A rail inspection robot

Abstract

The present application relates to the field of railway inspection technology, and in particular to a rail inspection robot, comprising a vehicle body, a vehicle frame comprising a vehicle frame, a front axle, a rear axle and wheels, the front axle and the rear axle being respectively mounted at both ends of the vehicle frame, and wheels being mounted at both ends of the front axle and the rear axle; a cross-track device comprising a first lifting mechanism and a second lifting mechanism, the first lifting mechanism being mounted on both sides of the vehicle frame, the first lifting mechanism being distributed on the vehicle frame along a second direction, a driving wheel being mounted on the lifting movable end of the first lifting mechanism, the second lifting mechanism being mounted on the bottom of the vehicle frame, and a supporting wheel being mounted on the lifting movable end of the second lifting mechanism; a high-speed camera detection device being mounted at one end of the vehicle frame; and an ultrasonic flaw detection device being mounted at the other end of the vehicle frame. The cross-track device enables the robot as a whole to move across different tracks, greatly improving inspection efficiency.

Description

Technical Field

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

[0002] As a vital piece of transportation infrastructure, the safe operation of railways is crucial to national economic development and the safety of people's lives and property. Regular rail inspection and maintenance are crucial for ensuring rail transportation safety. Currently, track inspections are primarily conducted using dedicated track inspection vehicles equipped with a variety of testing equipment. These vehicles comprehensively inspect track geometry, track structure, and track surface condition, enabling timely identification of potential safety hazards.

[0003] Traditional rail inspection vehicles can only operate on a single track. When inspecting adjacent tracks, they typically need to switch tracks at stations or through dedicated switches, significantly reducing inspection efficiency. This is especially true in busy railway sections with multiple parallel lines. Due to the dense train traffic, inspection vehicles often have to wait for extended periods before obtaining an inspection opportunity, wasting inspection time and potentially disrupting normal railway operations. 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, the present application provides a railway inspection robot that can move across different tracks through a cross-track device, thereby greatly improving inspection efficiency.

[0005] A rail inspection robot comprising:

[0006] A vehicle body, configured to travel on a rail in a first direction, the vehicle body comprising a frame, a front axle, a rear axle, and wheels, wherein the front axle and the rear axle are respectively mounted at two ends of the frame, and the wheels are mounted at both ends of the front axle and the rear axle;

[0007] The cross-rail device includes a first lifting mechanism and a second lifting mechanism, wherein the first lifting mechanism is installed on both sides of the vehicle frame, and the first lifting mechanisms are distributed on the vehicle frame along a second direction, and the second direction intersects with the first direction. A driving wheel is installed at a lifting movable end of the first lifting mechanism, and the first lifting mechanism is used to support the vehicle 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 vehicle frame, and a supporting wheel is installed at the lifting movable end of the second lifting mechanism. When the first lifting mechanism is in a working state of driving the vehicle 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;

[0008] a high-speed camera detection device, mounted on one end of the vehicle frame;

[0009] An ultrasonic flaw detection device is installed at the other end of the vehicle frame.

[0010] In an optional or preferred embodiment, the first lifting mechanism includes:

[0011] A lifting frame, wherein the driving wheel is mounted on the bottom edge of the lifting frame;

[0012] Two first rotating swing arms, distributed along the first direction at both ends of the lifting frame, one end of the first rotating swing arm being hinged to the vehicle frame, and the other end being hinged to the middle portion of a side of the lifting frame;

[0013] A first driving electric cylinder, wherein a cylinder body of the first driving electric cylinder is hinged to the vehicle frame, and a piston rod of the first driving electric cylinder is hinged to a side of the lifting frame away from the driving wheel.

[0014] In an optional or preferred embodiment, the first lifting mechanism further includes two second rotating rocker arms, which are distributed at both ends of the lifting frame along the first direction, one end of the second rotating rocker arm is hinged to the top end of the lifting frame, and the other end is hinged to the frame, the second rotating rocker arm is parallel to the first rotating rocker arm and spaced apart from each other, two first driving electric cylinders are provided, and along the first direction, the two first driving electric cylinders respectively correspond to the two ends of the lifting frame, the cylinder body of the first driving electric cylinder is hinged to the frame, and the piston rod of the first driving electric cylinder is hinged to the middle part of the second rotating rocker arm.

[0015] In an optional or preferred embodiment, the second lifting mechanism includes a second driving electric cylinder, a swing bracket and the support wheel, one end of the swing bracket is hinged to the frame, and the support wheel is rotatably mounted on the other end of the swing bracket, the cylinder body of the second driving electric cylinder is hinged to the frame, and 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 so that the swing bracket swings around the hinge point between it and the frame.

[0016] In an optional or preferred embodiment, it further includes a track transverse movement mechanism, which is used to drive the vehicle body to move along the second direction, and the track transverse movement mechanism is installed on the vehicle body through a third lifting mechanism, and the third lifting mechanism is used to drive the track transverse movement mechanism to move up and down, and the track transverse mechanism includes a track bracket, a first track wheel, a second track wheel, a track and a power component, the first track wheel and the second track wheel are respectively installed at both ends of the track bracket, the track connects the first track wheel and the second track wheel, the power component is installed on the frame, and the power output end of the power component is connected to the first track wheel.

[0017] In an optional or preferred embodiment, two cavities are provided on the frame, and the two cavities are spaced apart along the length direction of the frame. The cavities are provided to protrude downward from the frame, and the upper and lower ends of the cavities are both open structures. The cavities extend along the width direction of the frame, and a crawler transverse movement mechanism is installed in each of the cavities through the third lifting mechanism.

[0018] In an optional or preferred embodiment, the third lifting mechanism includes a lifting drive motor, a screw-nut transmission pair, a connecting bracket, a slide rail and a slider, the lifting drive motor is installed on the frame, one end of the screw of the screw-nut transmission pair is connected to the track bracket through the connecting bracket, the power output end of the lifting drive motor is connected to the nut of the screw-nut transmission pair, the slide rail is vertically installed on the connecting bracket, the slider is fixed inside the cavity, and the slider cooperates with the slide rail.

[0019] In an optional 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 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 frame, and one end of the first damper is hinged to the frame, The other end is hinged to the control box fixing plate, and the first damper is used to apply a damping constraint to the control box along the height direction of the frame. One end of the second damper is hinged to the 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 frame. One end of the third damper is hinged to the 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 frame.

[0020] In an optional or preferred embodiment, a base plate parallel to the control box fixing plate is installed on the frame, and a first buffer pad distributed in an array is provided on the base plate, the first buffer pad is supported between the base plate and the control box fixing plate, and a second buffer pad and a third buffer pad are installed at the four corners of the base plate, the second buffer pad is pressed against both sides of the control box fixing plate along the width direction of the frame, and the third buffer pad is pressed against both sides of the control box fixing plate along the length direction of the frame.

