Rail inspection robot

Abstract

The invention relates to the technical field of railway detection, in particular to a rail inspection robot which comprises a vehicle body, the vehicle body comprises a vehicle frame, a front axle, a rear axle and wheels, the front axle and the rear axle are installed at the two ends of the vehicle frame respectively, and the wheels are installed at the two ends of the front axle and the two ends of the rear axle; the rail crossing device comprises first lifting mechanisms and second lifting mechanisms, the first lifting mechanisms are installed on the two sides of the frame and distributed on the frame in the second direction, driving wheels are installed at the lifting movable ends of the first lifting mechanisms, the second lifting mechanisms are installed at the bottom of the frame, and supporting wheels are installed at the lifting movable ends of the second lifting mechanisms; the high-speed camera detection device is mounted at one end of the frame; and the ultrasonic flaw detection device is mounted at the other end of the frame. Through the rail crossing device, crossing movement of the whole robot between different rails can be achieved, and the inspection efficiency is greatly improved.

Description

Technical Field

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

[0002] As an important transportation infrastructure, the safe operation of railways is of great significance to the development of the national economy and the safety of people's lives and property. Regular inspection and maintenance of railway tracks are key links to ensure railway transportation safety. Currently, railway track inspections mainly rely on dedicated railway track inspection vehicles. These inspection vehicles are equipped with various detection devices, which can comprehensively detect the geometric parameters, track structure, rail surface conditions, etc. of the railway tracks, and promptly discover potential safety hazards.

[0003] Traditional railway track inspection vehicles can only travel on a single track. When it is necessary to detect adjacent tracks, track conversion usually needs to be carried out through stations or special turnouts, which greatly reduces the inspection efficiency. Especially in busy railway sections with multiple tracks in parallel, due to the intensive operation of trains, the inspection vehicle often needs to wait for a long time to obtain the detection opportunity, which not only wastes inspection time but also may affect the normal order of railway operation. Summary of the Invention

[0004] This application aims to at least partly solve one of the above technical problems in the prior art. To this end, an embodiment of this application provides a railway track inspection robot, which can realize the cross movement of the whole robot between different tracks through a cross-track device, greatly improving the inspection efficiency.

[0005] A railway track inspection robot includes: A vehicle body for traveling on the railway track along a first direction. The vehicle body includes a frame, a front axle, a rear axle, and wheels. The front axle and the rear axle are respectively installed at both ends of the frame, and wheels are installed at both ends of the front axle and both ends of the rear axle; A cross-track device including a first lifting mechanism and a second lifting mechanism. The first lifting mechanism is installed on both sides of the frame, and the first lifting mechanism is distributed along a second direction on the frame. The second direction intersects the first direction. A driving wheel is installed at the lifting movable end of the first lifting mechanism. The first lifting mechanism is used to support the frame away from the ground, and the driving wheel is used to move along the second direction. The second lifting mechanism is installed at the bottom of the frame, and a supporting wheel is installed at the lifting movable end of the second lifting mechanism. In the working state where the first lifting mechanism drives the frame away from the ground, the second lifting mechanism can drive the supporting wheel to descend to the same plane as the driving wheel for support; A high-speed camera detection device installed at one end of the frame; An ultrasonic flaw detector installed at the other end of the frame.

[0006] In an optional or preferred embodiment, the first lifting mechanism includes: A lifting frame, on the bottom edge of which the driving wheels are installed; Two first rotating swing rods, along the first direction, the two first rotating swing rods are distributed at both ends of the lifting frame, one end of the first rotating swing rod is hinged to the vehicle frame, and the other end is hinged to the middle of the side edge of the lifting frame; A first driving electric cylinder, the cylinder body of the first driving electric cylinder is hinged to the vehicle frame, and the piston rod of the first driving electric cylinder is hinged to the side of the lifting frame away from the driving wheels.

[0007] In an optional or preferred embodiment, the first lifting mechanism further includes two second rotating swing rods, along the first direction, the two second rotating swing rods are distributed at both ends of the lifting frame, one end of the second rotating swing rod is hinged to the top end of the lifting frame, and the other end is hinged to the vehicle frame, the second rotating swing rod is parallel to and spaced from the first rotating swing rod, two first driving electric cylinders are provided, along the first direction, the two first driving electric cylinders respectively correspond to both ends of the lifting frame, the cylinder body of the first driving electric cylinder is hinged to the vehicle frame, and the piston rod of the first driving electric cylinder is hinged to the middle of the second rotating swing rod.

[0008] In an optional or preferred embodiment, the second lifting mechanism includes a second driving electric cylinder, a swing bracket and the supporting wheels, one end of the swing bracket is hinged to the vehicle frame, the supporting wheels are rotatably installed at the other end of the swing bracket, the cylinder body of the second driving electric cylinder is hinged to the vehicle frame, the piston rod of the second driving electric cylinder is hinged to the swing bracket, and the second driving electric cylinder is used to drive the swing bracket to swing around the hinge point with the vehicle frame as the center.

[0009] In an optional or preferred embodiment, a crawler transverse movement mechanism is further included, the crawler transverse movement mechanism is used to drive the vehicle body to move along the second direction, the crawler transverse movement mechanism is installed on the vehicle body through a third lifting mechanism, the third lifting mechanism is used to drive the crawler transverse movement mechanism to move up and down, the crawler transverse movement mechanism includes a crawler bracket, a first crawler wheel, a second crawler wheel, a crawler and a power component, the first crawler wheel and the second crawler wheel are respectively installed at both ends of the crawler bracket, the crawler connects the first crawler wheel and the second crawler wheel, the power component is installed on the vehicle frame, and the power output end of the power component is connected to the first crawler wheel.

[0010] In an alternative or preferred embodiment, two cavities are provided on the vehicle frame. The two cavities are spaced apart along the length direction of the vehicle frame. The cavities protrude downward from the vehicle frame. Both the upper and lower ends of the cavities are open structures. The cavities extend along the width direction of the vehicle frame. Each cavity is provided with a crawler traversing mechanism mounted thereon through a third lifting mechanism.

[0011] In an alternative or preferred embodiment, the third lifting mechanism includes a lifting drive motor, a lead screw and nut transmission pair, a connecting bracket, a slide rail and a slider. The lifting drive motor is mounted on the vehicle frame. One end of the lead screw of the lead screw and nut transmission pair is connected to the crawler bracket through the connecting bracket. The power output end of the lifting drive motor is connected to the nut of the lead screw and nut transmission pair. The slide rail is vertically mounted on the connecting bracket. The slider is fixed inside the cavity. The slider cooperates with the slide rail.

[0012] In an alternative or preferred embodiment, a control box fixing plate is provided on the vehicle frame. A control box is mounted on the control box fixing plate. The control box is connected to the high-speed camera detection device, the ultrasonic flaw detection device, the lifting drive motor, the power components, the first drive cylinder and the second drive cylinder. The control box fixing plate is connected to the vehicle frame through a shock absorption system. The shock absorption system includes a first damper, a second damper and a third damper. The first damper is distributed on both sides of the control box fixing plate along the length direction of the vehicle frame. One end of the first damper is hinged to the vehicle frame, and the other end is hinged to the control box fixing plate. The first damper is used to apply a damping constraint to the control box along the height direction of the vehicle frame. One end of the second damper is hinged to the vehicle frame, and the other end is hinged to the middle of the control box fixing plate. The second damper is used to apply a damping constraint to the control box fixing plate along the length direction of the vehicle frame. One end of the third damper is hinged to the vehicle frame, and the other end is hinged to the middle of the control box fixing plate. The third damper is used to apply a damping constraint to the control box fixing plate along the width direction of the vehicle frame.

[0013] In an alternative or preferred embodiment, a bottom plate parallel to the control box fixing plate is mounted on the vehicle frame. First buffer pads are arranged in an array on the bottom plate. The first buffer pads support between the bottom plate and the control box fixing plate. Second buffer pads and third buffer pads are mounted at the four corners of the bottom plate. The second buffer pads are pressed against both sides of the control box fixing plate along the width direction of the vehicle frame. The third buffer pads are pressed against both sides of the control box fixing plate along the length direction of the vehicle frame.

[0014] In an alternative or preferred embodiment, a plurality of fourth dampers are obliquely arranged between the front axle and the vehicle frame. One end of each fourth damper is joined to the bottom of the front axle, and the other end passes through the vehicle frame and is hinged to the top of the vehicle frame. A plurality of fifth dampers are obliquely arranged between the rear axle and the vehicle frame. One end of each fifth damper is hinged to the bottom of the rear axle, and the other end passes through the vehicle frame and is hinged to the top of the vehicle frame.

