Mobile vehicle body for rail inspection
The independent angle adjustment of the front and rear axles is achieved through the split longitudinal bridge structure, which solves the stability problem of the traditional railway patrol body when curves and slope changes, and improves the stability and steering sensitivity of the body.
Patent Information
- Application Number
- CN202510769379.0
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- Filing Date
- 2025-06-10
- Publication Date
- 2025-08-19
AI Technical Summary
In traditional rail patrol bodies, the front axle and the rear axle are rigidly connected, resulting in poor stability when passing through curves or uneven rail surfaces, and cannot effectively cope with the requirements of track slope changes and curve steering.
The split longitudinal bridge structure is adopted to form a non-rigid connection between the front and rear axles, and relative rotation is generated around the rotating connector through the first and second levers, allowing the front and rear axles to independently adjust the travel angle and adapt to the curvature of the rail.
It improves the stability and steering sensitivity of the patrol vehicle when driving on curves, effectively reduces the lateral force of the rails on the wheels, and ensures the stable operation of the vehicle body in complex track environments.
Smart Images
Figure CN120503824A_ABST
Abstract
Description
Technical Field
[0001] The present application relates to the field of railway inspection technology, and in particular to a mobile vehicle body for railway track inspection. Background Art
[0002] Regular inspection of railway tracks is a key component in ensuring safe railway operation. Currently, track inspections are primarily conducted through manual and mechanized methods. With the advancement of technology, mechanized inspections are becoming increasingly mainstream, with mobile vehicles, as the carriers of inspection equipment, playing a crucial role.
[0003] In traditional rail inspection vehicle structures, the front and rear axles are usually rigidly connected. This connection method often leads to poor vehicle stability when the vehicle passes through curves or uneven track surfaces, and cannot effectively cope with changes in track slope and the requirements of turning around curves. Summary of the Invention
[0004] The present application aims to solve at least one of the above-mentioned technical problems in the prior art to a certain extent. To this end, an embodiment of the present application provides a mobile vehicle body for rail inspection, which has higher stability.
[0005] A mobile vehicle body for rail inspection, comprising: wheel; Drive device; The front axle has the wheels rotatably mounted on both ends via first bearings; The rear axle includes a rear axle tube and a drive shaft, wherein the rear axle tube is arranged on both sides of the drive device, one end of the rear axle tube is connected to the drive device, and the other end of the rear axle tube is mounted on the wheel via a second bearing. The drive shaft passes through the rear axle tube and is connected to the rear axle tube via a third bearing. One end of the drive shaft is fixedly connected to the wheel, and the other end is connected to the power output end of the drive device; The longitudinal bridge includes a first tie rod, a second tie rod and a rotating connecting member, one end of the first tie rod is fixed to the front axle, one end of the second tie rod is fixed to the rear axle, the other end of the first tie rod and the other end of the second tie rod are coaxially connected through the rotating connecting member, and the first tie rod and the second tie rod can rotate relative to each other along the axial direction of the longitudinal bridge.
[0006] In an optional or preferred embodiment, the front axle includes a central connecting tube and two first shaft rods, the central connecting tube being vertically connected to the longitudinal bridge, and blocks protruding along the axial direction are provided at both ends of the central connecting tube, and first external threads are provided on the outer walls of both ends of the central connecting tube, the first shaft rod has a first end and a second end, the first end of the first shaft rod is fixedly connected to the wheel, an annular plate is fixedly mounted on the first shaft rod, the annular plate is arranged close to the second end on the first shaft rod, the annular plate is coaxially arranged with the first shaft rod, a bayonet is provided on the annular plate, the second end of the first shaft rod extends into the interior of the central connecting tube, the bayonet on the annular plate cooperates with the blocks at the end of the central connecting tube, the central connecting tube and the first shaft rod are connected through a first connecting sleeve, a first internal thread and a first limiting step are provided inside the first connecting sleeve, the first internal thread and the first limiting step are arranged at intervals along the length direction of the first connecting sleeve, the first connecting sleeve is connected to the first external thread of the outer wall of the central connecting tube through the first internal thread, and the first limiting step inside the first connecting sleeve is stuck on the side of the annular plate.
[0007] In an optional or preferred embodiment, a circle of first limit grooves arranged at intervals is provided on the end of the first connecting sleeve away from the wheel, and a first limit pin seat is provided on the middle connecting tube near the first limit groove. A first limit pin is threadedly connected to the first limit pin seat, and the first limit pin can be moved along the axial direction of the middle connecting tube by rotation to insert into or exit the first limit groove.
