Intelligent detection trolley for detecting turnout rail

Abstract

The application discloses a kind of intelligent detection trolley for turnout rail detection, belong to turnout rail detection technical field.The device includes car body, the car body is divided into several sections along the length direction, and movable connecting piece is arranged between any two adjacent car bodies, and the inside both sides of the car body are provided with a plurality of buffer wheel assemblies;The whole rigid car body is decomposed into multiple sections in the application, and each section of car body can be independently with turnout ups and downs, left and right deflection by rotating connecting rod, relieve traditional rigid car body cannot adapt to complex geometry of turnout, lead to whole distortion or bending deformation problem when moving along track, the concentrated impact load of turnout is decomposed into small amplitude displacement of each connecting node, protect car body structure, prolong the service life of device.

Description

Technical Field

[0001] This invention relates to the field of turnout rail inspection technology, specifically to an intelligent inspection trolley for turnout rail inspection. Background Technology

[0002] Turnouts are a key component of railway track systems, and their geometric condition and structural integrity directly affect railway traffic safety, requiring regular inspections to identify and address defects. Turnout inspection trolleys are commonly used equipment for turnout condition monitoring; they carry various sensors and travel along the track to collect information on turnout geometric parameters and surface defects.

[0003] Most existing turnout inspection trolleys adopt an integral rigid car body structure, with the rigid car body carrying the inspection equipment and the traveling mechanism. The inspection is carried out by traveling wheels along the rails. Some inspection trolleys have simple elastic elements added to the traveling wheels and are equipped with guide wheels to improve the basic stability during travel.

[0004] However, the above-mentioned turnout inspection trolley with an integral rigid body still has the following defects: the turnout area has complex geometric shapes such as switch rails, frogs, and guide curves. Due to the ups and downs and left and right deflections of the turnout, the integral rigid body is prone to stress concentration, which can lead to the body twisting and cracking. At the same time, the concentrated impact load at the turnout cannot be effectively distributed, the running wheels are prone to suspension and jumping, and the rigid guide wheels are also prone to getting stuck in the gap of the switch rail, affecting the continuity of the inspection data and the safety of driving. Summary of the Invention

[0005] The purpose of this invention is to provide an intelligent inspection trolley for turnout rail inspection, in order to solve the problem in the prior art where the overall rigid car body is easily subjected to concentrated impact loads, resulting in insufficient car body stability and affecting the continuity of inspection data and driving safety.

[0006] The technical problem to be solved by the present invention can be achieved by the following technical solution: an intelligent inspection trolley for turnout rail inspection, including a car body, the car body being divided into several segments along the length direction, and a movable connecting member being provided between any two adjacent car body segments, and several buffer wheel assemblies being provided on both sides of the interior of the car body.

[0007] Preferably, the movable connector includes a connecting rod, both ends of which are rotatably connected to connecting heads. The two connecting heads are respectively disposed in two adjacent vehicle bodies. A push spring is slidably sleeved in the middle of the connecting rod, and both ends of the push spring are fixedly connected to one side of the two adjacent vehicle bodies.

[0008] Preferably, each of the two connecting ends is provided with an auxiliary limiting member, the auxiliary limiting member including a limiting sleeve, the inner wall of the limiting sleeve being fixedly connected to a limiting block, and one side of the limiting block having a plurality of limiting inclined surfaces with different inclination angles.

[0009] Preferably, the buffer wheel assembly includes a base, a roller frame is slidably mounted inside the base, a traveling roller is mounted on the inner wall of the roller frame, a buffer rod is fixedly connected to the top of the roller frame, a buffer spring is sleeved on the outer wall of the buffer rod, and one end of the buffer spring is in close contact with the base.

[0010] Preferably, the two parallel bases are fixedly connected by a mounting bracket, and the top center of the mounting bracket is fixedly connected to the middle of the vehicle body by a mounting rod.

[0011] Preferably, guide wheel frames are fixedly connected to the middle of both side walls of the vehicle body, and an extension rod is fixedly connected inside the guide wheel frame. One end of the extension rod is rotatably connected to a flipping rod via a torsion spring, and one end of the flipping rod is rotatably connected to a contact ball.