[0021] In an optional or preferred embodiment, a plurality of fourth dampers are obliquely arranged between the front axle and the frame, one end of the fourth damper intersects with the bottom of the front axle, and the other end passes through the frame and is hinged to the top of the frame, and a plurality of fifth dampers are obliquely arranged between the rear axle and the frame, one end of the fifth damper is hinged to the bottom of the rear axle, and the other end passes through the frame and is hinged to the top of the frame.

[0022] In an optional or preferred embodiment, two horizontal first front axle connecting screws are arranged between the front axle and the frame, one end of the first front axle connecting screw is hinged to the front axle, and the other end is hinged to the frame, and the two first front axle connecting screws are distributed in parallel and spaced apart along the width direction of the frame, and two horizontal first rear axle connecting screws are arranged between the rear axle and the frame, one end of the first rear axle connecting screw is hinged to the rear axle, and the other end is hinged to the frame, and the two first rear axle connecting screws are distributed in parallel and spaced apart along the width direction of the frame.

[0023] In an optional or preferred embodiment, two horizontal second front axle connecting screws are provided between the front axle and the frame, one end of the second front axle connecting screw is hinged to the front axle, and the other end is hinged to the frame, the two second front axle connecting screws are located between the two first front axle connecting screws, and the distance between the two second front axle connecting screws and the frame at the hinged connection is greater than the distance between the two second front axle connecting screws and the hinged connection of the front axle, so that the two second front axle connecting screws are connected in a figure-eight shape between the front axle and the frame. Two horizontal second rear axle connecting screws are provided between the rear axle and the frame, one end of the second rear axle connecting screw is hinged to the rear axle, and the other end is hinged to the frame, the two second rear axle connecting screws are located between the two first rear axle connecting screws, and the distance between the two second rear axle connecting screws and the frame at the hinged connection is greater than the distance between the two second rear axle connecting screws and the hinged connection of the rear axle, so that the two second rear axle connecting screws are connected in a figure-eight shape between the rear axle and the frame.

[0024] In an optional or preferred embodiment, the front axle and the frame are connected by a first buffer structure, which 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 the first connecting seat extends along the length direction of the frame so that the two 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 frame, and the second connecting seat extends along the length direction of the frame. The two ends of the first connecting seat and the two ends of the second connecting seat are aligned along the height direction of the vehicle body. The two ends of the first connecting seat and the two ends of the second connecting seat are connected by the first buffer spring, and the first connecting member connects the front axle and the second connecting seat.

[0025] In an optional or preferred embodiment, the rear axle and the frame are connected by 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, the third connecting seat extends to both sides of the rear axle along the length direction of the frame, the fourth connecting seat is fixed to the bottom of the frame, the fourth connecting seat extends along the length direction of the frame, the two ends of the third connecting seat are aligned with the two ends of the fourth connecting seat along the height direction of the vehicle body, the two ends of the third connecting seat and the two ends of the fourth connecting seat are connected by the second buffer spring, and the second connecting member connects the rear axle and the fourth connecting seat.

[0026] In an optional or preferred embodiment, a battery compartment is provided in the middle of the frame, the battery compartment is located between the two cavities, the battery compartment is protruding downward from the 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.

[0027] Based on the above technical solution, the embodiment of the present application has at least the following beneficial effects: the cross-track device can realize the horizontal movement of the robot as a whole between different tracks, thereby greatly improving the inspection efficiency. BRIEF DESCRIPTION OF THE DRAWINGS

[0028] The present application is further described below with reference to the accompanying drawings and embodiments;

[0029] Figure 1 Schematic diagram of the structure of the rail inspection robot provided in an embodiment of the present application;

[0030] Figure 2 yes Figure 1 Schematic diagram of the connection structure between the cross-rail device and the vehicle body in the embodiment;

[0031] Figure 3 yes Figure 2 A structural diagram from another perspective;

[0032] Figure 4 yes Figure 2 A schematic diagram of the structure from the bottom perspective;

[0033] Figure 5 yes Figure 2 A schematic diagram of the structure from a top perspective;

[0034] Figure 6 yes Figure 4 A partial enlarged view of point A in the middle;

[0035] Figure 7 yes Figure 1 A schematic structural diagram of the shock absorption system on the vehicle body in the embodiment;

[0036] Figure 8 yes Figure 7 A structural diagram from another perspective;

[0037] Figure 9 yes Figure 7 A schematic diagram of the structure from the bottom perspective;

[0038] Figure 10 yes Figure 7 A schematic diagram of the structure from a front side perspective;

[0039] Figure 11 yes Figure 7 A schematic diagram of the structure from a rear side perspective;

[0040] Figure 12 yes Figure 1 A schematic diagram of the connection relationship between the crawler track transverse movement mechanism and the vehicle body in the embodiment;

[0041] Figure 13 yes Figure 12 A structural diagram from another perspective;

[0042] Figure 14 yes Figure 12 Schematic diagram of the structure of the mid-frame;

[0043] Figure 15 yes Figure 12 A partial enlarged view of point B in the middle.

[0044] Reference numerals:

[0045] Vehicle body 100, vehicle frame 110, front axle 120, rear axle 130, wheel 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, articulated seat 201, polygonal hole 202, cross-rail device 200, first lifting mechanism 210, lifting frame 211, first rotating rocker 212, first driving electric cylinder 213, driving wheel 214, second rotating rocker 215, electric cylinder mounting frame 216, second lifting mechanism 220, supporting wheel 221, avoidance groove 221a, second driving electric cylinder 222, swing bracket 223, cross bar 223 a. High-speed camera detection device 300, fixed arm 301, rotating arm 302, ultrasonic flaw detection device 700, track transverse movement mechanism 400, track bracket 410, track 420, power component 430, third lifting mechanism 440, lifting drive motor 441, screw and 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 DESCRIPTION

[0046] To make the above-mentioned objects, features, and advantages of the present application more clearly understood, the specific embodiments of the present application are described in detail below with reference to the accompanying drawings. The following description sets forth many specific details to facilitate a full understanding of the present application. However, the present application can be implemented in many other ways than those described herein, and those skilled in the art can make similar improvements without violating the scope of the present application. Therefore, the present application is not limited to the specific embodiments disclosed below.

[0047] In the description of the present application, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", "clockwise", "counterclockwise", "axial", "radial", "circumferential" and the like indicate orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings, and are only for the convenience of describing 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 operated in a specific orientation, and therefore should not be understood as a limitation on the present application.

[0048] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of the technical features being referred to. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one of such features. Throughout the description of this application, "plurality" means at least two, for example, two, three, etc., unless otherwise specifically defined.

[0049] In this application, unless otherwise specified or limited, the terms "installed," "connected," "connect," "fixed," etc. should be understood in a broad sense. For example, they can refer to fixed connection, detachable connection, or integration; mechanical connection or electrical connection; direct connection or indirect connection through an intermediate medium; internal communication between two elements or interaction between two elements, unless otherwise specified. Those skilled in the art will understand the specific meanings of the above terms in this application based on specific circumstances.

