Mining area railway detection vehicle for highway and railway

Abstract

The invention provides a highway-railway dual-purpose mining area railway detection vehicle, and belongs to the field of highway-railway dual-purpose vehicles. The rail wheel axially rotates; a stator of the hub motor is arranged at the end part of the main shaft; the tire wheel is connected with a rotor thereof; the suspension assembly is connected between the end part of the main shaft and a stator of the hub motor; the hub motor is movably connected with the main shaft through the suspension assembly, and the hub motor and the tire wheel swing around the end of the main shaft in the horizontal direction so as to conduct elastic vibration reduction. The stator of the hub motor is installed on the end portion of the wheel spindle through the suspension assembly, the rotor of the hub motor drives the tire wheel to rotate, the hub motor cannot rotate due to the fact that the spindle is fixed and does not rotate, and meanwhile the stator of the hub motor is elastically and movably connected with the end portion of the spindle through the suspension assembly. When the tire wheel rolls on a complex road surface, the tire wheel can swing up and down relative to the end part of the main shaft so as to realize elastic vibration reduction of the tire wheel.

Description

Technical Field

[0001] The present invention relates to the technical field of railway-road dual-purpose vehicles, and particularly to a railway-road dual-purpose mine railway inspection vehicle. Background Art

[0002] A railway track inspection vehicle, also called a track detection vehicle, is a special vehicle used to detect the geometric state and unevenness of the track in order to evaluate the geometric state of the track, abbreviated as a track inspection vehicle. It is an important tool for ensuring the safety, smoothness, and comfort of train operation and guiding track maintenance. For example, Chinese Patent CN113928349A discloses a railway bridge inspection vehicle for inspecting railway tracks laid on bridges.

[0003] Motor vehicles moving on highway roads or gravel roads usually use rubber wheels, such as various cars commonly seen in daily life; while motor vehicles running on tracks generally use steel wheels, such as trains and trams, etc., and these vehicles can only run on specific roads. However, in special environments such as mines, the road surface quality is very poor and rough, especially there are many gravel road surfaces; this causes that when the track inspection vehicle switches between different tracks, it needs to be transferred by other transport vehicles, greatly increasing the inspection time and operation difficulty.

[0004] In order to enable the track inspection vehicle to run on complex gravel road surfaces and also on dedicated tracks, people have carried out various studies and designed many railway-road dual-purpose vehicles. However, the current railway-road dual-purpose vehicles are usually used on flat highway roads and do not consider the vibration damping problem when motor vehicles run on gravel road surfaces: Although the track vehicles running on railway tracks also have a suspension damping system, the wheel suspension system of the track vehicle cannot adapt to the complex conditions of the gravel road surface; when the track vehicle runs on the gravel road surface, even though it can rely on the damping effect of rubber tires to a certain extent, the wheel spindle will probably still break due to severe vibration. Summary of the Invention

[0005] In view of this, the present invention provides a railway-road dual-purpose mine railway inspection vehicle, which solves the problem that the current railway-road dual-purpose mine railway inspection vehicle does not consider the vibration damping problem when the motor vehicle runs on the gravel road surface.

[0006] The technical solution of the present invention is realized as follows: The present invention provides a mine railway inspection vehicle for both railway and road use, including a vehicle frame: a main shaft, which is arranged below the vehicle frame and is fixed without rotation; a rail wheel, which is sleeved at the end of the main shaft and rotates axially relative to the main shaft, and the end of the main shaft extends out through the rail wheel; a hub motor, which has a stator and a rotor, and the stator of the hub motor is arranged at the end of the main shaft and is spaced from the rail wheel; a tire wheel, which is sleeved outside the hub motor and is connected to its rotor, and the tire wheel rotates axially relative to the main shaft under the drive of the rotor of the hub motor; a suspension assembly, which is connected between the end of the main shaft and the stator of the hub motor; wherein, the hub motor is movably connected to the main shaft through the suspension assembly, and the hub motor and the tire wheel swing around the end of the main shaft in the horizontal direction for elastic vibration reduction.