[0012] Preferably, several sections of the vehicle body are provided with an inertial buffer assembly at their bottom. The inertial buffer assembly includes a platform frame, and a central shaft is provided in the middle of the inner wall of the platform frame. Two symmetrically arranged buffer pendulums are fixedly connected to the middle of the central shaft. Each buffer pendulum includes a connecting sleeve, and a counterweight is fixedly connected to the bottom of the connecting sleeve.

[0013] Preferably, the outer walls of both connecting sleeves are provided with driving tooth grooves, one side of each of the two driving tooth grooves is meshed with a driven gear, the middle of each of the two driven gears is fixedly connected with a transmission shaft, one end of each of the two transmission shafts is fixedly connected with a transmission gear, the two transmission gears are meshed with each other, the middle of each of the two transmission shafts is rotatably connected with a stabilizing sleeve, and one side of each of the two stabilizing sleeves is fixedly connected to the platform frame via a support rod.

[0014] Preferably, both ends of the central shaft are provided with end buffer assemblies, each end buffer assembly including a buffer sleeve, the inner wall of which is fixedly connected to a partition plate, the partition plate dividing the inner cavity of the buffer sleeve into a buffer cavity and a storage cavity, the end of the central shaft is fixedly connected to a push block, one side of which is in contact with the partition plate, and the edge of the partition plate is provided with several connecting holes.

[0015] Preferably, the plurality of connecting holes are divided into two groups arranged symmetrically at the top and bottom. In the natural state, the push block is located between the two groups of connecting holes, and the diameter of the connecting holes in the same group gradually decreases in one direction.

[0016] Compared with the prior art, the beneficial effects of this application are as follows: The intelligent inspection trolley for turnout rail inspection of the present invention decomposes the overall rigid car body into multiple segments. Through the rotating connecting rod, each segment of the car body can independently follow the rise and fall and left and right deflection of the turnout. This alleviates the problem that the traditional rigid car body cannot adapt to the complex geometry of the turnout, resulting in the overall twisting or bending deformation when moving along the track. It decomposes the concentrated impact load of the turnout into small displacements of each connecting node, protects the car body structure, and extends the service life of the device. This invention utilizes movable connecting parts and push springs on connecting rods to provide an elastic longitudinal force transmission path, absorbing traction and braking impacts, avoiding rigid pulling damage to the car body and connecting parts, and ensuring that each car body section closely follows the others. The auxiliary limiting parts at the connecting ends provide physical boundaries for car body rotation through multiple limiting slopes with different inclination angles, allowing the car body to move freely within a safe range, while preventing excessive deflection under extreme conditions. The progressive limiting makes deflection braking smoother, improving the driving stability and reliability under turnout conditions. Attached Figure Description

[0017] Figure 1 This is a three-dimensional schematic diagram of the detection vehicle of the present invention; Figure 2 This is a schematic diagram of the structure of the movable connector of the present invention; Figure 3 This is a schematic diagram of the structure of the buffer wheel assembly of the present invention; Figure 4 This is a schematic diagram of the installation position of the inertial buffer component of the present invention; Figure 5 This is a three-dimensional schematic diagram of the inertial buffer component of the present invention; Figure 6 This is a schematic diagram of the internal structure of the inertial buffer component of the present invention; Figure 7 This is a cross-sectional schematic diagram of the inertial buffer assembly of the present invention; Figure 8 This is a cross-sectional schematic diagram of the end buffer assembly of the present invention; Figure 9 This is a schematic diagram of the structure of the partition plate of the present invention; Figure 10 This is a schematic diagram of the working state of the end buffer component of the present invention.

[0018] Explanation of reference numerals in the attached figures: 101. Vehicle body; 102. Connecting rod; 103. Connecting end; 104. Push spring; 105. Spring frame; 106. Limiting sleeve; 107. Limiting block; 108. Guide wheel frame; 109. Contact ball; 110. Traveling roller; 111. Base; 112. Roller frame; 113. Buffer spring; 114. Mounting frame; 115. Mounting rod; 201. Platform frame; 202. Central shaft; 203. Connecting sleeve; 204. Counterweight block; 205. Driven gear; 206. Transmission gear; 207. Buffer sleeve; 208. Partition plate; 209. Connecting hole; 210. Pushing block; 211. Sealing gasket; 212. Docking frame; 213. Stabilizing sleeve. Detailed Implementation

[0019] The specific embodiments of the present invention will be described in detail below, but it should be understood that the scope of protection of the present invention is not limited to the specific embodiments.

