An electric trolley for railway tunnel detection

Abstract

The application discloses an electric trolley for railway tunnel detection, relates to the technical field of detection trolleys, and aims at improving the problems of high overall gravity center of a tunnel detection trolley, easy shaking and poor stability during driving and operation, and the like, setting a split type counterweight ball coaxial with a theoretical gravity center in the center of a trolley body assembly frame, forming a prestressed tension structure with a reinforced steel cable to improve the overall rigidity of an upper frame, driving a lower ball to rotate by an auxiliary motor and a conversion disc, generating a reverse balance moment by centrifugal counterweight and a movable counterweight block to realize rapid dynamic counterweighting, simultaneously, adjusting the inclination angle of the lower ball by differentiating the extension and contraction of a same-direction inclined pneumatic telescopic rod in the conversion disc, realizing 360-degree omnidirectional gravity center offset compensation in cooperation with real-time detection of an inclination sensor and collaborative control of a control system, and effectively inhibiting the shaking of the trolley during driving and operation, and improving the stability and safety of detection operation.

Description

Technical Field

[0001] This invention relates to the field of inspection trolley technology, and more specifically to an electric trolley for railway tunnel inspection. Background Technology

[0002] When using radar detectors to inspect the quality of tunnel lining and the condition of lateral and rear cavities, the tunnels are often quite high and long, requiring the erection of long scaffolding, which is time-consuming and labor-intensive. Therefore, the conventional approach is to use a simple trolley with an electric drive system to achieve long-distance inspection. However, the following issues should be noted during its operation: The height of a typical tunnel is approximately 4 to 7.25 meters. Therefore, the overall height of the trolley is relatively high. Especially with the addition of inspection and repair equipment, the center of gravity of the trolley is higher, resulting in poor stability during operation. The key issue is that during inspection / repair work, when workers move on the upper platform of the trolley, the swaying caused by the shift in the center of gravity of the trolley is further aggravated. This not only indirectly affects the work process but also poses a safety hazard of falling. In response to these problems, a solution is proposed. Summary of the Invention

[0003] The purpose of this invention is to provide an electric trolley for railway tunnel inspection, in order to solve the above-mentioned technical problems.

[0004] The objective of this invention can be achieved through the following technical solution: an electric trolley for railway tunnel inspection, comprising a car body frame, wherein a counterweight ball is provided inside the car body frame; Among them, the center point of the counterweight ball and the center point of gravity of the car body frame are on the same vertical axis, and the counterweight ball is composed of an upper ball and a lower ball distributed from top to bottom; Among them, reinforcing steel cables are installed at the four inflection points at the high position of the vehicle body frame, and the ends of each reinforcing steel cable are installed on the outside of the upper sphere in a symmetrical ring distribution. An auxiliary motor is installed directly below the counterweight ball on the vehicle frame. A conversion disc is provided between the auxiliary motor and the lower ball; The conversion plate consists of two symmetrically arranged connecting plates, and multiple pneumatic telescopic rods are arranged between the two connecting plates along their center point.

[0005] Further configuration: the upper sphere and the lower sphere are rotatably connected along their respective center points, the connecting plate located on the upper side is fixedly connected to the lower center point of the lower sphere, and another connecting plate is installed at the output end of the auxiliary motor; The volume of the upper sphere is smaller than the volume of the lower sphere.

[0006] The design is further configured such that: multiple sliding rods are installed at the outer edge of the lower sphere along its center point, each sliding rod is inclined upward in the horizontal direction, and centrifugal beads are installed on the sliding rod in a sliding manner.

[0007] The lower sphere is further configured such that its interior is hollow and a movable counterweight is placed inside it, and the movable counterweight remains free to move within the lower sphere.

[0008] A further feature is provided: a corrugated protective cover is installed between the two connecting discs.

[0009] The pneumatic telescopic rod is further configured such that both ends are spheres, and the two ends of the pneumatic telescopic rod are movably connected to the connecting plate.