[0007] On the basis of the above technical solution, preferably, the suspension assembly includes a suspension support frame, which is arranged on the stator of the hub motor, and a first connection seat and a second connection seat are arranged at intervals up and down on the end face of the suspension support frame facing the main shaft; a first suspension cross arm, one end of which is connected to the first connection seat and the other end is hinged to the vehicle frame; a second suspension cross arm, one end of which is connected to the second connection seat and the other end is hinged to the end of the main shaft; a shock absorber, the two ends of which are respectively hinged to the vehicle frame and the middle part of the second suspension cross arm; wherein, the hinged part of the first suspension cross arm and the vehicle frame rotates around the horizontal direction, and the hinged part of the second suspension cross arm and the end of the main shaft also rotates around the horizontal direction.

[0008] More preferably, the suspension assembly further includes an intermediate key, the end of the first suspension cross arm is axially connected to the first connection seat, and the axially connected part of the first suspension cross arm rotates around the vertical direction of the horizontal direction; the intermediate key is axially connected to the second connection seat, the intermediate key rotates around the vertical direction of the horizontal direction, and one side of the intermediate key is simultaneously hinged to the end of the second suspension cross arm.

[0009] More preferably, the rotation axes of the first connection seat and the second connection seat coincide.

[0010] More preferably, it further includes a key shaft, which is simultaneously inserted into the intermediate key and the second connection seat to axially connect the intermediate key and the second connection seat; a steering motor, which is arranged on the suspension support frame; a right-angle worm reducer, which is arranged on the key shaft and is connected to the steering motor; wherein, the steering motor outputs driving force, and drives the key shaft to drive the second connection seat to rotate axially relative to the intermediate key through the right-angle worm reducer, and makes the tire wheel turn.

[0011] More preferably, the end of the shock absorber facing the vehicle frame is coaxially hinged to the end of the first suspension cross arm facing the vehicle frame on the vehicle frame.

[0012] On the basis of the above technical solution, preferably, a channel is opened in the main shaft, one end of the channel passes through the section of the main shaft toward the tire wheel, and the other end of the channel passes through the middle of the outer peripheral wall of the main shaft; a flexible pipeline extends outward from the hub motor, and the flexible pipeline enters from one end of the channel toward the tire wheel and exits from the other end.

[0013] More preferably, it also includes a sleeve, which is sleeved in the channel, with the outer wall of the sleeve tightly fitting the inner wall of the channel, and a flexible pipeline passing through the sleeve.

[0014] More preferably, the main shaft includes a shaft rod, whose end is reduced in diameter to form a detail; a shaft cap tightly covering the end of the detail; an end plate arranged on the end face of the shaft cap facing the tire wheel; wherein the rail wheel is sleeved on the detail; the shaft cap limits the axial movement of the rail wheel along the main shaft; and the end plate is hingedly connected to the end of the first suspension cross arm.

[0015] The road-rail dual-purpose mining railway inspection vehicle of the present invention has the following beneficial effects compared with the prior art:

[0016] (1) The present invention installs the stator of the hub motor to the end of the wheel spindle through a suspension assembly. The rotor of the hub motor drives the tire wheel to rotate. Since the spindle itself is fixed and does not rotate, the hub motor will not rotate. At the same time, an elastic movable connection is formed between the hub motor stator and the end of the spindle through the suspension assembly. When the tire wheel rolls on a complex road surface, it can swing up and down relative to the end of the spindle to achieve elastic vibration reduction of the tire wheel.

[0017] (2) The principle of the suspension assembly in the present invention is basically similar to the tire suspension mechanism of a road vehicle. The wheel hub motor is suspended under the frame through the suspension assembly, and the wheel hub motor and the main shaft are elastically connected, thereby achieving elastic vibration reduction of the tire wheel.

[0018] (3) The present invention installs a steering motor and a reducer on the inner wall of the stator of the hub motor to drive the tire wheel to steer, thereby enhancing the driving freedom of the road-rail dual-use vehicle on the road.

[0019] (4) The present invention opens a channel in the detail of the main shaft so that the flexible pipeline extending from the wheel hub motor can pass through the main shaft to the bottom of the frame, thereby facilitating connection with the control system in the vehicle to achieve precise control of the wheel hub motor.

[0020] (5) In the present invention, a sleeve is tightly sleeved in the channel of the main shaft, and the sleeve reinforces the structural strength of the channel, thereby reducing the risk of the main shaft breaking. BRIEF DESCRIPTION OF THE DRAWINGS

[0021] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the following will briefly introduce the drawings required for use in the description of the embodiments or the prior art. Obviously, the drawings in the following description are only some embodiments of the present invention. For those of ordinary skill in the art, without creative efforts, other drawings can be obtained based on these drawings.

