skilled in the art can combine and combine the different embodiments or examples described in this specification and the features of different embodiments or examples.

[0079] The embodiments of the present application have been described in detail above in conjunction with the accompanying drawings. However, the present application is not limited to the above embodiments, and various changes can be made without departing from the gist of the present application within the scope of knowledge possessed by those of ordinary skill in the art.

Claims

1. A railway inspection vehicle, characterized in that, Comprising: A car body, on which wheels for traveling on a railway track are provided; A detection mechanism, which is arranged on both sides of the car body and is located between two adjacent wheels on the same side. The detection mechanism includes a mounting seat, a high-speed camera and an ultrasonic flaw detection wheel. The mounting seat is connected to the car body. The ultrasonic flaw detection wheel is arranged on the mounting seat and is used for rolling and traveling on the surface of the railway track. The high-speed camera is arranged on the mounting seat. A photographic area is provided on the mounting seat, and the high-speed camera is used for photographing the railway track in the photographic area; A control box, which is connected to the detection mechanism.

2. The track inspection vehicle according to claim 1, wherein: The car body includes a front axle, a rear axle and a longitudinal tie rod. The wheels are rotatably installed at both ends of the front axle. The rear axle includes a rear axle tube and a transmission shaft. The transmission shaft is arranged inside the rear axle tube and is connected to the rear axle tube through a first bearing. The end of the rear axle tube is connected to the wheel through a second bearing. A driving device is installed on the rear axle tube. One end of the transmission shaft is fixedly connected to the wheel, and the other end is connected to the power output end of the driving device. The longitudinal tie rod includes a first tie rod, a second tie rod and a rotating connector. One end of the first tie rod is fixed to the front axle, and one end of the second tie rod is fixed to the rear axle. The other end of the first tie rod and the other end of the second tie rod are coaxially connected through the rotating connector. The first tie rod and the second tie rod can rotate relative to each other along the axial direction of the longitudinal tie rod.

3. The rail inspection vehicle according to claim 2, wherein: The wheel includes a connecting sleeve, a first insulating cylinder, a second insulating cylinder and a wheel body. The first insulating cylinder is fixed to the transmission shaft of the rear axle. Circumferentially spaced first splines are provided on the outer wall of the first insulating cylinder. Circumferentially spaced first key grooves are provided on the inner wall of the connecting sleeve. The first key grooves extend from the front end face of the connecting sleeve to the middle of the connecting sleeve. The distribution interval of the first key grooves corresponds to the distribution interval of the first splines. The connecting sleeve is fixed outside the first insulating cylinder. The first key grooves cooperate with the first splines. The second insulating cylinder is fixed outside the connecting sleeve. Circumferentially spaced second splines are provided on the outer wall of the second insulating cylinder. A cavity is provided inside the wheel body. Circumferentially spaced second key grooves are provided on the inner wall of the cavity of the wheel body. The distribution interval of the second key grooves corresponds to the distribution interval of the second splines. The wheel body is fixed to the outer wall of the connecting sleeve. The second key grooves cooperate with the second splines. Both ends of the wheel body are fixedly connected to both ends of the second insulating cylinder through end plates. An annular protrusion for being stuck inside the railway track is provided at one end of the outer wall of the wheel body.

4. The track inspection vehicle according to claim 3, characterized in that: The first insulating cylinder and the second bearing are coaxially and oppositely arranged inside the connecting sleeve, and the axis of the first insulating cylinder coincides with the axis of the first bearing.

5. The rail inspection vehicle according to claim 2, characterized in that: The mounting base includes an ultrasonic flaw detection wheel support plate, a camera support plate, an ultrasonic flaw detection wheel mounting seat, and a camera mounting seat. The ultrasonic flaw detection wheel is mounted on the ultrasonic flaw detection wheel support plate through the ultrasonic flaw detection wheel mounting seat, and the high-speed camera is mounted on the camera support plate through the camera mounting seat. The ultrasonic flaw detection wheel support plate and the camera support plate are arranged side by side along the length direction of the longitudinal pull rod, and the ultrasonic flaw detection wheel support plate and the camera support plate are detachably connected through a connecting plate.

6. The track inspection vehicle according to claim 5, characterized in that: The ultrasonic flaw detection wheel mounting seat includes a T-shaped block, a guide rod, a first elastic element, a second elastic element, and a first baffle. An ultrasonic flaw detection wheel avoidance hole is provided on the ultrasonic flaw detection wheel support plate. Four guide rods are vertically fixed on the ultrasonic flaw detection wheel support plate. The four guide rods are distributed in pairs on both sides of the ultrasonic flaw detection wheel avoidance hole, and the two guide rods on each side of the ultrasonic flaw detection wheel avoidance hole are parallel to each other. Two through holes are provided on the T-shaped block. The T-shaped block is matched with the guide rods on the same side of the ultrasonic flaw detection wheel avoidance hole through the through holes. The T-shaped block can slide along the length direction of the guide rod. The T-shaped blocks on both sides of the ultrasonic flaw detection wheel avoidance hole are rotatably connected to the connecting shaft of the ultrasonic flaw detection wheel. The first baffle is arranged at the top of the guide rod. The first elastic element is sleeved on the guide rod, with one end abutted against the T-shaped block and the other end abutted against the first baffle. The second elastic element is sleeved on the guide rod, with one end abutted against the T-shaped block and the other end abutted against the ultrasonic flaw detection wheel support plate.