[0008] In an optional or preferred embodiment, the rear axle tube includes a first support tube and a second support tube, one end of the first support tube is connected to the housing of the drive device, and the outer wall of the other end of the first support tube is provided with a second external thread. One end of the second support tube is rotatably connected to the wheel via the second bearing. A shaft sleeve is fixedly installed on the second support tube, and the shaft sleeve is arranged near the end of the second support tube away from the wheel. The shaft sleeve and the second support tube are coaxially arranged. The end of the second support tube away from the wheel is assembled inside the end of the first support tube away from the drive device, and the end surface of the shaft sleeve is in contact with the end surface of the first support tube. The first support tube and the shaft sleeve are connected via a second connecting sleeve. A second internal thread and a second limiting step are provided inside the second connecting sleeve. The second internal thread and the second limiting step are arranged at intervals along the length direction of the second connecting sleeve. The second connecting sleeve is connected to the second external thread on the first support tube via the second internal thread. The second limiting step inside the second connecting sleeve is clamped on the end of the shaft sleeve away from the first support tube. The transmission shaft is passed through the first support tube and the second support tube, and the transmission shaft can be telescopic in the first support tube and the second support tube.
[0009] In an optional or preferred embodiment, the transmission shaft includes a third shaft, a fourth shaft and an elastic component, one end of the third shaft is fixedly connected to the wheel, the other end of the third shaft is provided with a plug plate, and the plug plate extends along the axial direction of the third shaft, and a limiting ring close to the plug plate is fixedly installed on the third shaft, and the limiting ring is coaxially arranged with the third shaft, and a limiting plate is sleeved on the plug plate, and the limiting plate can slide on the plug plate along the axial direction of the third shaft, and the elastic component is sleeved on the third shaft, one end of the elastic component is tightly against the limiting ring, and the other end is tightly against the limiting plate, one end of the fourth shaft is connected to the power output end of the driving device, and a column is provided at the other end, and a slot is provided on the column, the plug plate is inserted into the slot and can slide in the slot, and the third bearing is provided on the column and the first shaft.
[0010] In an optional or preferred embodiment, the slot extends along the radial direction of the column and passes through both sides of the column and the end surface of the column, and an annular clamp is sleeved on the column.
[0011] In an optional or preferred embodiment, a circle of second limit grooves arranged at intervals is provided on the end of the second connecting sleeve away from the wheel, a second limit pin seat is provided on the first support tube, a second limit pin is threadedly connected to the second limit pin seat, and the second limit pin can be moved along the axial direction of the first support tube by rotating the thread to insert into or exit the second limit groove.
[0012] In an optional or preferred embodiment, the mobile vehicle body for rail inspection further includes a front axle diagonal brace and a rear axle diagonal brace, wherein one end of the front axle diagonal brace is connected to the longitudinal bridge and the other end is connected to the front axle, and one end of the rear axle diagonal brace is connected to the longitudinal bridge and the other end is connected to the rear axle.
[0013] In an optional or preferred embodiment, the wheel includes a connecting sleeve, a first insulating cylinder, a second insulating cylinder and a wheel body, the first insulating cylinder is fixed to the drive shaft inside the rear axle, the outer wall of the first insulating cylinder is provided with a first spline distributed circumferentially at intervals, the inner wall of the connecting sleeve is provided with a first keyway distributed circumferentially at intervals, the first keyway extends from the front end face of the connecting sleeve to the middle of the connecting sleeve, the distribution interval of the first keyway corresponds to the distribution interval of the first spline, the connecting sleeve is fixed to the outside of the first insulating cylinder, the first keyway is aligned with the first The splines are matched, the second insulating cylinder is fixed to the outside of the connecting sleeve, the outer wall of the second insulating cylinder is provided with second splines distributed circumferentially at intervals, the interior of the wheel body is provided with a cavity, the inner wall of the cavity of the wheel body is provided with second keyways distributed circumferentially at intervals, the distribution interval of the second keyways corresponds to the distribution interval of the second splines, the wheel body is fixed to the outer wall of the connecting sleeve, the second keyway is matched with the second splines, the two ends of the wheel body are fixedly connected to the two ends of the second insulating cylinder through end plates, and one end of the outer wall of the wheel body is provided with an annular protrusion for clamping on the inner side of the rail.
[0014] In an optional or preferred embodiment, the first insulating cylinder and the second bearing are coaxially arranged relative to each other inside the connecting sleeve, and the axis of the first insulating cylinder coincides with the axis of the second bearing.