[0010] The configuration is further defined as follows: each of the pneumatic telescopic rods is maintained in a vertically inclined position, and each pneumatic telescopic rod is inclined in the same direction and at the same angle along the annular contour of the connecting plate.

[0011] The present invention has the following beneficial effects: Achieving rapid response and omnidirectional dynamic center of gravity compensation, the system utilizes the synergistic effect of centrifugal force generated by the rotation of a ball driven by an auxiliary motor and precise adjustment of the tilt angle by a pneumatic telescopic rod. Compensation can be completed before the vehicle body sway reaches its maximum value, with a response speed far superior to traditional hydraulic counterweight systems. It can cover all possible center of gravity shift scenarios, including lateral, longitudinal, and diagonal movements, significantly reducing the sway amplitude of the trolley when traveling on uneven tracks and when personnel are moving and working on the platform. This ensures the safety of operators and avoids the impact of sway on the data acquisition accuracy of the testing equipment.

[0012] Secondly, taking into account both static structural stability and dynamic system reliability, the prestressed tension structure formed by the steel cable and the upper sphere of the counterweight ball is strengthened to effectively disperse the concentrated load of the upper frame, improve the overall torsional and bending resistance, and avoid local deformation caused by single-point load. The split counterweight ball adopts a structural design with a lower center of gravity, and with the corrugated protective cover to protect the key connection parts of the pneumatic telescopic rod, the counterweight system can be guaranteed to operate stably for a long time in the dusty and water vapor environment of the tunnel. Moreover, this technical solution does not require major changes to the original trolley main structure. Attached Figure Description

[0013] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0014] Figure 1This is a schematic diagram of the structure of an electric trolley for railway tunnel inspection proposed in this invention; Figure 2 This is a schematic diagram of the counterweight ball in this invention; Figure 3 For the present invention Figure 2 Cross-sectional view of the lower middle sphere; Figure 4 For the present invention Figure 3 The front view; Figure 5 This is a cross-sectional view of the conversion disk in this invention.

[0015] In the diagram: 1. Car body frame; 2. Counterweight ball; 3. Reinforcing steel cable; 4. Converter plate; 5. Auxiliary motor; 6. Slide rod; 7. Centrifugal ball; 8. Movable counterweight block; 9. Pneumatic telescopic rod. Detailed Implementation

[0016] The technical solution of the present invention will be clearly and completely described below with reference to the embodiments. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0017] Example 1: Refer to Figure 1 The structure of the railway maintenance trolley is explained below. The trolley is typically constructed using a steel frame 1 as the main load-bearing structure. The bottom is equipped with a set of wheels driven by a servo motor that travel along the existing track inside the tunnel. The upper part is equipped with a 2-3 layer working platform. The bottom layer is used to place power equipment such as electrical control cabinets and battery packs. The middle and top layers are used to install detection equipment such as ground-penetrating radar, laser scanners, and ultrasonic detectors, while also providing operating space for workers. The trolley can perform continuous mobile inspection operations throughout the entire length of the tunnel through an electric drive system. This requires consideration of several factors: the clearance height of railway tunnels is typically 4–7.25m. To meet the requirements for top lining inspection, the overall height of the trolley needs to be close to the tunnel clearance, resulting in a concentrated load on the upper equipment and personnel, and a significantly higher overall center of gravity. A higher center of gravity means greater instability, especially when the trolley travels on uneven sections such as track joints and turnouts, causing vertical and lateral bumps. More importantly, when workers move, operate equipment, or carry tools on the top platform, the center of gravity of the trolley will shift in real time and in multiple directions. All of these issues will affect the actual use process. In response, this invention proposes an electric trolley for railway tunnel inspection. A split counterweight ball 2, coaxial with the theoretical center of gravity of the trolley, is set at the center of the trolley frame 1. Four reinforcing steel cables 3 connect the four inflection points at the top of the trolley frame 1 to the outer ring of the upper ball of the counterweight ball 2 in a symmetrical ring, forming a prestressed tension structure. This significantly improves the overall rigidity of the upper frame, or it can be understood as 'shifting' the center of gravity, causing it to 'deviate' downwards. However, in reality, the center of gravity of the overall trolley frame does not change significantly. A conversion disk 4 driven by an auxiliary motor 5 is set directly below the counterweight ball 2. Together with the slide rod 6 on the outer edge of the lower ball, the centrifugal ball 7, and the movable counterweight block 8 in the hollow cavity inside, it realizes rapid dynamic counterweight compensation. At the same time, multiple pneumatic telescopic rods 9 that are tilted in the same direction in the conversion disk 4 realize multi-dimensional and high-precision center of gravity adjustment. Essentially, it uses the "compensation process" between centrifugal force and gravity to fundamentally solve the swaying problem during the trolley's travel and operation. It "releases" or "transfers" the stress caused by the unstable center of gravity through the conversion process of centrifugal force.

