A rail inspection vehicle

Abstract

The present application relates to the field of railway inspection technology, and in particular to a rail inspection vehicle, comprising a vehicle body provided with wheels for running on rails; a detection mechanism, the detection mechanism being arranged on both sides of the vehicle body, the detection mechanism being located between two adjacent wheels on the same side, the detection mechanism comprising a mounting seat, a high-speed camera, and an ultrasonic flaw detection wheel, the mounting seat being connected to the vehicle body, the ultrasonic flaw detection wheel being arranged on the mounting seat, the ultrasonic flaw detection wheel being used to roll on the surface of the rails, the high-speed camera being arranged on the mounting seat, the mounting seat being provided with a photographic area, the high-speed camera being used to photograph the rails in the photographic area; and a control box, the control box being connected to the wheeled detection mechanism and the camera detection mechanism. The present application organically combines contact flaw detection with non-contact imaging to form a multi-dimensional data complementary mechanism, thereby achieving simultaneous detection of rail surface and internal damage, eliminating the influence of human factors on the detection quality, and significantly improving dynamic detection stability.

Description

Technical Field

[0001] The present application relates to the field of railway inspection technology, and in particular to a railway track inspection vehicle. Background Art

[0002] As a vital component of the modern transportation network, the safe operation of the railway system depends on the intact condition of its track facilities. Traditional track inspection relies primarily on manual inspections, which are inefficient. The large human resources required can only cover a limited number of sections. Inspection quality is heavily dependent on the inspectors' expertise and work attitude, which is easily affected by objective factors such as fatigue, weather conditions, and lighting. This leads to inconsistent inspection results and makes it difficult to fully and accurately identify potential safety hazards on the tracks.

[0003] With the expansion of rail transportation scale and the increase in operation density, traditional detection methods can no longer meet the needs of efficient and safe operation of the current railway system. Therefore, patrol inspection vehicles are needed. However, existing patrol inspection vehicles usually only carry detection equipment at both ends of the vehicle body for inspection. The stability of the inspection process is poor and the vibration of the vehicle body causes large errors. Summary of the Invention

[0004] The present application aims to solve at least one of the above-mentioned technical problems in the prior art to a certain extent. To this end, an embodiment of the present application provides a rail inspection vehicle that utilizes the low-vibration area formed by the wheel spacing to arrange the detection mechanism, thereby significantly improving the dynamic detection stability.

[0005] A rail inspection vehicle, comprising:

[0006] a vehicle body, wherein the vehicle body is provided with wheels for traveling on rails;

[0007] A detection mechanism is provided on both sides of the vehicle body, the detection mechanism being located between two adjacent wheels on the same side, the detection mechanism comprising a mounting seat, a high-speed camera, and an ultrasonic flaw detection wheel, the mounting seat being connected to the vehicle body, the ultrasonic flaw detection wheel being provided on the mounting seat, the ultrasonic flaw detection wheel being configured to roll on the surface of the rail, the high-speed camera being provided on the mounting seat, the mounting seat being provided with a photographic area, the high-speed camera being configured to photograph the rail in the photographic area;

[0008] A control box is connected to the detection mechanism.

[0009] In an optional 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 passed through 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 installed 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, one end of the second tie rod is fixed to the rear axle, the other end of the first tie rod is coaxially connected to the other end of the second tie rod through the rotating connector, and the first tie rod and the second tie rod can rotate relative to each other along the axial direction of the longitudinal tie rod.

[0010] In an optional 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 a first spline distributed circumferentially at intervals, the inner wall of the connecting sleeve is provided with a first keyway distributed circumferentially at intervals, the first keyway extends from the front end face of the connecting sleeve to the middle of the connecting sleeve, the distribution interval of the first keyway corresponds to the distribution interval of the first spline, the connecting sleeve is fixed to the outside of the first insulating cylinder, the first keyway is aligned with the first spline The wheel body is provided with a cavity inside, and the inner wall of the cavity of the wheel body is provided with second key grooves distributed in an annular direction. 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, and the second key grooves cooperate with the second splines. The two ends of the wheel body are fixedly connected to the two ends of the second insulating cylinder through end plates, and one end of the outer wall of the wheel body is provided with an annular protrusion for clamping on the inner side of the rail.

[0011] In an optional or preferred embodiment, the first insulating cylinder and the second bearing are coaxially arranged relative to each other inside the connecting sleeve, and the axis of the first insulating cylinder coincides with the axis of the first bearing.

[0012] In an optional or preferred embodiment, the mounting base includes a flaw detection wheel support plate, a camera support plate, a flaw detection wheel mounting base and a camera mounting base, the ultrasonic flaw detection wheel is mounted on the flaw detection wheel support plate through the flaw detection wheel mounting base, the high-speed camera is mounted on the camera support plate through the camera mounting base, the 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 flaw detection wheel support plate and the camera support plate are detachably connected through a connecting plate.

[0013] 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, the flaw detection wheel support plate is provided with a flaw detection wheel avoidance hole, four guide rods are vertically fixed on the flaw detection wheel support plate, the four guide rods are distributed in pairs 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, the T-shaped block is provided with two through holes, the T-shaped block cooperates with the guide rod 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 rotatably connected to the connecting shaft of the ultrasonic flaw detection wheel, the first baffle is provided on the top of the guide rod, the first elastic element is sleeved on the guide rod, and one end is pressed against the T-shaped block, and the other end is pressed against the first baffle, the second elastic element is sleeved on the guide rod, and one end is pressed against the T-shaped block, and the other end is pressed against the flaw detection wheel support plate.

[0014] In an optional or preferred embodiment, two camera support plates are provided, and the two flaw detection wheel support plates are arranged at intervals along the length direction of the longitudinal pull rod, and the interval area between the two camera support plates is the photographing area, and the camera mounting seat includes a crossbeam, a connecting bracket, a guide column, and a third elastic element, and at least one guide column is vertically installed on each flaw detection wheel support plate, and the guide columns on each flaw detection wheel support plate are parallel to each other, and the crossbeam is provided above the two flaw detection wheel support plates, and the two ends of the crossbeam correspond to the two flaw detection wheel support plates, and assembly holes are provided at the two ends of the crossbeam, and the crossbeam cooperates with the guide columns on the two flaw detection wheel support plates through the assembly holes at both ends, and the third elastic element is sleeved on the guide column, and one end is pressed against the crossbeam, and the other end is pressed against the flaw detection wheel support plate, and two connecting brackets are provided, and the two connecting brackets are respectively fixed at the two ends of the crossbeam, and the high-speed camera is fixed on the two connecting brackets.

