Self-adjusting track detection vehicle

Abstract

The self-adjusting track detection vehicle provided by the application is applied and installed on the bottom of the inner side of the track, comprising: a vehicle body and a wheel assembly; the vehicle body is provided with a device mounting interface for assembling a detection device, and the wheel assembly comprises: a wheel body and a running auxiliary limiting device; the running auxiliary limiting device comprises an elastic assembly, a shaft sleeve and a universal roller, and is assembled into a composite limiting structure through fasteners. Through the cooperative work of the vehicle body and the wheel assembly, and the accurate installation of the detection device, the self-adjusting track detection vehicle can realize real-time and accurate detection of the vehicle or the track, and improve the detection accuracy and efficiency. Through the running auxiliary limiting device and the elastic assembly, the detection vehicle can be stably limited and elastically supported during operation, thereby improving the operation stability and safety. The elastic assembly can also adapt to different operating environments and detection requirements, improving the flexibility and applicability of the detection vehicle.

Description

Technical Field

[0001] This application relates to the field of vehicle inspection, and in particular to a self-adjusting track inspection vehicle. Background Technology

[0002] Track inspection devices are a core component of the railway transportation safety assurance system, primarily used for real-time monitoring of track conditions, vehicle performance, and operating environment to ensure train operation safety and track maintenance efficiency. Existing track inspection devices include fixed and mobile types. Fixed inspection devices are installed at fixed locations along the track (such as stations, sections, or key segments) to continuously monitor track deformation, environmental parameters, or specific risk factors. However, due to their fixed location, they cannot cover the entire network and lack sufficient dynamic monitoring capabilities for complex sections (such as curves and turnouts).

[0003] Mobile inspection devices utilize dedicated tracks laid alongside or beneath existing tracks, or by reusing existing lines, to enable non-contact data acquisition via a track inspection trolley equipped with sensors such as lasers, images, and inertial navigation. These devices can be deployed to different track sections as needed to adapt to dynamic inspection requirements. They can also be combined with lightweight vehicle bodies and adaptive guidance systems, achieving millimeter-level accuracy in typical systems.

[0004] However, the mobile inspection mode of laying tracks under existing tracks and installing track inspection trolleys on the tracks requires modification of the existing lines, which results in high costs and long construction periods. Utility Model Content

[0005] To address the problems of high cost and long construction period associated with the existing technology of laying tracks under existing tracks and installing track inspection trolleys on those tracks.

[0006] This application provides a self-adjusting track inspection vehicle, which is applied and installed on the inside of the track, including: a vehicle body and a wheel assembly;

[0007] The vehicle body is a horizontal frame structure, parallel to the top surface of the track. Mounting seats are provided at the four corners of the vehicle body, and the mounting seats are fixedly connected to the four wheel assemblies by fasteners.

[0008] The vehicle body is provided with an equipment mounting interface, which is used to assemble testing equipment.

[0009] The wheel assembly includes: a wheel body and a running auxiliary limiting device;

[0010] The wheel body contacts the inner wall of the track, and the running auxiliary limiting device is fixed between the wheel body and the inner wall of the track;

[0011] The running auxiliary limiting device includes an elastic component, a bushing, and a universal roller. The elastic component, bushing, and universal roller are assembled into a composite limiting structure by fasteners.

[0012] The omnidirectional rollers are embedded in the grooves on the inner side wall of the track.

[0013] In one feasible implementation, the wheel body includes a rotating wheel and a wheel mounting base;

[0014] The rotating wheel contacts the lower wall of the groove on the inner sidewall of the track and forms an angle with the bottom surface of the inner sidewall of the track.

[0015] The wheel mounting base is fixed on the mounting base and connected to the mounting base by fasteners, and the rotating wheel is rotatably connected to the end of the wheel mounting base away from the mounting base;

[0016] The bushing passes through the wheel mounting seat and is slidably connected to the wheel mounting seat.

