Urban rail transit equipment inspection device
Patent Information
- Application Number
- CN202522607602.X
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- Filing Date
- 2025-12-09
- Publication Date
- 2026-11-03
- Estimated Expiration
- 2035-12-09
AI Technical Summary
Existing urban rail transit equipment inspection devices lack targeted protective designs, which can lead to debris getting caught in the wheels or stuck in the chassis, affecting operation. Furthermore, wind-blown foreign objects can easily cause damage to the vehicle body, resulting in low inspection efficiency.
The front bumper is designed as a semi-enclosed structure, including an inclined section and a bent section, a sloping structure for the pusher side plate, and is equipped with a lifting component and a buffer component, combined with a detection component for multi-dimensional monitoring.
It effectively removes stones and debris from the tracks, reduces wind resistance, ensures safe passage of the equipment, improves inspection efficiency, and enables multi-dimensional monitoring of facility status.
Smart Images
Figure CN224929024U_ABST
Abstract
Description
Technical Field
[0001] This utility model relates to the field of rail transit technology, and in particular to an inspection device for urban rail transit equipment. Background Technology
[0002] Currently, automated guided vehicles (AGVs) are widely used in urban rail transit equipment inspection devices. They automatically travel on the track during non-working hours and monitor key parameters of track components in real time through various onboard sensors, providing data support for safe track operation, significantly reducing the intensity of manual inspections, and improving the efficiency of hazard identification.
[0003] However, most current inspection devices lack targeted protective designs, which brings many troubles to the inspection work. Construction stones and other debris are often left on the track surface, and there is no cleaning structure on the front of the vehicle body, which can easily cause debris to be rolled into the wheels or stuck in the chassis, affecting driving. At the same time, when driving on outdoor roads, foreign objects such as tree branches blown by the wind can easily directly hit the vehicle body and cause damage. Utility Model Content
[0004] To address the aforementioned technical problems, this utility model provides an urban rail transit equipment inspection device that can effectively remove stones and debris from the tracks during inspections, thereby improving inspection efficiency and ensuring the safety of the inspection device.
[0005] The specific technical solution of this utility model is as follows: an inspection device for urban rail transit equipment, including a car body, a front baffle located at the front end of the car body for removing debris, and a lifting assembly connected to the car body and driving the front baffle to rise and fall in the vertical direction. The front baffle includes a baffle and pusher side plates located on both sides of the baffle. The pusher side plates extend outward from the lower part of the baffle toward the direction closer to the car body, so that the front baffle forms a semi-enclosed structure with respect to the car body. The baffle includes an inclined part and a bent part. The inclined part is inclined from bottom to top toward the direction closer to the car body, and the bent part extends along the upper end of the inclined part toward the direction away from the car body to prevent debris from crossing the baffle.
[0006] In this inspection device, the front baffle is designed to form a semi-enclosed structure around the vehicle body. During operation, the lifting assembly lowers the front baffle to create a protective barrier at the front. The tilted section guides airflow to reduce wind resistance, while the bent section prevents debris such as plastic bags and branches blown by the wind from sliding across the baffle, ensuring effective obstacle removal. The pusher side plates on both sides of the front baffle extend outwards at a large rearward angle, providing a wide pushing range. The side furthest from the vehicle body forms a slope, which pushes stones off the track surface during operation, preventing debris from getting caught in the wheels or jamming the chassis and affecting the device's operation. This ensures smooth operation of the inspection device while clearing stones and debris from the track, effectively improving inspection efficiency and ensuring device safety. Furthermore, when the track environment is complex, the lifting assembly can adjust the baffle height according to the actual road conditions, ensuring the front baffle effectively intercepts debris under different working conditions while avoiding interference with track infrastructure.
