Railway inspection carrying chassis

Abstract

The invention relates to a railway inspection carrying chassis, and belongs to the technical field of railway inspection. The railway inspection carrying chassis comprises a base, an advancing mechanism, an energy supply unit, a transverse limiting mechanism and a longitudinal limiting mechanism. The advancing mechanism is installed below the base and used for driving the base to advance along the inner side of the track. The transverse limiting mechanism and the longitudinal limiting mechanism are symmetrically arranged on the two sides and the bottom face of the base respectively. By means of the dead point characteristic and the lever principle of the four-bar mechanism, accurate positioning of the chassis between rails is achieved through the transverse limiting mechanism, impact between sleepers is absorbed through the longitudinal limiting mechanism, operation stability is kept, and stable advancing of the chassis in the rails is jointly guaranteed. The height of the chassis is lower than the rail surface, the chassis can pass through the bottom of a train, the space above the rail surface is not occupied during running, and normal passing of the train is not affected, so that comprehensive close-range detection of hidden areas such as the rail bottom or the train bottom is achieved, and an efficient and reliable carrying platform is provided for railway inspection work.

Description

Technical Field

[0001] This invention relates to the field of railway inspection technology, and in particular to a railway inspection transport chassis. Background Technology

[0002] Railway inspection devices are automated equipment used for railway inspection. Their chassis must not only bear the weight of various sensors, data processing modules, power supply systems, and other equipment, ensuring these components are securely installed to prevent shaking from affecting detection accuracy, but also achieve stable movement on complex terrains such as rails, track beds, and tunnel walls through wheeled or tracked adaptable structures, reducing interference from bumps. Simultaneously, relying on anti-slip, waterproof, and dustproof designs, they can adapt to harsh environments such as rain, snow, high temperatures, and dust, ensuring continuous inspection. Some chassis can also coordinate with the working rhythm of the inspection equipment through speed adjustment and positioning functions. Their performance directly affects the stability, adaptability, and detection effect of the entire inspection system.

[0003] Currently, rail transit inspections are typically conducted manually by inspectors operating machines. Inspectors walk along the tracks and perform manual measurements (such as with track measuring instruments). For example, patent CN202310301740.8 discloses a lightweight four-person railway inspection vehicle with an integrated modular design, allowing for convenient and quick assembly and disassembly. However, it is primarily used to transport railway inspection personnel. The personnel are positioned on the vehicle, resulting in limited visibility and difficulty in comprehensively observing key areas such as the rail base, rail web, and train underside, leading to blind spots and a one-sided approach to inspecting railway tracks and vehicles. Patent CN202420812523.5 discloses an unmanned railway inspection vehicle suitable for complex environments, capable of traveling on or along the tracks and powered by solar panels. However, it can only inspect above or on either side of the tracks, making it difficult to inspect under trains and inside the tracks. Furthermore, its operation requires occupying space on the track surface or adjacent tracks, thus affecting the normal operation of existing lines. Summary of the Invention

[0004] To overcome the shortcomings of existing technologies, this invention proposes a railway inspection transport chassis. Utilizing the dead-point property of a four-bar linkage and the lever principle, a lateral limiting mechanism is designed. An innovative linkage positioning device achieves the locking function of the lateral limiting mechanism after deployment, thus stably constraining the railway inspection transport chassis between the two rails. Simultaneously, longitudinal limiting mechanisms are set on the left and right sides of the chassis's underside, absorbing impact forces during the chassis's movement and providing cushioning, shock absorption, and auxiliary support. Through the synergistic effect of the lateral and longitudinal limiting mechanisms, this invention ensures the stable operation of the railway inspection transport chassis within the tracks. It can not only carry inspection equipment to inspect hidden areas such as the train chassis and railbed, but also completes comprehensive and efficient inspection operations without occupying rail surface or adjacent rail space, thus enabling the completion of inspection work without affecting normal railway traffic.