[0015] In an optional or preferred embodiment, a first auxiliary wheel is provided at the bottom of the flaw detection wheel support plate, and the first auxiliary wheel is located on both sides of the travel axis of the ultrasonic flaw detection wheel. A second auxiliary wheel is provided at the bottom of the camera support plate, and the travel axis of the second auxiliary wheel is the same as the travel axis of the first auxiliary wheel.

[0016] In an optional or preferred embodiment, the detection mechanism also includes a clamping device, which is distributed on both sides of the ultrasonic flaw detection wheel and both sides of the high-speed camera. The clamping device includes a connecting column, a fixed block, a magnetic element, a fourth elastic element and a second baffle. The fixed block is installed on the flaw detection wheel support plate and the camera support plate. A guide hole is opened on the fixed block. The connecting column is vertically assembled in the guide hole. The connecting column can slide up and down relative to the fixed block in the guide hole. The second baffle is set on the top of the connecting column. The magnetic element is fixed to the bottom of the connecting column. The fourth elastic element is sleeved on the connecting column. One end of the fourth elastic element is pressed against the fixed block, and the other end is pressed against the second baffle.

[0017] In an optional or preferred embodiment, the connecting column on the camera support plate is coaxially arranged with the guide column, one end of the third elastic element is pressed against the crossbeam, and the other end is pressed against the second baffle.

[0018] In an optional or preferred embodiment, the detection mechanism is further provided with a limiting structure, which includes a limiting wheel, a limiting wheel fixed crossarm, a connecting block, an adjusting rod and a fifth elastic element. The limiting wheel fixed crossarm extends along the length direction of the longitudinal pull rod. There are multiple limiting wheels, and each limiting wheel is arranged on the limiting wheel fixed crossarm at intervals along the length direction of the limiting wheel fixed crossarm. Each limiting wheel is used to press against the inner side of the rail. There are multiple connecting blocks. The connecting blocks are installed on the camera support plate and the flaw detection wheel support plate. A transverse hole extending along the width direction of the vehicle body is provided on the connecting block. The adjusting rod is passed through the transverse hole and is gap-matched with the transverse hole. The two ends of the adjusting rod extend from the two 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 fixed crossarm. The other end of the adjusting rod is provided with an end cap. The fifth elastic element is sleeved on the adjusting rod. One end of the fifth elastic element is pressed against the connecting block, and the other end is pressed against the end cap of the adjusting rod.

[0019] In an optional or preferred embodiment, the vehicle body further includes a rear axle diagonal support rod and a front axle diagonal support rod, one end of the rear axle diagonal support rod 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 support rod 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 support rod, and the other end is hinged to the flaw detection wheel support plate, one end of the front axle diagonal support rod 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 support rod 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 support rod, and the other end is hinged to the camera support plate.

[0020] Based on the above technical solution, the embodiments of the present application have at least the following beneficial effects: the present application organically combines contact flaw detection with non-contact imaging to form a multi-dimensional data complementary mechanism. Therefore, the present application realizes the simultaneous detection of surface and internal damage of the rail, eliminating the influence of human factors on the detection quality. In addition, the present solution utilizes the low-vibration area formed by the wheel spacing to arrange the detection mechanism, which significantly improves the dynamic detection stability. BRIEF DESCRIPTION OF THE DRAWINGS

[0021] The present application is further described below with reference to the accompanying drawings and embodiments;

[0022] Figure 1 This is a schematic diagram of the structure of a rail inspection vehicle on a rail provided in an embodiment of the present application;

[0023] Figure 2 yes Figure 1 A schematic structural diagram of the embodiment shown in another perspective;

[0024] Figure 3 yes Figure 1 A schematic structural diagram of the embodiment shown from a bottom perspective;

[0025] Figure 4 yes Figure 1 A schematic diagram of a portion of the structure of the illustrated embodiment;

[0026] Figure 5 yes Figure 1 A schematic structural diagram of the vehicle body in the illustrated embodiment;

[0027] Figure 6 yes Figure 1 A schematic structural diagram of the detection mechanism in the embodiment shown;

[0028] Figure 7 yes Figure 6 A structural diagram from another perspective;

[0029] Figure 8 yes Figure 3 A partial enlarged view of point A in the middle;

[0030] Figure 9 yes Figure 6 A partial enlarged view of point B in the middle;

[0031] Figure 10 yes Figure 6 A partial enlarged view of point C in the middle;

[0032] Figure 11 yes Figure 1 A schematic structural diagram of a wheel in the embodiment shown;

[0033] Figure 12 yes Figure 11 sectional view of

[0034] Figure 13 yes Figure 11 A schematic structural diagram of the first insulating cylinder;

[0035] Figure 14 yes Figure 11 Schematic diagram of the structure of the connecting sleeve;

[0036] Figure 15 yes Figure 11 Schematic diagram of the connection relationship between the middle connecting sleeve and the second insulating cylinder;

[0037] Figure 16 yes Figure 11 Schematic diagram of the structure of the middle wheel body;

[0038] Figure 17 yes Figure 1 A schematic structural diagram of the drone parking device in the illustrated embodiment;

[0039] Figure 18 yes Figure 17 A schematic diagram of the structure from a rear side perspective;

[0040] Figure 19 yes Figure 17 Schematic diagram of the structure from a side perspective.