[0017] In one possible implementation, the elastic component includes a limiting rod and a compression spring sleeved on the limiting rod;

[0018] The limiting rod has a limiting boss at one end near the bushing. The limiting boss is fixed on the bushing, and the diameter of the limiting boss is larger than the diameter of the bushing. The limiting boss is also provided with a wear-resistant pad that contacts the wheel mounting seat for shock absorption.

[0019] The universal roller passes through the end of the limiting rod away from the limiting boss and is slidably connected to the limiting rod. One end of the compression spring contacts the universal roller and the other end contacts the limiting boss. When the universal roller slides under force, it presses the compression spring.

[0020] The spring preload of the elastic component is configured to keep the lateral elastic compensation in the range of 5-10mm, and the wear-resistant pad is made of a hard alloy substrate with a composite wear-resistant rubber layer on the surface.

[0021] In one feasible implementation, the universal roller is a steel ball cylindrical roller with its axis arranged parallel to the top surface of the track. The upper and lower rims of the universal roller are respectively embedded in the groove, and there is a gap between the diameter of the universal roller and the upper and lower groove walls.

[0022] In one feasible implementation, the mounting base is an L-shaped cast steel component;

[0023] The short side of the mounting base is located between the frame of the vehicle body and the wheel assembly, and the wheel mounting base is fixed on the short side of the mounting base;

[0024] The long side end of the mounting base overlaps with the bottom of the vehicle frame by a length of 10-20 cm.

[0025] In one feasible implementation, the device mounting interface is located above the vehicle body and its vertical distance from the top surface of the track is adjustable.

[0026] In one feasible implementation, the elastic component is further provided with a pre-pressure adjustment mechanism, which includes an adjustment screw and a locking nut;

[0027] The adjusting screw is threaded to the end of the limiting rod, and the compression amount of the compression spring is changed by rotating the screw;

[0028] The locking nut is located at the end of the screw to fix the adjustment position.

[0029] In one feasible implementation, the wheel body is made of high-strength lightweight alloy casting, and the outer circumferential surface of the wheel body is hardened to form a wear-resistant contact layer, the hardness of which is not less than HRC58.

[0030] In one feasible implementation, the bushing and the limiting rod are provided with a through lubrication channel. The channel inlet is located at one end of the bushing near the short side of the mounting base, and the channel outlet is located at one end of the limiting rod near the universal roller. The channel is filled with high-temperature resistant grease.

[0031] In one feasible implementation, the mounting seats at the four corners of the vehicle body are symmetrically distributed, and a triangular reinforcing rib is provided between the mounting seat and the vehicle body frame. The triangular reinforcing rib is welded to the main beam of the vehicle body as a whole.

[0032] This application provides a self-adjusting track inspection vehicle. Through the coordinated operation of the vehicle body and wheel assemblies, and the precise installation of the inspection equipment, the self-adjusting track inspection vehicle can achieve real-time and accurate inspection of vehicles and tracks, improving inspection accuracy and efficiency. By using auxiliary limiting devices and elastic components, the inspection vehicle can be stably limited and elastically supported during operation, thereby improving operational stability and safety. The use of high-strength, lightweight alloy cast wheel bodies and the lubrication channel design inside the axle sleeves improves the wear resistance and service life of the inspection vehicle, reducing maintenance costs. The equipment installation interface allows for convenient installation of the inspection equipment on the inspection vehicle, while the preload adjustment mechanism allows the elastic components to adapt to different operating environments and inspection needs, improving the flexibility and applicability of the inspection vehicle. Attached Figure Description

[0033] The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments consistent with the present invention and, together with the description, serve to explain the principles of the embodiments of the present invention. Obviously, the drawings described below are merely some embodiments of the present invention, and those skilled in the art can obtain other drawings based on these drawings without any inventive effort.