[0050] In this application, unless otherwise expressly specified or limited, when a first feature is "above" or "below" a second feature, it may mean that the first and second features are in direct contact, or the first and second features are in indirect contact through an intermediate medium. Furthermore, when a first feature is "above," "above," or "above" a second feature, it may mean that the first feature is directly above or diagonally above the second feature, or simply means that the first feature is at a higher level than the second feature. When a first feature is "below," "below," or "below" a second feature, it may mean that the first feature is directly below or diagonally below the second feature, or simply means that the first feature is at a lower level than the second feature.

[0051] It should be noted that when an element is referred to as being "fixed to" or "disposed on" another element, it may 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 may be directly connected to the other element or there may be an intermediate element. The terms "vertical," "horizontal," "upper," "lower," "left," "right," and similar expressions used herein are for illustrative purposes only and do not represent the only implementation methods.

[0052] As a vital piece of transportation infrastructure, the safe operation of railways is crucial to national economic development and the safety of people's lives and property. Regular rail inspection and maintenance are crucial for ensuring rail transportation safety. Currently, track inspections are primarily conducted using dedicated track inspection vehicles equipped with a variety of testing equipment. These vehicles comprehensively inspect track geometry, track structure, and track surface condition, enabling timely identification of potential safety hazards.

[0053] Traditional rail inspection vehicles can only operate on a single track. When inspecting adjacent tracks, they typically need to switch tracks at stations or through dedicated switches, significantly reducing inspection efficiency. This is especially true in busy railway sections with multiple parallel lines. Due to the dense train traffic, inspection vehicles often have to wait for extended periods before obtaining an inspection opportunity, wasting inspection time and potentially disrupting normal railway operations.

[0054] Reference Figures 1 to 15 The present application provides a rail inspection robot, including a vehicle body 100 , a rail crossing device 200 , a high-speed camera detection device 300 , and an ultrasonic flaw detection device 700 .

[0055] Vehicle body 100 is designed to travel along rails in a first direction. The first direction refers to the direction in which the rails extend, i.e., the direction in which the inspection vehicle normally travels. Vehicle body 100 includes a frame 110, a front axle 120, a rear axle 130, and wheels 140. Along the first direction, front axle 120 and rear axle 130 are mounted at opposite ends of frame 110, with wheels 140 mounted at both ends. Wheels 140 conform to the rails, enabling stable travel on the rails.

[0056] The cross-rail device 200 includes a first lifting mechanism 210 and a second lifting mechanism 220. The first lifting mechanism 210 is mounted on either side of the vehicle body 100 and arranged along a second direction on the vehicle body 100. The second direction intersects the first direction. Specifically, the second direction is perpendicular to the first direction, that is, perpendicular to the extension direction of the rails. Drive wheels 214 are mounted on the movable ends of the first lifting mechanisms 210. The first lifting mechanisms 210 are used to support the vehicle body 100 off the ground, and the drive wheels 214 are used to move along the second direction.

[0057] A high-speed camera inspection device 300 is mounted on one end of the vehicle frame 110, and an ultrasonic flaw detection device 700 is mounted on the other end of the vehicle frame 110. Specifically, the high-speed camera inspection device 300 is mounted on the front end of the vehicle frame 110 to take photos of the rail surface to detect defects, while the ultrasonic flaw detection device 700 is mounted on the rear end of the vehicle frame 110 to detect flaws in the rail using ultrasonic waves.

[0058] Specifically, the high-speed camera detection device 300 is connected to the front end of the frame 110 through a fixed arm 301 and a rotating arm 302, wherein one end of the fixed arm 301 is fixed to the front end of the frame 110, and one end of the rotating arm 302 is rotatably connected to the end of the fixed arm 301 away from the frame 110. 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, thereby adjusting the high-speed camera to align with the rail. In this application, two high-speed camera detection devices 300 are provided, and each high-speed camera detection device 300 corresponds to detecting one rail.

[0059] During operation, the vehicle body 100 moves on the rails, the high-speed camera detection device 300 at the front end of the frame 110 performs photo detection, and the ultrasonic flaw detection device 700 at the rear end of the frame 110 performs ultrasonic flaw detection on the rails.

[0060] In this application, the first direction is Figure 2 The front and rear directions shown are Figure 2 Left and right directions shown.

[0061] Reference Figure 3 In one embodiment of the present application, the first lifting mechanism 210 includes a lifting frame 211, two first rotating rocker arms 212, and a first driving electric cylinder 213. A driving wheel 214 is mounted on the bottom edge of the lifting frame 211. Along a first direction, the two first rotating rocker arms 212 are located at both ends of the lifting frame 211. One end of the first rotating rocker arms 212 is hinged to the vehicle frame 110, and the other end is hinged to the middle of a side edge 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.

[0062] 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 the first driving electric cylinder 213 is hinged to the middle of the top edge of the lifting frame 211 .

[0063] When the cross-track function needs to be realized, the first driving electric cylinder 213 extends, and through the leverage of the first rotating rocker arm 212, the lifting frame 211 moves downward. At the same time, the driving wheel 214 contacts the ground and continues to apply downward force to lift the car body 100 off the rails. The first lifting mechanism 210 plays the role of supporting the car body 100 away from the ground.

[0064] In another embodiment, two first driving electric cylinders 213 are provided. Along the first direction, the two first driving electric cylinders 213 correspond to the two ends of the lifting frame 211 respectively. The cylinder body of the first driving electric cylinder 213 is hinged to the frame 110, and the piston rod of the first driving electric cylinder 213 is hinged to the top of the lifting frame 211.

[0065] This dual-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, providing more balanced force and making the movement of the lifting frame 211 more stable and controllable.

[0066] In the embodiment shown in the present application, the first lifting mechanism 210 also includes two second rotating rocker arms 215. Along the first direction, the two second rotating rocker arms 215 are distributed at both ends of the lifting frame 211. One end of the second rotating rocker arm 215 is hinged to the top of the lifting frame 211, and the other end is hinged to the frame 110. The second rotating rocker arm 215 is parallel to the first rotating rocker arm 212 and spaced apart from each other. Two first driving electric cylinders 213 are provided. Along the first direction, the two first driving electric cylinders 213 correspond to the two ends of the lifting frame 211 respectively, and the piston rod of the first driving electric cylinder 213 is hinged to the middle part of the second rotating rocker arm 215.

[0067] This design connects the lifting frame 211 to the vehicle frame 110 via a parallelogram linkage, improving the stability and safety of the lifting frame 211 during the lifting process. The parallelogram linkage also limits the movement of the lifting frame 211, preventing unnecessary lateral movement and ensuring that the drive wheels 214 maintain accurate contact with the ground.

[0068] To better mount 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 spaced apart along a first direction and are vertically fixed to the vehicle frame 110. The cylinder body of the first driving electric cylinder 213 is hingedly connected to the electric cylinder mounting brackets 216. This design ensures a more secure and reliable installation of the electric cylinder, capable of withstanding heavy workloads.