[0041] Reference numerals:

[0042] 100 - vehicle body; 110 - front axle; 120 - rear axle; 121 - rear axle tube; 122 - transmission shaft; 130 - longitudinal tie rod; 131 - first tie rod; 132 - second tie rod; 133 - rotating connector; 140 - wheel; 141 - connecting sleeve; 141a - first keyway; 142 - first insulating cylinder; 142a - first spline; 142a1 - first connecting 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-drive unit; 160-brake; 170-brake pad; 180-rear axle diagonal support rod; 181-first connecting rod; 182-second connecting rod; 190-front axle diagonal support rod; 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 nozzle; 232-camera support plate; 232a-second auxiliary wheel; 233-flaw detection wheel mounting base; 233a-T Block; 233b-guide rod; 233c-first elastic element; 233d-second elastic element; 233e-first baffle; 234-camera mounting base; 234a-crossbeam; 234b-connecting bracket; 234c-guide column; 234d-third elastic element; 235-connecting plate; 236-photographing area; 240-pressing device; 241-connecting column; 242-fixing block; 243-magnetic element; 244-fourth elastic element; 245-second baffle; 250-limiting structure; 251-limiting wheel; 252-limiting wheel fixing crossbar; 253-connecting block ;254-adjusting rod;254a-end cap;255-fifth elastic element;256-limiting wheel mounting seat;260-UAV parking device;261-base;261a-first cavity;262-flip cover;262a-second cavity;263-driving electric cylinder;264-triangle piece;264a-first connecting end;264b-second connecting end;264c-third connecting end;265-first in-position switch;266-first trigger plate;267-second in-position switch;268-second trigger plate;269-rotating shaft;300-control box;400-rail. DETAILED DESCRIPTION

[0043] In order to enable those skilled in the art to better understand the technical solutions in this application, the technical solutions in the embodiments of this application will be clearly and completely described below in conjunction with the drawings in the embodiments of this application. Obviously, the described embodiments are only part of the embodiments of this application, not all of the embodiments. Based on the embodiments in this application, all other embodiments obtained by ordinary technicians in this field without making creative efforts should fall within the scope of protection of this application.

[0044] The following embodiments of the present invention are described in further detail with reference to the accompanying drawings and examples. The following examples are used to illustrate the present invention, but are not intended to limit the scope of the present invention.

[0045] In the description of the embodiments of the present application, it should be noted that the terms "center", "longitudinal", "lateral", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", etc., indicating the orientation or positional relationship, are based on the orientation or positional relationship shown in the accompanying drawings, and are only for the convenience of describing the embodiments of the present application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operate in a specific orientation, and therefore cannot be understood as limiting the embodiments of the present application. In addition, the terms "first", "second", and "third" are used for descriptive purposes only and cannot be understood as indicating or implying relative importance.

[0046] In the description of the embodiments of this application, it should be noted that, unless otherwise specified or limited, the terms "connected" and "connection" should be understood in a broad sense. For example, they can refer to fixed connections, detachable connections, or integral connections; they can refer to mechanical connections or electrical connections; they can refer to direct connections or indirect connections through an intermediate medium. Those skilled in the art will understand the specific meanings of the above terms in the embodiments of this application based on the specific circumstances.

[0047] In the embodiments of the present application, unless otherwise expressly specified and limited, a first feature being "above" or "below" a second feature may mean that the first and second features are in direct contact, or that the first and second features are in indirect contact through an intermediate medium. Moreover, a first feature being "above," "above," and "above" a second feature may mean that the first feature is directly above or obliquely above the second feature, or simply means that the first feature is higher in level than the second feature. A first feature being "below," "below," and "below" a second feature may mean that the first feature is directly below or obliquely below the second feature, or simply means that the first feature is lower in level than the second feature.

[0048] As an essential component of the modern transportation network, the safe operation of the railway system depends on the intact condition of its track facilities. Traditional rail inspections rely primarily on manual inspections, which are inefficient. A large amount of human resources are required to complete inspections in limited sections. Inspection quality is heavily dependent on the inspectors' expertise and work status, and is easily affected by objective factors such as fatigue, weather conditions, and lighting. This leads to inconsistent inspection results and makes it difficult to fully and accurately identify potential safety hazards on the tracks. With the expansion of rail transportation and the increase in operating density, traditional inspection methods can no longer meet the current needs of efficient and safe operation of the railway system. Existing inspection vehicles typically only carry inspection equipment at both ends of the vehicle body for inspection. This inspection process is unstable and subject to large errors caused by vehicle body vibration.

[0049] Reference Figures 1 to 19 The present application provides a rail inspection vehicle, including a vehicle body 100 , a detection mechanism 200 and a control box 300 .

[0050] The vehicle body 100 is provided with wheels 140 , and the vehicle body 100 moves along the rails 400 via the wheels 140 , forming a stable inspection operation platform.

[0051] The detection mechanism 200 is arranged on both sides of the vehicle body 100. The detection mechanism 200 is located between two adjacent wheels 140 on the same side. The stable support area formed by the distance between the wheels 140 is used to reduce the impact of the vibration of the vehicle body 100 on the detection accuracy.

[0052] Reference Figures 6 to 10 The detection mechanism 200 includes a mounting base, a high-speed camera 210 and an ultrasonic flaw detection wheel 220. The mounting base is connected to the vehicle body 100. The ultrasonic flaw detection wheel 220 is set on the mounting base. The ultrasonic flaw detection wheel 220 is used to roll on the surface of the rail 400. The high-speed camera 210 is set on the mounting base. The mounting base is provided with a photographic area 236. The high-speed camera 210 is used to photograph the rail 400 in the photographic area 236.

[0053] The ultrasonic flaw detection wheel 220 refers to a roller with a built-in ultrasonic sensor. It transmits ultrasonic signals through wheel-rail contact, thereby detecting cracks and structural abnormalities inside the rail 400. The high-speed camera 210 is an imaging device with high frame rate shooting capabilities. It covers key areas on the surface of the rail 400 through a specific installation angle and is used to capture surface microscopic defects.

[0054] The control box 300 connects to the inspection mechanism 200 to collect and process data. The control box 300 can utilize an industrial computer integrated signal acquisition module to synchronize and conduct preliminary analysis of multi-sensor data. The control box 300 simultaneously receives flaw detection data and image information, extracts characteristic parameters using signal processing algorithms, and generates a comprehensive assessment report on the health of the rails 400.

[0055] Compared to existing technologies, traditional manual inspection relies on single-point visual inspection and handheld device measurement. This application organically combines contact flaw detection with non-contact imaging to form a multi-dimensional data complementarity mechanism. This allows for simultaneous detection of surface and internal damage on the rail 400, eliminating the impact of human factors on inspection quality. Furthermore, this solution utilizes the low-vibration area formed by the distance between the wheels 140 to arrange the inspection mechanism 200, significantly improving dynamic inspection stability.

[0056] Reference Figure 4 、 Figure 5 、 Figure 12 In the present application, the vehicle body 100 includes a front axle 110, a rear axle 120, a longitudinal tie rod 130 and wheels 140, and the wheels 140 are rotatably mounted at both ends of the front axle 110.