[0022] Figure 1 It is a schematic side sectional view of the mine railway inspection vehicle for both railway and road use of the present invention;

[0023] Figure 2 Of the present invention Figure 1 The enlarged view of part A in

[0024] Figure 3 Of the present invention Figure 1 The enlarged view of part B in

[0025] Figure 4 It is a partial perspective view of the suspension assembly of the present invention;

[0026] Figure 5 It is a side view of the hub motor and the tire wheel of the present invention.

[0027] In the figure: 1, vehicle frame; 2, main shaft; 21, shaft rod; 211, detail part; 22, shaft cap; 23, end plate; 201, channel; 3, rail wheel; 4, hub motor; 41, flexible pipeline; 5, tire wheel; 6, suspension assembly; 61, suspension support frame; 611, first connection seat; 612, second connection seat; 63, first suspension cross arm; 64, second suspension cross arm; 65, shock absorber; 66, intermediate key; 7, key shaft; 8, steering motor; 9, right-angle worm reducer; 10, sleeve. Specific embodiments

[0028] The following will clearly and completely describe the technical solutions in the embodiments of the present invention in combination with the embodiments of the present invention. Obviously, the described embodiments are only some embodiments of the present invention, rather than all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those of ordinary skill in the art without creative efforts belong to the scope of protection of the present invention.

[0029] As Figure 1 shown, in combination with Figure 4 , a mine railway inspection vehicle for both railway and road use of the present invention includes a main shaft 2, a rail wheel 3, a hub motor 4, a tire wheel 5 and a suspension assembly 6.

[0030] Among them, the vehicle frame 1 is the main frame structure of the mine railway inspection vehicle, on which a carriage floor and a vehicle shell are provided.

[0031] The main shaft 2 is arranged below the vehicle frame 1 and is fixed without rotation. The main shaft 2 is usually the wheel shaft of the wheel assembly that is not connected to the vehicle drive mechanism below the vehicle frame 1.

[0032] The rail wheel 3 is sleeved on the end of the main shaft 2 and rotates axially relative to the main shaft 2. The end of the main shaft 2 extends outward through the rail wheel 3. The rail wheel 3 is usually a conical wheel with an outward flange on its inner side. The rail wheel 3 is clamped between parallel railway tracks through the outward flange.

[0033] The in-wheel motor 4 has a stator and a rotor. The stator of the in-wheel motor 4 is arranged at the end of the main shaft 2 and is spaced from the rail wheel 3. Since the middle part of the in-wheel motor 4 is the stator and it is also fixed and does not rotate, when connecting the stator of the in-wheel motor 4 to the main shaft 2, the rotations of the tire wheel 5 and the rail wheel 3 are independent of each other and will not interfere with each other.

[0034] The tire wheel 5 is sleeved outside the in-wheel motor 4 and is connected to its rotor. The tire wheel 5 rotates axially relative to the main shaft 2 under the drive of the rotor of the in-wheel motor 4. At present, the technology of the in-wheel motor 4 has tended to be mature, so in this embodiment, the driving principle of the in-wheel motor to drive the tire wheel 5 through the rotor and the mechanical structure of the in-wheel motor 4 are not described in detail.

[0035] The suspension assembly 6 is connected between the end of the main shaft 2 and the stator of the in-wheel motor 4. The in-wheel motor 4 is movably connected to the main shaft 2 through the suspension assembly 6, and the in-wheel motor 4 and the tire wheel 5 swing around the end of the main shaft 2 in the horizontal direction for elastic vibration damping. Theoretically speaking, assuming that the road surface is flat and there are no obvious bumps and depressions, directly installing the tire wheel 5 to the end of the main shaft 2 through the in-wheel motor 4 can also realize the switching of the driving state of the mine railway inspection vehicle that can be used on both railways and roads in this invention. Although when the rail vehicle is running on the track, the rail wheel 3 is also installed on the suspension system of the rail vehicle, the smoothness of the railway track is much better than that of the road surface, so the suspension system of the rail vehicle cannot meet the driving requirements on the complex road surface; because in actual situations, due to the uneven road surface, when the in-wheel motor 4 is directly installed on the main shaft 2, the driving vibration will probably cause the main shaft 2 to break. The solution adopted in this embodiment is to introduce the suspension assembly 6 between the in-wheel motor 4 and the main shaft 2. The vibration damping principle of the suspension assembly 6 is basically similar to the suspension system of a road vehicle. When the tire wheel 5 is running on the road surface, it can swing up and down according to the unevenness of the road surface, so as to achieve the purpose of vibration damping.