[0015] Based on the above technical solution, the embodiments of the present application have at least the following beneficial effects: the split structure of the longitudinal bridge makes the front axle and the rear axle non-rigidly connected. When the vehicle enters a curve, the first pull rod and the second pull rod rotate relative to each other around the rotating connection, so that the front and rear axles can independently adjust the travel angle. This design allows the front and rear axles to adaptively adjust the angle according to the curvature of the rails, avoiding the structural torsional stress generated by the vehicle body when traveling on a curve, and realizing the independent angle adjustment capability of the front and rear axles when the inspection vehicle is traveling on a curve, effectively reducing the lateral force of the rails on the wheels, making the vehicle body more stable, and being able to effectively cope with changes in track slope and the requirements of turning on a curve. BRIEF DESCRIPTION OF THE DRAWINGS
[0016] The present application is further described below with reference to the accompanying drawings and embodiments; Figure 1 This is a schematic structural diagram of a mobile vehicle for rail inspection according to an embodiment of the present application; Figure 2 yes Figure 1 Schematic diagram of the connection between the middle wheel and the rear axle; Figure 3 yes Figure 2 sectional view of Figure 4 yes Figure 1 A schematic structural diagram of the first insulating cylinder in the illustrated embodiment; Figure 5 yes Figure 1 A schematic structural diagram of the connecting sleeve in the embodiment shown; Figure 6 yes Figure 1 A schematic diagram of the connection relationship between the connecting sleeve and the second insulating cylinder in the embodiment shown; Figure 7 yes Figure 1 A schematic structural diagram of the wheel body in the embodiment shown; Figure 8 is a structural schematic diagram of a mobile vehicle for rail inspection according to another embodiment of the present application; Figure 9 yes Figure 8 A partial enlarged view of point A in the middle; Figure 10 yes Figure 8 A cross-sectional view of the front axle connecting the drive unit and the wheels in the illustrated embodiment; Figure 11 yes Figure 10 A partial enlarged view of point B in the middle; Figure 12 yes Figure 8 A schematic diagram of the connection between the transmission shaft, the drive device and the wheels in the illustrated embodiment; Figure 13 yes Figure 12 A partial enlarged view of point C in the middle; Figure 14 yes Figure 13 The partial schematic diagram after removing the third bearing; Figure 15 yes Figure 8 A schematic diagram of the connection between the front axle and the wheels in the embodiment shown; Figure 16 yes Figure 15 A partial enlarged view of point D in the middle; Figure 17 yes Figure 15 A partial enlarged view of point E in the middle. DETAILED DESCRIPTION
[0017] 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.
[0018] 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.
[0019] 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.
[0020] 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.
[0021] 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.
[0022] 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.
[0023] As a vital transportation hub for the national economy, the safe operation of railways is crucial to the safety of people's lives and property, as well as the nation's economic development. Regular track inspections are a key component of ensuring safe railway operation. Currently, track inspections rely primarily on manual and mechanized methods. With the advancement of technology, mechanized inspections are becoming increasingly mainstream, with mobile vehicles, as the carriers of inspection equipment, playing a crucial role.
[0024] As a vital transportation hub for the national economy, the safe operation of railways is crucial to the safety of people's lives and property, as well as the nation's economic development. Regular track inspections are a key component of ensuring safe railway operation. Currently, track inspections rely primarily on manual and mechanized methods. With the advancement of technology, mechanized inspections are becoming increasingly mainstream, with mobile vehicles, as the carriers of inspection equipment, playing a crucial role.
[0025] In traditional rail inspection vehicle structures, the front and rear axles are typically connected via rigid or simple articulated connections. This connection often leads to poor vehicle stability and low detection accuracy when navigating curves or uneven track surfaces. Vehicle adaptability is particularly important in complex terrain or poor track conditions. Existing connection structures cannot effectively handle the dual requirements of track gradient changes and curves, resulting in blind spots and data distortion during inspections.
[0026] Reference Figures 1 to 17 The mobile vehicle body for rail inspection includes a front axle 110, a rear axle 120, a longitudinal axle 130, wheels 140 and a driving device 150. The wheels 140 are mounted at both ends of the front axle 110 through first bearings.
[0027] Reference Figure 3The rear axle 120 includes a rear axle tube 121 and a drive shaft 122. The rear axle tube 121 is disposed on both sides of the drive device 150. One end of the rear axle tube 121 is connected to the drive device 150, and the other end of the rear axle tube 121 is mounted on the wheel 140 via a second bearing 146. The drive shaft 122 passes through the rear axle tube 121 and is connected to the rear axle tube 121 via a third bearing 145. One end of the drive shaft 122 is fixedly connected to the wheel 140, and the other end is connected to the power output end of the drive device 150. The drive device 150 drives the drive shaft 122, so that the drive shaft 122 drives the wheels 140 at both ends to travel on the rails 400.
[0028] The longitudinal bridge 130 includes a first pull rod 131, a second pull rod 132 and a rotating connecting member 133. One end of the first pull rod 131 is fixed to the middle of the front bridge 110, and one end of the second pull rod 132 is fixed to the middle of the rear bridge 120. The other end of the first pull rod 131 and the other end of the second pull rod 132 are coaxially connected through the rotating connecting member 133. The first pull rod 131 and the second pull rod 132 can rotate relative to each other along the axial direction of the longitudinal bridge 130.
[0029] Among them, the rotating connection 133 is a mechanical joint that allows the first pull rod 131 and the second pull rod 132 to rotate axially. Specifically, it can be implemented by a coupling with self-lubricating bearings to ensure that the front and rear axles 120 produce relative rotation when turning. Bearings can also be used to connect the first pull rod 131 and the second pull rod 132, wherein the first pull rod 131 is fixed to the outer ring of the bearing, and the second pull rod 132 is fixed to the inner ring of the bearing.