[0057] The rear axle 120 includes a rear axle tube 121 and a drive shaft 122. The drive shaft 122 passes through the rear axle tube 121 and is connected to the rear axle tube 121 via a first bearing 145. The end of the rear axle tube 121 is connected to the wheel 140 via a second bearing 146. A drive device 150 is mounted 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 rails 400.

[0058] The longitudinal tie rod 130 includes a first tie rod 131, a second tie rod 132 and a rotating connecting member 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 connecting member 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.

[0059] The rotating connector 133 is a mechanical joint that allows the first and second pull rods 131 and 132 to rotate axially. Specifically, it can be implemented by a coupling with self-lubricating bearings to ensure that the front axle 110 and the rear axle 120 rotate relative to each other during steering.

[0060] The split structure of the longitudinal tie rod 130 in the present application enables the front axle 110 and the rear axle 120 to 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 133, so that the front axle 110 and the rear axle 120 can independently adjust the travel angle. While maintaining the longitudinal rigidity of the vehicle body 100, this design allows the front axle 110 and the rear axle 120 to adaptively adjust the angle according to the curvature of the rail 400, thereby avoiding structural torsional stress generated by the vehicle body 100 when traveling on a curve, and realizing the independent angle adjustment capability of the front axle 110 and the rear axle 120 when the inspection vehicle is traveling on a curve, effectively reducing the lateral force of the rail 400 on the wheel 140, so that the vehicle has higher steering sensitivity while maintaining driving stability.

[0061] Reference 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 drive shaft 122 of the rear axle 120. The outer wall of the first insulating cylinder 142 is provided with first splines 142a distributed in an annular direction at intervals. The inner wall of the connecting sleeve 141 is provided with first keyways 141a distributed in an annular direction at intervals. The first keyways 141a extend from the front end surface of the connecting sleeve 141 to the middle of the connecting sleeve 141. The distribution interval of the first keyways 141a corresponds to the distribution interval of the first splines 142a. The connecting sleeve 141 is fixed to the outside of the first insulating cylinder 142. The first keyways 141a are matched with the first splines 142a. The second insulating cylinder 143 is fixed to the outside of the connecting sleeve 141, and the outer wall of the second insulating cylinder 143 is provided with second splines 143a distributed in an circumferential direction. The interior of the wheel body 144 is provided with a cavity 144a, and the inner wall of the cavity 144a of the wheel body 144 is provided with second key grooves 144b distributed in an circumferential direction. 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, and the second key grooves 144b cooperate with the second splines 143a. The two ends of the wheel body 144 are fixedly connected to the two ends of the second insulating cylinder 143 through end plates. One end of the outer wall of the wheel body 144 is provided with an annular protrusion 144c for clamping on the inner side of the rail 400.

[0062] Among them, the first insulating cylinder 142 is a cylindrical component made of high-strength polyurethane. The first spline 142a on the outer wall of the first insulating cylinder 142 is used to cooperate with the first keyway 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 to the outside of the connecting sleeve 141 and is made of high-strength polyurethane. The second spline 143a on the outer wall of the second insulating cylinder 143 cooperates with the second keyway 144b on the inner wall of the wheel body 144 to form a secondary insulation barrier.

[0063] Specifically, in an embodiment of the present application, the first spline 142a extends from one end face of the first insulating cylinder 142 to the other end face, and 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 smaller than the length of the first keyway 141a. A first connecting hole 142a1 is provided on the first spline 142a, and a second connecting hole 141a1 is provided on the end face of the first keyway 141a formed in the middle of the connecting sleeve 141. When the first insulating cylinder 142 is fitted into the interior of the connecting sleeve 141, the first connecting hole 142a1 is aligned with the second connecting hole 141a1, and then connecting bolts are passed through the first connecting hole 142a1 and the second connecting hole 141a1 to fix the first insulating cylinder 142 to the connecting sleeve 141.

[0064] The outer wall of the connecting sleeve 141 is surface-connected to the inner wall of the second insulating cylinder 143 .

[0065] Annular protrusion 144c is an annular structure on the outer edge of one end of wheel body 144. It is integrally formed with wheel body 144 and is used to contact the inner side of rail 400 to form a stop, preventing wheel 140 from derailing. The end plate is a metal annular fixing component that is bolted to secure wheel body 144 to second insulating cylinder 143.

[0066] Specifically, power is transmitted from the drive 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, thereby driving the wheel body 144 to roll along the rail 400. The fixed connection between the first insulating cylinder 142 and the drive shaft 122 avoids metal contact. The second insulating cylinder 143 forms a secondary insulation layer between the connecting sleeve 141 and the wheel body 144. The double insulation structure effectively blocks the leakage path.

[0067] Traditional wheels use a metal hub to connect directly to the drive shaft 122, which poses a risk of leakage and lacks a buffer structure. Some improvement schemes only use a single insulating layer to wrap the drive shaft 122, but the insulating layer is easily worn, resulting in protection failure. This solution forms an insulating barrier while ensuring power transmission efficiency through the nested spline cooperation of the first insulating cylinder 142 and the connecting sleeve 141. The spline connection between the second insulating cylinder 143 and the wheel body 144 further enhances the insulation performance to avoid overall failure caused by damage to the single insulating layer. The wheel 140 of the present application eliminates the risk of equipment failure caused by current conduction. The double insulation structure forms redundant protection during power transmission and improves electrical safety performance. The spline cooperation method reduces stress concentration when transmitting torque and can also act as a buffer.

[0068] Reference Figure 12 In some embodiments, the first insulating cylinder 142 and the second bearing 146 are coaxially arranged relative to each other within the connecting sleeve 141, with the axis of the first insulating cylinder 142 coinciding with the axis of the second bearing 146. Specifically, the section of the connecting sleeve 141 without the first keyway 141a is used to mount and secure the second bearing 146 to the rear axle tube 121, while the section of the connecting sleeve 141 with the first keyway 141a is used to mount the first insulating cylinder 142. This effectively integrates the first insulating cylinder 142 and the second bearing 146 coaxially within the connecting sleeve 141, making the overall structure more compact.

[0069] In some embodiments, the rear axle 120 is installed with a brake 160 , and the inner end surface of the connecting sleeve 141 is connected to the brake pad 170 , so that the brake 160 and the brake pad 170 form a braking cooperation relationship.