[0034] Figure 1 This is a schematic diagram of the structure of a self-adjusting track inspection vehicle, as exemplarily shown in an embodiment of this application;

[0035] Figure 2 yes Figure 1 Top view;

[0036] Figure 3 yes Figure 1 A magnified view of a portion of the image;

[0037] Figure 4 This is a schematic diagram of the structure of a wheel assembly as exemplarily shown in an embodiment of this application;

[0038] Figure 5 This is a schematic diagram of the structure of the wheel body as exemplarily shown in an embodiment of this application;

[0039] Figure 6 This is a schematic diagram of the structure of the operation assistance limiting device exemplarily shown in the embodiments of this application.

[0040] Attached image captions:

[0041] 100-Car body; 200-Wheel assembly; 300-Elastic component; 301-Limiting boss; 302-Compression spring; 400-Shaft sleeve; 500-Universal roller; 110-Mounting base; 120-Triangular reinforcing rib; 210-Wheel body; 211-Rotating wheel; 212-Wheel mounting base; 220-Running auxiliary limiting device. Detailed Implementation

[0042] Exemplary embodiments will now be described more fully with reference to the accompanying drawings. However, these exemplary embodiments can be implemented in many forms and should not be construed as limited to the examples set forth herein; rather, these embodiments are provided to make the present invention more comprehensive and complete, and to fully convey the concept of the exemplary embodiments to those skilled in the art. The described features, structures, or characteristics may be combined in any suitable manner in one or more embodiments. In the following description, numerous specific details are provided to give a full understanding of the implementation of embodiments of the present invention.

[0043] Existing track inspection devices fall into two categories: fixed and mobile. Fixed devices are installed at fixed locations along the track (such as stations, sections, or key segments) to continuously monitor track deformation, environmental parameters, or specific risk factors. However, due to their fixed location, they cannot cover the entire track network and lack the ability to dynamically monitor complex sections (such as curves and turnouts). Mobile devices, on the other hand, utilize existing tracks by laying dedicated tracks alongside or beneath them, or by reusing existing lines. Track inspection trolleys equipped with sensors such as lasers, images, and inertial navigation travel along the tracks to achieve non-contact data acquisition. They can be deployed to different track sections as needed to adapt to dynamic inspection requirements. They can also be combined with lightweight trolleys and adaptive guidance devices, achieving millimeter-level accuracy in typical systems. However, the mobile inspection mode, which involves laying tracks beneath existing tracks and installing inspection trolleys on them, requires modification of the existing track, resulting in high costs and long construction periods.

[0044] To solve the above problems, refer to Figures 1-6 As shown, this embodiment provides a self-adjusting track inspection vehicle, the structure of which includes a vehicle body 100 and wheel assemblies 200. The vehicle body 100 is designed as a horizontal frame structure, parallel to the top surface of the track, serving as the supporting foundation for the entire inspection vehicle. Mounting seats 110 are provided at its four corners, and these mounting seats 110 are rigidly connected to the four wheel assemblies 200 by fasteners, ensuring the stable operation of the inspection vehicle on the track. An equipment mounting interface is provided at the center of the bottom of the vehicle body 100. This interface is used to mount inspection equipment, such as visual inspection equipment, i.e., a high-definition camera or laser scanner. Visual inspection equipment can promptly detect defects such as cracks and wear. It can also be equipped with radar detectors, laser rangefinders, temperature measuring devices, etc., to directly perform more detailed inspections of the track or vehicles on the track.

[0045] The wheel assembly 200 is the part that directly contacts the track. Each wheel assembly 200 includes a wheel body 210 and a running auxiliary limiting device 220. The wheel body 210 contacts the inner wall of the track, and the running auxiliary limiting device 220 is fixed between the wheel body 210 and the inner wall of the track. The running auxiliary limiting device 220 can effectively prevent the wheel from deviating or derailing during operation.

[0046] The auxiliary limiting device 220 includes an elastic component 300, a bushing 400, and a universal roller 500. The elastic component 300, as the main elastic element, is connected to the bushing 400 via fasteners, providing the device with a certain degree of cushioning and reset capability. The bushing 400 supports and fixes the universal roller 500, and is also connected to the elastic component 300 via fasteners, forming a stable integrated structure. The universal roller 500 is embedded in a groove on the inner wall of the track. This composite limiting structure is assembled with fasteners, ensuring a firm and reliable connection between the various components.