7. The track inspection vehicle according to claim 6, characterized in that: Two camera support plates are provided. The two ultrasonic flaw detection wheel support plates are arranged at intervals along the length direction of the longitudinal pull rod. The interval area between the two camera support plates is the photography area. The camera mounting seat includes a cross beam, a connecting bracket, a guide post, and a third elastic element. At least one guide post is vertically mounted on each ultrasonic flaw detection wheel support plate. The guide posts on each ultrasonic flaw detection wheel support plate are parallel to each other. The cross beam is arranged above the two ultrasonic flaw detection wheel support plates. The two ends of the cross beam correspond to the two ultrasonic flaw detection wheel support plates. Assembly holes are provided at the two ends of the cross beam. The cross beam is matched with the guide posts on the two ultrasonic flaw detection wheel support plates through the assembly holes at both ends. The third elastic element is sleeved on the guide post, with one end abutted against the cross beam and the other end abutted against the ultrasonic flaw detection wheel support plate. Two connecting brackets are provided. The two connecting brackets are respectively fixed at the two ends of the cross beam. The high-speed camera is fixed on the two connecting brackets.

8. The track inspection vehicle according to claim 7, wherein: A first auxiliary wheel is arranged at the bottom of the ultrasonic flaw detection wheel support plate. The first auxiliary wheels are located on both sides of the traveling axis of the ultrasonic flaw detection wheel. A second auxiliary wheel is arranged at the bottom of the camera support plate. The traveling axis of the second auxiliary wheel is the same as that of the first auxiliary wheel.

9. The track inspection vehicle according to claim 7, wherein: The detection mechanism further includes a pressing device, which is distributed on both sides of the ultrasonic flaw detection wheel and both sides of the high-speed camera. The pressing device includes a connecting column, a fixing block, a magnetic element, a fourth elastic element, and a second baffle. The fixing block is installed on the flaw detection wheel support plate and the camera support plate. A guiding hole is formed in the fixing block. The connecting column is vertically assembled in the guiding hole and can slide up and down relative to the fixing block in the guiding hole. The second baffle is arranged at the top of the connecting column. The magnetic element is fixed at the bottom of the connecting column. The fourth elastic element is sleeved on the connecting column. One end of the fourth elastic element abuts against the fixing block, and the other end abuts against the second baffle.

10. The track inspection vehicle according to claim 9, characterized in that: The connecting column on the camera support plate is coaxially arranged with the guiding column. One end of the third elastic element abuts against the cross beam, and the other end abuts against the second baffle.

11. The track inspection vehicle according to claim 7, wherein: The detection mechanism is further provided with a limiting structure, which includes a limiting wheel, a limiting wheel fixing cross bar, a connecting block, an adjusting rod, and a fifth elastic element. The limiting wheel fixing cross bar extends along the length direction of the longitudinal pull rod. A plurality of limiting wheels are provided, and each of the limiting wheels is arranged at intervals along the length direction of the limiting wheel fixing cross bar on the limiting wheel fixing cross bar. Each of the limiting wheels is used to press against the inner side of the railway track. A plurality of connecting blocks are provided, and the connecting blocks are installed on both the camera support plate and the flaw detection wheel support plate. A transverse hole extending along the width direction of the vehicle body is formed in the connecting block. The adjusting rod is inserted into the transverse hole and is in clearance fit with the transverse hole. Both ends of the adjusting rod extend out from both ends of the transverse hole respectively. The adjusting rod can slide along the axial direction of the transverse hole. One end of the adjusting rod is fixedly connected to the limiting wheel fixing cross bar, and a end cap is arranged at the other end of the adjusting rod. The fifth elastic element is sleeved on the adjusting rod. One end of the fifth elastic element abuts against the connecting block, and the other end abuts against the end cap of the adjusting rod.

12. The track inspection vehicle according to claim 7, wherein: The vehicle body further includes a rear axle diagonal brace and a front axle diagonal brace. One end of the rear axle diagonal brace is connected to the longitudinal pull rod, and the other end is connected to the rear axle. A first connecting rod and a second connecting rod are arranged between the rear axle diagonal brace and the detection mechanism. One end of the first connecting rod is hinged to the rear axle, and the other end is hinged to the flaw detection wheel support plate. One end of the second connecting rod is hinged to the rear axle diagonal brace, and the other end is hinged to the flaw detection wheel support plate. One end of the front axle diagonal brace is connected to the longitudinal pull rod, and the other end is connected to the front axle. A third connecting rod and a fourth connecting rod are arranged between the front axle diagonal brace and the detection mechanism. One end of the third connecting rod is hinged to the front axle, and the other end is hinged to the camera support plate. One end of the fourth connecting rod is hinged to the front axle diagonal brace, and the other end is hinged to the camera support plate.

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