[0005] It should be noted that, for ease of description and understanding of the present invention, the chassis orientation is defined as follows:

[0006] The direction parallel to the rail is defined as the "horizontal" direction, the direction parallel to the length of the sleeper is defined as the "lateral" direction, "outside" is the direction away from the sides of the base, and "vertical" and "perpendicular" are the directions perpendicular to the upper surface of the base (i.e., the direction of gravity). The above directional definitions are merely exemplary descriptions used to clearly illustrate the present invention and should not be construed as limiting the present invention.

[0007] This invention proposes a railway inspection transport chassis, which mainly includes an energy supply unit, a base, a traveling mechanism, a lateral limiting mechanism, and a longitudinal limiting mechanism. The traveling mechanism, located below the base, drives the entire device along the track. The lateral limiting mechanisms, symmetrically arranged on both sides of the base, correct the chassis's direction of travel, ensuring the chassis remains between the two rails and preventing it from veering laterally out of the track during travel. The longitudinal limiting mechanisms, symmetrically arranged on the bottom surface of the base, absorb the impact and vibration caused by height differences due to manufacturing and laying errors when passing sleepers, providing cushioning, shock absorption, and auxiliary support. This avoids the risk of severe jolts, equipment resonance, or even overturning caused by frequent crossings of sudden changes in sleeper height.

[0008] It should be noted that the coordinated operation of the lateral and longitudinal limiting mechanisms ensures that the chassis maintains precise trajectory not only in the plane but also significantly suppresses abrupt changes in amplitude and acceleration in the vertical direction, achieving highly stable operation. This stability provides a near-static working platform for various precision testing equipment that may be mounted, greatly reducing problems such as blurred inspection images and measurement errors caused by vehicle body sway. This ensures continuous and clear inspection and data collection of hidden parts such as train chassis components or rail bases, comprehensively improving the reliability and coverage of inspections.

[0009] The base is placed horizontally and includes a main steel frame structure and lateral telescopic mechanisms installed on its left and right sides. Each lateral telescopic mechanism includes a support frame and a lead screw. The support frame is arranged on the outside of the steel frame, and the lead screw is rotatably connected to the support frame and the steel frame by a threaded connection. By rotating the lead screw, the support frame can be driven to move laterally, thereby causing the lateral limiting mechanism installed on it to adjust the initial gap with the inside of the rail to adapt to railway lines with different track gauges.

[0010] The traveling mechanism comprises two symmetrically arranged tracked vehicles, both of which are fixedly connected to the base and installed in the middle of the lower surface of the base. After installation, the highest point of the base is significantly lower than the top surface of the rails, thereby ensuring that the entire railway inspection transport chassis does not occupy the space above the rails during operation, thus avoiding interference with the normal passage of trains.

[0011] Four lateral limiting mechanisms are symmetrically arranged on the left and right sides of the base, two on each side. Each lateral limiting mechanism includes a linkage positioning device, an electric push rod, a sliding unit, and a shock-absorbing mechanism disposed between the sliding unit and the base, all mounted on the lateral telescopic mechanism. The fixed surface of the linkage positioning device is connected to the outer side of the support frame, and its movable end is hinged to the upper part of the sliding unit. The shock-absorbing mechanism is hinged between the bottom of the linkage positioning device and the middle of the sliding unit.