[0069] In another embodiment of the present application, an installation port is provided at the lower end of the lifting frame 211, and the driving wheel 214 is rotatably installed at the installation port. A driving component is installed on the side of the lifting frame 211, and the power output end of the driving component is connected to the driving wheel 214. The moving direction of the driving wheel 214 is the second direction.

[0070] The driving components include 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 at the power output end of the motor. The first driven wheel is coaxially fixed with the rotating axis 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 the chain transmission, thereby driving the vehicle body 100 to move along the second direction.

[0071] At least two drive wheels 214 are provided, each of which is coaxially spaced apart along a first direction. The rotation axis of each drive wheel 214 is aligned with the first direction. The design of multiple drive wheels 214 increases the contact area with the ground and effectively prevents deviation during movement.

[0072] In the present application, two driving wheels 214 are provided, the two driving wheels 214 are coaxially arranged, and the two driving wheels 214 are driven by two driving components respectively.

[0073] Reference Figure 4 、 Figure 5 、 Figure 6 The second lifting mechanism 220 is installed at the bottom of the vehicle body 100, and the lifting end of the second lifting mechanism 220 is installed with a support wheel 221. When the first lifting mechanism 210 drives the vehicle body 100 away from the ground and is in an operating state, the second lifting mechanism 220 can drive the support wheel 221 to descend to the same plane as the driving wheel 214.

[0074] In one embodiment of the present application, the second lifting mechanism 220 includes a second driving electric cylinder 222, a swing bracket 223, and a support wheel 221. The support wheel 221 travels in a second direction, which is the same as the travel direction of the driving wheel 214. One end of the swing bracket 223 is hinged to the vehicle frame 110, and the support wheel 221 is rotatably mounted on 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, and 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, causing it to swing about its hinge point with the vehicle frame 110, thereby achieving the raising and lowering of the support wheel 221.

[0075] Specifically, the swing bracket 223 is an I-shaped frame, an opening on one side of which is hinged to the 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.

[0076] When the second driving electric cylinder 222 extends, it pushes the swing bracket 223 to swing downward, so that the support wheel 221 drops to be supported on the ground together with the driving wheel 214, so that the driving wheel 214 and the support wheel 221 together form a stable support system.

[0077] In a normal driving state, the wheels 140 of the inspection vehicle are running on the rails, the first lifting mechanism 210 and the second lifting mechanism 220 are both in a retracted state, and the driving wheels 214 and the supporting wheels 221 are not in contact with the ground.

[0078] When the vehicle body 100 needs to cross the lower rail from the right side of the rail to the ground, the first driving cylinders 213 of the two first lifting mechanisms 210 extend, causing the driving wheels 214 on the two lifting frames 211 to drop and contact the ground outside the two rails. The first driving cylinders 213 continue to apply force to lift the vehicle body 100 off the rails, 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 rail, the driving wheels 214 stop driving, and then the second driving cylinders 222 of the second lifting mechanism 220 extend, causing the swing The bracket 223 drives the support wheel 221 to descend to the sleeper supported between the two rails. At this time, the entire car 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 car body 100 is retracted, and the driving wheel 214 of the first lifting mechanism 210 on the right side continues to drive the car body 100 to move horizontally to the right. When the second lifting mechanism 220 moves close to the right rail, the first lifting mechanism 210 on the left side also moves between the two rails, and then the first driving electric cylinder 214 of the first lifting mechanism 210 on the left side is retracted. 13 extends, driving the driving wheel 214 of the left first lifting mechanism 210 to descend and support on the sleeper between the two rails, and the second lifting mechanism 220 retracts. At this time, the driving wheel 214 on the left first lifting mechanism 210 is supported on the sleeper between the two rails, and the driving wheel 214 on the right first lifting mechanism 210 is supported on the ground outside the right rail. 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 left first lifting mechanism 210 close to the right rail, the second lifting mechanism 220 also moves. To the outside of the right rail, the second driving electric cylinder 222 of the second lifting mechanism 220 extends, causing the support wheel 221 to descend and be supported on the ground outside the right rail. At this time, the second lifting mechanism 220 and the first lifting mechanism 210 on the right have been fully supported on the outside of the right rail. Then the first lifting mechanism 210 on the left side of the car body 100 is retracted. At this time, the entire car body 100 has been completely moved horizontally from the two rails. Then the second lifting mechanism 220 and the first lifting mechanism 210 on the right are synchronously retracted, so that the car body 100 can be smoothly lowered until the wheels 140 are supported on the ground.

[0079] The above is just a detailed description of this application based on the car body 100 crossing the lower rail from the right side of the rail. The method of crossing the lower rail from the left side of the rail is the same as that of crossing the lower rail from the right side, but the direction is opposite, so it will not be repeated here.

[0080] When the vehicle body 100 needs to cross the upper rail from the ground on the left side of the rail, the first driving electric cylinders 213 of the two first lifting mechanisms 210 extend, and the two lifting frames 211 drive the driving wheels 214 to descend and support 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 rail, the driving wheels 214 stop moving, and the second driving electric cylinders 222 of the second lifting mechanism 220 extend, causing the supporting wheels 221 to descend to the point where they are supported on the ground together with the driving wheels 214. The first lifting mechanism 210 on the right side of the vehicle body 100 is retracted. 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 wheel 214 of the first lifting mechanism 210 on the left side drives the vehicle body 100 to move horizontally to the right as a whole. When the second lifting mechanism 220 moves close to the left rail, the first lifting mechanism 210 on the right side also moves above the sleepers between the two rails. The first driving electric cylinder 213 of the first lifting mechanism 210 on the right side extends, driving the driving wheel 214 of the first lifting mechanism 210 on the right side to descend and contact the rails. The second driving electric cylinder 222 of the second lifting mechanism 220 is retracted. At this time, the driving wheel 214 on the first lifting mechanism 210 on the right is supported on the sleeper between the two rails, and the driving wheel 214 on the first lifting mechanism 210 on the left is supported on the ground outside the left rail. 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 left side of the first lifting mechanism 210 close to the left rail, the second lifting mechanism 220 also moves to the top of the sleeper between the two rails. The second driving electric cylinder 222 of the second lifting mechanism 220 is retracted. At this time, the driving wheel 214 on the first lifting mechanism 210 on the right is supported on the sleeper between the two rails, and the driving wheel 214 on the first lifting mechanism 210 on the left is supported on the ground outside the left rail. The electric cylinder 222 extends, causing the support wheel 221 to descend and support on the sleeper between the two rails. At this time, the entire car 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 car body 100 is retracted. At this time, the entire car body 100 has been completely moved horizontally above the two rails. The right driving wheel 214 continues to move horizontally until the car body 100 moves to be directly above the two rails. The second lifting mechanism 220 and the first lifting mechanism 210 on the right side are synchronously retracted, allowing the car body 100 to descend smoothly until the wheels 140 fall on the rails.

[0081] The above only describes the specific content of the vehicle body 100 crossing the upper rail from the ground on the left side of the rail. The method of crossing the upper rail from the ground on the right side of the rail is the same as that of crossing the upper rail from the left side, but in the opposite direction, so it will not be repeated here.