[0030] The split structure of the longitudinal bridge 130 in this application enables the front axle 110 and the rear axle 120 to form a non-rigid connection. When the vehicle enters a curve, the first pull rod 131 and the second pull rod 132 rotate relative to each other around the rotating connection 133, so that the front and rear axles 120 can independently adjust the travel angle. This design allows the front and rear axles 120 to adaptively adjust the angle according to the curvature of the rail 400, avoiding the structural distortion stress generated by the vehicle body when traveling on a curve, and realizing the independent angle adjustment capability of the front axle 110 and the rear axle 120 when the inspection vehicle is traveling on a curve, effectively reducing the lateral force of the rail 400 on the wheel 140, so that the vehicle has higher steering sensitivity while maintaining driving stability.
[0031] Reference Figures 15 to 17 The front axle 110 includes a middle connecting tube 111 and two first shafts 112. The middle connecting tube 111 is vertically connected to the longitudinal bridge 130. Both ends of the middle connecting tube 111 are provided with axially protruding blocks 111b. Specifically, in this application, two protruding rectangular blocks 111b are provided on the end faces of both ends of the middle connecting tube 111.
[0032] The middle connecting pipe 111 is externally fixed with a sleeve 113 , and the middle connecting pipe 111 is vertically fixed to the longitudinal bridge 130 via the sleeve 113 .
[0033] The outer walls of both ends of the middle connecting tube 111 are provided with a first external thread 111a, the first shaft rod 112 has a first end and a second end, the first end of the first shaft rod 112 is fixedly connected to the wheel 140, and an annular plate 112a is fixedly installed on the first shaft rod 112, the annular plate 112a is arranged close to the second end on the first shaft rod 112, the annular plate 112a is coaxially arranged with the first shaft rod 112, and a bayonet 112a0 is provided on the annular plate 112a. Specifically, in this application, two bayonet holes 112a0 are provided on the annular plate 112a, and the distribution of the two bayonet holes 112a0 is the same as the distribution of the two blocks 111b on the middle connecting tube 111. The second end of the first shaft rod 112 extends into the interior of the middle connecting tube 111 and cooperates with the middle connecting tube 111. The bayonet 112a0 on the annular plate 112a cooperates with the block 111b at the end of the middle connecting tube 111. The middle connecting tube 111 and the first shaft rod 112 are nested through the cooperation between the block 111b and the bayonet 112a0 to prevent relative rotation between the first shaft rod 112 and the middle connecting tube 111.
[0034] The middle connecting tube 111 is connected to the first shaft 112 via a first connecting sleeve 114. The first connecting sleeve 114 is provided with a first internal thread and a first limiting step, which are spaced apart along the length of the first connecting sleeve 114. The first connecting sleeve 114 is connected to the first external thread 111a on the outer wall of the middle connecting tube 111 via the first internal thread. The first limiting step inside the first connecting sleeve 114 is clamped on the side of the annular plate 112a. The first connecting sleeve 114 forms a tensioned fastening between the middle connecting tube 111 and the first shaft 112. The first connecting sleeve 114 axially secures the middle connecting tube 111 and the first shaft 112, while the clamping block 111b and the bayonet 112a0 circumferentially secure the middle connecting tube 111 and the first shaft 112, thereby securing the middle connecting tube 111 to the first shaft 112.
[0035] The overall structure of the entire front axle 110 is a detachable structure assembled from a middle connecting tube 111, a first shaft 112 and a first connecting sleeve 114. It can be disassembled and shipped separately during transportation, which is convenient for transportation and also convenient for on-site assembly.
[0036] In order to prevent the first connecting sleeve 114 from rotating relative to the middle connecting tube 111 and the first shaft 112, in some embodiments, a circle of first limiting grooves 114a arranged at intervals is provided on the end of the first connecting sleeve 114 away from the wheel 140, and a first limiting pin seat 115 is provided on the middle connecting tube 111 near the first limiting grooves 114a. A first limiting pin 116 is threadedly connected to the first limiting pin seat 115. The first limiting pin 116 can be moved along the axial direction of the middle connecting tube 111 by rotation to insert into or exit the first limiting groove 114a. After the first connecting sleeve 114 connects and secures the middle connecting tube 111 and the first shaft 112, the first limiting pin 116 is rotated so that the first limiting pin 116 is inserted into the first limiting groove 114a. The first limiting pin 116 restricts the rotation of the first connecting sleeve 114 and prevents the first connecting sleeve 114 from loosening.
[0037] Reference Figures 8 to 14 In some embodiments, the rear axle tube 121 includes a first support tube 121a and a second support tube 121b, one end of the first support tube 121a is connected to the housing of the drive device 150, and the outer wall of the other end of the first support tube 121a is provided with a second external thread 121a0, one end of the second support tube 121b is rotatably connected to the wheel 140 through a second bearing 146, and a shaft sleeve 121b0 is fixedly installed on the second support tube 121b, and the shaft sleeve 121b0 is arranged near the end of the second support tube 121b away from the wheel 140, and the shaft sleeve 121b0 is coaxially arranged with the second support tube 121b, and the end of the second support tube 121b away from the wheel 140 is assembled inside the end of the first support tube 121a away from the drive device 150, and the end face of the shaft sleeve 121b0 is in contact with the end face of the first support tube 121a.