[0015] In an alternative or preferred embodiment, two horizontal first front axle connecting screws are arranged between the front axle and the vehicle frame. One end of each first front axle connecting screw is hinged to the front axle, and the other end is hinged to the vehicle frame. The two first front axle connecting screws are parallelly and spaced apart along the width direction of the vehicle frame. Two horizontal first rear axle connecting screws are arranged between the rear axle and the vehicle frame. One end of each first rear axle connecting screw is hinged to the rear axle, and the other end is hinged to the vehicle frame. The two first rear axle connecting screws are parallelly and spaced apart along the width direction of the vehicle frame.

[0016] In an alternative or preferred embodiment, two horizontal second front axle connecting screws are arranged between the front axle and the vehicle frame. One end of each second front axle connecting screw is hinged to the front axle, and the other end is hinged to the vehicle frame. The two second front axle connecting screws are located between the two first front axle connecting screws. The distance between the hinge connection of the two second front axle connecting screws and the vehicle frame is greater than the distance between the hinge connection of the two second front axle connecting screws and the front axle, so that the two second front axle connecting screws are connected in a V-shape between the front axle and the vehicle frame. Two horizontal second rear axle connecting screws are arranged between the rear axle and the vehicle frame. One end of each second rear axle connecting screw is hinged to the rear axle, and the other end is hinged to the vehicle frame. The two second rear axle connecting screws are located between the two first rear axle connecting screws. The distance between the hinge connection of the two second rear axle connecting screws and the vehicle frame is greater than the distance between the hinge connection of the two second rear axle connecting screws and the rear axle, so that the two second rear axle connecting screws are connected in a V-shape between the rear axle and the vehicle frame.

[0017] In an alternative or preferred embodiment, the front axle is connected to the vehicle frame through a first buffer structure. The first buffer structure includes a first connecting seat, a second connecting seat, a first buffer spring, and a first connecting member. The first connecting seat is fixed to the front axle and extends along the length direction of the vehicle frame, so that both ends of the first connecting seat are distributed on both sides of the front axle. The second connecting seat is fixed to the bottom of the vehicle frame and extends along the length direction of the vehicle frame. Both ends of the first connecting seat and both ends of the second connecting seat are aligned along the height direction of the vehicle body. Both ends of the first connecting seat and both ends of the second connecting seat are connected through the first buffer spring. The first connecting member connects the front axle and the second connecting seat.

[0018] In an alternative or preferred embodiment, the rear axle is connected to the vehicle frame through a second buffer structure. The second buffer structure includes a third connecting seat, a fourth connecting seat, a second buffer spring, and a second connecting member. The third connecting seat is fixed to the rear axle and extends along the length direction of the vehicle frame to both sides of the rear axle. The fourth connecting seat is fixed to the bottom of the vehicle frame and extends along the length direction of the vehicle frame. Both ends of the third connecting seat and both ends of the fourth connecting seat are aligned along the height direction of the vehicle body. Both ends of the third connecting seat and both ends of the fourth connecting seat are connected through the second buffer spring. The second connecting member connects the rear axle and the fourth connecting seat.

[0019] In an alternative or preferred embodiment, a battery compartment is provided in the middle of the vehicle frame. The battery compartment is located between the two cavities and protrudes downward from the vehicle frame. A battery is installed in the battery compartment, and the battery is connected to the high-speed camera detection device, the ultrasonic flaw detection device, the lifting drive motor, the power component, the first driving electric cylinder, and the second driving electric cylinder.

[0020] Based on the above technical solutions, the embodiments of the present application have at least the following beneficial effects: The overall robot can be moved across different tracks through the track-crossing device, thereby greatly improving the inspection efficiency. Description of the Drawings

[0021] The following further describes the present application in conjunction with the drawings and embodiments; Figure 1 is a schematic structural diagram of a railway inspection robot provided by an embodiment of the present application; Figure 2 is Figure 1 a schematic connection structure diagram of the track-crossing device and the vehicle body in the embodiment; Figure 3 is Figure 2 a schematic structural diagram of another perspective; Figure 4 is Figure 2 a schematic structural view from the bottom perspective; Figure 5 is Figure 2 a schematic structural view from the top perspective; Figure 6 is Figure 4 a partial enlarged view at position A in Figure 7 is Figure 1 a schematic structural view of the shock absorption system on the vehicle body in the embodiment; Figure 8 is Figure 7 a schematic structural view from another perspective of Figure 9 is Figure 7 a schematic structural view from the bottom perspective of Figure 10 is Figure 7 a schematic structural view from the front side perspective of Figure 11 is Figure 7 a schematic structural view from the rear side perspective of Figure 12 is Figure 1 a schematic view of the connection relationship between the crawler traversing mechanism and the vehicle body in the embodiment; Figure 13 is Figure 12 a schematic structural view from another perspective of Figure 14 is Figure 12 a schematic structural view of the vehicle frame in Figure 15 is Figure 12 a partial enlarged view at position B in

[0022] Reference numerals: Vehicle body 100, vehicle frame 110, front axle 120, rear axle 130, wheels 140, cavity 111, battery compartment 112, battery 113, control box fixing plate 114, rectangular hole 114a, bottom plate 115, first buffer pad 115a, second buffer pad 115b, third buffer pad 115c, first front axle connecting screw 116, first rear axle connecting screw 117, second front axle connecting screw 118, second rear axle connecting screw 119, hinge seat 201, polygonal hole 202, cross-rail device 200, first lifting mechanism 210, lifting frame 211, first rotating swing rod 212, first driving electric cylinder 213, driving wheel 214, second rotating swing rod 215, electric cylinder mounting frame 216, second lifting mechanism 220, supporting wheel 221, avoidance groove 221a, second driving electric cylinder 222, swinging bracket 223, cross bar 223a, high-speed camera detection device 300, fixed arm 301, rotating arm 302, ultrasonic flaw detection device 700, crawler transverse movement mechanism 400, crawler bracket 410, crawler 420, power component 430, third lifting mechanism 440, lifting drive motor 441, lead screw-nut transmission pair 442, connecting bracket 443, slide rail 444, slider 445, transmission shaft 446, protective shell 450, control box 500, shock absorption system 600, first damper 601, second damper 602, third damper 603, fourth damper 604, fifth damper 605; first buffer structure 610, first connecting seat 611, second connecting seat 612, first buffer spring 613, first connecting member 614; second buffer structure 620, third connecting seat 621, fourth connecting seat 622, second buffer spring 623, second connecting member 624. Detailed implementation manners

[0023] To make the above objects, features, and advantages of the present application more apparent and understandable, the following will describe the detailed implementation manners of the present application with reference to the accompanying drawings. Many specific details are set forth in the following description to fully understand the present application. However, the present application can be implemented in many other ways different from those described herein, and those skilled in the art can make similar improvements without departing from the connotation of the present application. Therefore, the present application is not limited by the specific embodiments disclosed below.

[0024] In the description of the present application, it should be understood that the orientation or positional relationship indicated by terms such as "center", "longitudinal", "transverse", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential", etc. is based on the orientation or positional relationship shown in the drawings. It is only for the convenience of describing the present 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 thus should not be construed as a limitation to the present application.

[0025] In addition, the terms "first" and "second" are only used for descriptive purposes and should not be construed as indicating or implying relative importance or implicitly specifying the quantity of the indicated technical features. Thus, the features defined with "first" and "second" may explicitly or implicitly include at least one of such features. In the description of the present application, the meaning of "a plurality of" is at least two, such as two, three, etc., unless otherwise specifically and clearly defined.

[0026] In the present application, unless otherwise clearly specified and limited, terms such as "mounted", "connected", "coupled", "fixed", etc. shall be understood in a broad sense. For example, it may be a fixed connection, a detachable connection, or integrated; it may be a mechanical connection or an electrical connection; it may be directly connected or indirectly connected through an intermediate medium, and it may be the communication inside two elements or the interaction relationship between two elements, unless otherwise clearly limited. For those of ordinary skill in the art, the specific meanings of the above terms in the present application can be understood according to specific circumstances.

[0027] In the present application, unless otherwise clearly specified and limited, the first feature being "on" or "under" the second feature may 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 may 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 may 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.