[0007] Optionally, a buffer assembly is provided between the vehicle body and the pusher side plate. The buffer assembly includes a guide rod and an elastic element. One end of the guide rod is slidably connected to the pusher side plate, and the other end is connected to the vehicle body, so that the front stop can slide along the axial direction of the guide rod. The two ends of the elastic element abut against the pusher side plate and the vehicle body respectively, and provide a pre-tightening force to the pusher side plate away from the vehicle body.
[0008] In the above technical solution, when the baffle and the pusher side plate are hit by debris or pushed by stones and generate a reaction force, the elastic element of the pusher side plate along the guide rod towards the vehicle body is compressed and contracts to absorb the impact force, thereby achieving buffering and shock absorption. After the obstacle is cleared, the elastic element automatically rebounds and drives the pusher side plate to reset.
[0009] Optionally, the baffle is provided with a number of evenly distributed ventilation holes.
[0010] In the above technical solution, the baffle is equipped with ventilation holes to guide airflow while blocking debris, thereby further reducing wind resistance; at the same time, it reduces the structural weight of the front baffle and reduces the energy consumption of the inspection device.
[0011] Optionally, the height of the baffle is not less than the height of the vehicle body.
[0012] In the above technical solution, the height of the baffle is not lower than the height of the vehicle body, forming a "full-height coverage" front-end protective barrier, reducing blind spots, and at the same time reducing the risk of lightweight impurities crossing the bend, further improving the reliability of protection.
[0013] Optionally, the vehicle body is equipped with a detection component, which includes a rotating rod hinged to the vehicle body and a linkage plate that is drivenly connected to the lifting component. The rotating rod can rotate along the front and rear direction of the vehicle body to switch between a vertical inspection state and a horizontal storage state. The rotating rod is equipped with a contact wire camera and a humidity sensor. The linkage plate rises and falls synchronously with the lifting component and is equipped with several ultrasonic probes corresponding to the track detection areas.
[0014] In the above technical solution, when the inspection device is in motion, the rotating rod switches from the retracted state to the inspection state. The detection unit is driven by the lifting component to descend and fit against the outside of the track to form a detection space. The ultrasonic probe can perform flaw detection on the track surface. The contact wire camera on the rotating rod captures contact wire images in real time and transmits them to the terminal. At the same time, the humidity sensor collects humidity data in the tunnel in real time when passing through the tunnel section, providing environmental parameters for facility safety assessment. Through this design, multi-dimensional monitoring of track damage, contact wire condition, and tunnel environment can be completed to detect the status of key rail transit facilities.
[0015] Optionally, a fan-shaped plate is provided on the end of the rotating rod away from the hinge point, and the contact wire camera is located in the middle of the side of the fan-shaped plate away from the rotating rod.
[0016] In the above technical solution, the fan-shaped plate provides the contact wire camera with a wider field of view, effectively avoids the rotating rod body from obstructing the imaging range, and improves the integrity of image acquisition.
[0017] Optionally, the linkage plate is provided with downwardly extending detection sections on both sides. The detection sections are inverted U-shaped structures, and several ultrasonic probes are arranged inside the detection sections on both sides and above.
[0018] In the above technical solution, the inverted concave structure design makes the detection component and the track form a surrounding detection area. When the cover plate covers the rail, the ultrasonic probes on both sides inside the cover plate correspond to the outer and inner walls of the rail head, while the ultrasonic probes on the upper inside cover the area below the top surface of the rail head, thus fully covering the core detection surface of the rail head.
[0019] Optionally, the rotating rod is equipped with a photovoltaic panel, the vehicle body is equipped with a main controller and a battery electrically connected to the photovoltaic panel is installed inside the vehicle body, and the main controller is electrically connected to the photovoltaic panel, the contact wire camera, the humidity sensor and the ultrasonic probe.
[0020] In this technical solution, photovoltaic panels convert solar energy into electricity and store it in batteries to supply a continuous and stable power supply to the detection components; the central controller coordinates the working sequence of each sensor and camera and processes the collected data in real time to achieve intelligent monitoring.