[0038] The first support tube 121a is connected to the sleeve 121b0 through the second connecting sleeve 121c. A second internal thread and a second limiting step are provided inside the second connecting sleeve 121c. The second internal thread and the second limiting step are arranged at intervals along the length direction of the second connecting sleeve 121c. The second connecting sleeve 121c is connected to the second external thread 121a0 on the first support tube 121a through the second internal thread. The second limiting step inside the second connecting sleeve 121c is stuck on the end of the sleeve 121b0 away from the first support tube 121a. In this way, the first support tube 121a and the second support tube 121b are pulled and tightened by the second connecting sleeve 121c.
[0039] In this way, the entire rear axle pipe 121 is a detachable structure assembled from the first support pipe 121a, the second support pipe 121b and the second connecting sleeve 121c. It can be disassembled into parts for easy transportation during transportation and can be directly assembled on site.
[0040] Drive shaft 122 is threaded through first and second support tubes 121a, 121b, allowing it to extend and retract within them. To adjust the length of rear axle 120, the second connecting sleeve 121c is rotated. The engagement of the second internal and second external threads 121a0 allows the distance between first and second support tubes 121a, 121b to be adjusted, while drive shaft 122 simultaneously extends and retracts within them.
[0041] In some embodiments, a circle of spaced second limiting grooves 121c0 is provided on the end of the second connecting sleeve 121c away from the wheel 140. A second limiting pin seat 121d is provided on the first support tube 121a. A second limiting pin 121d0 is threadedly connected to the second limiting pin seat 121d. The second limiting pin 121d0 can be moved along the axial direction of the first support tube 121a by rotating the thread to insert into or exit the second limiting groove 121c0. After the second connecting sleeve 121c securely connects the first support tube 121a and the second support tube 121b, the second limiting pin 121d0 is rotated so that the second limiting pin 121d0 is inserted into the second limiting groove 121c0. The second limiting pin 121d0 then limits the second connecting sleeve 121c, preventing the second connecting sleeve 121c from rotating and loosening relative to the first support tube 121a and the second support tube 121b.
[0042] In some embodiments, the transmission shaft 122 includes a third shaft 122a, a fourth shaft 122b and an elastic component 122c, one end of the third shaft 122a is fixedly connected to the wheel 140, and the other end of the third shaft 122a is provided with a plug 122a0, and the plug 122a0 extends along the axial direction of the third shaft 122a, and a limiting ring 122a1 close to the plug 122a0 is fixedly installed on the third shaft 122a, and the limiting ring 122a1 is coaxially arranged with the third shaft 122a, and a limiting plate 122a2 is sleeved on the plug 122a0, and the limiting plate 122a2 can extend along the axial direction of the third shaft 122a. The axial direction of the three-axis rod 122a slides on the plug plate 122a0, and the elastic component 122c is sleeved on the third axis rod 122a. One end of the elastic component 122c is pressed against the limit ring 122a1, and the other end is pressed against the limit plate 122a2. One end of the fourth axis rod 122b is connected to the power output end of the driving device 150, and the other end is provided with a column 122b0. A slot 122b1 is provided on the column 122b0, and the plug plate 122a0 is inserted into the slot 122b1 and can slide in the slot 122b1. A third bearing 145 is provided on the column 122b0 and the first axis rod 112.
[0043] The elastic component 122c is a pre-compressed cylindrical spring sleeved on the third shaft 122a. The combination of the insert plate 122a0 and the slot 122b1 provides a telescopic space for the transmission shaft 122, and the third shaft 122a and the fourth shaft 122b move closer or farther away from each other to achieve the telescopic movement of the transmission shaft 122.
[0044] When the rear axle 120 needs to be lengthened, the second connecting sleeve 121c is rotated to lengthen the distance between the first support tube 121a and the second support tube 121b. At the same time, the elastic component 122c applies a force to the limit ring 122a1 and the limit plate 122a2, causing the limit plate 122a2 to slide on the plug plate 122a0, thereby pushing the fourth shaft rod 122b to move away from the third shaft rod 122a. The plug plate 122a0 is inserted shallower in the slot 122b1, causing the transmission shaft 122 to lengthen synchronously. When the rear axle 120 needs to be shortened, the second connecting sleeve 121c is rotated in the opposite direction. The distance between the first support tube 121a and the second support tube 121b is reduced, and the fourth shaft rod 122b and the third shaft rod 122a are closer to each other. At the same time, the elastic component 122c is compressed, and the plug plate 122a0 is inserted deeper into the slot 122b1.
[0045] In some embodiments, slot 122b1 extends radially along column 122b0 and penetrates both sides and the end surface of column 122b0. An annular clamp 122b2 is mounted on column 122b0. This clamp 122b2 acts as a retaining force on inserting plate 122a0, preventing it from slipping out of slot 122b1. Furthermore, two third bearings 145 are mounted on column 122b0, one on each side of the annular clamp 122b2. Thus, the annular clamp 122b2 also serves to separate the two third bearings 145.