[0012] The linkage positioning device consists of a base, a transverse long connecting rod, an upper connecting rod, and a lower connecting rod. The base is fixedly connected to the transverse telescopic mechanisms on both sides of the base. One end of the upper connecting rod is hinged to the top of the base, and one end of the transverse long connecting rod is hinged to the middle of the base. The free end of the upper connecting rod (i.e., the end furthest from the hinge point on the base) and the free end of the transverse long connecting rod (i.e., the end furthest from the hinge point on the base) are connected through the lower connecting rod. That is, both ends of the lower connecting rod are hinged to these two free ends respectively, thus forming a four-bar linkage system. It should be noted that this mechanism can utilize the dead-point characteristic of a four-bar linkage to achieve locking at a specific position. Specifically, when the linkage positioning device is fully extended and the sliding unit presses against the rail web, the upper and lower connecting rods will be collinear. At this time, the entire four-bar system enters a geometrically dead-point position, achieving self-locking of the linkage positioning device. This design ensures that the linkage positioning device can remain stably deployed even without continuous electric actuator locking force or in the presence of external disturbances, providing reliable rigid support for the sliding unit. This, in turn, ensures that the lateral limiting mechanism can effectively constrain the entire chassis's direction of travel, maintaining the entire inspection and transport chassis's stable operation along the middle position of the two rails.

[0013] The cylindrical end of the electric push rod is hinged to the middle of the upper connecting rod, and the telescopic end of the electric push rod is hinged to the middle of the transverse long connecting rod. Through the telescopic movement of the electric push rod, the entire connecting rod system can be driven to expand or contract relative to the track, thereby achieving contact or separation between the sliding unit and the rail web. When it is necessary to remove the railway inspection transport chassis from the track, the transverse limiting mechanism is folded up to release its locking state, facilitating the removal of the railway inspection transport chassis.

[0014] It should be noted that the electric push rod is used to drive the linkage positioning device to unfold before the inspection operation begins, so that its movable end drives the sliding unit to move outward until the sliding unit is firmly abutting against the inner side of the rail web. After unfolding, the linkage positioning device uses the dead point principle of a four-bar linkage to achieve self-locking, so that the sliding unit always remains in contact with the rail web during operation.

[0015] The damping mechanism is hinged between the bottom of the linkage positioning device and the middle of the sliding unit. The damping mechanism provides effective buffering when the sliding unit is subjected to lateral impacts, absorbing instantaneous impacts caused by directional correction and unevenness of the rail web surface, thereby significantly reducing vibrations transmitted to the base and the overall chassis, enhancing system operational stability and structural service life.

[0016] The sliding unit includes a connecting rod and a sliding caster. One end of the connecting rod is connected to the sliding caster, and the other end of the connecting rod is hinged to the transverse long connecting rod. When the sliding caster becomes excessively worn, it can be quickly replaced, avoiding the problems of excessive time and high cost caused by replacing the entire sliding unit.

[0017] It should be noted that the connecting rod is installed with a horizontal inclination towards the inside of the rail web. This allows the compression stroke of the shock absorption mechanism to be doubled using the lever principle, thereby enhancing the shock absorption mechanism's ability to absorb impact.

[0018] There are two sets of longitudinal limiting mechanisms, symmetrically arranged on the left and right sides of the lower bottom surface of the base. Each set of longitudinal limiting mechanisms includes two support seats, two linkage damping suspension mechanisms, and a set of sliding wheels. Each support seat is fixed to the lower bottom surface of the base and is located on the left and right sides of the tracked vehicle, respectively. The upper end of the linkage damping suspension mechanism is hinged to the lower bottom surface of the support seat, and the lower end is hinged to the set of sliding wheels.

[0019] The linkage damping suspension mechanism includes a swing arm and a shock absorber. One end of the swing arm is hinged to the lower surface of the support base at a certain angle to the horizontal plane. One end of the shock absorber is also hinged to the lower surface of the support base at a certain angle, while the other end is hinged to the free end of the swing arm, thus forming a stable triangular force transmission structure among the support base, swing arm, and shock absorber. When the sliding wheel assembly is subjected to a vertical impact from the height difference of the sleepers, the swing arm rotates around its hinge point with the support base, causing the shock absorber to compress, thereby effectively absorbing and buffering the impact energy, reducing the impact force on the entire chassis, and achieving active control over the chassis's driving stability.

[0020] The energy supply unit is installed at the rear of the base and can power the entire device, enabling remote control and avoiding safety issues caused by operators entering the track space.