[0047] When the inspection vehicle travels on the track, the wheel assembly 200 is in direct contact with the track, and the movement of the inspection vehicle is achieved by the rolling of the wheel body 210. Simultaneously, the auxiliary limiting device 220 ensures the accurate position of the wheels on the track. The universal roller 500 in the auxiliary limiting device 220 is embedded in a groove on the inner wall of the track, forming a limiting contact surface with the upper and lower groove walls. This design allows the inspection vehicle to be limited laterally and vertically during operation, thus maintaining a stable running trajectory. When the inspection vehicle encounters uneven track or lateral inclination, the elastic component 300 undergoes elastic deformation, absorbing part of the impact force, and the contact reaction force between the universal roller 500 and the groove maintains the stable operation of the inspection vehicle, preventing deviation or derailment. The inspection equipment moves with the vehicle body 100, performing continuous and comprehensive inspection of the inner side of the track.

[0048] This embodiment solves the problem of performance and stability being affected by vehicle vibration in traditional vehicle-mounted inspection devices by integrating the vehicle body 100, wheel assembly 200, and inspection equipment. The horizontal frame structure of the vehicle body 100 provides good rigidity and stability, while the running auxiliary limiting device 220 in the wheel assembly 200 achieves lateral and vertical limiting of the inspection vehicle through the limiting contact between the universal rollers 500 and the track grooves, thereby improving the running stability of the inspection vehicle. This effectively improves the stability and safety of the inspection vehicle on the track.

[0049] This embodiment optimizes the structure of the vehicle body 100 and wheel assembly 200 to ensure stable operation of the inspection vehicle on the track while utilizing inspection equipment to perform real-time and comprehensive inspection of the inner side of the track, thereby improving inspection efficiency and accuracy. The inspection vehicle can continuously and automatically inspect the inner side of the track, greatly improving inspection efficiency. An auxiliary limiting device 220 ensures stable operation of the inspection vehicle on the track, preventing deviation or derailment. The automated inspection method reduces the workload of manual inspection, effectively lowering labor intensity.

[0050] In some embodiments of this application, the wheel body 210 includes a rotating wheel 211 and a wheel mounting seat 212. The rotating wheel 211 contacts the lower wall of the groove on the inner sidewall of the track and forms an angle with the bottom surface of the inner sidewall of the track. The wheel mounting seat 212 is fixed on the mounting seat 110 and connected to the mounting seat 110 by fasteners. The rotating wheel 211 is rotatably connected to the end of the wheel mounting seat 212 away from the mounting seat 110. The bushing 400 passes through the wheel mounting seat 212 and is slidably connected to the wheel mounting seat 212.

[0051] The angle between the rotating wheel 211 and the bottom surface of the inner wall of the track allows the wheel body 210 to receive radial force on the track, giving it self-adjusting capabilities and enabling smoother and more flexible operation, while also improving the wheel's stability and durability. The fastener connection between the wheel mounting base 212 and the mounting base 110 ensures a more robust and reliable connection between the wheel body 210 and the vehicle body, further enhancing the overall strength and stability of the wheel body 210.

[0052] In some embodiments of this application, the elastic component 300 includes a limiting rod and a compression spring 302 sleeved on the limiting rod;

[0053] The end of the limiting rod near the bushing 400 has a limiting boss 301. The limiting boss 301 is fixed on the bushing 400, and the diameter of the limiting boss 301 is larger than the diameter of the bushing 400. The limiting boss 301 is also provided with a wear-resistant pad that contacts the wheel mounting seat 212 for shock absorption.

[0054] The universal roller 500 is inserted through the end of the limiting rod away from the limiting boss 301 and is slidably connected to the limiting rod. One end of the compression spring 302 is in contact with the universal roller 500 and the other end is in contact with the limiting boss 301. When the universal roller 500 is subjected to force and slides, it compresses the compression spring 302.