[0046] It should be noted that the track gauge of the railway track is basically of standard width and its variation is small, so the adjustment of the length of the rear axle 120 is only a fine-tuning, while the front axle 110 is generally not adjusted.
[0047] In some embodiments, the mobile vehicle body for rail inspection further includes a rear axle diagonal brace 180 and a front axle diagonal brace 190. Specifically, two rear axle diagonal braces 180 are provided, and the two rear axle diagonal braces 180 are symmetrically arranged on both sides of the longitudinal bridge 130, wherein one end of the rear axle diagonal brace 180 is connected to the longitudinal bridge 130 and the other end is connected to the rear axle 120. Two front axle diagonal braces 190 are provided, and the two front axle diagonal braces 190 are symmetrically arranged on both sides of the longitudinal bridge 130, wherein one end of the front axle diagonal brace 190 is connected to the longitudinal bridge 130 and the other end is connected to the front axle 110. This method of providing the front axle diagonal brace 190 and the rear axle diagonal brace 180 can improve the connection strength between the front axle 110, the rear axle 120 and the longitudinal bridge 130, thereby enhancing the structural strength and load-bearing performance of the vehicle body.
[0048] Reference Figures 2 to 7 In some embodiments, the wheel 140 includes a connecting sleeve 141, a first insulating cylinder 142, a second insulating cylinder 143 and a wheel body 144. The first insulating cylinder 142 is fixed to the drive shaft 122 of the rear axle 120. The outer wall of the first insulating cylinder 142 is provided with first splines 142a distributed in an annular direction at intervals. The inner wall of the connecting sleeve 141 is provided with first keyways 141a distributed in an annular direction at intervals. The first keyways 141a extend from the front end surface of the connecting sleeve 141 to the middle of the connecting sleeve 141. The distribution interval of the first keyways 141a corresponds to the distribution interval of the first splines 142a. The connecting sleeve 141 is fixed to the outside of the first insulating cylinder 142. The first keyways 141a are matched with the first splines 142a. The second insulating cylinder 143 is fixed to the outside of the connecting sleeve 141, and the outer wall of the second insulating cylinder 143 is provided with second splines 143a distributed in an circumferential direction. The interior of the wheel body 144 is provided with a cavity 144a, and the inner wall of the cavity 144a of the wheel body 144 is provided with second key grooves 144b distributed in an circumferential direction. The distribution interval of the second key grooves 144b corresponds to the distribution interval of the second splines 143a. The wheel body 144 is fixed to the outer wall of the second insulating cylinder 143, and the second key grooves 144b cooperate with the second splines 143a. The two ends of the wheel body 144 are fixedly connected to the two ends of the second insulating cylinder 143 through end plates. One end of the outer wall of the wheel body 144 is provided with an annular protrusion 144c for clamping on the inner side of the rail 400.
[0049] Among them, the first insulating cylinder 142 is a cylindrical component made of high-strength polyurethane. The first spline 142a on the outer wall of the first insulating cylinder 142 is used to cooperate with the first keyway 141a on the inner wall of the connecting sleeve 141 to block the metal contact path between the transmission shaft 122 and the connecting sleeve 141. The second insulating cylinder 143 is an insulating layer fixed to the outside of the connecting sleeve 141 and is made of high-strength polyurethane. The second spline 143a on the outer wall of the second insulating cylinder 143 cooperates with the second keyway 144b on the inner wall of the wheel body 144 to form a secondary insulation barrier.
[0050] Specifically, in the embodiment of the present application, the first spline 142a extends from one end face of the first insulating cylinder 142 to the other end face, and the first keyway 141a extends from one end face of the connecting sleeve 141 to the middle of the connecting sleeve 141. The length of the first spline 142a is the same as or slightly smaller than the length of the first keyway 141a. A first connecting hole 142a1 is provided on the first spline 142a, and a second connecting hole 141a1 is provided on the end face formed in the middle of the connecting sleeve 141. When the first insulating cylinder 142 is fitted into the interior of the connecting sleeve 141, the first connecting hole 142a1 is aligned with the second connecting hole 141a1, and then connecting bolts are passed through the first connecting hole 142a1 and the second connecting hole 141a1 to fix the first insulating cylinder 142 to the connecting sleeve 141. The outer wall of the connecting sleeve 141 and the inner wall of the second insulating cylinder 143 are surface-connected.
[0051] Annular protrusion 144c is an annular structure on the outer edge of one end of wheel body 144. It is integrally formed with wheel body 144 and is used to contact the inner side of rail 400 to form a stop, preventing wheel 140 from derailing. The end plate is a metal annular fixing component that is bolted to secure wheel body 144 to second insulating cylinder 143.