[0036] At Figure 2In a preferred embodiment shown, although the damping principle of the suspension assembly 6 is basically similar to the suspension system of a road vehicle, its application in the railway and road dual-use mine railway inspection vehicle system requires structural design improvements according to specific circumstances. Specifically, the suspension assembly 6 includes a suspension support frame 61,

[0037] Among them, the suspension support frame 61 is arranged on the stator of the hub motor 4. First connection seats 611 and second connection seats 612 are arranged at intervals up and down on the end face of the suspension support frame 61 facing the main shaft 2.

[0038] One end of the first suspension cross arm 62 is connected to the first connection seat 611 and the other end is hinged to the vehicle frame 1. The hinged part of the first suspension cross arm 62 and the vehicle frame 1 rotates around the horizontal direction.

[0039] One end of the second suspension cross arm 63 is connected to the second connection seat 612 and the other end is hinged to the end of the main shaft 2. The hinged part of the second suspension cross arm 63 and the end of the main shaft 2 also rotates around the horizontal direction.

[0040] Both ends of the shock absorber 64 are respectively hinged to the vehicle frame 1 and the middle part of the second suspension cross arm 63.

[0041] When the vehicle is driving on the road surface, according to the unevenness of the road surface, one end of the first suspension cross arm 62 and the second suspension cross arm 63 connected to the hub motor 4 will swing up and down around one end of the two of them and the main shaft 2 to make the tire wheel 5 move to adapt to the road surface undulation; the shock absorber 64 can adopt a common spring hydraulic shock absorber in the vehicle suspension system. Through the shock absorber 64, not only elastic buffering and damping are realized, but also a supporting effect on the vehicle frame 1 is formed, avoiding damage caused by the vehicle frame 1, the main shaft 2 or the track wheel 3 contacting the road surface.

[0042] In addition, in some designs, the tire wheel 5 and the hub motor 4 are directly installed on the vehicle frame 1 through the suspension system. However, the problem with this design is that the self-weight of the rail vehicle is much larger than that of the road vehicle. Directly installing the tire wheel 5 and the hub motor 4 on the vehicle frame 1 through the suspension system will concentrate the burden of the vehicle weight on the suspension system, not only resulting in unsatisfactory damping performance, but also bringing a great load-bearing burden to the suspension system and being easily damaged. In this embodiment, the suspension assembly 2 is connected to the bottom of the vehicle frame 1 through the first suspension cross arm 62, and the second suspension cross arm 63 is connected to the end of the main shaft 2, so that the suspension assembly 2 forms a triangular support structure among the vehicle frame 1, the hub motor 4 and the main shaft 2. At the same time, the shock absorber 64 is located in the middle of the triangular support, and both ends of the shock absorber 64 are respectively connected to the vertex and the middle of the bottom edge of the triangular structure, not only enabling the vehicle load to be evenly shared, but also being able to give full play to the damping performance of the shock absorber 64.

[0043] In Figure 3In a preferred embodiment shown, the suspension assembly 6 further includes an intermediate key 65.

[0044] Wherein, the end of the first suspension cross arm 62 is axially connected to the first connecting seat 611, and the axially connected part of the first suspension cross arm 62 rotates around the vertical direction of the horizontal direction.

[0045] The intermediate key 65 is axially connected to the second connecting seat 612, the intermediate key 65 rotates around the vertical direction of the horizontal direction, and one side of the intermediate key 65 is simultaneously hinged to the end of the second suspension cross arm 63, so that the tire wheel 5 has a greater degree of freedom of up and down swing.

[0046] In Figure 5 In a preferred embodiment shown, the rotation axes of the first connecting seat 611 and the second connecting seat 612 coincide, providing a moving basis for the steering swing of the tire wheel 5.

[0047] In Figure 5 In a preferred embodiment shown, it further includes a key shaft 7, a steering motor 8 and a right-angle worm reducer 9.

[0048] Wherein, the key shaft 7 is simultaneously inserted into the intermediate key 65 and the second connecting seat 612 and axially connects the intermediate key 65 and the second connecting seat 612. The key shaft 7 is a straight pin shaft, and two mating keys are arranged on its outer peripheral surface. The key shaft 7 is connected to the right-angle worm reducer 9 and the second connecting seat 612 through the mating keys, so that the second connecting seat 612 rotates synchronously with the key shaft 7, and the key shaft 7 can rotate axially relative to the intermediate key 65.