[0070] Among them, the brake 160 can be implemented by an electromagnetic brake or a hydraulic brake. A brake pad 170 is set at one end of the connecting sleeve 141 close to the rear axle 120. 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 to clamp the brake pad 170 fixed on the connecting sleeve 141 through hydraulic or electromagnetic drive, and the friction resistance generated achieves deceleration.

[0071] Reference Figures 6 to 10The mounting base includes a flaw detection wheel support plate 231, a camera support plate 232, a flaw detection wheel mounting base 233, and a camera mounting base 234. The ultrasonic flaw detection wheel 220 is mounted on the flaw detection wheel support plate 231 via the flaw detection wheel mounting base 233, and the high-speed camera 210 is mounted on the camera support plate 232 via the camera mounting base 234. The flaw detection wheel support plate 231 and the camera support plate 232 are arranged side by side along the length of the longitudinal tie rod 130. The flaw detection wheel support plate 231 and the camera support plate 232 are detachably connected via a connecting plate 235. In this solution, the ultrasonic flaw detection wheel 220 is mounted on the flaw detection wheel support plate 231 via the flaw detection wheel mounting base 233, and the high-speed camera 210 is mounted on the camera support plate 232 via the camera mounting base 234, so that the ultrasonic flaw detection wheel 220 and the high-speed camera 210 are arranged separately, forming a modular system. When disassembly is required, the connecting plate 235 connecting the flaw detection wheel support plate 231 and the camera support plate 232 can be directly disassembled, thereby facilitating subsequent disassembly and assembly.

[0072] Reference Figure 10 The flaw detection wheel mounting seat 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 flaw detection wheel support plate 231 is provided with a flaw detection wheel avoidance hole 231a. Four guide rods 233b are vertically fixed on the flaw detection wheel support plate 231. The four guide rods 233b are distributed on both sides of the flaw detection wheel avoidance hole 231a in pairs, and the two guide rods 233b on each side of the flaw detection wheel avoidance hole 231a are parallel to each other. Two through holes are provided on the T-shaped block 233a. The T-shaped block 233a is connected to the flaw detection wheel avoidance hole 231 through the through holes. a. The two guide rods 233b on the same side cooperate, and the T-block 233a can slide along the length direction of the guide rod 233b. The T-blocks 233a on both sides of the flaw detection wheel avoidance hole 231a are rotatably connected to the connecting shaft of the ultrasonic flaw detection wheel 220. A first baffle 233e is set on the top of the guide rod 233b. The first elastic element 233c is sleeved on the guide rod 233b, with one end pressed against the T-block 233a and the other end pressed against the first baffle 233e. The second elastic element 233d is sleeved on the guide rod 233b, with one end pressed against the T-block 233a and the other end pressed against the flaw detection wheel support plate 231.

[0073] The guide rod 233b is a vertical guide structure positioned on either side of the flaw detection wheel avoidance hole 231a. The guide rod 233b forms a sliding pair with the T-block 233a through a through hole. The T-block 233a is a sliding component that supports the ultrasonic flaw detection wheel 220. The axis of the through hole in the T-block 233a is parallel to the axis of the guide rod 233b, allowing the flaw detection wheel to move vertically. The first elastic element 233c, located above the guide rod 233b and specifically a preloaded spring, maintains the contact pressure between the ultrasonic flaw detection wheel 220 and the rail surface through a continuous elastic force. The second elastic element 233d, located below the guide rod 233b and specifically a coil spring, absorbs the upward impact caused by the bumps of the rail 400 through compression deformation. The first baffle 233e is fixed to the top of the guide rod 233b via a nut to restrain the first elastic element 233c.

[0074] When a dent occurs on the rail 400, the first elastic element 233c pushes the T-block 233a downward to compensate for the height difference and maintain wheel-rail contact. When a bulge occurs on the rail 400, the second elastic element 233d is compressed to cushion the upward impact. This solution utilizes a dual elastic constraint mechanism, with independent elastic elements positioned in both the upper and lower directions. This allows the ultrasonic flaw detection wheel 220 to both absorb the impact of bulges on the rail 400 and actively compensate for dents, maintaining contact pressure within the required detection threshold.

[0075] Through the above-mentioned technical solution, the present application realizes adaptive buffering adjustment of the flaw detection wheel under the condition of uneven rail 400, eliminating the detection pressure fluctuation caused by the geometric deformation of the rail 400. The flaw detection wheel support structure forms a bidirectional elastic constraint in the vertical direction, effectively absorbing the impact vibration of the rail 400 and avoiding distortion of the detection data. The guide rod 233b ensures the vertical accuracy of the flaw detection wheel movement trajectory and prevents lateral deviation from causing uneven contact surface. The synergistic effect 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 due to poor contact.

[0076] Reference Figure 7 、 Figure 9There are two camera support plates 232, and the two flaw detection wheel support plates 231 are spaced apart along the length of the longitudinal tie rod 130. The space between the two camera support plates 232 is a photographing area 236. The camera mounting base 234 includes a crossbeam 234a, a connecting bracket 234b, a guide column 234c, and a third elastic element 234d. At least one guide column 234c is vertically mounted 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 crossbeam 234a is set above the two flaw detection wheel support plates 231. The two ends of the crossbeam 234a correspond to the two flaw detection wheel support plates 231. The two ends of the crossbeam 234a are aligned with each other. Assembly holes are set at the ends, and the crossbeam 234a cooperates 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 columns 234c, and one end is pressed against the crossbeam 234a, and the other end is pressed against the flaw detection wheel support plate 231. Two connecting brackets 234b are set, and the two connecting brackets 234b are respectively fixed at the two ends of the crossbeam 234a, and the high-speed camera 210 is fixed on the two connecting brackets 234b.

[0077] The sliding pair formed by the guide column 234c and the assembly hole on the beam 234a ensures that the beam 234a can only slide up and down in the vertical direction. When the vehicle body 100 vibrates while moving, the third elastic element 234d absorbs the vibration energy to ensure the stability of the high-speed camera 210 on the beam 234a, effectively solving the problem of blurred camera imaging caused by the vibration of the vehicle body 100.