[0028] It should be noted that when an element is referred to as "fixed to" or "disposed on" another element, it can be directly on the other element or there may be an intermediate element. When an element is considered to be "connected" to another element, it can be directly connected to the other element or there may be an intermediate element at the same time. The terms "vertical", "horizontal", "upper", "lower", "left", "right" and similar expressions used in this article are only for the purpose of illustration and do not represent the only implementation.

[0029] As an important transportation infrastructure, the safe operation of railways is of great significance to the development of the national economy and the safety of people's lives and property. Regular inspection and maintenance of railway tracks are key links to ensure the safety of railway transportation. At present, railway track inspection mainly relies on special track inspection vehicles, which are equipped with various detection devices and can comprehensively detect the geometric parameters, track structure, rail surface conditions, etc. of the tracks, and timely discover potential safety hazards.

[0030] Traditional track inspection vehicles can only run on a single track. When it is necessary to detect adjacent tracks, track conversion usually needs to be carried out through stations or special turnouts, which greatly reduces the inspection efficiency. Especially in busy railway sections with multiple tracks in parallel, due to the intensive operation of trains, the inspection vehicle often needs to wait for a long time to obtain the detection opportunity, which not only wastes inspection time but also may affect the normal order of railway operation.

[0031] Referring to Figures 1 to 15 , this application provides a track inspection robot, which includes a vehicle body 100, a cross-track device 200, a high-speed camera detection device 300 and an ultrasonic flaw detection device 700.

[0032] The vehicle body 100 is used to travel on the railway track along the first direction. The first direction refers to the extension direction of the railway track, that is, the normal driving direction of the inspection vehicle. The vehicle body 100 includes a frame 110, a front axle 120, a rear axle 130 and wheels 140. Along the first direction, the front axle 120 and the rear axle 130 are respectively installed at both ends of the frame 110, and wheels 140 are installed at both ends of the front axle 120 and the rear axle 130. The wheels 140 are adapted to the railway track and can run stably on the railway track.

[0033] The cross-track device 200 includes a first lifting mechanism 210 and a second lifting mechanism 220. The first lifting mechanism 210 is installed on both sides of the vehicle body 100 and is distributed along the second direction on the vehicle body 100. The second direction intersects with the first direction. Specifically, the second direction is perpendicular to the first direction, that is, perpendicular to the extension direction of the railway track. A driving wheel 214 is installed at the lifting movable end of the first lifting mechanism 210. The first lifting mechanism 210 is used to support the vehicle body 100 away from the ground, and the driving wheel 214 is used to move along the second direction.

[0034] The high-speed camera detection device 300 is installed at one end of the vehicle frame 110, and the ultrasonic flaw detection device 700 is installed at the other end of the vehicle frame 110. Specifically, the high-speed camera detection device 300 is installed at the front end of the vehicle frame 110 to take pictures of the railway track surface for defect detection, and the ultrasonic flaw detection device 700 is installed at the rear end of the vehicle frame 110, which performs flaw detection on the railway track through ultrasonic waves.

[0035] Specifically, the high-speed camera detection device 300 is connected to the front end of the vehicle frame 110 through a fixed arm 301 and a rotating arm 302. One end of the fixed arm 301 is fixed to the front end of the vehicle frame 110, one end of the rotating arm 302 is rotatably connected to the end of the fixed arm 301 away from the vehicle frame 110, and the other end of the rotating arm 302 is installed with the high-speed camera detection device 300. The rotating arm 302 can rotate horizontally to drive the high-speed camera detection device 300 to rotate in the horizontal plane, so as to adjust the high-speed camera to align with the railway track. In this application, two high-speed camera detection devices 300 are provided, and each high-speed camera detection device 300 corresponds to detecting one railway track.

[0036] During the working process, the vehicle body 100 travels on the railway track. The high-speed camera detection device 300 at the front end of the vehicle frame 110 performs photographing detection, and the ultrasonic flaw detection device 700 at the rear end of the vehicle frame 110 performs ultrasonic flaw detection on the railway track.

[0037] In this application, the first direction is Figure 2 the front-back direction shown, and the second direction is Figure 2 the left-right direction shown.

[0038] Referring to Figure 3 , in an embodiment of this application, the first lifting mechanism 210 includes a lifting frame 211, two first rotating swing rods 212, and a first driving electric cylinder 213. A driving wheel 214 is installed at the bottom of the lifting frame 211. Along the first direction, the two first rotating swing rods 212 are distributed at both ends of the lifting frame 211. One end of the first rotating swing rod 212 is hinged to the vehicle frame 110, and the other end is hinged to the middle of the side of the lifting frame 211. The cylinder body of the first driving electric cylinder 213 is hinged to the vehicle frame 110, and the piston rod of the first driving electric cylinder 213 is hinged to the side of the lifting frame 211 away from the driving wheel 214.

[0039] In a specific embodiment, one first driving electric cylinder 213 is provided. The first driving electric cylinder 213 is hinged to the vehicle frame 110 and is hinged to the middle of the top side of the lifting frame 211.

[0040] When the cross-rail function needs to be implemented, the first driving electric cylinder 213 extends. Through the lever action of the first rotating swing rod 212, the lifting frame 211 moves downward. At the same time, the driving wheel 214 contacts the ground and continues to apply a downward force to lift the vehicle body 100 off the railway track. The first lifting mechanism 210 plays a role in supporting the vehicle body 100 away from the ground.

[0041] In another embodiment, two first driving electric cylinders 213 are provided. Along the first direction, the two first driving electric cylinders 213 respectively correspond to both ends of the lifting frame 211. The cylinder body of the first driving electric cylinder 213 is hinged to the vehicle frame 110, and the piston rod of the first driving electric cylinder 213 is hinged to the top of the lifting frame 211.

[0042] This double-electric-cylinder design enhances the lifting force and stability of the first lifting mechanism 210, making the vehicle body 100 more stable during the lifting process and reducing the possibility of tilting. The two electric cylinders are located at both ends of the lifting frame 211, capable of providing more balanced force and making the movement of the lifting frame 211 more stable and controllable.

[0043] In the embodiment shown in the present application, the first lifting mechanism 210 further includes two second rotating swing rods 215. Along the first direction, the two second rotating swing rods 215 are distributed at both ends of the lifting frame 211. One end of the second rotating swing rod 215 is hinged to the top end of the lifting frame 211, and the other end is hinged to the vehicle frame 110. The second rotating swing rod 215 is parallel to and spaced from the first rotating swing rod 212. Two first driving electric cylinders 213 are provided. Along the first direction, the two first driving electric cylinders 213 respectively correspond to both ends of the lifting frame 211, and the piston rod of the first driving electric cylinder 213 is hinged to the middle of the second rotating swing rod 215.

[0044] This design enables the connection between the lifting frame 211 and the vehicle frame 110 through a parallelogram link mechanism, improving the stability and safety of the lifting frame 211 during the lifting process. The parallelogram link mechanism can also limit the movement trajectory of the lifting frame 211, preventing unnecessary lateral movement and ensuring that the driving wheel 214 can accurately contact the ground.

[0045] To better install the first driving electric cylinder 213, two electric cylinder mounting brackets 216 are provided on the vehicle frame 110. The two electric cylinder mounting brackets 216 are arranged at intervals along the first direction. The electric cylinder mounting brackets 216 are vertically fixed on the vehicle frame 110, and the cylinder body of the first driving electric cylinder 213 is hinged to the electric cylinder mounting bracket 216. This design makes the installation of the electric cylinder more firm and reliable, capable of withstanding a large working load.

[0046] In yet another embodiment of the present application, an installation opening is provided at the lower end of the lifting frame 211. The driving wheel 214 is rotatably installed in the installation opening. A driving component is installed on the side of the lifting frame 211. The power output end of the driving component is connected to the driving wheel 214. The traveling direction of the driving wheel 214 is the second direction.

[0047] The driving component includes a motor, a first driving wheel, a first driven wheel, and a chain. The motor is fixed inside the lifting frame 211. The first driving wheel is installed on the power output end of the motor. The first driven wheel is coaxially fixed to the rotating shaft of the driving wheel 214. The chain connects the first driving wheel and the first driven wheel. The motor drives the driving wheel 214 to rotate through chain transmission, thereby driving the vehicle body 100 to move in the second direction.

[0048] At least two driving wheels 214 are provided. Each driving wheel 214 is arranged at intervals coaxially along the first direction. The rotation axes of each driving wheel 214 are the same as the first direction. The design of multiple driving wheels 214 increases the contact area with the ground, and this arrangement of multiple driving wheels 214 can also effectively prevent deviation during movement.