[0052] Specifically, power is transmitted from the drive shaft 122 of the rear axle 120 to the first insulating cylinder 142, and the torque is transmitted to the connecting sleeve 141 through the cooperation of the first spline 142a and the first keyway 141a on the inner wall of the connecting sleeve 141. The connecting sleeve 141 drives the second insulating cylinder 143, and the second insulating cylinder 143 transmits the torque to the wheel body 144 through the cooperation of the second spline 143a on its outer wall and the second keyway 144b on the inner wall of the wheel body 144, thereby driving the wheel body 144 to roll along the rail 400. The fixed connection between the first insulating cylinder 142 and the drive shaft 122 avoids metal contact. The second insulating cylinder 143 forms a secondary insulation layer between the connecting sleeve 141 and the wheel body 144. The double insulation structure effectively blocks the leakage path.
[0053] The traditional wheel 140 uses a metal hub to directly connect to the drive shaft 122, which poses a risk of leakage and lacks a buffer structure. Some improvement schemes only use a single insulating layer to wrap the drive shaft 122, but the insulating layer is easily worn, resulting in protection failure. This solution forms an insulating barrier while ensuring power transmission efficiency through the nested spline matching of the first insulating cylinder 142 and the connecting sleeve 141. The spline connection between the second insulating cylinder 143 and the wheel body 144 further strengthens the insulation performance to avoid overall failure caused by damage to the single insulating layer. The wheel 140 of the present application eliminates the risk of equipment failure caused by current conduction. The double insulation structure forms redundant protection during power transmission and improves electrical safety performance. The spline matching method reduces stress concentration when transmitting torque and can also act as a buffer.
[0054] Reference Figure 3 In some embodiments, the first insulating cylinder 142 and the second bearing 146 are coaxially arranged relative to each other within the connecting sleeve 141, with the axis of the first insulating cylinder 142 coinciding with the axis of the second bearing 146. Specifically, the section of the connecting sleeve 141 without the first keyway 141a is used to mount and secure the second bearing 146 to the rear axle tube 121, while the section of the connecting sleeve 141 with the first keyway 141a is used to mount the first insulating cylinder 142. This effectively integrates the first insulating cylinder 142 and the second bearing 146 coaxially within the connecting sleeve 141, making the overall structure more compact.
[0055] In some embodiments, a brake 150 is installed on the rear axle tube 121 , and the inner end surface of the connecting sleeve 141 is connected to the brake pad 170 , so that the brake 150 and the brake pad 170 form a braking cooperation relationship. Among them, the brake 150 can be implemented by an electromagnetic brake or a hydraulic brake. A brake pad 170 is set at one end of the connecting sleeve 141 close to the rear axle 120. The brake pad 170 is parallel to the end face of the connecting sleeve 141. When braking is required, the brake 150 pushes the brake caliper to clamp the brake pad 170 fixed on the connecting sleeve 141 through hydraulic or electromagnetic drive, and the friction resistance generated achieves deceleration. 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 mobile vehicle for rail inspection, characterized in that: include: wheel; Drive device; The front axle has the wheels rotatably mounted on both ends via first bearings; The rear axle includes a rear axle tube and a drive shaft, wherein the rear axle tube is arranged on both sides of the drive device, one end of the rear axle tube is connected to the drive device, and the other end of the rear axle tube is mounted on the wheel via a second bearing. The drive shaft passes through the rear axle tube and is connected to the rear axle tube via a third bearing. One end of the drive shaft is fixedly connected to the wheel, and the other end is connected to the power output end of the drive device; The longitudinal bridge includes a first pull rod, a second pull rod and a rotating connecting member, one end of the first pull rod is fixed to the front axle, one end of the second pull rod is fixed to the rear axle, the other end of the first pull rod and the other end of the second pull rod are coaxially connected through the rotating connecting member, and the first pull rod and the second pull rod can rotate relative to each other along the axial direction of the longitudinal bridge.
2. The mobile vehicle for rail inspection according to claim 1, characterized in that: The front axle includes a middle connecting tube and two first axle rods, the middle connecting tube is perpendicularly connected to the longitudinal bridge, two ends of the middle connecting tube are provided with axially protruding blocks, the outer walls of the two ends of the middle connecting tube are provided with a first external thread, the first axle rod has a first end and a second end, the first end of the first axle rod is fixedly connected to the wheel, an annular plate is fixedly installed on the first axle rod, the annular plate is arranged near the second end of the first axle rod, the annular plate is coaxially arranged with the first axle rod, a bayonet is provided on the annular plate, the second end of the first axle rod extends into the interior of the middle connecting tube, the bayonet on the annular plate cooperates with the block at the end of the middle connecting tube, the middle connecting tube and the first axle rod are connected by a first connecting sleeve, a first internal thread and a first limiting step are provided inside the first connecting sleeve, the first internal thread and the first limiting step are arranged at intervals along the length direction of the first connecting sleeve, the first connecting sleeve is connected to the first external thread of the outer wall of the middle connecting tube through the first internal thread, and the first limiting step inside the first connecting sleeve is stuck on the side of the annular plate.