[0021] Optionally, the lifting assembly includes an I-beam and a fixed frame connected to the vehicle body. A threaded rod and a first motor for driving the threaded rod to rotate are rotatably mounted in the fixed frame. The threaded rod passes through the I-beam and forms a threaded engagement with the I-beam. One end of the I-beam is fixedly connected to the front stop and the other end is fixedly connected to the linkage plate, so that the rotation of the threaded rod drives the front stop and the linkage plate to rise and fall.
[0022] In the above technical solution, the rotational motion of the threaded rod is converted into the linear lifting and lowering of the I-beam. The I-beam drives the front stop and the linkage plate to lift and lower synchronously, thereby improving the consistency and coordination of the entire mechanism and simplifying the operation process.
[0023] Optionally, the lifting assembly further includes a first constraint member connecting the I-beam and the front stop and a second constraint member connecting the I-beam and the linkage plate. The first constraint member is provided with a first limiting part that abuts against the outer side of the vehicle body, and the second constraint member is provided with a second limiting part that abuts against the outer side of the vehicle body. During the rotation of the threaded rod, the first limiting part and the second limiting part abut against the outer wall of the vehicle body to restrict the rotation of the I-beam with the threaded rod.
[0024] In the above technical solution, the first limiting part and the second limiting part abut against the outer wall of the vehicle body to form a stable support point, effectively constraining the circumferential rotation of the I-beam during the lifting process, ensuring that it only moves in a straight line along the axial direction, avoiding the positional displacement of the front stop and the linkage plate, and improving the overall mechanism's operational stability and detection reliability.
[0025] Compared with the prior art, the present invention has at least the following advantages: (1) By designing the front baffle, when the vehicle is in motion, the baffle descends to form a front protective barrier. Multiple ventilation holes are opened on the surface of the baffle, which can guide the airflow while blocking debris, effectively reducing the driving wind resistance. The upper end adopts a bending design, which can prevent the wind-blown debris from sliding across the baffle along the board surface, ensuring the blocking effect. The two sides of the push stone side plate adopt a sloping structure, which can push the stones on the track surface to the sides during driving, preventing debris from being rolled into the wheels or stuck in the chassis, affecting driving. When the baffle and push stone side plate encounter debris or push stones to generate a reaction force, the elastic element is compressed and shrinks to absorb the impact force, realizing buffering and shock absorption. After the obstacle is cleared, the elastic element automatically rebounds and drives the component to reset. (2) By designing the detection structure, when the car body is inspected, the rotating rod is switched to the vertical inspection state, and the detection part is lowered and attached to the outside of the rail to form a detection space. The ultrasonic probe in the detection part can carry out flaw detection on the rail surface; the overhead contact network camera captures the contact network image in real time and transmits it to the terminal; at the same time, the humidity sensor collects the humidity data in the tunnel in real time when passing through the tunnel section. Through this design, multi-dimensional monitoring of track damage, contact network status and tunnel environment can be completed, and the status of key rail transit facilities can be detected. Attached Figure Description
[0026] Figure 1 This is a schematic diagram of the overall structure of the present invention. Figure 1 ; Figure 2 This is a schematic diagram of the overall structure of the present utility model. Figure 2 ; Figure 3 This is a top view of the present invention; Figure 4 This is a schematic diagram of the detection unit in this utility model; Figure 5 for Figure 3 A magnified structural diagram of part A.
[0027] The attached figures are labeled as follows: 1. Vehicle body; 2. Main controller; 3. Front baffle; 31. Baffle; 32. Ventilation hole; 33. Push stone side plate; 34. I-beam; 35. First constraint member; 36. First motor; 37. Threaded rod; 38. Guide rod; 39. Elastic member; 310. Linkage rod; 311. Fixed frame; 4. Detection assembly; 41. Rotating rod; 42. Photovoltaic panel; 43. Humidity sensor; 44. Contact wire camera; 45. Fixed plate; 46. Second motor; 47. Detection unit; 48. Linkage plate; 49. Second constraint member; 410. Outer frame; 411. Ultrasonic probe; 491. Second limiting part. Detailed Implementation
[0028] The present invention will be further described below with reference to embodiments. Unless otherwise specified, all devices, connection structures, and methods involved in this invention are known in the art.