[0021] Technical Advantages: This invention provides a railway inspection transport chassis capable of stable movement within the track (i.e., on the sleepers). Its highest point is lower than the top surface of the rails, allowing it to pass under trains, thus supporting inspection equipment to penetrate deep into the track and under train carriages for comprehensive inspection. Simultaneously, the chassis does not occupy space above or beside the rails during inspection operations, thus not affecting normal train passage. Furthermore, the width of the chassis can be adjusted via a lateral telescopic mechanism to accommodate lines with different track gauges. The upper surface of the base provides ample space for installing various inspection equipment, enabling the mounting of various automatic inspection devices. Attached Figure Description

[0022] To more clearly illustrate the technical solution of the present invention, the accompanying drawings involved in the embodiments will be briefly described below. It should be understood that the following drawings are only schematic diagrams of some embodiments and are not intended to limit the present invention. Those skilled in the art can obtain other embodiments based on these drawings without creative effort.

[0023] Figure 1 A schematic diagram I of the railway inspection transport chassis provided in an embodiment of the present invention.

[0024] Figure 2 Schematic diagram II of the railway inspection transport chassis provided in the embodiment of the present invention.

[0025] Figure 3 A detailed structural diagram of the railway inspection transport chassis and its lateral limiting mechanism in the deployed state, provided in an embodiment of the present invention.

[0026] Figure 4 A schematic diagram showing the detailed structure of the railway inspection vehicle chassis and its lateral telescopic mechanism provided in an embodiment of the present invention.

[0027] Figure 5A schematic diagram of the lateral limiting mechanism of the railway inspection transport chassis provided in an embodiment of the present invention.

[0028] Figure 6 A partial exploded view of the lateral limiting mechanism of the railway inspection transport chassis provided in an embodiment of the present invention.

[0029] Figure 7 This is a fully exploded view of the lateral limiting mechanism of the railway inspection transport chassis provided in an embodiment of the present invention.

[0030] Figure 8 A detailed structural diagram of the railway inspection vehicle chassis and its lateral limiting mechanism in the retracted state, provided in an embodiment of the present invention.

[0031] Figure 9 A schematic diagram of the longitudinal limiting mechanism of the railway inspection transport chassis provided in an embodiment of the present invention.

[0032] Labeling Explanation: 1. Lateral Limiting Mechanism; 101. Linkage Positioning Device; 10101. Base; 10102. Upper Linkage; 10103. Lower Linkage; 10104. Lateral Long Linkage; 102. Electric Push Rod; 103. Shock Absorption Mechanism; 104. Sliding Unit; 10401. Connecting Rod; 10402. Sliding Caster; 2. Energy Supply Unit; 3. Base; 301. Lateral Telescopic Mechanism; 30101. Support Frame; 30102. Lead Screw; 302. Steel Frame; 4. Traveling Mechanism; 401. Tracked Vehicle; 5. Longitudinal Limiting Mechanism; 501. Support Seat; 502. Linkage Shock Absorption Suspension Mechanism; 50201. Swing Arm; 50202. Shock Absorber; 503. Sliding Wheel Set; 50301. Baffle; 50302. Roller. Detailed Implementation

[0033] It should be noted that the same reference numerals or numbers may be used repeatedly in different embodiments or figures. This repetition is only for simplifying the text description and figure indication, and does not in itself indicate that there is necessarily a specific relationship between the various embodiments or structures.

[0034] In the description of this invention, the terms "horizontal," "outer," "lateral," "inner," "vertical," "upright," "inner side," "lower," "middle," "top," and "end," etc., are defined based on the orientations or positions shown in the accompanying drawings. These definitions are merely for the convenience of describing this invention and simplifying the description, and do not indicate or imply that the components referred to must have a specific orientation, nor should they constitute a limitation on this invention.