[0049] The steering motor 8 is arranged on the suspension support frame 61, and the steering motor 8 outputs driving force. The steering motor 8 uses a rotary motor.

[0050] The right-angle worm reducer 9 is arranged on the key shaft 7 and connected to the steering motor 8; the key shaft 7 is driven by the right-angle worm reducer 9 to drive the second connecting seat 612 to rotate axially relative to the intermediate key 65, thereby driving the tire wheel 5 to steer. In this way, the road-rail vehicle can also make autonomous turning movements when driving on the road, and each tire wheel 5 can steer independently, greatly improving the moving freedom of the road-rail vehicle when driving on the road.

[0051] In Figure 2 In a preferred embodiment shown, the end of the shock absorber 64 facing the vehicle frame 1 is coaxially hinged to the end of the first suspension cross arm 62 facing the vehicle frame 1 on the vehicle frame 1, strengthening the deformation freedom of the triangular support structure formed by the suspension assembly 6 and helping to improve the shock absorption performance of the suspension assembly 6.

[0052] In Figure 3In a preferred embodiment shown, in order to control the wheel hub motor 4, a flexible pipeline 41 will extend outward from the wheel hub motor 4, and the flexible pipeline 41 includes control communication cables, power transmission harnesses, cooling oil hoses, etc. A channel 201 is provided in the spindle 2, one end of the channel 201 passes through the section of the spindle 2 facing the tire wheel 5, and the other end of the channel 201 passes through the middle of the outer peripheral wall of the spindle 2; the flexible pipeline 41 enters from one end of the channel 201 facing the tire wheel 5 and exits from the other end, so that the flexible pipeline 41 extends through the channel 201 to the bottom of the frame 1, so as to connect the various harnesses of the flexible pipeline 41 with the various interfaces of the control system inside the vehicle.

[0053] exist Figure 3 In a preferred embodiment shown, the opening of the channel 201 in the main shaft 2 will make the main shaft 201 hollow, thereby weakening the structural strength of the main shaft 2, which may cause the main shaft 2 to be unable to bear the weight of the vehicle and break and be damaged. Therefore, this embodiment also includes a sleeve 10.

[0054] The sleeve 10 is sleeved in the channel 201, and the flexible pipeline 41 is inserted in the sleeve 10. The outer wall of the sleeve 10 is close to the inner wall of the channel 201, which can reinforce the structural strength of the channel 201 and reduce the risk of the main shaft 2 breaking.

[0055] exist Figure 3 In a preferred embodiment shown, the main shaft 2 includes a shaft rod 21 , a shaft cap 22 and an end plate 23 .

[0056] The end of the shaft rod 21 is reduced in diameter to form a thin portion 211 .

[0057] The shaft cap 22 is tightly covered on the end of the detail 211; the rail wheel 3 is sleeved on the detail 211, and a bearing is arranged between the rail wheel 3 and the detail 211; the shaft cap 22 limits the axial movement of the rail wheel 3 along the main shaft 2, so that the rail wheel 3 can rotate on the main shaft 2 while the main shaft 2 is fixed and does not rotate.

[0058] The end plate 23 is arranged on the end surface of the shaft cap 22 facing the tire wheel 5; the end plate 23 is hingedly connected to the end of the first suspension cross arm 62. The end plate 23, the shaft cap 22 and the end of the detail 211 are fastened and locked by fastening bolts to prevent the end plate 23, the shaft cap 22 and the rail wheel 3 from being separated from the detail 211.

[0059] The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions, improvements, etc. made within the spirit and principles of the present invention should be included in the protection scope of the present invention.

Claims

1. A railway inspection vehicle for both public and railway use in mining areas, characterized in that, Comprising: Frame (1); Main shaft (2), disposed below the frame (1), and the main shaft (2) is fixed and non-rotating; Rail wheel (3), sleeved on the end of the main shaft (2) and axially rotating relative to the main shaft (2), and the end of the main shaft (2) extends outward through the rail wheel (3); Hub motor (4), having a stator and a rotor, and the stator of the hub motor (4) is disposed at the end of the main shaft (2) and is spaced apart from the rail wheel (3); Tire wheel (5), sleeved outside the hub motor (4) and connected to its rotor, and the tire wheel (5) axially rotates relative to the main shaft (2) under the drive of the rotor of the hub motor (4); Suspension assembly (6), connecting between the end of the main shaft (2) and the stator of the hub motor (4); Wherein, the hub motor (4) is movably connected to the main shaft (2) through the suspension assembly (6), and the hub motor (4) and the tire wheel (5) swing around the end of the main shaft (2) in the horizontal direction for elastic vibration damping.