[0018] Example 2: Based on the technical direction in Example 1, the following is a detailed explanation: S1: Initial static equilibrium state When the trolley is not started and no personnel are working, it is in an initial static equilibrium state. At this time, the geometric center of the counterweight ball 2 and the theoretical center of gravity of the car body frame 1 are precisely on the same vertical axis. The four reinforcing steel cables 3 connect the four inflection points at the top of the car body frame 1 to the four annular symmetrical suspension points outside the upper ball. The steel cables are in a preset tension state, which concentrates the distributed load of the upper frame to the central counterweight ball 2, forming a stable spatial tension structure. This structure can significantly improve the overall torsional and bending resistance of the upper frame, so that when the upper frame is subjected to a single-point concentrated load, the stress can be evenly distributed to the entire car body structure through the steel cables, avoiding local deformation. At this time, all the pneumatic telescopic rods 9 of the conversion plate 4 are in the initial equal length state, the upper and lower connecting plates remain parallel, the auxiliary motor 5 is in the power-off and locked state to prevent the lower ball from rotating accidentally, the movable counterweight 8 in the hollow cavity inside the lower ball is stationary at the center position of the bottom of the cavity under the action of gravity, and the centrifugal beads 7 on the multiple sliding rods 6 are all located near the initial end of the lower ball, that is, they fall at the lowest position of the sliding rod 6 in the direction of gravity. The entire counterweight system is in a symmetrical balance state.

[0019] S2: Compensation process for unilateral lateral center of gravity shift During operation, a high-precision dual-axis tilt sensor needs to be installed in the overall vehicle frame 1 to obtain the direction of deviation of the vehicle center in real time. When the operator moves to the left side of the vehicle or the left detection equipment is activated, causing the left center of gravity of the vehicle to shift, the high-precision dual-axis tilt sensor installed at the center of the vehicle frame 1 detects the tilt angle and tilt angular velocity signal of the vehicle to the left in real time and transmits the signal to the vehicle PLC control system. After calculation, the control system sends a rotation command to the auxiliary motor 5, which then starts and drives the lower connecting plate of the conversion disk 4 to rotate clockwise through its output terminal.

[0020] Since the upper connecting plate of the conversion disk 4 is fixedly connected to the lower center point of the lower ball, and all the pneumatic telescopic rods 9 are kept at the same length, the lower ball will rotate clockwise synchronously relative to the fixed upper ball. When the lower ball rotates, it drives the multiple sliding rods 6 evenly distributed along the circumference of its outer edge to rotate synchronously. The centrifugal beads 7 on the sliding rods 6 slide outward along the horizontally upward inclined sliding rods 6 under the action of centrifugal force. Since the sliding rods 6 are set to be inclined upward, the centrifugal beads 7 will generate a downward component force when sliding outward. This component force and the centrifugal force work together to significantly increase the rotational inertia of the lower ball, which can quickly generate a balancing torque that is equal in magnitude and opposite in direction to the tilting torque of the vehicle body, thus counteracting the left tilting tendency of the vehicle body.