[0055] The wear-resistant pad uses a hard alloy substrate with a composite wear-resistant rubber layer to improve wear resistance and reduce noise, while also providing shock absorption. The preload of the compression spring 302 is configured to keep the lateral elastic compensation within the range of 5-10mm to ensure that the inspection vehicle is subjected to a stable elastic force during operation.

[0056] When the inspection vehicle runs along the track, the compression spring 302 in the elastic component 300 is compressed, generating an elastic force. This elastic force is transmitted to the wear-resistant pad through the limiting rod, and then the contact reaction force between the wear-resistant pad and the outer wall of the track is used to dampen shocks and maintain the stable operation of the inspection vehicle. When the inspection vehicle encounters uneven track or lateral tilt, the compression spring 302 will undergo elastic deformation, absorbing part of the impact force, and the magnitude of the elastic force will be adjusted to maintain the stable running trajectory of the inspection vehicle.

[0057] This embodiment solves the problem of operational instability caused by uneven track or lateral tilt during the operation of the inspection vehicle through the specific structure of the elastic component 300. The elastic deformation of the compression spring 302 can absorb part of the impact force, and the stability of the inspection vehicle's running trajectory is maintained by adjusting the magnitude of the elastic force. At the same time, the design of the wear-resistant pad also improves the contact performance and wear resistance between the inspection vehicle and the track.

[0058] In this embodiment, the elastic component 300 provides lateral elastic compensation for the wheel assembly 200, ensuring stable wheel operation on the track. The wear-resistant pad reduces wear between the limit rod and the outer wall of the track, increasing service life. By improving driving stability and extending service life, the maintenance cost of the inspection vehicle is reduced.

[0059] In some embodiments of this application, the universal roller 500 is a cylindrical steel ball roller with its axis arranged parallel to the top surface of the track. Its upper and lower rims are respectively embedded in the upper and lower groove walls of the inner sidewall of the track, and there is a gap between the diameter of the universal roller 500 and the upper and lower groove walls. This design ensures that the universal roller 500 is always embedded in the groove of the inner sidewall of the track. Because the gap between the diameter of the universal roller 500 and the upper and lower groove walls is small, a tight limiting contact surface can be formed. This allows the inspection vehicle to be subjected to stable lateral and vertical limiting forces during operation, thereby maintaining a stable running trajectory.

[0060] It is understandable that when there is a gap between the diameter of the universal roller 500 and the upper and lower walls of the groove, there is an adjustable space between the universal roller 500 and the groove, which allows the universal roller 500 to flexibly adjust its direction according to the curve of the track.

[0061] This embodiment solves the problem of operational instability caused by uneven tracks or lateral tilt during the operation of the inspection vehicle by modifying the gap structure between the universal roller 500 and the track groove. The gap between the universal roller 500 and the track groove provides turning space for the universal roller 500, allowing it to better conform to the track and enabling the inspection vehicle to run stably along the predetermined trajectory. Simultaneously, the design of the steel ball cylindrical roller also improves the contact performance and wear resistance between the universal roller 500 and the track groove.

[0062] In some embodiments of this application, the mounting base 110 is an L-shaped cast steel part. The short side of the mounting base 110 is located between the frame of the vehicle body 100 and the wheel assembly 200, and its main function is to serve as a support structure for the wheel assembly 200, ensuring that the wheel assembly 200 can be stably mounted on the vehicle body 100.

[0063] The wheel mounting base 212 is fixed on the short side of the mounting base 110 to directly fix the wheel assembly 200 and ensure the firmness of the wheel assembly 200. The long side end of the mounting base 110 overlaps with the bottom of the frame of the vehicle body 100 by 10-20cm, which can further enhance the connection strength between the mounting base 110 and the vehicle body 100 and improve the stability of the entire structure.