[0049] In the present application, two driving wheels 214 are provided. The two driving wheels 214 are coaxially arranged and are respectively driven by two driving components.

[0050] Refer to Figure 4 、 Figure 5 、 Figure 6 , the second lifting mechanism 220 is installed at the bottom of the vehicle body 100. The lifting movable end of the second lifting mechanism 220 is installed with a supporting wheel 221. When the first lifting mechanism 210 drives the vehicle body 100 away from the ground and is in a working state, the second lifting mechanism 220 can drive the supporting wheel 221 to descend to the same plane as the driving wheel 214 for support.

[0051] In an embodiment of the present application, the second lifting mechanism 220 includes a second driving electric cylinder 222, a swing bracket 223, and a supporting wheel 221. The traveling direction of the supporting wheel 221 is the second direction, which is the same as the traveling direction of the driving wheel 214. One end of the swing bracket 223 is hinged to the vehicle frame 110. The supporting wheel 221 is rotatably installed at the other end of the swing bracket 223. The cylinder body of the second driving electric cylinder 222 is hinged to the vehicle frame 110. The piston rod of the second driving electric cylinder 222 is hinged to the swing bracket 223. The second driving electric cylinder 222 is used to drive the swing bracket 223 so that the swing bracket 223 swings around its hinge point with the vehicle frame 110, thereby realizing the lifting of the supporting wheel 221.

[0052] Specifically, the swing bracket 223 is a frame with an I-shaped structure. The opening on one side thereof is hinged to the vehicle frame 110, and a support wheel 221 is installed at the opening on the other side. The piston rod of the second driving electric cylinder 222 is hinged to the cross bar 223a in the middle of the swing bracket 223.

[0053] When the second driving electric cylinder 222 extends, it pushes the swing bracket 223 to swing downward, so that the support wheel 221 descends to jointly support on the ground with the driving wheel 214. In this way, the driving wheel 214 and the support wheel 221 jointly form a stable support system.

[0054] Under normal driving conditions, the wheels 140 of the inspection vehicle run on the railway track, and both the first lifting mechanism 210 and the second lifting mechanism 220 are in the retracted state, and neither the driving wheel 214 nor the support wheel 221 touches the ground.

[0055] When the vehicle body 100 needs to cross the lower rail from the right side of the railway track to the ground, the first driving electric cylinders 213 of the two first lifting mechanisms 210 extend, causing the driving wheels 214 on the two lifting frames 211 to descend and contact the ground outside the two railway tracks. The first driving electric cylinders 213 continue to apply force to lift the vehicle body 100 off the railway track, and then the driving wheels 214 drive the vehicle body 100 to move horizontally to the right. When the first lifting mechanism 210 on the left side of the vehicle body 100 approaches the left railway track, the driving wheels 214 stop driving. Then, the second driving electric cylinder 222 of the second lifting mechanism 220 extends, causing the swing bracket 223 to drive the supporting wheels 221 to descend and support on the sleeper between the two railway tracks. At this time, the entire vehicle body 100 can be stably supported by the second lifting mechanism 220 and the first lifting mechanism 210 on the right side. Then, the first lifting mechanism 210 on the left side of the vehicle body 100 retracts, and the driving wheels 214 of the first lifting mechanism 210 on the right side continue to drive the entire vehicle body 100 to move horizontally to the right. When moving to the position where the second lifting mechanism 220 is close to the right railway track, the first lifting mechanism 210 on the left side also moves between the two railway tracks. Then, the first driving electric cylinder 213 of the first lifting mechanism 210 on the left side extends, driving the driving wheels 214 of the first lifting mechanism 210 on the left side to descend and support on the sleeper between the two railway tracks. The second lifting mechanism 220 retracts. At this time, the driving wheels 214 on the first lifting mechanism 210 on the left side support on the sleeper between the two railway tracks, and the driving wheels 214 on the first lifting mechanism 210 on the right side support on the ground outside the right railway track. The driving wheels 214 on the two first lifting mechanisms 210 continue to move horizontally to the right. When the vehicle body 100 moves horizontally to the position where the first lifting mechanism 210 on the left side is close to the right railway track, at this time, the second lifting mechanism 220 also moves outside the right railway track. Then, the second driving electric cylinder 222 of the second lifting mechanism 220 extends, causing the supporting wheels 221 to descend and support on the ground outside the right railway track. At this time, the vehicle body 100 is completely supported outside the right side of the railway track by the second lifting mechanism 220 and the first lifting mechanism 210 on the right side. Then, the first lifting mechanism 210 on the left side of the vehicle body 100 is retracted. At this time, the entire vehicle body 100 has completely moved horizontally off the two railway tracks. Then, the second lifting mechanism 220 and the first lifting mechanism 210 on the right side contract synchronously, enabling the vehicle body 100 to descend stably until the wheels 140 support on the ground.

[0056] The above only details the present application according to the vehicle body 100 crossing the lower rail from the right side of the railway track. The method of crossing the lower rail from the left side of the railway track is the same as the direction of crossing the lower rail from the right side, except that the direction is opposite, and thus will not be elaborated here.

[0057] When the vehicle body 100 needs to cross from the ground on the left side of the railway track onto the track, the first driving electric cylinders 213 of the two first lifting mechanisms 210 extend, the two lifting frames 211 drive the driving wheels 214 to descend and support on the ground, the first driving electric cylinders 213 continue to apply force to lift the vehicle body 100 off the ground, and then the driving wheels 214 drive the vehicle body 100 to move horizontally to the right. When the first lifting mechanism 210 on the right side of the vehicle body 100 approaches the left railway track, the driving wheels 214 stop moving, the second driving electric cylinder 222 of the second lifting mechanism 220 extends, so that the supporting wheels 221 descend to support on the ground together with the driving wheels 214. Then, the first lifting mechanism 210 on the right side of the vehicle body 100 retracts. At this time, the entire vehicle body 100 can be stably supported by the second lifting mechanism 220 and the first lifting mechanism 210 on the left side. Then, the driving wheels 214 of the first lifting mechanism 210 on the left side drive the entire vehicle body 100 to move horizontally to the right. When moving to the position where the second lifting mechanism 220 is close to the left railway track, the first lifting mechanism 210 on the right side also moves above the sleeper between the two railway tracks. The first driving electric cylinder 213 of the first lifting mechanism 210 on the right side extends, driving the driving wheels 214 of the first lifting mechanism 210 on the right side to descend and contact the sleeper between the two railway tracks. Then, the second driving electric cylinder 222 of the second lifting mechanism 220 retracts. At this time, the driving wheels 214 on the first lifting mechanism 210 on the right side support on the sleeper between the two railway tracks, and the driving wheels 214 on the first lifting mechanism 210 on the left side support on the ground outside the left railway track. The driving wheels 214 on the two first lifting mechanisms 210 continue to move horizontally to the right. When the vehicle body 100 moves horizontally to the position where the first lifting mechanism 210 on the left side is close to the left railway track, the second lifting mechanism 220 also moves above the sleeper between the two railway tracks. The second driving electric cylinder 222 of the second lifting mechanism 220 extends, so that the supporting wheels 221 descend to support on the sleeper between the two railway tracks. At this time, the entire vehicle body 100 can be stably supported by the second lifting mechanism 220 and the first lifting mechanism 210 on the right side. Then, the first lifting mechanism 210 on the left side of the vehicle body 100 is retracted. At this time, the entire vehicle body 100 has completely moved horizontally above the two railway tracks. The driving wheels 214 on the right side continue to move horizontally until the vehicle body 100 moves to directly above the two railway tracks. The second lifting mechanism 220 and the first lifting mechanism 210 on the right side contract synchronously, so that the vehicle body 100 descends stably until the wheels 140 land on the railway track.

[0058] The above only describes the specific content of the vehicle body 100 crossing from the ground on the left side of the railway track onto the track. The method of crossing from the ground on the right side of the railway track onto the track is the same as the direction of crossing from the left side onto the track, but only in the opposite direction, so it will not be elaborated here.

[0059] As can be seen from the above, the railway track inspection vehicle track crossing device 200 provided by the present application can conveniently realize the vehicle body 100 getting on and off the railway track.