[0021] At the same time, the movable counterweight 8 inside the hollow cavity of the lower sphere moves outward in the direction of rotation under the combined action of centrifugal force and gravity, forming a secondary dynamic counterweight, which further amplifies the balance compensation effect. The response time of this compensation process is less than 0.3 seconds, which is much faster than the response speed of the hydraulic counterweight system. It can complete the compensation before the vehicle body sway reaches its maximum value, effectively suppressing the generation of sway. Specifically, it can be referred to as a conventional roly-poly structure. When the vehicle body tilt angle returns to 0°, the control system sends a stop command to the auxiliary motor 5, the auxiliary motor 5 is locked, the centrifugal ball 7 and the movable counterweight 8 remain in their current positions, maintaining a new balance state. When the operator returns to the center position, the auxiliary motor 5 rotates in the opposite direction, driving all components to reset to their initial state.

[0022] S3: Compensation process for longitudinal center of gravity shift. When the operator moves forward, causing the vehicle to tilt forward, the tilt sensor detects the tilt signal and the control system sends a differentiated extension command to the pneumatic telescopic rod 9 in the conversion plate 4. Since each pneumatic telescopic rod 9 has a spherical structure at both ends and is movably connected to the upper and lower connecting plates, and all pneumatic telescopic rods 9 maintain the same tilt in the same direction and angle along the annular contour of the connecting plate, by controlling the extension amount of the pneumatic telescopic rods 9 at different positions, the lower ball can tilt relative to the upper ball in any direction. However, the movable connection method of the pneumatic telescopic rod 9 relative to the connecting plate is mainly used to address the possible center of gravity deviation between the upper and lower balls. When the vehicle body sways, the actual position of the counterweight ball 2 deviates from the position of the auxiliary motor output shaft, resulting in two problems: either the auxiliary motor cannot drive the lower ball to rotate, or the auxiliary motor output shaft restricts the range of motion of the counterweight ball 2, keeping it in a vertical position. To address this, each pneumatic telescopic rod 9 needs to still be able to "transmit" the power of the auxiliary motor to the lower ball when the two connecting plates deflect. The key is that the connecting plate at the lower position remains oriented due to the limitation of the auxiliary motor output shaft, while the connecting plate at the upper position deflects oriented relative to the connecting plate at the lower position and the lower ball, but still has the ability to rotate. Specifically, when the vehicle body tilts forward, the control system shortens the pneumatic telescopic rod 9 located at the front and extends the pneumatic telescopic rod 9 at the rear, while the pneumatic telescopic rods 9 on both sides remain at a constant length. At this time, the upper connecting plate of the conversion plate 4 will tilt forward relative to the lower connecting plate, thereby causing the lower ball to tilt forward as a whole, shifting the center of gravity of the counterweight ball 2 forward and generating a rearward balancing torque to counteract the forward tilting tendency of the vehicle body. Similarly, when the vehicle body tilts backward, the control system shortens the pneumatic telescopic rod 9 at the rear and extends the pneumatic telescopic rod 9 at the front, causing the lower ball to tilt backward and generating a forward balancing torque.

[0023] This process can achieve precise compensation for longitudinal center of gravity shift. The pneumatic telescopic rod 9 can be driven by compressed air, and the movement is smooth and shock-free, without generating additional vibration to the vehicle body. S4: Compensation process for complex oblique center of gravity shift When the operator moves to the left front of the vehicle body, causing the vehicle body to tilt to the left front, the control system will simultaneously activate the auxiliary motor 5 and the pneumatic telescopic rod 9 for coordinated compensation. First, the auxiliary motor 5 drives the lower ball to rotate clockwise by a certain angle, causing the centrifugal bead 7 and the movable counterweight 8 to generate a lateral balancing torque to the right; at the same time, the control system controls the front pneumatic telescopic rod 9 to shorten and the rear pneumatic telescopic rod 9 to extend, causing the lower ball to tilt forward and generate a longitudinal balancing torque to the rear. The lateral balancing torque and the longitudinal balancing torque are vectored together to form a composite balancing torque that is equal in magnitude and opposite in direction to the tilting torque in the left front direction. This precisely counteracts the tilting tendency of the vehicle body. By combining the rotation of the auxiliary motor 5 with the tilting of the pneumatic telescopic rod 9, this system can achieve 360° all-directional center of gravity offset compensation, covering all possible center of gravity offset situations that may occur during the operation of the trolley.