[0035] Please see Figures 1 to 3This invention provides a railway inspection vehicle chassis, comprising a base 3, a traveling mechanism 4, an energy supply unit 2, a lateral limiting mechanism 1, and a longitudinal limiting mechanism 5. The traveling mechanism 4 is bolted to the lower center of the base 3, providing forward propulsion for the entire chassis. The lateral limiting mechanism 1 is installed on both sides of the base 3, constraining the chassis's direction of travel and ensuring its stability between the two rails. Two sets of longitudinal limiting mechanisms 5 are fixedly installed on the left and right sides of the lower surface of the base 3, positioned between two tracked vehicles 401. The longitudinal limiting mechanism 5 effectively absorbs the impact caused by the height difference between sleepers during chassis movement, providing cushioning, shock absorption, and auxiliary support, thereby suppressing chassis vibration and preventing overturning.

[0036] See Figures 1 to 4 For further information Figure 4 The base 3 includes a steel frame 302 welded from square steel pipes and a lateral telescopic mechanism 301 for adjusting the horizontal installation position of the lateral limiting mechanism 1. The base 3 is placed horizontally, with its upper surface below the top surface of the rail, ensuring it does not occupy space above the rail surface and thus completely avoiding interference with normal train passage. Simultaneously, the base 3 is positioned close to the base of the rail, allowing it to carry inspection probes for close-range inspection of the railway underside and the train underside.

[0037] Please see Figure 4 The lateral telescopic mechanism 301 includes a support frame 30101 and a lead screw 30102. A through hole is provided at the rear end of the support frame 30101, and the front end of the lead screw 30102 is fixedly connected to the middle of the support frame 30101 by bolts. Threaded holes are provided at the four corners of the steel frame 302, through which the lead screw 30102 passes, forming a helical transmission pair with the steel frame 302. By rotating the lead screw 30102, the support frame 30101 can be driven to move laterally, thereby adjusting the distance between the lateral limiting mechanism 1 and the inner side of the rail, allowing the chassis to adapt to railway lines with different track gauges.

[0038] See Figures 2 to 4 The traveling mechanism 4 consists of two tracked vehicles 401 fixedly connected to the bottom of the steel frame 302, which are used to drive the railway inspection mobile transport chassis to move forward (i.e., in direction A) or backward (i.e., in direction B) on the sleepers. The installation direction of the tracked vehicles 401 is consistent with the forward direction of the railway inspection transport chassis.

[0039] See Figures 3 to 6The lateral limiting mechanism 1 includes a linkage positioning device 101, an electric push rod 102, a sliding unit 104, and a shock-absorbing mechanism 103 disposed between the sliding unit 104 and the base 3, all mounted on the lateral telescopic mechanism 301. The fixed surface (i.e., surface E) of the linkage positioning device 101 is fixedly connected to the outer surface of the support frame 30101. The movable end of the linkage positioning device 101 (i.e., the portion selected by dashed box I) is hinged to the upper end (i.e., the portion selected by dashed box II) of the sliding unit 104. The middle part (i.e., the portion selected by dashed box III) of the sliding unit 104 is hinged to the front end (i.e., the portion selected by dashed box IV) of the shock-absorbing mechanism 103. The other end (i.e., the portion selected by dashed box V) of the shock-absorbing mechanism 103 is hinged to the end end (i.e., the portion selected by dashed box VI) of the linkage positioning device 101. The lateral limiting mechanism 1 can restrict the lateral movement (i.e., the D direction) of the base 3 and the traveling mechanism 4 in the horizontal plane, so that the railway inspection transport chassis always stays in the middle of the two rails.

[0040] See Figures 4 to 7 The linkage positioning device 101 consists of a base 10101, a transverse long connecting rod 10104, an upper connecting rod 10102, and a lower connecting rod 10103. The base 10101 is fixedly connected to the transverse telescopic mechanism 301 on the left and right sides of the base 3. One end of the upper connecting rod 10102 is hinged to the top of the base 10101 (i.e., the part selected by the dashed box VII), and one end of the transverse long connecting rod 10104 is hinged to the middle part of the base 10101 (i.e., the part selected by the dashed box VIII). The free end of the upper connecting rod 10102 (i.e., the part selected by the dashed box IX) and the free end of the transverse long connecting rod 10104 (i.e., the part selected by the dashed box X) are connected through the two ends of the lower connecting rod 10103, thus forming a four-bar linkage system.