[0020] Example 1 The existing turnout rail inspection trolleys mostly use an integral rigid car body 101, which cannot adapt to the ups and downs, left and right deflections and torsional deformations in the turnout area, which easily leads to stress concentration and cracking of the car body 101; at the same time, the integral wheel set is prone to single wheel suspension and impact jump, and the rigid guide wheel is prone to getting stuck in the gap of the switch rail, causing jamming and derailment, resulting in poor continuity of inspection data and poor driving safety.

[0021] like Figures 1 to 3 In this embodiment, the intelligent inspection trolley for turnout rail inspection includes a trolley body 101. Various intelligent monitoring devices are fixedly installed on the front end and outer side of the trolley body 101. A communication control and power supply module is installed inside the trolley body 101. The aforementioned intelligent monitoring devices, communication control, and power supply module are all implemented using existing technologies. The trolley body 101 is divided into several segments along its length, and a movable connecting member is provided between any two adjacent segments of the trolley body 101. Several buffer wheel assemblies are provided on both sides of the interior of the trolley body 101. A guide wheel frame 108 is fixedly connected to the middle of both side walls of the trolley body 101. An extension rod is fixedly connected inside the guide wheel frame 108. One end of the extension rod is rotatably connected to a flipping rod via a torsion spring, and one end of the flipping rod is rotatably connected to a contact ball 109.

[0022] Please see Figure 2The movable connector includes a connecting rod 102, with connecting ends 103 rotatably connected to both ends of the connecting rod 102. The two connecting ends 103 are respectively located within two adjacent vehicle body sections 101. A push spring 104 is slidably sleeved in the middle of the connecting rod 102, and the two ends of the push spring 104 are respectively fixedly connected to the spring frames 105 of the two adjacent vehicle body sections 101. An auxiliary limiting component is provided on one side of each of the two connecting ends 103. The auxiliary limiting component includes a limiting sleeve 106, and a limiting block 107 is fixedly connected to the inner wall of the limiting sleeve 106. A plurality of limiting inclined surfaces with different inclination angles are provided on one side of the limiting block 107.

[0023] Please see Figure 3 The buffer wheel assembly includes a base 111, a roller frame 112 slidably mounted inside the base 111, a traveling roller 110 mounted on the inner wall of the roller frame 112, a buffer rod fixedly connected to the top of the roller frame 112, and a buffer spring 113 sleeved on the outer wall of the buffer rod, with one end of the buffer spring 113 in close contact with the base 111. Two parallel bases 111 are fixedly connected by a mounting bracket 114, and the top center of the mounting bracket 114 is fixedly connected to the middle of the vehicle body 101 by a mounting rod 115.

[0024] The working principle of the above embodiment is as follows: When the trolley passes through the turnout, the adjacent car bodies 101 rotate relative to each other around the connecting rod 102 and slide slightly along the axial direction. The push spring 104 absorbs the longitudinal traction or braking impact, and the limiting slope provides progressive deflection limit. The individual traveling rollers 110 rise and fall independently with the undulation of the rail surface, and the buffer spring 113 absorbs high-frequency vertical impact, ensuring that all wheels are always in contact with the rail surface. The contact ball 109 provides guiding force by pressing against the inner side of the rail with constant pressure under the action of the torsion spring. When passing through the switch rail gap, it automatically flips inward to avoid it and automatically resets after passing through the gap.

[0025] It should be emphasized that the core improvement of this embodiment lies in the basic adaptation system of multiple car body 101 segments and single wheel independent buffer and elastic avoidance guidance. The three aspects of car body 101 structure, wheel set support and lateral limit guidance are coordinated to solve the problems of deformation adaptation, impact absorption and anti-rail jamming under complex turnout conditions. This enables the trolley to travel continuously and smoothly in the turnout area and also improves the service life of car body 101.