[0024] The following is a supplement to the above: Throughout the operation, the corrugated protective cover on the outside of the conversion plate 4 extends and retracts synchronously with the pneumatic telescopic rod 9, which can effectively prevent foreign objects such as dust, water vapor, and concrete debris in the tunnel from entering the ball joint connection of the pneumatic telescopic rod 9, ensuring the operational accuracy and service life of the pneumatic telescopic rod 9.

[0025] The upper and lower spheres are connected by a high-precision thrust ball bearing, which makes the rotation and tilting of the lower sphere completely independent of the upper sphere and will not affect the tension of the reinforcing steel cable 3. This ensures that the upper frame always maintains a stable stress state. At the same time, the volume of the upper sphere is smaller than that of the lower sphere, which makes the overall center of gravity of the counterweight ball 2 lower, further improving the static stability of the system.

[0026] The preferred embodiments of the present invention disclosed above are merely illustrative of the invention. These preferred embodiments do not exhaustively describe all details, nor do they limit the invention to specific implementations. Clearly, many modifications and variations can be made based on the content of this specification. This specification selects and specifically describes these embodiments to better explain the principles and practical applications of the invention, thereby enabling those skilled in the art to better understand and utilize the invention. The invention is limited only by the claims and their full scope and equivalents.

Claims

1. An electric trolley for railway tunnel inspection, comprising a car body frame (1), characterized in that, The vehicle frame (1) is equipped with a counterweight ball (2). Among them, the center point of the counterweight ball (2) and the center of gravity of the car body frame (1) are on the same vertical axis, and the counterweight ball (2) is composed of an upper ball and a lower ball distributed from top to bottom; Among them, the four inflection points at the high position of the vehicle body frame (1) are equipped with reinforcing steel cables (3), and the end of each reinforcing steel cable (3) is installed on the outside of the upper sphere in a ring-symmetrical distribution. An auxiliary motor (5) is installed directly below the counterweight ball (2) on the car body frame (1); A conversion disk (4) is provided between the auxiliary motor (5) and the lower ball. The conversion plate (4) consists of two symmetrically arranged connecting plates, and multiple pneumatic telescopic rods (9) are arranged between the two connecting plates along their center point.

2. The electric trolley for railway tunnel inspection according to claim 1, characterized in that, The upper sphere and the lower sphere are rotatably connected along their center points, the connecting plate located on the upper side is fixedly connected to the center point of the lower sphere, and another connecting plate is installed at the output end of the auxiliary motor (5). The volume of the upper sphere is smaller than the volume of the lower sphere.

3. An electric trolley for railway tunnel inspection according to claim 1, characterized in that, Multiple sliding rods (6) are installed at the outer edge of the lower sphere along its center point. Each sliding rod (6) is inclined upward in the horizontal direction, and centrifugal beads (7) are installed on the sliding rod (6) in a sliding manner.

4. An electric trolley for railway tunnel inspection according to claim 1, characterized in that, The lower sphere is hollow inside and contains a movable counterweight (8), which moves freely inside the lower sphere.

5. An electric trolley for railway tunnel inspection according to claim 1, characterized in that, A corrugated protective cover is installed between the two connecting discs.

6. An electric trolley for railway tunnel inspection according to claim 1, characterized in that, The two ends of the pneumatic telescopic rod (9) are spheres, and the two ends of the pneumatic telescopic rod (9) are in a movable connection with the connecting plate.

7. An electric trolley for railway tunnel inspection according to claim 6, characterized in that, Each of the pneumatic telescopic rods (9) is maintained in a vertically inclined position, and each pneumatic telescopic rod (9) is tilted in the same direction and at the same angle along the annular contour of the connecting plate.

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