3. The mobile vehicle for rail inspection according to claim 2, characterized in that: A circle of first limit grooves arranged at intervals is set on the end of the first connecting sleeve away from the wheel, and a first limit pin seat is set on the middle connecting tube near the first limit groove. The first limit pin seat is threadedly connected to the first limit pin. The first limit pin can move along the axial direction of the middle connecting tube by rotation to insert into or exit the first limit groove.
4. The mobile vehicle for rail inspection according to claim 1, characterized in that: The rear axle tube includes a first support tube and a second support tube, one end of the first support tube is connected to the housing of the drive device, and the outer wall of the other end of the first support tube is provided with a second external thread, and one end of the second support tube is rotatably connected to the wheel through the second bearing, and a shaft sleeve is fixedly installed on the second support tube, and the shaft sleeve is arranged near the end of the second support tube away from the wheel, and the shaft sleeve is coaxially arranged with the second support tube, and the end of the second support tube away from the wheel is assembled inside the end of the first support tube away from the drive device, and the end surface of the shaft sleeve is in contact with the end surface of the first support tube, and the first support tube and the shaft sleeve are connected through a second connecting sleeve, and a second internal thread and a second limiting step are provided inside the second connecting sleeve, and the second internal thread and the second limiting step are arranged at intervals along the length direction of the second connecting sleeve, and the second connecting sleeve is connected to the second external thread on the first support tube through the second internal thread, and the second limiting step inside the second connecting sleeve is clamped on the end of the shaft sleeve away from the first support tube, and the transmission shaft is passed through the first support tube and the second support tube, and the transmission shaft can be telescopic in the first support tube and the second support tube.
5. The mobile vehicle for rail inspection according to claim 4, characterized in that: The transmission shaft comprises a third shaft, a fourth shaft and an elastic component, one end of the third shaft is fixedly connected to the wheel, the other end of the third shaft is provided with a plug plate, and the plug plate extends along the axial direction of the third shaft, and a limiting ring close to the plug plate is fixedly installed on the third shaft, and the limiting ring is coaxially arranged with the third shaft, and a limiting plate is sleeved on the plug plate, and the limiting plate can slide on the plug plate along the axial direction of the third shaft, the elastic component is sleeved on the third shaft, one end of the elastic component is tightly against the limiting ring, and the other end is tightly against the limiting plate, one end of the fourth shaft is connected to the power output end of the driving device, and a column is provided at the other end, 6. The mobile vehicle for rail inspection according to claim 5, characterized in that: The slot extends along the radial direction of the column and passes through both sides of the column and the end surface of the column. An annular clamp is sleeved on the column.
7. The mobile vehicle for rail inspection according to claim 5, characterized in that: A circle of second limiting grooves arranged at intervals is set on the end of the second connecting sleeve away from the wheel, and a second limiting pin seat is set on the first support tube. The second limiting pin seat is threadedly connected to the second limiting pin. The second limiting pin can move along the axial direction of the first support tube by rotating the thread to insert into or exit the second limiting groove.
8. The mobile vehicle for rail inspection according to claim 1, characterized in that: The mobile vehicle body for rail inspection also includes a front axle diagonal brace and a rear axle diagonal brace, one end of the front axle diagonal brace is connected to the longitudinal bridge, and the other end is connected to the front axle, and one end of the rear axle diagonal brace is connected to the longitudinal bridge, and the other end is connected to the rear axle.
9. The mobile vehicle for rail inspection according to claim 1, characterized in that: The wheel includes a connecting sleeve, a first insulating cylinder, a second insulating cylinder, and a wheel body. The first insulating cylinder is fixed to the transmission shaft inside the rear axle. The outer wall of the first insulating cylinder is provided with first splines distributed circumferentially at intervals. The inner wall of the connecting sleeve is provided with first keyways distributed circumferentially at intervals. The first keyways extend from the front end surface of the connecting sleeve to the middle of the connecting sleeve. The distribution interval of the first keyways corresponds to the distribution interval of the first splines. The connecting sleeve is fixed to the outside of the first insulating cylinder. The first keyways cooperate with the first splines. The second insulating cylinder is fixed to the outside of the connecting sleeve. The outer wall of the second insulating cylinder is provided with second splines distributed circumferentially at intervals. A cavity is provided inside the wheel body. The inner wall of the cavity of the wheel body is provided with second keyways distributed circumferentially at intervals. The distribution interval of the second keyways corresponds to the distribution interval of the second splines. The wheel body is fixed to the outer wall of the connecting sleeve. The second keyways cooperate with the second splines. Both ends of the wheel body are fixedly connected to both ends of the second insulating cylinder via end plates. One end of the outer wall of the wheel body is provided with an annular protrusion for clamping on the inner side of the rail.
10. The mobile vehicle for rail inspection according to claim 9, characterized in that: The first insulating cylinder and the second bearing are coaxially arranged opposite to each other inside the connecting sleeve, and the axis of the first insulating cylinder coincides with the axis of the second bearing.