[0041] For further explanation, please refer to [link / reference]. Figure 3 and Figure 5 When the linkage positioning device 101 is fully extended and the sliding unit 104 presses against the rail web, the upper linkage 10102 and the lower linkage 10103 will be collinear. At this time, the entire linkage positioning device 101 enters the dead point position in the four-bar linkage, achieving self-locking of the linkage positioning device 101. This structure allows the linkage positioning device 101 to maintain its extended posture without relying on the continuous locking of the electric push rod 102, even under external vibration or impact, thus providing continuous and stable lateral rigid support for the sliding unit 104. Therefore, the lateral limiting mechanism 1 can reliably constrain the lateral displacement of the chassis, ensuring the stable operation of the inspection and transport chassis along the center lines of the two rails.

[0042] See Figure 5 , Figure 7 and Figure 8The cylindrical end of the electric push rod 102 is hinged to the upper middle part of the upper connecting rod 10102 (i.e., the part selected by the dashed box XI), and the telescopic end of the electric push rod 102 is hinged to the front middle part of the transverse long connecting rod 10104 (i.e., the part selected by the dashed box XII). By extending and retracting the electric push rod 102, the entire connecting rod system can be driven to expand or contract relative to the track, thereby realizing the contact or separation of the sliding unit 104 from the rail web. This design allows the transverse limiting mechanism 1 to be folded up and its locking state released when the railway inspection transport chassis needs to be removed from the track, facilitating the removal of the railway inspection transport chassis.

[0043] For further explanation, please refer to [link / reference]. Figure 3 , Figure 5 and Figure 8 When the linkage positioning device 101 retracts under the drive of the electric push rod 102, its movable end causes the sliding unit 104 to disengage from the rail web contact surface; after the linkage positioning device 101 is fully retracted, the sliding unit 104 moves out of the area below the rail head. At this time, the entire chassis is no longer restricted by the space of the rail head in the vertical direction (i.e., direction C), making it convenient for remote operators to move the entire chassis out of the track.

[0044] See Figures 4 to 6 One end of the damping mechanism 103 is hinged to the end of the base 10101 (i.e., the part selected by the dashed line VI), and the other end is hinged to the middle of the sliding unit 104 (i.e., the part selected by the dashed line III). The damping mechanism 103 can buffer and dampen the sliding unit 104 when it is subjected to instantaneous lateral impact caused by the constraint of the chassis travel direction or the unevenness of the rail surface, thereby significantly reducing the vibration transmitted to the base 3 and the entire chassis, and enhancing the system's operational stability and structural service life.

[0045] See 3 and Figure 5The sliding unit 104 includes a connecting rod 10401 and a sliding caster 10402. One end of the connecting rod 10401 is hinged to the transverse long connecting rod 10104 of the connecting rod positioning device 101, the middle of the connecting rod 10401 is hinged to the front end of the shock-absorbing mechanism 103, and the end of the connecting rod 10401 is fixedly connected to the sliding caster 10402 by bolts. It is installed in a horizontally inclined manner towards the inner side of the rail, thereby doubling the compression stroke of the shock-absorbing mechanism 103 using the lever principle. Specifically, the hinge point between the connecting rod 10401 and the transverse long connecting rod 10104 is the fulcrum of the lever, the hinge point between the connecting rod 10401 and the front end of the shock-absorbing mechanism 103 is the power point of the lever, and the fixed connection between the connecting rod 10401 and the sliding caster 10402 is the resistance point of the lever. The distance between the power point and the fulcrum (power arm) is twice the distance between the resistance point and the fulcrum (resistance arm). Thus, the compression stroke of the shock absorption mechanism 103 can be doubled by utilizing the lever principle, significantly improving its ability to absorb shock and buffer vibration.