[0082] From the above, it can be seen that the rail inspection vehicle cross-rail device 200 provided in this application can conveniently enable the vehicle body 100 to move up and down the rails.

[0083] In some embodiments, two second lifting mechanisms 220 are provided, and the two second lifting mechanisms 220 are distributed along the second direction, that is, along the width of the vehicle body 100 and at the bottom of the vehicle body 100. The second driving electric cylinders 222 of the two second lifting mechanisms 220 are arranged crosswise. This crosswise design optimizes space utilization and avoids interference between different components.

[0084] During the lateral movement, while the first and second lifting mechanisms 210 and 220 are supporting the vehicle body 100, before the first lifting mechanism 210 on the left side of the vehicle body 100 is retracted, the second lifting mechanism 220 on the left side is lowered so that the support wheel 221 is supported on the ground. In this way, the second lifting mechanism 220 on the left side forms a support with the first lifting mechanism 210 on the right side, 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 is retracted, the second lifting mechanism 220 on the right side is lowered so that the support wheel 221 is supported on the ground. In this way, the second lifting mechanism 220 on the right side forms a support with the first lifting mechanism 210 on the left side, and the support distance between the two is wider, so the support is more stable.

[0085] In order to avoid interference between the support wheel 221 and the second driving electric cylinder 222, the support wheel 221 is provided with an avoidance groove 221a for avoiding the second driving electric cylinder 222. This design allows the support wheel 221 to smoothly complete the lifting action without being hindered by the second driving electric cylinder 222.

[0086] Reference Figures 12 to 15 In some embodiments, the rail inspection robot further includes a track transverse movement mechanism 400 .

[0087] The frame 110 is provided with two cavities 111 spaced apart along the length of the frame 110. Specifically, one cavity 111 is located between the front axle 120 and the middle of the frame 110, and the other cavity 111 is located between the rear axle 130 and the middle of the frame 110. Both the upper and lower ends of the cavities 111 are open. Cavities 111 protrude downward from the frame 110 and extend along the width of the frame 110, forming a housing for the track traverse mechanism 400.

[0088] The track traverse mechanism 400 is mounted on the vehicle body 100. In this embodiment, two track traverse mechanisms 400 are provided. The two track traverse mechanisms 400 are spaced apart along the length of the vehicle frame 110, and one track traverse mechanism 400 is mounted in each cavity 111 via a third lifting mechanism 440. Each track traverse mechanism 400 includes a track frame 410, a first track wheel, a second track wheel, a track 420, and a power component 430. The first track wheel and the second track wheel are respectively mounted at both ends of the track frame 410, and the track 420 connects the first track wheel and the second track wheel. Specifically, the first track wheel and the second track wheel are both rotatably mounted on the track frame 410 via bearings, and the track 420 surrounds the outer circumference of the first track wheel and the second track wheel to form a closed-loop transmission structure.

[0089] After the cross-track device 200 drives the entire vehicle body 100 onto the two tracks, the third lifting mechanism 440 drives the track transverse mechanism 400 to descend until it is supported on the sleepers, and the entire vehicle body 100 is supported by the track transverse mechanism 400. Then the track transverse mechanism 400 moves laterally so that the wheels 140 on the vehicle body 100 are aligned one by one with the rails on both sides. Then the third lifting mechanism 440 drives the track transverse mechanism 400 to descend so that the wheels 140 on the vehicle body 100 all fall accurately on the two rails.

[0090] Of course, the third lifting mechanism 440 can also be used to directly drive the crawler traverse mechanism 400 to descend and support the entire vehicle body 100, and the crawler traverse mechanism 400 can be used to move the entire vehicle body 100 across the track. However, the cross-track device 200 has better stability when crossing the track, while the crawler traverse mechanism 400 has a faster speed when crossing the track. During use, the appropriate crossing method can be selected according to the terrain around the railroad track. Therefore, the crossing method of the present application is more flexible.

[0091] In addition, the outer surface of the crawler 420 is provided with anti-skid grooves or rubber pads to increase friction with the ground, improving stability and traction during lateral movement. The crawler frame 410 is made of aluminum alloy material, which is light and strong, and facilitates the operation and control of the lifting mechanism.

[0092] The power component 430 is mounted on the vehicle body 100, and the power output end of the power component 430 is connected to the first track wheel. In this embodiment, the power component 430 is a motor, in particular 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, and a third driven wheel is installed on the first track wheel, and the second driving wheel is transmission-connected to 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. In order to protect the transmission components and extend their service life, a protective shell 450 is provided on the outer cover of the second driving wheel, the synchronous belt and the third driven wheel. The protective shell 450 can effectively prevent external environmental factors such as dust, debris and water vapor from affecting the transmission components.

[0093] The third lifting mechanism 440 includes a lifting drive motor 441, a screw-nut transmission pair 442, a connecting bracket 443, a slide rail 444, and a slider 445. The lifting drive motor 441 is mounted on the vehicle frame 110. One end of the screw of the screw-nut transmission pair 442 is connected to the track frame 410 via the connecting bracket 443. The power output end of the lifting drive motor 441 is connected to the nut of the screw-nut transmission pair 442. The slide rail 444 is vertically mounted on the connecting bracket 443. The slider 445 is fixed within the cavity 111. The slider 445 cooperates with the slide rail 444 to guide the lifting and lowering movement of the track frame 410 and provide lateral stability.

[0094] In the present application, two slide rails 444 are provided, and two sliders 445 are also provided. The connecting bracket 443 cooperates with the two sliders 445 through the two slide rails 444 .

[0095] In this embodiment, the screw of the screw-nut transmission pair 442 is fixed to the connecting bracket 443 via a bearing. Two screw-nut transmission pairs 442 are provided, and the nuts of the two screw-nut transmission pairs 442 are connected by the same transmission shaft 446, ensuring that the two screws move synchronously, thereby ensuring the smooth lifting and lowering of the crawler frame 410. When the lifting drive motor 441 is running to drive the nut of one screw-nut transmission pair 442 to rotate, the nut will synchronously drive the transmission shaft 446 to rotate, thereby causing the transmission shaft 446 to drive the nut of the other screw-nut transmission pair 442 to rotate, thereby causing the two screws to rise or fall synchronously, realizing the lifting and lowering movement of the crawler frame 410.

[0096] In other embodiments, the third lifting mechanism 440 may also utilize a hydraulic cylinder in place of the screw-nut transmission pair 442. The cylinder body of the hydraulic cylinder is fixed within the cavity 111, and the piston rod is connected to the connecting bracket 443. The hydraulic cylinder is connected to a hydraulic pump via a hydraulic system. The hydraulic pump is mounted on the vehicle frame 110 and driven by a motor. The hydraulic system also includes a hydraulic oil tank, a control valve assembly, and hydraulic piping. The control valve assembly is used to control the extension and retraction direction and speed of the hydraulic cylinder, thereby achieving precise lifting and lowering control of the track traversing mechanism 400.