[0060] In some embodiments, two second lifting mechanisms 220 are provided. The two second lifting mechanisms 220 are distributed along the second direction, that is, distributed at the bottom of the vehicle body 100 along the width direction of the vehicle body 100. The second drive electric cylinders 222 of the two second lifting mechanisms 220 are cross - arranged. This cross - design can optimize space utilization and avoid interference between different components.

[0061] During the lateral movement, in the state where the first lifting mechanism 210 and the second lifting mechanism 220 support the vehicle body 100, before the first lifting mechanism 210 on the left side of the vehicle body 100 retracts, the second lifting mechanism 220 on the left side descends so that the support wheel 221 supports on the ground. In this way, the second lifting mechanism 220 on the left side and the first lifting mechanism 210 on the right side form a support, and the support distance between the two is wider, so the support is more stable. Before the first lifting mechanism 210 on the right side of the vehicle body 100 retracts, the second lifting mechanism 220 on the right side descends so that the support wheel 221 supports on the ground. In this way, the second lifting mechanism 220 on the right side and the first lifting mechanism 210 on the left side form a support, and the support distance between the two is wider, so the support is more stable.

[0062] To avoid interference between the support wheel 221 and the second drive electric cylinder 222, an avoidance groove 221a for avoiding the second drive electric cylinder 222 is provided on the support wheel 221. This design enables the support wheel 221 to complete the lifting action smoothly without being hindered by the second drive electric cylinder 222.

[0063] Refer to Figures 12 to 15 , in some embodiments, the rail inspection robot further includes a crawler lateral movement mechanism 400.

[0064] Two cavities 111 are provided on the vehicle frame 110. The two cavities 111 are spaced apart along the length direction of the vehicle frame 110. Specifically, one cavity 111 is located between the front axle 120 and the middle of the vehicle frame 110, and the other cavity 111 is located between the rear axle 130 and the middle of the vehicle frame 110. Both the upper and lower ends of the cavity 111 are open structures. The cavity 111 protrudes downward from the vehicle frame 110 and extends along the width direction of the vehicle frame 110 to form a receiving cavity for accommodating the crawler lateral movement mechanism 400.

[0065] The crawler traversing mechanism 400 is installed on the vehicle body 100. In this embodiment, two crawler traversing mechanisms 400 are provided, and the two crawler traversing mechanisms 400 are spaced apart along the length direction of the vehicle frame 110. One crawler traversing mechanism 400 is installed in each cavity 111 through the third lifting mechanism 440. Each crawler traversing mechanism 400 includes a crawler support 410, a first crawler wheel, a second crawler wheel, a crawler 420, and a power component 430. The first crawler wheel and the second crawler wheel are respectively installed at both ends of the crawler support 410, and the crawler 420 connects the first crawler wheel and the second crawler wheel. Specifically, both the first crawler wheel and the second crawler wheel are rotatably installed on the crawler support 410 through bearings, and the crawler 420 surrounds the outer circumferences of the first crawler wheel and the second crawler wheel to form a closed-loop drive structure.

[0066] After the rail crossing device 200 drives the entire vehicle body 100 onto the two tracks, the third lifting mechanism 440 drives the crawler traversing mechanism 400 to descend until it supports on the sleeper, and the entire vehicle body 100 is supported by the crawler traversing mechanism 400. Then, the crawler traversing mechanism 400 moves laterally, aligning the wheels 140 on the vehicle body 100 with the rails on both sides one by one. Then, the third lifting mechanism 440 drives the crawler traversing mechanism 400 to descend, so that the wheels 140 on the vehicle body 100 all accurately land on the two rails.

[0067] Of course, it is also possible to directly drive the crawler traversing mechanism 400 to descend by the third lifting mechanism 440 to support the entire vehicle body 100, and drive the entire vehicle body 100 to cross the track by the lateral movement of the crawler traversing mechanism 400. However, the rail crossing device 200 has better stability during the process of crossing the track, while the crawler traversing mechanism 400 has a faster speed during the process of crossing the track. The appropriate crossing method can be selected according to the terrain around the rails during use. Therefore, the crossing method of this application is more flexible.

[0068] In addition, the outer surface of the crawler 420 is provided with anti-slip patterns or rubber pads to increase the friction with the ground and improve the stability and traction during lateral movement. The crawler support 410 is made of aluminum alloy material, which is light in weight and high in strength, facilitating the operation and control of the lifting mechanism.

[0069] The power component 430 is installed on the vehicle body 100, and the power output end of the power component 430 is connected to the first crawler wheel. In this embodiment, the power component 430 is a motor, especially a servo motor, which can provide precise speed and position control. A second driving wheel is installed at the power output end of the power component 430, a third driven wheel is installed on the first crawler wheel, and the second driving wheel is in transmission connection with the third driven wheel. Specifically, the second driving wheel and the third driven wheel are connected by a synchronous belt to achieve precise power transmission. To protect the transmission components and extend their service life, a protective housing 450 is provided outside the second driving wheel, the synchronous belt, and the third driven wheel. The protective housing 450 can effectively prevent the influence of external environmental factors such as dust, debris, and water vapor on the transmission components.

[0070] The third lifting mechanism 440 includes a lifting drive motor 441, a lead screw and nut transmission pair 442, a connecting bracket 443, a slide rail 444, and a slider 445. The lifting drive motor 441 is installed on the vehicle frame 110. One end of the lead screw of the lead screw and nut transmission pair 442 is connected to the crawler bracket 410 through the connecting bracket 443, and the power output end of the lifting drive motor 441 is connected to the nut of the lead screw and nut transmission pair 442. The slide rail 444 is vertically installed on the connecting bracket 443, and the slider 445 is fixed inside the cavity 111. The slider 445 cooperates with the slide rail 444 to guide the lifting movement of the crawler bracket 410 and provide lateral stability.

[0071] In this application, two slide rails 444 are provided, and two sliders 445 are also provided. The connecting bracket 443 cooperates with the two slide rails 444 and the two sliders 445.

[0072] In this embodiment, the lead screw of the lead screw and nut transmission pair 442 is fixed to the connecting bracket 443 through a bearing. Two lead screw and nut transmission pairs 442 are provided, and the nuts of the two lead screw and nut transmission pairs 442 are connected by the same transmission shaft 446 to ensure the synchronous movement of the two lead screws, thereby ensuring the smooth lifting of the crawler bracket 410. When the lifting drive motor 441 operates to drive the nut of one of the lead screw and nut transmission pairs 442 to rotate, the nut will synchronously drive the transmission shaft 446 to rotate, so that the transmission shaft 446 drives the nut of the other lead screw and nut transmission pair 442 to rotate, and then the two lead screws rise or fall synchronously to realize the lifting movement of the crawler bracket 410.

[0073] In other embodiments, the third lifting mechanism 440 may also use a hydraulic cylinder to replace the lead screw and nut transmission pair 442. The cylinder block of the hydraulic cylinder is fixed in the cavity 111, and the piston rod is connected to the connecting bracket 443. The hydraulic cylinder is connected to a hydraulic pump through a hydraulic system, and the hydraulic pump is installed on the vehicle frame 110 and driven by a motor. The hydraulic system also includes a hydraulic oil tank, a control valve group, and hydraulic pipelines. The control valve group is used to control the telescopic direction and speed of the hydraulic cylinder, so as to achieve precise lifting control of the crawler transverse movement mechanism 400.

[0074] A battery compartment 112 is provided in the middle of the vehicle frame 110. The battery compartment 112 protrudes downward from the vehicle frame 110 and is located between the two cavities 111. A battery 113 is installed in the battery compartment 112. The battery 113 provides power for the power component 430, the lifting drive motor 441, the first drive electric cylinder 213, the control box 500, the high-speed camera detection device 300, and the ultrasonic flaw detection device 700. The battery 113 is a rechargeable lithium battery pack, which has a high energy density and a long service life. The battery 113 realizes the autonomous power supply of the inspection vehicle, eliminating the need for an external power source, increasing the working range and usability of the inspection vehicle. At the same time, the position design of the battery compartment 112 also helps to balance the weight distribution of the whole vehicle.

[0075] A control box fixing plate 114 is provided on the vehicle frame 110, and the control box 500 is installed on the control box fixing plate 114. The control box fixing plate 114 is connected to the vehicle body 100 through a shock absorption system 600. The control box 500 integrates key electronic devices such as a data acquisition system, a signal processing device, and a fault diagnosis system. The control box 500 is connected to the high-speed camera detection device 300, the ultrasonic flaw detection device 700, the battery 113, the power component 430, the lifting drive motor 441, the first drive electric cylinder 213, and the second drive electric cylinder 222.