[0026] It should be noted that the limiting inclined surfaces with different tilt angles correspond to the safety limits of the vehicle body 101 for tilting, pitching, and twisting, and the braking force increases with the increase of the deflection angle.

[0027] It should be noted that the contact ball 109 is made of wear-resistant steel with a hardened surface, resulting in a long service life.

[0028] Example 2 Because trains generate centrifugal force when cornering, the outer rails are often raised during track construction, causing the train body 101 to tilt slightly inwards towards the curve. This utilizes the component of gravity to counteract the centrifugal force. This ensures safe operation, prevents derailment, and reduces wear on the wheels and rails. Superelevation, however, refers to the height difference between the outer and inner rails on a curved section of railway. Superelevation causes the train body 101 to tilt in the roll direction. For the track inspection trolley, this tilting causes the sensors mounted on it to deviate from their measurement reference, resulting in severely distorted measurements of track gauge and other parameters.

[0029] It is understandable that in Embodiment 1, although the turnout adaptation and vibration problems can be solved by means of independent buffering of multiple car body sections 101, the car body 101 will still tilt laterally due to track superelevation and sway due to lateral impact. Traditional electronic control stabilization systems have defects such as slow response, poor reliability and susceptibility to electromagnetic interference in the field, and cannot provide a stable absolute horizontal reference for the detection sensors.

[0030] like Figures 4 to 7 To address the aforementioned issues, this embodiment incorporates inertial buffer assemblies at the bottom of several sections of the vehicle body 101. Each inertial buffer assembly includes a platform frame 201, with a docking frame 212 at its top for connection to the vehicle body 101. A central shaft 202 is located in the center of the inner wall of the platform frame 201, and two symmetrically arranged buffer pendulums are fixedly connected to the center of the central shaft 202. Each buffer pendulum includes a connecting sleeve 203, and a counterweight 204 is fixedly connected to the bottom of the connecting sleeve 203. The two symmetrical counterweights 204 ensure that the center of gravity of the entire inertial buffer assembly is significantly lower than the rotation axis of the central shaft 202. When the vehicle body 101 slowly tilts due to track superelevation, gravity generates a downward restoring torque on the two pendulums, driving the central shaft 202 and the platform frame 201 to rotate in opposite directions, automatically maintaining a horizontal state. When the vehicle body 101 experiences a lateral impact, the pendulums exhibit a swinging tendency due to inertia, thus initially suppressing the lateral sway of the platform.

[0031] It should be emphasized that the core improvement of this embodiment lies in the adoption of a purely mechanical passive double pendulum gravity self-balancing structure, which can provide an absolute horizontal reference that does not depend on external signals. The reliability is significantly improved in the field environment with humidity, dust and strong electromagnetic interference, and interference with various intelligent devices installed on the detection trolley is avoided, reducing the complexity of the overall control operating system of the device.

[0032] It should be noted that the mass of the counterweight 204 is designed based on the total weight of the platform frame 201 and the sensors mounted thereon, so that the gravity restoring torque matches the platform's rotational inertia, ensuring timely static leveling response.

[0033] It should be noted that the platform frame 201 is made of lightweight, high-strength materials, which reduces the overall weight while ensuring rigidity and minimizes the impact on the running performance of the vehicle body 101.

[0034] Example 3 It is understandable that in Embodiment 2, the two buffer pendulums move independently. When the vehicle body 101 suffers a severe lateral impact, the two pendulums will swing in the same direction, which cannot effectively suppress the transmission of impact energy. The platform will still shake significantly, causing the platform to sway and affecting the detection accuracy.