[0078] A first auxiliary wheel 231b is set at the bottom of the flaw detection wheel support plate 231, and the first auxiliary wheel 231b is located on both sides of the travel axis of the ultrasonic flaw detection wheel 220. A second auxiliary wheel 232a is set at the bottom of the camera support plate 232, and the travel axis of the second auxiliary wheel 232a is the same as the travel axis of the first auxiliary wheel 231b.

[0079] The first auxiliary wheel 231b is a rolling support component symmetrically arranged on both sides of the travel 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 the role of auxiliary support rolling, thereby improving the stability of the ultrasonic flaw detection wheel 220 during travel.

[0080] Similarly, the second auxiliary wheels 232a are also rolling support components provided at both ends of the bottom of the camera support plate 232, which play a role in auxiliary support rolling and improve the stability of the high-speed camera 210 in shooting during the movement.

[0081] The first auxiliary wheel 231b and the second auxiliary wheel 232a can both be implemented by metal wheels with a rubber coating.

[0082] Reference Figure 6、 Figure 9 、 Figure 10 The detection mechanism 200 also includes a clamping 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 clamping device 240 includes a connecting column 241, a fixed block 242, a magnetic element 243, a fourth elastic element 244 and a second baffle 245. The fixed block 242 is installed on the flaw detection wheel support plate 231 and the camera support plate 232. A guide hole is provided on the fixed block 242. The connecting column 241 is vertically assembled in the guide hole. The connecting column 241 can slide up and down relative to the fixed block 242 in the guide hole. A second baffle 245 is provided on the top of the connecting column 241. The magnetic element 243 is fixed to 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 is pressed against the fixed block 242, and the other end is pressed against the second baffle 245.

[0083] Among them, the connecting column 241 is a guide component arranged in the vertical direction, which can be specifically made of a metal rod. The outer surface of the rod of the connecting column 241 forms a clearance fit with the guide hole on the fixed block 242. The fourth elastic element 244 is a pre-stressed spring with a spiral structure. The magnetic element 243 is a rail adsorption component, which can specifically be a permanent magnet. It is installed at the bottom of the connecting column 241 for adsorption on the surface of the rail 400. The second baffle 245 is set at the top of the connecting column 241 to limit the fourth elastic element 244.

[0084] As the inspection vehicle travels along rail 400, the connecting post 241 on the fixed block 242 is pressed downward by the elastic force of the fourth elastic element 244. Simultaneously, the magnetic element 243 adheres to the surface of rail 400, thereby keeping the ultrasonic testing wheel 220, the first auxiliary wheel 231b on the testing wheel support plate 231, and the second auxiliary wheel 232a on the camera support plate 232 pressed against the surface of rail 400. When a localized bump or depression appears on the surface of rail 400, the connecting post 241 slides up and down along the guide hole in the fixed block 242, and the fourth elastic element 244 absorbs the vibration energy through deformation. The magnetic element 243 exerts a magnetic attraction force in addition to the elastic pressure. This dual action ensures that the ultrasonic testing wheel 220, the first auxiliary wheel 231b, and the second auxiliary wheel 232a all adhere to the rolling contact with rail 400.

[0085] In some embodiments, the connecting column 241 on the camera support plate 232 is coaxially arranged with the guide column 234 c , and one end of the third elastic element 234 d is pressed against the beam 234 a , and the other end is pressed against the second baffle 245 .

[0086] This design combines the clamping device 240 on the camera support plate 232 with the guide column 234c on the beam 234a, that is, the guide column 234c on the camera support plate 232 and the connecting column 241 share the same rod, thereby making the overall structure more compact and improving space utilization.

[0087] The effectiveness of ultrasonic testing depends largely on the efficiency of ultrasonic wave transmission in the material. In order to improve this efficiency, refer to Figure 10 A couplant nozzle 231c is located in front of the ultrasonic flaw detection wheel 220 and is connected to the flaw detection wheel support plate 231. The couplant nozzle 231c is connected to the couplant tank via a hose. As the inspection vehicle moves, the couplant is evenly sprayed onto the surface of the rail 400, forming a thin film that significantly increases the transmission efficiency of ultrasonic waves and enhances flaw detection quality.

[0088] Reference Figures 7 to 9 In some embodiments, the detection mechanism 200 is further provided with a limiting structure 250, which includes a limiting wheel 251, a limiting wheel fixed cross arm 252, a connecting block 253, an adjusting rod 254 and a fifth elastic element 255. The limiting wheel fixed cross arm 252 extends along the length direction of the longitudinal tie rod 130. A plurality of limiting wheels 251 are provided, and each limiting wheel 251 is arranged on the limiting wheel fixed cross arm 252 at intervals along the length direction of the limiting wheel fixed cross arm 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. The camera support plate 232 and the flaw detection wheel support plate 231 A connecting block 253 is installed on each of them, and a transverse hole extending along the width direction of the vehicle body 100 is provided on the connecting block 253. The adjusting rod 254 is passed through the transverse hole and fits in the transverse hole gap. The two ends of the adjusting rod 254 extend from the two ends of the transverse hole respectively, and 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 fixed crossbeam 252, and the other end of the adjusting rod 254 is provided with an end cap 254a. The fifth elastic element 255 is sleeved on the adjusting rod 254, and one end of the fifth elastic element 255 is tightly pressed against the connecting block 253, and the other end is tightly pressed against the end cap 254a of the adjusting rod 254.

[0089] Specifically, the limiting wheel 251 is horizontally fixed to the limiting wheel fixing crossbar 252 via a limiting wheel mounting seat 256. In this application, a limiting wheel fixing crossbar 252 is provided 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 aligned with each other. Connecting blocks 253 are provided at both ends of the bottom of the flaw detection wheel support plate 231. Each camera support plate 232 is provided with a connecting block 253 at both ends of the bottom. The adjustment rod 254 in the transverse hole of each connecting block 253 is connected to the limiting wheel fixing crossbar 252. The fifth elastic element 255 mounted on the adjusting rod 254 can play a buffering and adjusting role. 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, thereby facilitating modular management.

[0090] Of course, in other embodiments, the limiting structure 250 can also be set as an integrated structure. Specifically, the inner side of the camera support plate 232 and the inner side of the flaw detection wheel support plate 231 are correspondingly provided with the same limiting wheel fixing crossbeam 252. The other settings are the same as the above-mentioned split setting direction and will not be repeated here.