[0046] It should be noted that when the sliding caster 10402 is damaged, it can be quickly replaced by loosening the bolts, thus avoiding the problems of excessive time and high cost caused by replacing the entire sliding unit 104.

[0047] See Figure 1 , Figure 2 and Figure 9 Both longitudinal limiting mechanisms 5 include a support base 501, a linkage damping suspension mechanism 502, and a sliding wheel assembly 503. The upper end of the linkage damping suspension mechanism 502 is fixedly mounted on the lower surface of the support base 501, and the lower end is hinged to the sliding wheel assembly 503. When the sliding wheel assembly 503 contacts the sleeper, it can effectively absorb the vertical impact caused by the height difference between the sleepers, thereby significantly suppressing chassis vibration and ensuring the smooth operation of the entire chassis.

[0048] See Figure 9 The linkage damping suspension mechanism 502 includes a swing arm 50201 for transmitting impact force and a shock absorber 50202 for absorbing impact force. The upper end of the swing arm 50201 and the upper end of the shock absorber 50202 are respectively hinged to the support base 501 at a certain inclination angle, and the lower end of the swing arm 50201 and the lower end of the shock absorber 50202 are hinged to each other, thus forming a stable triangular force transmission structure together with the support base 501. When the sliding wheel assembly 503 is subjected to a vertical impact, this triangular structure can effectively transfer the load to the shock absorber 50202, allowing the shock absorber 50202 to absorb energy through compression deformation, thereby realizing the buffering and damping function of the linkage damping suspension mechanism 502.

[0049] See Figure 9The sliding wheel assembly 503 includes a baffle 50301 and rollers 50302. Two inter-wheel plates are located on both sides of the rollers 50302. The baffle 50301 has evenly distributed shaft holes for hinged connection of each roller 50302.

[0050] See Figure 1 The energy supply unit 2 is installed at the rear of the base 3, which can supply power to the entire device and realize remote control function, avoiding safety problems caused by operators entering the track space.

[0051] It should be noted that this invention achieves stable movement of the railway inspection transport chassis within the track through the coordinated action of the lateral limiting mechanism 1 and the longitudinal limiting mechanism 5. Simultaneously, the chassis adopts a low-profile design, occupying no space above the track surface during movement, ensuring the normal passage of trains on this line and adjacent lines. Furthermore, the chassis structure possesses excellent load-bearing capacity, capable of stably carrying various inspection equipment, providing a new and reliable transport platform for realizing automated on-track inspection.

[0052] The above are merely preferred embodiments of the present invention and are not intended to limit the present invention. Any modifications, equivalent substitutions, improvements, etc., made without departing from the principles of the present invention should be included within the protection scope of the present invention.

Claims

1. A railway inspection transport chassis, characterized in that, include: The system comprises a lateral limiting mechanism (1), an energy supply unit (2), a base (3), a traveling mechanism (4), and a longitudinal limiting mechanism (5); the lateral limiting mechanism (1) is located on both sides of the base (3); the energy supply unit (2) is located at the end of the base (3); the traveling mechanism (4) is connected to the bottom of the base (3) and is used to drive the railway inspection vehicle chassis to travel along the track; the longitudinal limiting mechanism (5) is located on the bottom surface of the base (3); the base (3) includes a steel frame (302) and lateral telescopic mechanisms (301) located on the left and right sides of the steel frame (302); the lateral limiting mechanism (1) includes a linkage positioning device (101) located on the base (3), an electric push rod (102) connected to the linkage positioning device (101), and a sliding rod connected to the movable end of the linkage positioning device (101). The sliding unit (104) and the damping mechanism (103) are located between the sliding unit (104) and the linkage positioning device (101); the linkage positioning device (101) includes a base (10101), a transverse long link (10104), an upper link (10102) and a lower link (10103); the base (10101) is located outside the transverse telescopic mechanism (301), one end of the transverse long link (10104) is hinged to the base (10101), one end of the upper link (10102) is hinged to the top of the base (10101), one end of the lower link (10103) is hinged to the free end of the transverse long link (10104), and the other end of the lower link (10103) is hinged to the free end of the upper link (10102), thus forming a four-bar linkage.