[0035] like Figure 7 To address the aforementioned issues, both connecting sleeves 203 have drive tooth grooves on their outer walls. Driven gears 205 are meshed with one side of each drive tooth groove. Drive shafts are fixedly connected to the middle of each driven gear 205. Drive gears 206 are fixedly connected to one end of each drive shaft. The two drive gears 206 mesh with each other. Stabilizing sleeves 213 are rotatably connected to the middle of each drive shaft. One side of each stabilizing sleeve 213 is fixedly connected to the platform frame 201 via a support rod. This gear transmission connection method causes the two buffer pendulums to swing in opposite directions. When the vehicle body 101 is subjected to a lateral impact, the inertial force causes the two pendulums to swing in the same direction. Meanwhile, the meshing transmission gears 206 mesh and lock each other in rotation. The impact force is converted into the internal force of the gear pair, which restricts the movement of the pendulums relative to the platform. This makes the pendulums and the platform frame 201 form a rigid whole. The overall low center of gravity and the gravity recovery torque greatly suppress the platform's sway. When the vehicle body 101 tilts slowly, gravity exerts a differential force on the two pendulums, driving the two connecting sleeves 203 to rotate in opposite directions. The driven gear 205 and the transmission gear 206 rotate synchronously in opposite directions with the pendulums, allowing the platform to be leveled normally.

[0036] It should be emphasized that the core improvement of this embodiment is that the gear linkage mechanism distinguishes between conventional gravity and impact. When the two buffer pendulums move in the same direction due to impact, they are locked and suppressed, while the movement caused by the slow-acting gravity difference is allowed. The pure mechanical structure solves the problem that traditional inertial stabilization systems cannot suppress impacts, which leads to platform sway.

[0037] It should be noted that reasonable backlash is controlled during the machining of each gear to ensure timely impact response and leveling accuracy.

[0038] Example 4 It is understandable that in Embodiment 3, the two buffer pendulums rely solely on gravity to suppress the impact. For severe impacts at the turnout switch rails and frogs, the platform takes a long time to recover from the start of the swing to a stable state, affecting the stability of the detection data. Furthermore, using a traditional rigid mechanical structure to rigidly limit the buffer pendulums will generate secondary impacts, further aggravating the platform vibration and even damaging internal sensors or other sensitive devices.

[0039] like Figures 8 to 9 To solve the above problems, this embodiment, based on embodiment three, provides end buffer assemblies at both ends of the central shaft 202. The end buffer assembly includes a buffer sleeve 207, and a partition plate 208 is fixedly connected to the inner wall of the buffer sleeve 207. The partition plate 208 divides the inner cavity of the buffer sleeve 207 into a buffer cavity and a storage cavity. A push block 210 is fixedly connected to the end of the central shaft 202. One side of the push block 210 is in contact with the partition plate 208. Several connecting holes 209 are opened on the edge of the partition plate 208.

[0040] In this embodiment, the buffer sleeve 207 is filled with hydraulic oil. When the platform frame 201 drives the central shaft 202 to rotate, the push block 210 slides in the buffer cavity, pushing the hydraulic oil to flow between the buffer cavity and the storage cavity through the connecting holes 209 on the partition plate 208, generating damping force, absorbing impact energy, and accelerating the attenuation of platform sway. The storage cavity is used to hold hydraulic oil. During the movement of the push block 210, a set of connecting holes 209 in the opposite direction to its movement direction undertakes the operation of returning the hydraulic oil.

[0041] It should be emphasized that the core improvement of this embodiment is that the end buffer assembly is integrated into the end of the central shaft 202. By utilizing the correlation characteristics between hydraulic damping and motion speed (i.e., the faster the motion speed, the greater the hydraulic damping), adaptive adjustment of low speed with small damping and high speed with large damping is achieved. It is integrated with the buffer pendulum design, with a compact structure, no exposed pipelines, and a fully sealed structure that achieves maintenance-free operation.

[0042] It should be noted that, such as Figure 8 A sealing gasket 211 is provided at the position where the buffer sleeve 207 is connected to the central shaft 202 to prevent hydraulic oil from leaking under pressure.

[0043] Example 5 It is understandable that in Embodiment 4, if the connecting hole 209 on the partition plate 208 adopts a uniform aperture design, there will be a contradiction that the damping is too large when adjusting at low speed, affecting the response speed, and the damping is insufficient when impacting at high speed, making it impossible to quickly decay the oscillation; and it is impossible to achieve flexible buffering at the end of the stroke, and there is still a risk of rigid impact.

[0044] like Figures 9 to 10To solve the above problems, several connecting holes 209 are divided into two groups arranged symmetrically vertically. In the natural state, the push block 210 is located between the two groups of connecting holes 209. The diameter of the connecting holes 209 in the same group gradually decreases in one direction. In this embodiment, referring to... Figure 9 and Figure 10 A set of connecting holes 209 located above the central axis 202 gradually decreases in size in a clockwise direction, while a set of connecting holes 209 located below the central axis 202 gradually increases in size in a clockwise direction.