[0091] During the inspection process of the inspection vehicle, the limiting wheel 251 of the limiting structure 250 will synchronously roll on the inside of the rail 400, thereby limiting the detection mechanism 200 and preventing the detection mechanism 200 from lateral displacement during operation. Moreover, due to the setting of the fifth elastic element 255, this limiting structure 250 has a certain lateral elastic adjustment capability and can adapt to rails 400 of different widths and gauges. In addition, when the inspection vehicle turns or crosses obstacles on the rail 400, the extension and contraction of the fifth elastic element 255 can enable the limiting structure 250 to achieve flexible turning and crossing obstacles on the rail 400.

[0092] Reference 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, symmetrically arranged on either side of the longitudinal tie rod 130, with one end of the rear axle diagonal brace 180 connected to the longitudinal tie rod 130 and the other end connected to the rear axle 120. Two front axle diagonal braces 190 are provided, symmetrically arranged on either side of the longitudinal tie rod 130, with one end of the front axle diagonal brace 190 connected to the longitudinal tie rod 130 and the other end connected to the front axle 110. Providing the front axle diagonal brace 190 and the rear axle diagonal brace 180 can improve the connection strength between the front axle 110, rear axle 120, and the longitudinal tie rod 130, thereby enhancing the structural strength and load-bearing performance of the vehicle body 100.

[0093] In addition, a first connecting rod 181 and a second connecting rod 182 are provided between the rear axle diagonal 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 diagonal brace 180, and the other end is hinged to the flaw detection wheel support plate 231. The provision of the first connecting rod 181 and the second connecting rod 182 connects the flaw detection wheel support plate 231 to the rear axle 120 and the rear axle diagonal brace 180, thereby improving the connection strength between the flaw detection wheel support plate 231 and the vehicle body 100.

[0094] Similarly, a third connecting rod 191 and a fourth connecting rod 192 are provided between the front axle diagonal 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 diagonal 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 diagonal brace 190, thereby improving the connection strength between the flaw detection wheel support plate 231 and the vehicle body 100.

[0095] Reference Figure 1 、 Figures 17 to 19 In some embodiments, a drone parking device 260 is provided on the longitudinal pull rod 130 , and the drone parking device 260 includes a base 261 , a flip cover 262 and a driving electric cylinder 263 .

[0096] 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, and the flip cover 262 has a second cavity 262a. When the flip cover 262 is merged into 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 position switch 265 is set on the side of the base 261. The first position switch 265 is set 65 is controlled and connected to the driving electric cylinder 263. A first trigger plate 266 corresponding to the first in-position switch 265 is set on the side of the flip cover 262. When the flip cover 262 is merged into place on the base 261, the first trigger plate 266 will trigger the first in-position switch 265. At least one second in-position switch 267 is set at the bottom of the base 261. A second trigger plate 268 for triggering the second in-position switch 267 is provided on the flip cover 262. When the flip cover 262 is opened into place on the base 261, the second trigger plate 268 can trigger the second in-position switch 267.

[0097] Drone parking device 260 can accommodate a small quadcopter drone equipped with a high-definition camera, enabling inspections in areas difficult to reach by ground-based inspection equipment, such as overpasses and tunnel roofs, significantly expanding the inspection range. The drone connects to control box 300 via wireless communication, enabling real-time image data transmission and autonomous flight along pre-defined routes to complete inspections of specific areas.

[0098] When the flip cover 262 is fully seated on the base 261, the first trigger plate 266 triggers the first fully seated switch 265. This first fully seated switch 265 transmits a signal to the driving cylinder 263, causing the driving cylinder 263 to stop driving. When the driving cylinder 263 drives the flip cover 262 to open, the first fully seated switch 265 loses the pressure of the first trigger plate 266, indicating that the flip cover 262 is now open. This allows the first fully seated switch 265 to detect the opening and closing status of the drone parking device 260, thereby recording and monitoring the use of the drone and facilitating drone security management and tracking. Furthermore, when the flip cover 262 opens to the point where the second trigger plate 268 triggers the second fully seated switch 267, indicating that the flip cover 262 is fully opened, the second fully seated switch 267 transmits a signal to the driving cylinder 263, causing the driving cylinder 263 to stop driving.

[0099] The first in-position switch 265 and the second in-position switch 267 can both be of 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.

[0100] To achieve a flexible connection between the electric drive cylinder 263 and the flap 262, a triangular member 264 is provided in this embodiment. This triangular member 264 has three connection ends: a first connection end 264a rotatably connected to the rotating shaft 269, a second connection end 264b hingedly connected to the piston rod of the electric drive cylinder 263, and a third connection end 264c fixedly connected to the flap 262. This three-point connection design enhances the stability and reliability of the flap 262's opening and closing.

[0101] In the description of this specification, the description with reference to the terms "one embodiment", "some embodiments", "example", "specific example", or "some examples" means that the specific features, structures, materials or characteristics described in conjunction 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 representations 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 any one or more embodiments or examples in a suitable manner. In addition, those skilled in the art can combine and combine different embodiments or examples described in this specification and the features of different embodiments or examples, unless they are contradictory.

[0102] The embodiments of the present application are described in detail above in conjunction with the accompanying drawings, but the present application is not limited to the above embodiments. Various changes can be made within the scope of knowledge possessed by ordinary technicians in the technical field without departing from the purpose of the present application.