[0076] Refer to Figure 7, the shock absorption system 600 includes a first damper 601, a second damper 602, and a third damper 603, jointly constituting a three-dimensional shock absorption and protection system. Among them, the first damper 601 is distributed on both sides of the control box fixing plate 114 along the length direction of the vehicle body 100. In this embodiment, 2 first dampers 601 are arranged on each side of the control box fixing plate 114, totaling 4. One end of the first damper 601 is hinged to the vehicle body 100 through a hinge. An articulated seat 201 is provided on the control box fixing plate 114, and the other end of the first damper 601 is hinged to the articulated seat 201 on the control box fixing plate 114 through a hinge. This hinged method enables the first damper 601 to freely rotate following the slight displacement of the control box fixing plate 114, ensuring the damping effect without generating rigid constraints. The first damper 601 is mainly used to apply a damping constraint to the control box 500 along the height direction of the vehicle body 100, that is, the up and down direction shown in the figure, effectively absorbing the impact and vibration in the vertical direction.

[0077] One end of the second damper 602 is hinged to the vehicle body 100, and the other end is hinged to the middle of the control box fixing plate 114. The second damper 602 is mainly used to apply a damping constraint to the control box fixing plate 114 along the length direction of the vehicle body 100, that is, the front and back direction shown in the figure, and can effectively suppress the longitudinal inertial impact generated during the acceleration or deceleration of the inspection vehicle. In this embodiment, 2 second dampers 602 are configured and symmetrically distributed along the middle of the control box fixing plate 114.

[0078] One end of the third damper 603 is hinged to the vehicle body 100, and the other end is hinged to the middle of the control box fixing plate 114. The third damper 603 is mainly used to apply a damping constraint to the control box fixing plate 114 along the width direction of the vehicle body 100, that is, the left and right direction shown in the figure, and can effectively weaken the influence of the lateral centrifugal force generated when the inspection vehicle passes through a curved track on the control box 500. In this embodiment, 2 third dampers 603 are configured.

[0079] This design of the three-dimensional dampers working together forms an elastic connection between the control box fixing plate 114 and the vehicle body 100, which can simultaneously absorb the vibration energy from the vertical, longitudinal, and lateral directions, prevent these vibrations from being transmitted to the inside of the control box 500, thereby effectively protecting the precision electronic equipment in the control box 500 and improving the accuracy of the inspection data and the service life of the equipment.

[0080] In some embodiments, at least two rectangular holes 114a are formed in the control box fixing plate 114. In this embodiment, 2 rectangular holes 114a are formed. A second damper 602 and a third damper 603 are disposed in each rectangular hole 114a. The second damper 602 extends along the width direction of the rectangular hole 114a. One end of the second damper 602 is hinged to the long side of the rectangular hole 114a, and the other end is hinged to the vehicle body 100. The third damper 603 extends along the length direction of the rectangular hole 114a. One end of the third damper 603 is hinged to the short side of the rectangular hole 114a, and the other end is hinged to the vehicle body 100. The extension axes of the second damper 602 and the third damper 603 inside each rectangular hole 114a intersect. Specifically, the extension axes of the second damper 602 and the third damper 603 are perpendicular.

[0081] This design enables the second damper 602 and the third damper 603 to achieve a more compact installation layout within the rectangular hole 114a, improving space utilization. At the same time, dampers with intersecting extension axes can form a more stable cross-shaped shock-absorbing support structure, ensuring that the control box fixing plate 114 remains relatively stable under vibration impacts in all directions and further enhancing the shock-absorbing effect.

[0082] Of course, in other embodiments, four rectangular holes 114a can also be arranged in an array on the control box fixing plate 114, and the extension axes of the second damper 602 and the third damper 603 inside each rectangular hole 114a intersect with each other.

[0083] In this embodiment, a bottom plate 115 parallel to the control box fixing plate 114 is installed on the vehicle body 100. The bottom plate 115 covers the top of the battery compartment 112. First buffer pads 115a are arranged in an array on the bottom plate 115, and the first buffer pads 115a support between the bottom plate 115 and the control box fixing plate 114. In this embodiment, the first buffer pads 115a are made of elastic rubber material and are arranged in an array on the bottom plate 115 according to the shape of the control box fixing plate 114, which can not only provide uniform support force but also absorb part of the high-frequency vibration.

[0084] Second buffer pads 115b and third buffer pads 115c are installed at the four corners of the bottom plate 115. The second buffer pads 115b are pressed against both sides of the control box fixing plate 114 along the width direction of the vehicle body 100, and the third buffer pads 115c are pressed against both sides of the control box fixing plate 114 along the length direction of the vehicle body 100. The second buffer pads 115b and the third buffer pads 115c are made of elastic rubber material and have good elasticity and shock-absorbing performance, which can further enhance the absorption ability of lateral and longitudinal micro-vibrations while keeping the position of the control box fixing plate 114 stable.

[0085] By adding a bottom plate 115 and a variety of buffer pads, in this embodiment, a passive shock-absorbing layer is added on the basis of the shock absorption of the damper, forming an "active + passive" composite shock-absorbing system. It can not only cope with large impact loads, but also effectively filter high-frequency vibrations, providing more comprehensive protection for the control box 500, with more significant shock-absorbing effect, and further improving the stability and reliability of the equipment.

[0086] To adapt to the structure of the control box 500, the control box fixing plate 114 of this application is of T-shaped structure. Two polygon holes 202 are opened on the surface of the control box fixing plate 114 extending beyond the vehicle body 100, and second buffer pads 115b are arranged in both of the two polygon holes 202. In addition, third buffer pads 115c are arranged between two first dampers 601 on each side of the control box fixing plate 114 to tightly press the control box fixing plate 114. In this application, a third buffer pad 115c is arranged in the middle of the front side of the control box fixing plate 114, and three third buffer pads 115c are arranged at intervals on the rear side of the control box fixing plate 114.

[0087] Refer to Figure 9 , several fourth dampers 604 are obliquely arranged between the front axle 120 and the vehicle frame 110. One end of the fourth damper 604 is joined to the bottom of the front axle 120, and the other end passes through the vehicle frame 110 and is hinged to the top of the vehicle frame 110. In this embodiment, a total of 2 fourth dampers 604 are arranged, and the 2 fourth dampers 604 are symmetrically distributed along the longitudinal central axis of the vehicle frame 110 and are parallel to each other.

[0088] Several fifth dampers 605 are obliquely arranged between the rear axle 130 and the vehicle frame 110. One end of the fifth damper 605 is hinged to the bottom of the rear axle 130, and the other end passes through the vehicle frame 110 and is hinged to the top of the vehicle frame 110. Similarly, in this embodiment, 2 fifth dampers 605 are also arranged, and the 2 fifth dampers 605 are symmetrically distributed along the longitudinal central axis of the vehicle frame 110 and are parallel to each other.

[0089] This design of the obliquely arranged damper can provide shock-absorbing effects in both vertical and horizontal directions. When the inspection vehicle passes through the track uneven section, it can effectively weaken the impact vibration transmitted from the wheel-rail contact to the vehicle frame 110, thereby reducing the overall vibration amplitude of the vehicle body 100. The shock-absorbing system 600 provides a better working environment for the control box 500, forming a double-layer shock-absorbing protection system of "vehicle body shock absorption + control box shock absorption".

[0090] In some embodiments, two horizontal first front axle connecting screws 116 are provided between the front axle 120 and the vehicle frame 110. One end of each first front axle connecting screw 116 is hinged to the front axle 120, and the other end is hinged to the vehicle frame 110. The two first front axle connecting screws 116 are arranged in parallel at intervals along the width direction of the vehicle frame 110. Two horizontal first rear axle connecting screws 117 are provided between the rear axle 130 and the vehicle frame 110. One end of each first rear axle connecting screw 117 is hinged to the rear axle 130, and the other end is hinged to the vehicle frame 110. The two first rear axle connecting screws 117 are arranged in parallel at intervals along the width direction of the vehicle frame 110.

[0091] The first front axle connecting screws 116 and the first rear axle connecting screws 117 are made of high-strength alloy steel material, and their lengths can be adjusted through the threaded structure, so as to accurately control the positions of the front axle 120 and the rear axle 130 relative to the vehicle frame 110, ensure the correct contact relationship between the wheels 140 and the track, and improve the running stability and safety of the inspection vehicle.