[0045] It should be emphasized that the core improvement of this embodiment lies in the following: when the central shaft 202 rotates at a low speed for leveling, the pusher block 210 pushes the hydraulic oil through the large-diameter connecting hole 209, resulting in very small damping force, which does not affect the leveling response speed; at this time, the state is as follows: Figure 10 (a) When the platform swings at high speed due to impact, the larger connecting hole 209 is gradually blocked, and the hydraulic oil cannot pass through the smaller diameter connecting hole 209 in time, generating a large damping force and rapidly absorbing the impact energy; the state at this time is as follows. Figure 10 (b) When the platform swings near the end of its stroke, it can only return through the small-diameter connecting hole 209. The damping force rises rapidly, which flexibly decelerates the platform speed to zero, thus achieving soft limit protection.

[0046] It should be noted that the design of the variable aperture connecting hole 209 enables continuous adaptive adjustment of the damping force and integrates the end soft limit function; it not only ensures the rapid response of static leveling but also achieves efficient attenuation of dynamic impact, significantly improving the stability of the platform.

[0047] Working principle of the invention: When the trolley is working, it travels along the track. The multiple sections of the trolley body 101 achieve relative rotation and axial sliding through movable connecting parts to adapt to the undulations and inclination changes of the track in the turnout area. The push spring 104 transmits longitudinal force and buffers traction and braking impact, and the auxiliary limiting part restricts the excessive deflection of the trolley body 101. The buffer wheel assembly inside the car body 101 works with the undulation of the rail surface. The traveling roller 110 drives the roller frame 112 to slide along the base 111. The buffer spring 113 is compressed or extended to absorb vertical impact and ensure that the traveling roller 110 is in continuous contact with the rail surface. The base 111 on the same side forms an integral support structure through the mounting frame 114, and the weight of the car body 101 suppresses the lifting and tilting movement of the buffer wheel assembly. The elastic guide mechanisms on both sides of the car body 101 work synchronously. The torsion spring drives the flipping rod to make the contact ball 109 press against the inner side of the rail with constant pressure, providing lateral guidance for the trolley. When the contact ball 109 passes through the gap between the switch rail and the main rail, the flipping rod overcomes the torsion spring force and flips inward, causing the contact ball 109 to automatically reset after passing through the gap.

[0048] When the car body 101 travels along the normal position of the track, and the car body 101 tilts laterally as the track tilts, the two buffer pendulums of the inertial buffer assembly generate differential motion under the action of gravity, keeping the platform frame 201 horizontal; when the wheels of the car body 101 collide with the special structure of the turnout (such as switch rail, frog, guide curve) and generate dynamic inertial force, i.e. when subjected to lateral impact, the two buffer pendulums generate a tendency to swing in the same direction, and drive the driven gear 205 to rotate through the drive tooth groove on the outer wall of the connecting sleeve 203. The two meshing transmission gears 206 lock the unidirectional movement of the pendulums, so that the pendulums and the platform frame 201 form a rigid whole, thereby suppressing the lateral sway of the platform frame 201 and the car body 101. When the central shaft 202 rotates, it drives the push block 210 of the end buffer assembly to slide within the buffer sleeve 207, pushing hydraulic oil through the connecting hole 209 on the partition plate 208 to flow between the buffer chamber and the storage chamber, generating damping force to absorb impact energy; the multiple connecting holes 209 with gradually changing diameters arranged symmetrically on the upper and lower parts of the partition plate 208 allow the damping force to adaptively adjust with the platform rotation speed. When the platform swings to the end of its stroke, the push block 210 can only return through the smallest diameter connecting hole 209, achieving flexible deceleration and stopping.

[0049] The basic principles, main features, and advantages of this application have been described above. Those skilled in the art should understand that this application is not limited to the above embodiments. The embodiments and descriptions in the specification are merely the principles of this application. Various changes and modifications can be made to this application without departing from its spirit and scope, and all such changes and modifications fall within the scope of the claimed application.