2. The mine railway inspection vehicle for both railway and road use according to claim 1, wherein: The suspension assembly (6) includes, Suspension support frame (61), disposed on the stator of the hub motor (4), and a first connection seat (611) and a second connection seat (612) are vertically spaced on the end face of the suspension support frame (61) facing the main shaft (2); First suspension cross arm (62), one end of which is connected to the first connection seat (611) and the other end is hingedly connected to the frame (1); Second suspension cross arm (63), one end of which is connected to the second connection seat (612) and the other end is hingedly connected to the end of the main shaft (2); Shock absorber (64), both ends of which are respectively hingedly connected to the frame (1) and the middle of the second suspension cross arm (63); Wherein, the hinged connection part of the first suspension cross arm (62) and the frame (1) rotates around the horizontal direction, and the hinged connection part of the second suspension cross arm (63) and the end of the main shaft (2) also rotates around the horizontal direction.

3. The mine railway inspection vehicle for both railway and road use according to claim 2, wherein: The suspension assembly (6) further includes an intermediate key (65), The end of the first suspension cross arm (62) is axially connected to the first connection seat (611), and the axially connected part of the first suspension cross arm (62) rotates around the vertical direction of the horizontal direction; The intermediate key (65) is axially connected to the second connection seat (612), the intermediate key (65) rotates around the vertical direction of the horizontal direction, and one side of the intermediate key (65) is simultaneously hingedly connected to the end of the second suspension cross arm (63).

4. The mine railway inspection vehicle for both railway and road use according to claim 3, characterized in that: The rotation axes of the first connection seat (611) and the second connection seat (612) coincide.

5. The mine railway inspection vehicle for both railway and road use according to claim 4, characterized in that, Further comprising: Key shaft (7), passing through the intermediate key (65) and the second connection seat (612) at the same time and axially connecting the intermediate key (65) and the second connection seat (612); Steering motor (8), disposed on the suspension support frame (61); Right-angle worm reducer (9), disposed on the key shaft (7) and connected to the steering motor (8); Wherein, the steering motor (8) outputs driving force, and drives the key shaft (7) to drive the second connection seat (612) to axially rotate relative to the intermediate key (65) through the right-angle worm reducer (9), and the tire wheel (5) is steered.

6. The mine railway inspection vehicle for both railway and road use according to claim 2, characterized in that: The end of the shock absorber (64) facing the vehicle frame (1) and the end of the first suspension cross arm (62) facing the vehicle frame (1) are coaxially hingedly connected to the vehicle frame (1).

7. The mine railway inspection vehicle for both railway and road use according to claim 1, wherein: A channel (201) is provided in the main shaft (2), one end of the channel (201) passes through the section of the main shaft (2) facing the tire wheel (5), and the other end of the channel (201) passes through the middle of the outer peripheral wall of the main shaft (2); A flexible pipeline (41) extends outward from the wheel hub motor (4), and the flexible pipeline (41) penetrates from the channel (201) toward one end of the tire wheel (5) and exits from the other end.

8. The mine railway inspection vehicle for both railway and road use according to claim 7, characterized in that: Also includes a sleeve (10), The sleeve (10) is sleeved in the channel (201), the outer wall of the sleeve (10) is tightly fitted to the inner wall of the channel (201), and a flexible pipeline (41) is inserted into the sleeve (10).

9. The mine railway inspection vehicle for both railway and road use according to claim 2, characterized in that: The main shaft (2) comprises: The shaft (21) has a reduced diameter at its end to form a thin portion (211); A shaft cap (22) tightly covers the end of the detail (211); An end plate (23) is arranged on the end surface of the shaft cap (22) facing the tire wheel (5); Wherein, the rail wheel (3) is sleeved on the detail (211); The shaft cap (22) limits the axial movement of the rail wheel (3) along the main shaft (2); The end plate (23) is hingedly connected to the end of the first suspension cross arm (62).

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