[0064] This embodiment utilizes an L-shaped mounting base 110 structure to enable the wheel assembly 200 to be more stably mounted on the vehicle body 100, reducing swaying and noise during driving and improving the overall performance of the vehicle. Simultaneously, the overlapping design between the mounting base 110 and the bottom of the vehicle body 100 frame not only enhances structural stability but also simplifies and speeds up the entire installation process, reducing installation difficulty and cost.

[0065] In some embodiments of this application, the equipment mounting interface is located above the vehicle body 100, and its vertical distance from the top surface of the track is adjustable. During actual operation of the inspection vehicle, the inspection equipment moves with the vehicle and obtains a stable inspection position reference through the equipment mounting interface. Because the equipment mounting interface is located above the inspection vehicle, the inspection equipment can obtain a wider inspection field of view and more stable inspection results. Simultaneously, the adjustable vertical distance ensures that the inspection equipment will not interfere with the track, thereby guaranteeing the normal operation of the inspection vehicle.

[0066] This example embodiment improves the stability and accuracy of the testing equipment through the design of the equipment installation interface. It also expands the testing field of view and the scope of application. Simultaneously, it avoids interference between the testing equipment and the track, improving the operational stability and safety of the testing vehicle.

[0067] In some embodiments of this application, the elastic component 300 is further provided with a preload adjustment mechanism, which includes an adjusting screw and a locking nut. The adjusting screw is threaded to the end of the limiting rod, and the compression of the compression spring 302 can be changed by rotating the screw, thereby adjusting the preload of the elastic component 300. The locking nut is located at the end of the screw to fix the adjusted position and prevent the screw from loosening during operation.

[0068] Specifically, the adjusting screw is threaded onto the end of the limiting rod and connected to the compression spring 302. The locking nut is fitted onto the adjusting screw, forming a threaded connection. Rotating the adjusting screw changes the compression of the compression spring 302, thereby adjusting the preload of the elastic component 300. After adjustment, the locking nut secures the screw to prevent loosening.

[0069] When adjusting the preload of the elastic component 300, first loosen the lock nut, then rotate the adjusting screw. Rotating the screw changes the compression of the spring 302, thus adjusting the preload of the elastic component 300. After adjustment, tighten the lock nut again to fix the screw position. This design allows the preload of the elastic component 300 to be adjusted according to actual operating conditions to meet different testing requirements.

[0070] This embodiment solves the problem of the non-adjustable pre-pressure of the elastic component 300 by designing a pre-pressure adjustment mechanism. By rotating the adjusting screw, the compression amount of the compression spring 302 can be changed, thereby adjusting the pre-pressure of the elastic component 300. This design allows the elastic component 300 to adapt to different operating environments and testing requirements, improving the flexibility and applicability of the testing vehicle.

[0071] In some embodiments of this application, the wheel body 210 is cast from a high-strength lightweight alloy, and its outer circumferential surface is hardened to form a wear-resistant contact layer, thus exhibiting high wear resistance and service life. Simultaneously, the lightweight alloy material reduces the weight of the wheel, improving the operating efficiency of the inspection vehicle.

[0072] Furthermore, the hardness of the contact layer is no less than HRC58. HRC58 is a relatively high hardness range, which means that the contact layer has good wear resistance and a certain degree of toughness. Its surface can resist high pressure and wear, which can significantly improve the wear resistance and scratch resistance of the wheel, thereby increasing the service life of the wheel.

[0073] In some embodiments of this application, the bushing 400 and the limiting rod are provided with a through lubrication channel. The channel inlet is located at one end of the bushing 400 near the short side of the mounting base 110, and the channel outlet is located at one end of the limiting rod near the universal roller 500. The channel is filled with high-temperature resistant grease.

[0074] Specifically, high-temperature resistant grease is filled within the channel and, through the pressure of the lubrication system, is delivered to the mounting location of the universal roller 500, lubricating both the universal roller 500 and the compression spring 302, thus reducing wear and failure rate of the compression spring 302. Simultaneously, the through-type lubrication channel ensures smooth delivery of grease to the mounting location of the compression spring 302, facilitating grease replenishment. Furthermore, the use of high-temperature resistant grease improves the lubrication performance and service life of the compression spring 302 in high-temperature environments.