[0097] A battery compartment 112 is provided in the middle of the vehicle frame 110. The battery compartment 112 is provided to protrude downward from the vehicle frame 110. The battery compartment 112 is located between the two cavities 111. A battery 113 is installed in the battery compartment 112. The battery 113 provides power to 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 with high energy density and long service life. The battery 113 realizes the autonomous power supply of the inspection vehicle without the need for an external power supply, which increases the working range and ease of use 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 entire vehicle.

[0098] A control box mounting plate 114 is mounted on the vehicle frame 110, and a control box 500 is mounted on this mounting plate. This mounting plate 114 is connected to the vehicle body 100 via a shock-absorbing system 600. The control box 500 integrates key electronic equipment, including 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, an ultrasonic flaw detection device 700, a battery 113, a power unit 430, a lift drive motor 441, and the first and second electric drive cylinders 213 and 222.

[0099] Reference Figure 7The shock absorption system 600 includes a first damper 601, a second damper 602, and a third damper 603, which together form a three-dimensional shock absorption protection system. The first dampers 601 are distributed along the length of the vehicle body 100 on both sides of the control box fixing plate 114. In this embodiment, two first dampers 601 are configured on each side of the control box fixing plate 114, for a total of four. One end of the first damper 601 is hinged to the vehicle body 100 via a hinge, and a hinge seat 201 is provided on the control box fixing plate 114. The other end of the first damper 601 is hinged to the hinge seat 201 on the control box fixing plate 114 via a hinge. This hinged connection allows the first damper 601 to rotate freely with 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 damping constraints to the control box 500 along the height direction of the vehicle body 100, that is, the up and down directions shown in the figure, to effectively absorb impacts and vibrations in the vertical direction.

[0100] 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 mounting plate 114. The second damper 602 primarily applies damping to the control box mounting plate 114 along the length of the vehicle body 100, i.e., the front-to-back direction shown in the figure. This effectively suppresses the longitudinal inertial impact generated during acceleration or deceleration of the inspection vehicle. In this embodiment, two second dampers 602 are configured, symmetrically distributed along the middle of the control box mounting plate 114.

[0101] 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 mounting plate 114. The third damper 603 primarily applies damping constraints to the control box mounting plate 114 along the width of the vehicle body 100, i.e., the left-right direction as shown in the figure. This effectively reduces the impact of the lateral centrifugal force on the control box 500 generated when the inspection vehicle traverses a curved track. In this embodiment, two third dampers 603 are configured.

[0102] This design of 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 vertical, longitudinal and lateral vibration energy, preventing these vibrations from being transmitted to the interior of the control box 500, thereby effectively protecting the precision electronic equipment in the control box 500 and improving the accuracy of inspection data and the service life of the equipment.

[0103] In some embodiments, at least two rectangular holes 114a are provided on the control box fixing plate 114. In this embodiment, two rectangular holes 114a are provided. A second damper 602 and a third damper 603 are provided 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 axis of the second damper 602 and the extension axis of the third damper 603 in each rectangular hole 114a intersect. Specifically, the extension axis of the second damper 602 and the extension axis of the third damper 603 are perpendicular.

[0104] This design allows for a more compact installation layout of the second damper 602 and the third damper 603 within the rectangular hole 114a, improving space utilization. Furthermore, the intersecting extended axes of the dampers form a more stable cross-shaped shock-absorbing support structure, ensuring that the control box mounting plate 114 remains relatively stable under vibration impacts from all directions, further enhancing the shock absorption effect.

[0105] Of course, in other embodiments, four rectangular holes 114a may be distributed in an array on the control box fixing plate 114, and the extension axis of the second damper 602 and the extension axis of the third damper 603 in each rectangular hole 114a intersect with each other.

[0106] In this embodiment, a bottom plate 115 is mounted on the vehicle body 100, parallel to the control box fixing plate 114. 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, supporting the first buffer pads 115a 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. This provides uniform support and absorbs some high-frequency vibrations.

[0107] Second and third buffer blocks 115b, 115c, are mounted at the four corners of base plate 115. Second buffer blocks 115b are pressed against both sides of control box mounting plate 114 along the width of vehicle body 100, while third buffer blocks 115c are pressed against both sides of control box mounting plate 114 along the length of vehicle body 100. Second and third buffer blocks 115b, 115c are made of an elastic rubber material with excellent elasticity and shock-absorbing properties. They maintain the stability of control box mounting plate 114 while further enhancing its ability to absorb minor lateral and longitudinal vibrations.

[0108] By adding a base plate 115 and a variety of buffer pads, this embodiment adds a passive shock absorption layer on the basis of damper shock absorption, forming an "active + passive" composite shock absorption system. It can not only cope with large-scale impact loads, but also effectively filter high-frequency vibrations, so that the control box 500 can be more comprehensively protected, the shock absorption effect is more significant, and the stability and reliability of the equipment are further improved.

[0109] To accommodate the structure of the control box 500, the control box fixing plate 114 of the present application is a T-shaped structure. Two polygonal holes 202 are provided on the surface of the control box fixing plate 114 extending beyond the vehicle body 100. Second buffer blocks 115b are disposed in each of the polygonal holes 202. Furthermore, a third buffer block 115c is disposed between the two first dampers 601 on each side of the control box fixing plate 114 to secure the control box fixing plate 114. In the present application, one third buffer block 115c is disposed in the middle of the front side of the control box fixing plate 114, and three third buffer blocks 115c are disposed at intervals along the rear side of the control box fixing plate 114.

[0110] Reference Figure 9 A plurality of fourth dampers 604 are disposed obliquely between the front axle 120 and the vehicle frame 110. One end of each fourth damper 604 intersects the bottom of the front axle 120, and the other end passes through the vehicle frame 110 and is hingedly connected to the top of the vehicle frame 110. In this embodiment, two fourth dampers 604 are provided, symmetrically distributed along the longitudinal center axis of the vehicle frame 110 and parallel to each other.

[0111] Several fifth dampers 605 are disposed obliquely between the rear axle 130 and the vehicle frame 110. One end of each 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, two fifth dampers 605 are provided, symmetrically distributed along the longitudinal center axis of the vehicle frame 110 and parallel to each other.

[0112] This tilted damper design can provide shock absorption effects in both vertical and horizontal directions. When the inspection vehicle passes through an uneven section of track, it effectively reduces the impact vibration transmitted from the wheel-rail contact to the frame 110, thereby reducing the overall vibration amplitude of the vehicle body 100. The shock absorption system 600 provides a better working environment for the control box 500, forming a double-layer shock absorption protection system of "whole vehicle shock absorption + control box shock absorption".

[0113] In some embodiments, two horizontal first front axle connecting screws 116 are disposed between the front axle 120 and the vehicle frame 110. One end of the 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 spaced apart and parallel to each other along the width direction of the vehicle frame 110. Two horizontal first rear axle connecting screws 117 are disposed between the rear axle 130 and the vehicle frame 110. One end of the 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 spaced apart and parallel to each other along the width direction of the vehicle frame 110.