[0029] In this invention, the forward and backward directions of the vehicle body are defined as the front-back direction.
[0030] Example 1 Reference Figures 1 to 5 As shown, this utility model provides an inspection device for urban rail transit equipment, including a car body 1, a front baffle 3 located at the front end of the car body 1 for removing debris, and a lifting assembly connected to the car body 1 and driving the front baffle 3 to rise and fall in the vertical direction. The lifting assembly is located on the car body 1. The front baffle 3 includes a baffle 31 and pusher side plates 33 located on both sides of the baffle 31. The pusher side plates 33 extend outward from the lower part of the baffle 31 toward the direction closer to the car body 1, so that the front baffle 3 forms a semi-enclosed structure for the car body 1. The baffle 31 includes an integrally formed inclined part and a bent part. The inclined part is located in the middle of the baffle 31 and is inclined from bottom to top toward the direction closer to the car body. The bent part extends along the upper end of the inclined part toward the direction away from the car body 1 to prevent debris from crossing the baffle 31.
[0031] In this inspection device, the front baffle 3 is designed to form a semi-enclosed structure around the vehicle body 1. When the device is in motion, the lifting assembly can control the front baffle 3 to descend, forming a front protective barrier. The tilted portion tilts backward to guide airflow and reduce wind resistance, while the bent portion prevents debris such as plastic bags and branches blown by the wind from sliding across the baffle 31, ensuring effective obstacle removal. The pusher side plates 33 on both sides of the front baffle 3 extend outward at an angle to the rear, providing a large pushing range. The side furthest from the vehicle body 1 forms a slope, which pushes stones from the track surface to the sides during travel, preventing debris from getting caught in the wheels or jamming the chassis and affecting the device's operation. This ensures smooth passage of the inspection device while clearing stones and debris from the track, effectively improving inspection efficiency and ensuring device safety. Furthermore, when the track environment is complex, the lifting assembly can adjust the height of the baffle 31 according to the actual road conditions, ensuring that the front baffle 3 can effectively intercept debris under different working conditions while avoiding interference with track facilities.
[0032] Furthermore, the baffle 31 is provided with a number of evenly distributed ventilation holes 32 to guide airflow while blocking debris, thereby further reducing wind resistance; at the same time, it reduces the structural weight of the front baffle 3 and reduces the energy consumption of the inspection device.
[0033] To improve the protective capability of the front baffle 3, the height of the baffle 31 is not lower than the height of the vehicle body 1, forming a "full-height coverage" front protective barrier, reducing blind spots, and at the same time reducing the risk of lightweight impurities crossing the bend, further improving the reliability of protection.
[0034] In a preferred embodiment of this utility model, a buffer assembly is provided between the vehicle body 1 and the pusher side plate 33. The buffer assembly includes a guide rod 38 and an elastic element 39. One end of the guide rod 38 extends out of the pusher side plate 33, and the other end is fixedly connected to the vehicle body 1, so that the front stop 3 can slide along the axial direction of the guide rod 38. A limiting element is provided at the end of the guide rod 38 that extends out of the pusher side plate 33 to prevent the pusher side plate 33 from detaching from the guide rod 38 during sliding. The two ends of the elastic element 39 abut against the pusher side plate 33 and the vehicle body 1 respectively, and provide a pre-tightening force to the pusher side plate 33 away from the vehicle body 1. In this embodiment, each pusher side plate 33 is connected to a guide rod 38 and an elastic element 39. The elastic element 39 is a spring, and the spring is sleeved on the guide rod 38. When the baffle 31 and the pusher side plate 33 are hit by debris or pushed by stones, the pusher side plate 33 moves along the guide rod 38 toward the vehicle body 1. The elastic element 39 is compressed and contracts to absorb the impact force, thus achieving buffering and shock absorption. After the obstacle is cleared, the elastic element 39 automatically rebounds, driving the pusher side plate 33 to reset.