[0075] In some embodiments of this application, the mounting seats 110 at the four corners of the vehicle body 100 are symmetrically distributed, and triangular reinforcing ribs 120 are provided between the mounting seats 110 and the frame of the vehicle body 100. The triangular reinforcing ribs 120 are welded to the main beam of the vehicle body 100 to improve the load-bearing capacity and stability of the mounting seats 110.

[0076] This embodiment solves the problems of insufficient load-bearing capacity and poor stability of the vehicle body mounting bracket 110 by strengthening its structure. The use of triangular reinforcing ribs 120 improves the load-bearing capacity and stability of the mounting bracket 110, ensuring that the wheel assembly 200 can be firmly installed on the vehicle body 100. This effectively improves the load-bearing capacity and stability of the mounting bracket 110, extends its service life, and reduces maintenance costs.

[0077] As can be seen from the above embodiments, the self-adjusting track inspection vehicle provided in this application, when in use, first installs the inspection equipment at the bottom of the vehicle body 100 through the equipment installation interface. Then, the inspection vehicle is placed on the track, and the vehicle is driven to run by the contact between the wheel assembly 200 and the track. During operation, the universal rollers 500 in the running auxiliary limiting device 220 are embedded in the grooves on the inner sidewall of the track, forming limiting contact surfaces with the upper and lower groove walls, providing stable lateral and vertical limiting for the inspection vehicle. At the same time, the compression spring 302 in the elastic component 300 absorbs part of the impact force through elastic deformation, maintaining the stable running trajectory of the inspection vehicle. The inspection equipment moves with the inspection vehicle, collecting and analyzing real-time data of the vehicle and track, providing support for vehicle maintenance and operational safety.

[0078] The self-adjusting track inspection vehicle provided in this application, through the coordinated work of the vehicle body and wheel assemblies, and the precise installation of the inspection equipment, enables real-time and accurate inspection of vehicles and tracks, improving inspection precision and efficiency. By employing auxiliary limiting devices and elastic components, the inspection vehicle receives stable limiting and elastic support during operation, thereby improving operational stability and safety. The use of high-strength, lightweight alloy cast wheel bodies and the lubrication channel design within the axle sleeves enhances the wear resistance and service life of the inspection vehicle, reducing maintenance costs. The equipment installation interface allows for convenient installation of the inspection equipment on the vehicle, while the preload adjustment mechanism enables the elastic components to adapt to different operating environments and inspection needs, improving the flexibility and applicability of the inspection vehicle.

[0079] Other embodiments of this disclosure will readily occur to those skilled in the art upon consideration of the disclosure in the specification and the embodiments. This application is intended to cover any variations, uses, or adaptations of this disclosure that follow the general principles of this disclosure and include common knowledge or customary techniques in the art not disclosed herein.

Claims

1. A self-adjusting track inspection vehicle, applied and installed on the inner side of a track, characterized in that, include: Vehicle body (100) and wheel assembly (200); The vehicle body (100) is a horizontal frame structure and is parallel to the top surface of the track. The four corners of the vehicle body (100) are provided with mounting seats (110), and the mounting seats (110) are fixedly connected to the four wheel assemblies (200) by fasteners. The vehicle body (100) is provided with an equipment mounting interface, which is used to assemble testing equipment; The wheel assembly (200) includes: a wheel body (210) and a running auxiliary limiting device (220); The wheel body (210) contacts the inner wall of the track, and the running auxiliary limiting device (220) is fixed between the wheel body (210) and the inner wall of the track; The running auxiliary limiting device (220) includes an elastic component (300), a bushing (400), and a universal roller (500). The elastic component (300), bushing (400), and universal roller (500) are assembled into a composite limiting structure by fasteners. The universal roller (500) is embedded in the groove on the inner side wall of the track.