2. The railway inspection transport chassis according to claim 1, characterized in that: The lateral telescopic mechanism (301) includes a support frame (30101) sandwiched between the upper and lower sides of the steel frame and a screw rod (30102) rotatably connected between the support frame (30101) and the steel frame (302) by a threaded connection; the screw rod (30102) causes the support frame (30101) to move forward or backward relative to the inside of the track by a helical transmission, thereby adjusting the distance between the lateral limiting mechanism (1) and the rail.

3. The railway inspection transport chassis according to claim 1, characterized in that: The cylindrical end of the electric push rod (102) is hinged to the middle of the upper connecting rod (10102), and the telescopic end of the electric push rod (102) is hinged to the middle of the transverse long connecting rod (10104), so that the connecting rod positioning device (101) can be driven by the electric push rod (102) to extend and retract relative to the rail in the track.

4. The railway inspection transport chassis according to claim 1, characterized in that: The sliding unit (104) can move with the movable end of the connecting rod positioning device (101) and abut against the rail web; the sliding unit (104) is installed in a horizontally inclined manner towards the inside of the rail web, thereby forming a lever mechanism, which enhances the shock absorption mechanism (103)'s ability to absorb impact force; the sliding unit (104) includes a connecting rod (10401), one end of which is provided with a sliding caster (10402), and the other end of which is hinged to the transverse long connecting rod (10104).

5. The railway inspection transport chassis according to claim 1, characterized in that: When the linkage positioning device (101) unfolds to the sliding unit (104) and abuts against the rail web, the upper linkage (10102) and the lower linkage (10103) are in a collinear position, and the locking action of the linkage positioning device (101) can be achieved by utilizing the dead point position of the four-bar linkage.

6. The railway inspection transport chassis according to claim 1, characterized in that: The longitudinal limiting mechanism (5) includes a support base (501), a linkage damping suspension mechanism (502), and a sliding wheel assembly (503); the support base (501) is disposed on the lower surface of the base (3); the upper end of the linkage damping suspension mechanism (502) is movably connected to the support base (501), and the lower end is hinged to the sliding wheel assembly (503).

7. The railway inspection transport chassis according to claim 6, characterized in that: The linkage damping suspension mechanism (502) includes a swing arm (50201) and a shock absorber (50202); one end of the swing arm (50201) is hinged to the bottom surface of the support base (501), and its hinge axis is set in the horizontal direction, so that the other end of the swing arm (50201) can swing up and down; the shock absorber (50202) is inclined, one end of which is hinged to the bottom surface of the support base (501), and the other end is hinged to the free end of the swing arm (50201); the support base (501), the swing arm (50201) and the shock absorber (50202) form a triangular suspension structure after being connected. After the longitudinal limiting mechanism (5) is subjected to an impact force, the swing arm (50201) can rotate around its hinge point with the support base (501), thereby driving the shock absorber (50202) to compress.

8. The railway inspection transport chassis according to claim 1, characterized in that: The traveling mechanism (4) includes two tracked vehicles (401) fixedly connected to the base (3), and the tracked vehicles (401) are installed in the same direction as the traveling direction of the railway inspection vehicle chassis, which is used to drive the entire vehicle chassis to travel along the track.

9. The railway inspection transport chassis according to claim 1, characterized in that: The highest point of the base (3) is lower than the top surface of the rail, ensuring that the chassis does not occupy the space above the rail surface during operation and avoids interfering with train passage.

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