[0092] Furthermore, two horizontal second front axle connecting screws 118 are also provided between the front axle 120 and the vehicle frame 110. One end of each second front axle connecting screw 118 is hinged to the front axle 120, and the other end is hinged to the vehicle frame 110. The two second front axle connecting screws 118 are located between the two first front axle connecting screws 116. The distance between the hinge joints of the two second front axle connecting screws 118 and the vehicle frame 110 is greater than the distance between the hinge joints of the two second front axle connecting screws 118 and the front axle 120, so that the two second front axle connecting screws 118 are connected in a V-shaped manner between the front axle 120 and the vehicle frame 110.

[0093] Similarly, two horizontal second rear axle connecting screws 119 are provided between the rear axle 130 and the vehicle frame 110. One end of each second rear axle connecting screw 119 is hinged to the rear axle 130, and the other end is hinged to the vehicle frame 110. The two second rear axle connecting screws 119 are located between the two first rear axle connecting screws 117. The distance between the hinge joints of the two second rear axle connecting screws 119 and the vehicle frame 110 is greater than the distance between the hinge joints of the two second rear axle connecting screws 119 and the rear axle 130, so that the two second rear axle connecting screws 119 are connected in a V-shaped manner between the rear axle 130 and the vehicle frame 110.

[0094] This "V-shaped" connection structure provides excellent lateral stability for the inspection vehicle. Especially when passing through a curved track section, it can effectively prevent the vehicle body 100 from tilting, maintain a good running posture, reduce the generation of lateral vibration, and further improve the overall shock absorption effect and running safety of the inspection vehicle.

[0095] In addition, the degrees of freedom of the first front axle connecting screw 116 and the first rear axle connecting screw 117 are in the up-and-down direction, and the degrees of freedom of the second front axle connecting screw 118 and the second rear axle connecting screw 119 are in the left-and-right direction. That is, the first front axle connecting screw 116 and the first rear axle connecting screw 117 can swing in the up-and-down direction, while the second front axle connecting screw 118 and the second rear axle connecting screw 119 can swing in the left-and-right direction. In this way, a cross-directional degree-of-freedom constraint is formed between the front axle 120 and the vehicle frame 110 through the first front axle connecting screw 116 and the second front axle connecting screw 118, making the connection between the front axle 120 and the vehicle frame 110 stable. Similarly, a cross-directional degree-of-freedom constraint is formed between the rear axle 130 and the vehicle frame 110 through the first rear axle connecting screw 117 and the second rear axle connecting screw 119, making the connection between the rear axle 130 and the vehicle frame 110 stable.

[0096] Referring to Figure 9 、 Figure 10 , in some other embodiments, the front axle 120 is connected to the vehicle frame 110 through a first buffer structure 610. The first buffer structure 610 includes a first connection seat 611, a second connection seat 612, a first buffer spring 613, and a first connecting member 614. The first connection seat 611 is fixed on the front axle 120. The first connection seat 611 extends along the length direction of the vehicle frame 110, and both ends of the first connection seat 611 extend to both sides of the front axle 120. The second connection seat 612 is fixed at the bottom of the vehicle frame 110, and the second connection seat 612 extends along the length direction of the vehicle frame 110.

[0097] Both ends of the first connection seat 611 and both ends of the second connection seat 612 are aligned in the height direction of the vehicle frame 110. Both ends of the first connection seat 611 and both ends of the second connection seat 612 are connected through the first buffer springs 613, and the two first buffer springs 613 are distributed on both sides of the front axle 120. In this embodiment, the first buffer spring 613 is made of alloy steel and is manufactured through a special heat treatment process, having a high stiffness and good elasticity, and being able to withstand a large impact load and quickly recover.

[0098] The first connecting member 614 is a saddle clamp structure. The first connecting member 614 is clamped at the bottom of the front axle 120 and is connected to the second connection seat 612 through a nut.

[0099] The first buffer structure 610 can effectively absorb the vertical impact received by the front axle 120 during operation. Especially when the inspection vehicle passes through a track joint, a turnout, or other uneven sections, the first buffer spring 613 can quickly compress and deform to absorb the impact energy, and then slowly release it, avoiding the impact force being directly transmitted to the vehicle frame 110, thereby significantly improving the vibration condition of the vehicle body 100.

[0100] Referring to Figure 11, the rear axle 130 is connected to the vehicle frame 110 through a second buffer structure 620. The second buffer structure 620 includes a third connecting seat 621, a fourth connecting seat 622, a second buffer spring 623, and a second connecting member 624. The third connecting seat 621 is fixed on the rear axle 130. The third connecting seat 621 extends along the length direction of the vehicle frame 110, and both ends of the third connecting seat 621 extend to both sides of the rear axle 130. The fourth connecting seat 622 is fixed at the bottom of the vehicle frame 110, and the fourth connecting seat 622 extends along the length direction of the vehicle body 100.

[0101] Both ends of the third connecting seat 621 and both ends of the fourth connecting seat 622 are aligned along the height direction of the vehicle body 100. Both ends of the third connecting seat 621 and both ends of the fourth connecting seat 622 are connected through the second buffer springs 623. The two second buffer springs 623 are distributed on both sides of the rear axle 130. The second buffer spring 623 and the first buffer spring 613 use the same material and specification to ensure the consistency of the front and rear shock absorption effects.

[0102] The second connecting member 624 is also a riding clip structure. The second connecting member 624 is clamped at the bottom of the rear axle 130 and is connected to the fourth connecting seat 622 through a nut.

[0103] By adopting buffer structures on both the front axle 120 and the rear axle 130, and cooperating with the damping and vibration reduction effects of the fourth damper 604 and the fifth damper 605, a complete vehicle shock absorption system is formed for the inspection vehicle, which can effectively reduce the influence of the vibration generated by the wheel-rail excitation on the vehicle body 100, create a more stable working environment for the control box 500, and further improve the overall shock absorption efficiency.

[0104] In a preferred embodiment, the first damper 601, the second damper 602, the third damper 603, the fourth damper 604, and the fifth damper 605 are all damping cylinders. The damping cylinder has the advantages of simple structure, rapid response, and convenient maintenance, and can automatically adjust the damping force according to the size of the impact force to provide a more intelligent shock absorption effect.

[0105] In another embodiment, these dampers can adopt hydraulic dampers to generate damping force through the flow resistance of the internal liquid and weaken the vibration. The hydraulic damper has the characteristics of large damping force, high reliability, and long service life, and is especially suitable for heavy load and high-intensity working conditions.

[0106] It is also possible to select damper types such as magnetorheological dampers and adjustable dampers according to the specific application environment and requirements to obtain a more precise shock absorption control effect.

[0107] Therefore, the vehicle body 100 provided by the present application comprehensively solves the vibration problems faced by the control box 500 through multi-level and multi-directional shock absorption designs, effectively protects the precision electronic devices in the control box 500, improves the accuracy and stability of inspection data, extends the service life of the equipment, and at the same time enhances the working comfort of the operators, having significant technological progressiveness and practical value.

[0108] The embodiments of the present application have been described in detail above with reference to 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 track inspection robot, characterized in that, Comprising: A car body for traveling on a railway track along a first direction, the car body including a frame, a front axle, a rear axle and wheels, the front axle and the rear axle being respectively installed at both ends of the frame, and wheels being installed at both ends of the front axle and both ends of the rear axle; A cross-rail device including a first lifting mechanism and a second lifting mechanism, the first lifting mechanism being installed on both sides of the frame, the first lifting mechanism being distributed on the frame along a second direction, the second direction intersecting the first direction, a driving wheel being installed at the lifting movable end of the first lifting mechanism, the first lifting mechanism being used to support the frame away from the ground, the driving wheel being used to move along the second direction, the second lifting mechanism being installed at the bottom of the frame, a supporting wheel being installed at the lifting movable end of the second lifting mechanism, and in a working state where the first lifting mechanism drives the frame away from the ground, the second lifting mechanism can drive the supporting wheel to descend to be supported on the same plane as the driving wheel; A high-speed camera detection device installed at one end of the frame; An ultrasonic flaw detection device installed at the other end of the frame.

2. The rail inspection robot according to claim 1, characterized in that: The first lifting mechanism includes: A lifting frame, with the driving wheel installed at the bottom edge of the lifting frame; Two first rotating swing rods, distributed at both ends of the lifting frame along the first direction, one end of the first rotating swing rod being hinged to the frame, and the other end being hinged to the middle of the side of the lifting frame; A first driving electric cylinder, the cylinder body of the first driving electric cylinder being hinged to the frame, and the piston rod of the first driving electric cylinder being hinged to the side of the lifting frame away from the driving wheel.