Claims

1. A rail inspection vehicle, characterized in that: include: a vehicle body, wherein the vehicle body is provided with wheels for traveling on rails; The detection mechanism is arranged on both sides of the vehicle body, and 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 to roll on the surface of the rail. The high-speed camera is arranged on the mounting seat. The mounting seat is provided with a photographic area. The high-speed camera is used to photograph the rails in the photographic area. The mounting seat includes a flaw detection wheel support plate, a camera support plate, a flaw detection wheel mounting seat and a camera mounting seat. The ultrasonic flaw detection wheel is arranged on the mounting seat. The high-speed camera is used to photograph the rails in the photographic area. The mounting seat includes a flaw detection wheel support plate, a camera support plate, a flaw detection wheel mounting seat and a camera mounting seat. The flaw detection wheel is mounted on the flaw detection wheel support plate through the flaw detection wheel mounting seat, and the high-speed camera is mounted on the camera support plate through the camera mounting seat. The flaw detection wheel mounting seat includes a T-block, a guide rod, a first elastic element, a second elastic element and a first baffle. The flaw detection wheel support plate is provided with a flaw detection wheel avoidance hole, and four guide rods are vertically fixed on the flaw detection wheel support plate. The four guide rods are distributed in pairs 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-block, and the T-block is connected to the flaw detection wheel through the through holes. The guide rod on the same side of the wheel avoidance hole cooperates, and the T-block can slide along the length direction of the guide rod. The T-blocks on both sides of the flaw detection wheel avoidance hole are rotatably connected to the connecting shaft of the ultrasonic flaw detection wheel. The first baffle is set on the top of the guide rod, and the first elastic element is sleeved on the guide rod, and one end is pressed against the T-block, and the other end is pressed against the first baffle. The second elastic element is sleeved on the guide rod, and one end is pressed against the T-block, and the other end is pressed against the flaw detection wheel support plate. The detection mechanism also includes a clamping device, which is distributed on both sides of the ultrasonic flaw detection wheel and On both sides of the high-speed camera, the clamping device includes a connecting column, a fixed block, a magnetic element, a fourth elastic element and a second baffle, the fixed block is mounted on the flaw detection wheel support plate and the camera support plate, a guide hole is provided on the fixed block, the connecting column is vertically assembled in the guide hole, the connecting column can slide up and down relative to the fixed block in the guide hole, the second baffle is provided on the top of the connecting column, the magnetic element is fixed to the bottom of the connecting column, the fourth elastic element is sleeved on the connecting column, one end of the fourth elastic element is pressed against the fixed block, and the other end is pressed against the second baffle; A control box is connected to the detection mechanism.

2. The rail inspection vehicle according to claim 1, characterized in that: 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 passed through 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 installed 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 connecting piece, one end of the first tie rod is fixed to the front axle, one end of the second tie rod is fixed to the rear axle, the other end of the first tie rod is coaxially connected to the other end of the second tie rod through the rotating connecting piece, and 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, characterized in that: 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. The outer wall of the first insulating cylinder is provided with first splines distributed circumferentially at intervals. The inner wall of the connecting sleeve is provided with first keyways distributed circumferentially at intervals. The first keyways extend from the front end surface of the connecting sleeve to the middle of the connecting sleeve. The distribution interval of the first keyways corresponds to the distribution interval of the first splines. The connecting sleeve is fixed to the outside of the first insulating cylinder. The first keyways cooperate with the first splines. The second insulating cylinder is fixed to the outside of the connecting sleeve. The outer wall of the second insulating cylinder is provided with second splines distributed circumferentially at intervals. A cavity is provided inside the wheel body. The inner wall of the cavity of the wheel body is provided with second keyways distributed circumferentially at intervals. The distribution interval of the second keyways corresponds to the distribution interval of the second splines. The wheel body is fixed to the outer wall of the connecting sleeve. The second keyways cooperate with the second splines. Both ends of the wheel body are fixedly connected to the two ends of the second insulating cylinder through end plates. One end of the outer wall of the wheel body is provided with an annular protrusion for clamping on the inner side of the rail.

4. The rail inspection vehicle according to claim 3, characterized in that: The first insulating cylinder and the second bearing are coaxially arranged opposite to each other 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 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 flaw detection wheel support plate and the camera support plate are detachably connected via a connecting plate.

6. The rail inspection vehicle according to claim 2, characterized in that: Two camera support plates are provided, and 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 crossbeam, a connecting bracket, a guide column, and a third elastic element. At least one guide column is vertically installed on each flaw detection wheel support plate, and the guide columns on each flaw detection wheel support plate are parallel to each other. The crossbeam is provided above the two flaw detection wheel support plates, and the two ends of the crossbeam correspond to the two flaw detection wheel support plates. Assembly holes are provided at both ends of the crossbeam, and the crossbeam cooperates with the guide columns on the two flaw detection wheel support plates through the assembly holes at both ends. The third elastic element is sleeved on the guide column, and one end is pressed against the crossbeam, and the other end is pressed against the flaw detection wheel support plate. Two connecting brackets are provided, and the two connecting brackets are respectively fixed at both ends of the crossbeam, and the high-speed camera is fixed on the two connecting brackets.

7. The rail inspection vehicle according to claim 6, characterized in that: A first auxiliary wheel is provided at the bottom of the flaw detection wheel support plate, and the first auxiliary wheel is located on both sides of the travel axis of the ultrasonic flaw detection wheel. A second auxiliary wheel is provided at the bottom of the camera support plate, and the travel axis of the second auxiliary wheel is the same as the travel axis of the first auxiliary wheel.

8. The rail inspection vehicle according to claim 6, characterized in that: The connecting column on the camera support plate is coaxially arranged with the guide column, one end of the third elastic element is pressed against the crossbeam, and the other end is pressed against the second baffle.

9. The rail inspection vehicle according to claim 6, characterized in that: The detection mechanism is also provided with a limiting structure, which includes a limiting wheel, a limiting wheel fixed crossarm, a connecting block, an adjusting rod and a fifth elastic element. The limiting wheel fixed crossarm 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 on the limiting wheel fixed crossarm along the length direction of the limiting wheel fixed crossarm. Each of the limiting wheels is used to press the inner side of the rail. A plurality of connecting blocks are provided, and the connecting blocks are both installed on the camera support plate and the flaw detection wheel support plate. A transverse hole extending along the width direction of the vehicle body is provided on the connecting block. The adjusting rod is passed through the transverse hole and is gap-matched with the transverse hole. The two ends of the adjusting rod extend from the two ends of the transverse hole respectively, and 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 fixed crossarm, and the other end of the adjusting rod is provided with an end cap. The fifth elastic element is sleeved on the adjusting rod, and one end of the fifth elastic element is tightly pressed against the connecting block, and the other end is tightly pressed against the end cap of the adjusting rod.

10. The rail inspection vehicle according to claim 6, characterized in that: The vehicle body also includes a rear axle diagonal support rod and a front axle diagonal support rod, one end of the rear axle diagonal support rod is connected to the longitudinal pull rod, 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 support rod and the detection mechanism, one end of the first connecting rod is hinged to the rear axle, 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 support rod, the other end is hinged to the flaw detection wheel support plate, one end of the front axle diagonal support rod is connected to the longitudinal pull rod, 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 support rod 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 support rod, and the other end is hinged to the camera support plate.

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