[0035] To enhance the structural stability of the inspection device, in another embodiment, a connecting rod is provided inside the guide rod 38. One end of the connecting rod is slidably connected to the pusher side plate 33 and can partially enter the interior of the pusher side plate 33, while the other end is fixedly connected to the vehicle body 1. The sliding stroke of the connecting rod is the same as that of the guide rod 38. The connecting rod and the guide rod 38 work together to further constrain the swaying of the pusher side plate 33 under force, thereby enhancing the overall structural rigidity and motion stability.
[0036] The vehicle body 1 is equipped with a detection component 4, which includes a rotating rod 41 hinged to the vehicle body 1 and a linkage plate 48 driven by a lifting component. The rotating rod 41 can rotate along the front-rear direction of the vehicle body 1 to switch between a vertical inspection state and a horizontal storage state. A contact wire camera 44 and a humidity sensor 43 are installed on the rotating rod 41. The linkage plate 48 rises and falls synchronously with the lifting component. Detection sections 47 extending downwards are respectively provided on both sides of the linkage plate 48. Several ultrasonic probes 411 corresponding to the detection areas of the urban rail transit are installed inside the detection sections 47. When the inspection device is in motion, the rotating rod 41 switches from the storage state to the inspection state. The detection unit 47 is driven by the lifting component to descend and fit against the outside of the track to form a detection space. The ultrasonic probe 411 can carry out flaw detection on the track surface. The contact wire camera 44 on the rotating rod 41 captures contact wire images in real time and transmits them to the terminal. At the same time, the humidity sensor 43 collects humidity data in the tunnel in real time when passing through the tunnel section, providing environmental parameters for facility safety assessment. Through this design, multi-dimensional monitoring of track damage, contact wire condition, and tunnel environment can be completed to detect the status of key rail transit facilities.
[0037] like Figure 2 and Figure 4 As shown, the detection unit 47 has an inverted U-shaped structure, with several ultrasonic probes 411 located on the inside sides and top of the detection unit 47. The inverted U-shaped structure design allows the detection component 4 and the rail to form a surrounding detection area. When the cover plate covers the rail, the ultrasonic probes 411 on both sides inside the cover plate correspond to the outer and inner walls of the rail head, while the ultrasonic probes 411 on the top inside cover the area below the top surface of the rail head, thus fully covering the core detection surface of the rail head.
[0038] like Figures 1 to 3 As shown, a fan-shaped plate is provided on the end of the rotating rod 41 away from the hinge point, and the contact wire camera 44 is located in the middle of the side of the fan-shaped plate away from the rotating rod 41. The fan-shaped plate provides the contact wire camera 44 with a wider field of view, effectively avoiding the obstruction of the imaging range by the rotating rod 41 body and improving the integrity of image acquisition.
[0039] A photovoltaic panel 42 is mounted on the rotating rod 41. A main controller 2 is mounted on the vehicle body 1, and a battery electrically connected to the photovoltaic panel 42 is located inside the vehicle body 1. The main controller 22 has a built-in wireless transmission module, an ultrasonic drive module, and a charging / discharging module. The main controller 2 is electrically connected to the photovoltaic panel 42, the contact wire camera 44, the humidity sensor 43, and the ultrasonic probe 411. The photovoltaic panel 42 converts solar energy into electrical energy and stores it in the battery, providing a continuous and stable power supply to the aforementioned detection components. The main controller 2 coordinates the working sequence of each sensor and camera and processes the collected data in real time to achieve intelligent monitoring. In the scenario of daytime maintenance of urban rail transit with outdoor tracks, when the inspection device is idle, the vehicle body 1 is placed outdoors or in an unobstructed outdoor area next to the track so that the photovoltaic panel 42 converts solar energy into electrical energy and charges the built-in battery through the charging / discharging module. If the maintenance scenario is underground tracks, the photovoltaic panel 42 can be removed.