[0114] The first front axle connecting screw 116 and the first rear axle connecting screw 117 are made of high-strength alloy steel. Their lengths can be adjusted through the threaded structure, thereby accurately controlling the positions of the front axle 120 and the rear axle 130 relative to the frame 110, ensuring the correct contact relationship between the wheels 140 and the rails, and improving the operating stability and safety of the inspection vehicle.

[0115] Furthermore, two horizontal second front axle connecting screws 118 are disposed between the front axle 120 and the vehicle frame 110. One end of the second front axle connecting screw 118 is hingedly connected to the front axle 120, and the other end is hingedly connected 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 hinged connection points of the two second front axle connecting screws 118 and the vehicle frame 110 is greater than the distance between the hinged connection points 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 figure-eight shape between the front axle 120 and the vehicle frame 110.

[0116] Similarly, two horizontal second rear axle connecting screws 119 are arranged between the rear axle 130 and the frame 110. One end of the second rear axle connecting screw 119 is hinged to the rear axle 130, and the other end is hinged to the 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 hinged connection between the two second rear axle connecting screws 119 and the frame 110 is greater than the distance between the hinged connection between 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 an eight-shaped shape between the rear axle 130 and the frame 110.

[0117] This "figure-eight" connection structure provides the inspection vehicle with excellent lateral stability, especially when passing through curved sections of track. It can effectively prevent the vehicle body 100 from tilting, maintain a good operating posture, reduce the generation of lateral vibration, and further improve the overall shock absorption effect and operational safety of the inspection vehicle.

[0118] 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 directions, 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 directions, that is, the first front axle connecting screw 116 and the first rear axle connecting screw 117 can swing in the up and down directions, while the second front axle connecting screw 118 and the second rear axle connecting screw 119 can swing in the left and right directions. In this way, a cross-directional degree of freedom constraint is formed between the front axle 120 and the frame 110 by the first front axle connecting screw 116 and the second front axle connecting screw 118, so that the connection between the front axle 120 and the frame 110 is stable. Similarly, a cross-directional degree of freedom constraint is formed between the rear axle 130 and the frame 110 by the first rear axle connecting screw 117 and the second rear axle connecting screw 119, so that the connection between the rear axle 130 and the frame 110 is stable.

[0119] Reference Figure 9 、 Figure 10 In some other embodiments, the front axle 120 is connected to the vehicle frame 110 via a first buffer structure 610. The first buffer structure 610 includes a first connecting seat 611, a second connecting seat 612, a first buffer spring 613, and a first connecting member 614. The first connecting seat 611 is fixed to the front axle 120 and extends along the length of the vehicle frame 110. Both ends of the first connecting seat 611 extend to both sides of the front axle 120. The second connecting seat 612 is fixed to the bottom of the vehicle frame 110 and extends along the length of the vehicle frame 110.

[0120] The ends of the first connecting seat 611 and the ends of the second connecting seat 612 are aligned along the height direction of the vehicle frame 110. The ends of the first connecting seat 611 and the ends of the second connecting seat 612 are connected by first buffer springs 613. The two first buffer springs 613 are distributed on both sides of the front axle 120. In this embodiment, the first buffer springs 613 are made of alloy steel and undergo a special heat treatment process. They have high rigidity and good elasticity, can withstand large impact loads and recover quickly.

[0121] The first connecting member 614 is a saddle clamp structure. The first connecting member 614 is clamped on the bottom of the front axle 120 and connected to the second connecting seat 612 through a nut.

[0122] The first buffer structure 610 can effectively absorb the vertical impact on the front axle 120 during operation, especially when the inspection vehicle passes through track joints, switches or other uneven sections. The first buffer spring 613 can quickly compress and deform to absorb the impact energy, and then slowly release it to avoid the impact force being directly transmitted to the frame 110, thereby significantly improving the vibration condition of the vehicle body 100.

[0123] Reference Figure 11The rear axle 130 and the vehicle frame 110 are connected via a second buffer structure 620, which 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 to the rear axle 130 and extends along the length of the vehicle frame 110. Both ends of the third connecting seat 621 extend to both sides of the rear axle 130. The fourth connecting seat 622 is fixed to the bottom of the vehicle frame 110 and extends along the length of the vehicle body 100.

[0124] The ends of the third connecting seat 621 and the fourth connecting seat 622 are aligned along the height direction of the vehicle body 100. The ends of the third connecting seat 621 and the ends of the fourth connecting seat 622 are connected by second buffer springs 623. The two second buffer springs 623 are located on both sides of the rear axle 130. The second buffer springs 623 are made of the same material and specifications as the first buffer springs 613 to ensure consistent front and rear shock absorption effects.

[0125] The second connecting member 624 is also a saddle clamp structure. The second connecting member 624 is clamped on the bottom of the rear axle 130 and connected to the fourth connecting seat 622 through a nut.

[0126] By adopting a buffer structure on both the front axle 120 and the rear axle 130, combined with the damping and vibration reduction effects of the fourth damper 604 and the fifth damper 605, the inspection vehicle forms a complete vehicle shock absorption system, which can effectively reduce the impact of the vibration generated by 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.

[0127] 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. Damping cylinders have advantages such as simple structure, rapid response, and easy maintenance. They can automatically adjust the damping force according to the magnitude of the impact force, providing a more intelligent shock absorption effect.

[0128] In another embodiment, these dampers can be hydraulic dampers, which generate damping force through the flow resistance of the internal liquid to reduce vibration. Hydraulic dampers have the characteristics of large damping force, high reliability, and long life, and are particularly suitable for heavy-load and high-intensity working conditions.

[0129] You can also choose damper types such as magnetorheological dampers and adjustable dampers according to the specific application environment and requirements to obtain more precise shock absorption control effects.

[0130] Therefore, the vehicle body 100 provided in this application, through a multi-level, multi-directional shock-absorbing design, comprehensively solves the vibration problem faced by the control box 500, effectively protects the precision electronic equipment in the control box 500, improves the accuracy and stability of inspection data, extends the service life of the equipment, and also improves the work comfort of the operator, and has significant technological advancement and practical value.