2. The self-adjusting track inspection vehicle according to claim 1, characterized in that, The wheel body (210) includes a rotating wheel (211) and a wheel mounting seat (212); The rotating wheel (211) contacts the lower wall of the groove on the inner sidewall of the track and has an angle with the bottom surface of the inner sidewall of the track; The wheel mounting base (212) is fixed on the mounting base (110) and connected to the mounting base (110) by fasteners. The rotating wheel (211) is rotatably connected to the end of the wheel mounting base (212) away from the mounting base (110). The bushing (400) passes through the wheel mounting seat (212) and is slidably connected to the wheel mounting seat (212).

3. The self-adjusting track inspection vehicle according to claim 2, characterized in that, The elastic component (300) includes a limiting rod and a compression spring (302) sleeved on the limiting rod. The limiting rod has a limiting boss (301) at one end near the bushing (400). The limiting boss (301) is fixed on the bushing (400), and the diameter of the limiting boss (301) is larger than the diameter of the bushing (400). The limiting boss (301) is also provided with a wear-resistant pad that contacts the wheel mounting seat (212) for shock absorption. The universal roller (500) passes through the end of the limiting rod away from the limiting boss (301) and is slidably connected to the limiting rod. One end of the compression spring (302) contacts the universal roller (500) and the other end contacts the limiting boss (301). When the universal roller (500) slides under force, it presses the compression spring (302). The preload of the spring (302) of the elastic component (300) is configured to keep the lateral elastic compensation amount in the range of 5 to 10 mm, and the wear-resistant pad adopts a composite wear-resistant rubber layer on the surface of a hard alloy substrate.

4. The self-adjusting track inspection vehicle according to claim 1, characterized in that, The universal roller (500) is a steel ball cylindrical roller, and its axis is arranged parallel to the top surface of the track. The upper and lower rims of the universal roller (500) are respectively embedded in the groove, and there is a gap between the diameter of the universal roller (500) and the upper and lower groove walls.

5. The self-adjusting track inspection vehicle according to claim 3, characterized in that, The mounting base (110) is an L-shaped cast steel part; The short side of the mounting base (110) is located between the frame of the vehicle body (100) and the wheel assembly (200), and the wheel mounting base (212) is fixed on the short side of the mounting base (110). The long side end of the mounting base (110) overlaps with the bottom of the frame of the vehicle body (100) by 10-20 cm.

6. The self-adjusting track inspection vehicle according to claim 1, characterized in that, The equipment mounting interface is located on the four vehicle bodies (100) and the vertical distance from the top surface of the track is adjustable.

7. The self-adjusting track inspection vehicle according to claim 3, characterized in that, The elastic component (300) is also provided with a pre-pressure adjustment mechanism, which includes an adjustment screw and a locking nut; The adjusting screw is threaded to the end of the limiting rod, and the compression amount of the compression spring (302) is changed by rotating the screw; The locking nut is located at the end of the screw to fix the adjustment position.

8. The self-adjusting track inspection vehicle according to claim 1, characterized in that, The wheel body (210) is made of high-strength lightweight alloy casting. The outer circumferential surface of the wheel body (210) is hardened to form a wear-resistant contact layer. The hardness of the contact layer is not less than HRC58.

9. The self-adjusting track inspection vehicle according to claim 5, characterized in that, The bushing (400) and the limiting rod are provided with a through lubrication channel. The channel entrance is located at one end of the bushing (400) near the short side of the mounting base (110), and the channel outlet is located at one end of the limiting rod near the universal roller (500). The channel is filled with high-temperature resistant grease.

10. The self-adjusting track inspection vehicle according to claim 1, characterized in that, The mounting seats (110) at the four corners of the vehicle body (100) are symmetrically distributed. A triangular reinforcing rib plate (120) is provided between the mounting seat (110) and the frame of the vehicle body (100). The triangular reinforcing rib plate (120) is welded to the main beam of the vehicle body (100) as a whole.

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