Claims

1. An intelligent inspection trolley for inspecting turnout rails, characterized in that, The vehicle includes a body (101), which is divided into several segments along its length. A movable connecting piece is provided between any two adjacent segments of the body (101). Several buffer wheel assemblies are provided on both sides of the interior of the body (101).

2. The intelligent inspection trolley for turnout rail inspection as described in claim 1, characterized in that, The movable connector includes a connecting rod (102), both ends of which are rotatably connected to connecting ends (103). The two connecting ends (103) are respectively disposed in two adjacent vehicle bodies (101). A push spring (104) is slidably sleeved in the middle of the connecting rod (102), and both ends of the push spring (104) are fixedly connected to one side of the two adjacent vehicle bodies (101).

3. The intelligent inspection trolley for turnout rail inspection as described in claim 2, characterized in that, Each of the two connecting ends (103) is provided with an auxiliary limiting component on one side. The auxiliary limiting component includes a limiting sleeve (106). The inner wall of the limiting sleeve (106) is fixedly connected to a limiting block (107). One side of the limiting block (107) is provided with several limiting inclined surfaces with different inclination angles.

4. The intelligent inspection trolley for turnout rail inspection as described in claim 1, characterized in that, The buffer wheel assembly includes a base (111), a roller frame (112) is slidably installed inside the base (111), a traveling roller (110) is installed on the inner wall of the roller frame (112), a buffer rod is fixedly connected to the top of the roller frame (112), and a buffer spring (113) is sleeved on the outer wall of the buffer rod, with one end of the buffer spring (113) in close contact with the base (111).

5. The intelligent inspection trolley for turnout rail inspection as described in claim 4, characterized in that, Two parallel bases (111) are fixedly connected by a mounting bracket (114), and the top center of the mounting bracket (114) is fixedly connected to the middle of the vehicle body (101) by a mounting rod (115).

6. The intelligent inspection trolley for turnout rail inspection as described in claim 1, characterized in that, Guide wheel frames (108) are fixedly connected to the middle of both sides of the vehicle body (101). An extension rod is fixedly connected inside the guide wheel frame (108). One end of the extension rod is rotatably connected to a flipping rod through a torsion spring. One end of the flipping rod is rotatably connected to a contact ball (109).

7. The intelligent inspection trolley for turnout rail inspection as described in claim 1, characterized in that, Several sections of the vehicle body (101) are equipped with inertial buffer components at their bottoms. The inertial buffer components include a platform frame (201). A central shaft (202) is provided in the middle of the inner wall of the platform frame (201). Two symmetrically arranged buffer pendulums are fixedly connected to the middle of the central shaft (202). The buffer pendulums include connecting sleeves (203). A counterweight (204) is fixedly connected to the bottom of the connecting sleeves (203).

8. The intelligent inspection trolley for turnout rail inspection as described in claim 7, characterized in that, Both connecting sleeves (203) have drive tooth grooves on their outer walls. A driven gear (205) is meshed with one side of each of the two drive tooth grooves. A drive shaft is fixedly connected to the middle of each of the two driven gears (205). A drive gear (206) is fixedly connected to one end of each of the two drive shafts. The two drive gears (206) mesh with each other. A stabilizing sleeve (213) is rotatably connected to the middle of each of the two drive shafts. The two stabilizing sleeves (213) are fixedly connected to the platform frame (201).

9. The intelligent inspection trolley for turnout rail inspection as described in claim 8, characterized in that, Both ends of the central shaft (202) are provided with end buffer assemblies. The end buffer assembly includes a buffer sleeve (207). A partition plate (208) is fixedly connected to the inner wall of the buffer sleeve (207). A push block (210) is fixedly connected to the end of the central shaft (202). One side of the push block (210) is in close contact with the partition plate (208). Several connecting holes (209) are opened on the edge of the partition plate (208).

10. The intelligent inspection trolley for turnout rail inspection as described in claim 9, characterized in that, The connecting holes (209) are divided into two groups arranged symmetrically at the top and bottom. In the natural state, the push block (210) is located between the two groups of connecting holes (209), and the diameter of the connecting holes (209) in the same group gradually decreases in one direction.

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