[0131] 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 robot, characterized in that: include: A vehicle body, configured to travel on a rail in a first direction, the vehicle body comprising a frame, a front axle, a rear axle, and wheels, wherein the front axle and the rear axle are respectively mounted at two ends of the frame, and the wheels are mounted at both ends of the front axle and the rear axle; The cross-rail device includes a first lifting mechanism and a second lifting mechanism, the first lifting mechanism is installed on both sides of the frame, the first lifting mechanism is distributed on the frame along a second direction, the second direction intersects with 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 first lifting mechanism includes a lifting frame, two first rotating rocker arms, two second rotating rocker arms and a first driving electric cylinder, the driving wheel is installed at the bottom edge of the lifting frame, along the first direction, the two first rotating rocker arms are distributed at both ends of the lifting frame, one end of the first rotating rocker arm is hinged to the frame, and the other end is hinged to the middle of the side of the lifting frame, the first driving cylinder The cylinder body of the dynamic electric cylinder is hinged to the vehicle frame, the piston rod of the first driving electric cylinder is hinged to the side of the lifting frame away from the driving wheel, along the first direction, two second rotating rocker arms are distributed at both ends of the lifting frame, one end of the second rotating rocker arm is hinged to the top end of the lifting frame, and the other end is hinged to the vehicle frame, the second rotating rocker arm is parallel to the first rotating rocker arm and spaced apart from each other, two first driving electric cylinders are provided, along the first direction, the two first driving electric cylinders respectively correspond to the two ends of the lifting frame, the cylinder body of the first driving electric cylinder is hinged to the vehicle frame, the piston rod of the first driving electric cylinder is hinged to the middle part of the second rotating rocker arm, the second lifting mechanism is installed at the bottom of the vehicle frame, and the lifting movable end of the second lifting mechanism is installed with a support wheel. The second lifting mechanism includes a second driving electric cylinder, a swing bracket and the support wheel, one end of the swing bracket is hinged to the vehicle frame, and the support wheel is rotatably mounted on the other end of the swing bracket. The cylinder body of the second driving electric cylinder is hinged to the vehicle frame, and the piston rod of the second driving electric cylinder is hinged to the swing bracket. The second driving electric cylinder is used to drive the swing bracket so that the swing bracket swings with its hinge point with the vehicle frame as the center of a circle. When the first lifting mechanism is in a working state of driving the vehicle frame away from the ground, the second lifting mechanism can drive the support wheel to descend to be supported on the same plane as the driving wheel. a high-speed camera detection device, mounted on one end of the vehicle frame; An ultrasonic flaw detection device is installed at the other end of the vehicle frame.

2. The rail inspection robot according to claim 1, characterized in that: The crawler traverse mechanism is further included, wherein the crawler traverse mechanism is used to drive the vehicle body to move along the second direction, the crawler traverse mechanism is installed on the vehicle body through a third lifting mechanism, and the third lifting mechanism is used to drive the crawler traverse mechanism to move up and down, and the crawler traverse mechanism includes a crawler bracket, a first track wheel, a second track wheel, a crawler and a power component, the first track wheel and the second track wheel are respectively installed at both ends of the crawler bracket, the crawler connects the first track wheel and the second track wheel, the power component is installed on the vehicle frame, and the power output end of the power component is connected to the first track wheel.

3. The rail inspection robot according to claim 2, characterized in that: Two cavities are provided on the frame, and the two cavities are spaced apart along the length direction of the frame. The cavities are provided to protrude downward from the frame, and the upper and lower ends of the cavities are both open structures. The cavities extend along the width direction of the frame, and a crawler transverse movement mechanism is installed in each of the cavities through the third lifting mechanism.

4. The rail inspection robot according to claim 3, characterized in that: The third lifting mechanism includes a lifting drive motor, a screw-nut transmission pair, a connecting bracket, a slide rail and a slider. The lifting drive motor is installed on the vehicle frame. One end of the screw of the screw-nut transmission pair is connected to the track bracket through the connecting bracket. The power output end of the lifting drive motor is connected to the nut of the screw-nut transmission pair. The slide rail is vertically installed on the connecting bracket. The slider is fixed inside the cavity, and the slider cooperates with the slide rail.

5. The rail inspection robot according to claim 4, characterized in that: A control box fixing plate is provided on the 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 drive electric cylinder and the second drive electric cylinder, the control box fixing plate is connected to the 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 frame, one end of the first damper is hinged to the frame, and the other end is hinged to the The control box fixing plate is hinged, the first damper is used to apply a damping constraint to the control box along the height direction of the frame, one end of the second damper is hinged to the 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 frame, one end of the third damper is hinged to the 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 frame.

6. The rail inspection robot according to claim 5, characterized in that: A base plate parallel to the control box fixing plate is installed on the frame, and a first buffer pad distributed in an array is arranged on the base plate, and the first buffer pad is supported between the base plate and the control box fixing plate. A second buffer pad and a third buffer pad are installed at the four corners of the base plate, and the second buffer pad is pressed on both sides of the control box fixing plate along the width direction of the frame, and the third buffer pad is pressed on both sides of the control box fixing plate along the length direction of the frame.

7. The rail inspection robot according to claim 5, characterized in that: A plurality of fourth dampers are obliquely arranged between the front axle and the frame, one end of the fourth damper intersects with the bottom of the front axle, and the other end passes through the frame and is hinged to the top of the frame. A plurality of fifth dampers are obliquely arranged between the rear axle and the frame, one end of the fifth damper is hinged to the bottom of the rear axle, and the other end passes through the frame and is hinged to the top of the frame.

8. The rail inspection robot according to claim 5, characterized in that: Two horizontal first front axle connecting screws are arranged between the front axle and the frame, one end of the first front axle connecting screw is hinged to the front axle, and the other end is hinged to the frame, and the two first front axle connecting screws are distributed in parallel and at intervals along the width direction of the frame. Two horizontal first rear axle connecting screws are arranged between the rear axle and the frame, one end of the first rear axle connecting screw is hinged to the rear axle, and the other end is hinged to the frame, and the two first rear axle connecting screws are distributed in parallel and at intervals along the width direction of the frame.

9. The rail inspection robot according to claim 8, characterized in that: Two horizontal second front axle connecting screws are provided 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, and the two second front axle connecting screws are located between the two first front axle connecting screws, and the distance between the hinged connection of the two second front axle connecting screws and the vehicle frame is greater than the distance between the hinged 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 figure-eight shape between the front axle and the frame.

10. The rail inspection robot according to claim 5, characterized in that: The front axle and the frame are connected by a first buffer structure, which 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 the first connecting seat extends along the length direction of the frame so that the two 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 frame, and the second connecting seat extends along the length direction of the frame. The two ends of the first connecting seat and the two ends of the second connecting seat are aligned along the height direction of the vehicle body. The two ends of the first connecting seat and the two ends of the second connecting seat are connected by the first buffer spring, and the first connecting member connects the front axle and the second connecting seat.

11. The rail inspection robot according to claim 10, characterized in that: The rear axle and the frame are connected by a second buffer structure, which 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 the third connecting seat extends to both sides of the rear axle along the length direction of the frame. The fourth connecting seat is fixed to the bottom of the frame, and the fourth connecting seat extends along the length direction of the frame. The two ends of the third connecting seat are aligned with the two ends of the fourth connecting seat along the height direction of the vehicle body. The two ends of the third connecting seat and the two ends of the fourth connecting seat are connected by the second buffer spring, and the second connecting member connects the rear axle and the fourth connecting seat.

12. The rail inspection robot according to claim 5, characterized in that: A battery compartment is provided in the middle of the frame, and the battery compartment is located between the two cavities. The battery compartment is provided to protrude downward from the frame, and a battery is installed in the battery compartment. 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.

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