3. The track inspection robot according to claim 2, wherein: The first lifting mechanism further includes two second rotating swing rods, distributed at both ends of the lifting frame along the first direction, one end of the second rotating swing rod being hinged to the top of the lifting frame, and the other end being hinged to the frame, the second rotating swing rod being parallel to and spaced from the first rotating swing rod, two first driving electric cylinders being provided, and along the first direction, the two first driving electric cylinders respectively corresponding to both ends of the lifting frame, the cylinder body of the first driving electric cylinder being hinged to the frame, and the piston rod of the first driving electric cylinder being hinged to the middle of the second rotating swing rod.

4. The rail inspection robot according to claim 3, characterized in that: The second lifting mechanism includes a second driving electric cylinder, a swinging bracket and the supporting wheel, one end of the swinging bracket being hinged to the frame, the supporting wheel being rotatably installed at the other end of the swinging bracket, the cylinder body of the second driving electric cylinder being hinged to the frame, and the piston rod of the second driving electric cylinder being hinged to the swinging bracket, the second driving electric cylinder being used to drive the swinging bracket to swing around the hinge point with the frame as the center.

5. The track inspection robot according to claim 4, characterized in that: It further includes a crawler traversing mechanism which is used to drive the vehicle body to move in the second direction. The crawler traversing mechanism is mounted on the vehicle body through a third lifting mechanism. The third lifting mechanism is used to drive the crawler traversing mechanism to move up and down. The crawler traversing mechanism includes a crawler support, a first crawler wheel, a second crawler wheel, a crawler and a power component. The first crawler wheel and the second crawler wheel are respectively mounted at both ends of the crawler support. The crawler connects the first crawler wheel and the second crawler wheel. The power component is mounted on the vehicle frame, and the power output end of the power component is connected to the first crawler wheel.

6. The track inspection robot according to claim 5, wherein: Two cavities are provided on the vehicle frame. The two cavities are spaced along the length direction of the vehicle frame. The cavities protrude downward from the vehicle frame. Both the upper and lower ends of the cavities are open structures. The cavities extend along the width direction of the vehicle frame. Each cavity is provided with a crawler traversing mechanism through the third lifting mechanism.

7. The rail inspection robot according to claim 6, characterized in that: The third lifting mechanism includes a lifting drive motor, a lead screw-nut transmission pair, a connecting bracket, a slide rail and a slider. The lifting drive motor is mounted on the vehicle frame. One end of the lead screw of the lead screw-nut transmission pair is connected to the crawler support through the connecting bracket. The power output end of the lifting drive motor is connected to the nut of the lead screw-nut transmission pair. The slide rail is vertically mounted on the connecting bracket. The slider is fixed inside the cavity, and the slider is matched with the slide rail.

8. The track inspection robot according to claim 7, characterized in that: A control box fixing plate is provided on the vehicle frame. A control box is mounted on the control box fixing plate. The control box is connected to the high-speed camera detection device, the ultrasonic flaw detection device, the lifting drive motor, the power component, the first driving electric cylinder and the second driving electric cylinder. The control box fixing plate is connected to the vehicle frame through a shock absorption system. The shock absorption system includes a first damper, a second damper and a third damper. The first damper is distributed on both sides of the control box fixing plate along the length direction of the vehicle frame. One end of the first damper is hinged to the vehicle frame, and the other end is hinged to the control box fixing plate. The first damper is used to apply a damping constraint to the control box along the height direction of the vehicle frame. One end of the second damper is hinged to the vehicle frame, and the other end is hinged to the middle of the control box fixing plate. The second damper is used to apply a damping constraint to the control box fixing plate along the length direction of the vehicle frame. One end of the third damper is hinged to the vehicle frame, and the other end is hinged to the middle of the control box fixing plate. The third damper is used to apply a damping constraint to the control box fixing plate along the width direction of the vehicle frame.

9. The track inspection robot according to claim 8, wherein: A bottom plate parallel to the fixed plate of the control box is installed on the vehicle frame. First buffer pads are arranged in an array on the bottom plate. The first buffer pads support between the bottom plate and the fixed plate of the control box. Second buffer pads and third buffer pads are installed at the four corners of the bottom plate. The second buffer pads are pressed against both sides of the fixed plate of the control box along the width direction of the vehicle frame, and the third buffer pads are pressed against both sides of the fixed plate of the control box along the length direction of the vehicle frame.

10. The track inspection robot according to claim 8, wherein: A number of fourth dampers are obliquely arranged between the front axle and the vehicle frame. One end of the fourth damper is connected to the bottom of the front axle, and the other end passes through the vehicle frame and is hinged to the top of the vehicle frame. A number of fifth dampers are obliquely arranged between the rear axle and the vehicle frame. One end of the fifth damper is hinged to the bottom of the rear axle, and the other end passes through the vehicle frame and is hinged to the top of the vehicle frame.

11. The track inspection robot according to claim 8, wherein: Two horizontal first front axle connecting screws are arranged between the front axle and the vehicle frame. One end of the first front axle connecting screw is hinged to the front axle, and the other end is hinged to the vehicle frame. The two first front axle connecting screws are arranged in parallel at intervals along the width direction of the vehicle frame. Two horizontal first rear axle connecting screws are arranged between the rear axle and the vehicle frame. One end of the first rear axle connecting screw is hinged to the rear axle, and the other end is hinged to the vehicle frame. The two first rear axle connecting screws are arranged in parallel at intervals along the width direction of the vehicle frame.

12. The track inspection robot according to claim 11, characterized in that: Two horizontal second front axle connecting screws are arranged between the front axle and the vehicle frame. One end of the second front axle connecting screw is hinged to the front axle, and the other end is hinged to the vehicle frame. The two second front axle connecting screws are located between the two first front axle connecting screws. The distance between the hinge connection of the two second front axle connecting screws and the vehicle frame is greater than the distance between the hinge connection of the two second front axle connecting screws and the front axle, so that the two second front axle connecting screws are connected in a V-shaped manner between the front axle and the vehicle frame. Two horizontal second rear axle connecting screws are arranged between the rear axle and the vehicle frame. One end of the second rear axle connecting screw is hinged to the rear axle, and the other end is hinged to the vehicle frame. The two second rear axle connecting screws are located between the two first rear axle connecting screws. The distance between the hinge connection of the two second rear axle connecting screws and the vehicle frame is greater than the distance between the hinge connection of the two second rear axle connecting screws and the rear axle, so that the two second rear axle connecting screws are connected in a V-shaped manner between the rear axle and the vehicle frame.

13. The track inspection robot according to claim 8, characterized in that: The front axle is connected to the vehicle frame through a first buffer structure. The first buffer structure includes a first connecting seat, a second connecting seat, a first buffer spring, and a first connecting member. The first connecting seat is fixed on the front axle and extends along the length direction of the vehicle frame, so that both ends of the first connecting seat are distributed on both sides of the front axle. The second connecting seat is fixed at the bottom of the vehicle frame and extends along the length direction of the vehicle frame. Both ends of the first connecting seat are aligned with both ends of the second connecting seat along the height direction of the vehicle body. Both ends of the first connecting seat and both ends of the second connecting seat are connected by the first buffer spring. The first connecting member connects the front axle and the second connecting seat.

14. The track inspection robot according to claim 13, wherein: The rear axle is connected to the vehicle frame through a second buffer structure. The second buffer structure includes a third connecting seat, a fourth connecting seat, a second buffer spring, and a second connecting member. The third connecting seat is fixed on the rear axle and extends along the length direction of the vehicle frame to both sides of the rear axle. The fourth connecting seat is fixed at the bottom of the vehicle frame and extends along the length direction of the vehicle frame. Both ends of the third connecting seat are aligned with both ends of the fourth connecting seat along the height direction of the vehicle body. Both ends of the third connecting seat and both ends of the fourth connecting seat are connected by the second buffer spring. The second connecting member connects the rear axle and the fourth connecting seat.

15. The track inspection robot according to claim 8, characterized in that: A battery compartment is provided in the middle of the vehicle frame. The battery compartment is located between the two cavities and protrudes downward from the vehicle frame. A battery is installed in the battery compartment, and the battery is connected to the high-speed camera detection device, the ultrasonic flaw detection device, the lifting drive motor, the power component, the first drive electric cylinder, and the second drive electric cylinder.

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