[0040] like Figures 1 to 3 As shown, the lifting assembly includes an I-beam 34 and a fixed frame 311 connected to the vehicle body 1. The fixed frame 311 is mounted above the center of the vehicle body. A threaded rod 37 and a first motor 36 that drives the threaded rod 37 to rotate are rotatably installed inside the fixed frame 311. The output shaft of the first motor 36 is connected to the threaded rod 37. The threaded rod 37 passes through the middle of the I-beam 34 and forms a threaded engagement with the I-beam 34. One end of the I-beam 34 is fixedly connected to the front stop 3, and the other end is fixedly connected to the linkage plate 48. Thus, the rotation of the threaded rod 37 drives the I-beam 34 to move up and down, thereby driving the front stop 3 and the linkage plate 48 to rise and fall. The rotational motion of the threaded rod 37 is converted into the linear lifting and lowering of the I-beam 34. The I-beam 34 drives the front stop 3 and the linkage plate 48 to rise and fall synchronously, thereby improving the consistency and coordination of the entire mechanism and simplifying the operation process.
[0041] like Figures 1 to 3 As shown, the lifting assembly also includes a first constraint member 35 connecting the I-beam 34 and the front stop 3, and a second constraint member 49 connecting the I-beam 34 and the linkage plate 48. The first constraint member 35 has a first limiting part that abuts against the outer side of the vehicle body 1. A linkage rod 310 is fixedly connected to the lower end of the first constraint member 35, and the linkage rod 310 is fixedly connected to the rear end of the guide rod 38. The second constraint member 49 has a second limiting part 491 that abuts against the outer side of the vehicle body 1. During the rotation of the threaded rod 37, the first limiting part and the second limiting part 491 abut against the outer wall of the vehicle body 1 to restrict the rotation of the I-beam 34 with the threaded rod 37. The first limiting part and the second limiting part 491 abut against the outer wall of the vehicle body 1 to form a stable support point, effectively restricting the circumferential rotation of the I-beam 34 during the lifting process, ensuring that it only moves in a straight line along the axial direction, avoiding the positional deviation of the front stop 3 and the linkage plate 48, and improving the overall mechanism's operational stability and detection reliability.
[0042] like Figures 1 to 3As shown, an outer frame 410 is fixedly connected to the vehicle body 1. The outer frame 410 is located outside the fixed frame 311. Two sets of fixed plates 45 are installed on the top of the outer frame 410. One end of the rotating rod 41 is hinged to the two sets of fixed plates 45 through a hinge shaft. A second motor 46 is installed on one side of one set of fixed plates 45, and the second motor 46 is fixedly connected to the hinge shaft of the rotating rod 41. The second motor 46 drives the hinge shaft to rotate the rotating rod 41, so that the rotating rod 41 can smoothly switch between the vertical inspection state and the horizontal storage state.
[0043] The first motor 36 and the second motor 46 are electrically connected to the main controller 2.
[0044] In practical use, the working principle of this urban rail transit equipment inspection device is as follows: The main controller 2 is electrically connected to the control terminal. The control terminal transmits control signals to the main controller 2 through a wireless transmission module to control the operation of each component. Before the inspection begins, a control signal is sent to the main controller 2 to control the first motor 36 to operate, which drives the threaded rod 37 in the fixed frame 311 to rotate. The I-beam 34, which is threaded to the threaded rod 37, slides downward under the guidance of the first constraint member 35 and the second constraint member 49. The linkage rod 310 simultaneously drives the baffle 31 to descend, so that the baffle 31 forms a protective barrier at the front end of the car body 1. At the same time, the linkage plate 48 fixed at the rear end of the I-beam 34 moves downward. The two sets of detection units 47 are driven to descend synchronously and cover the outside of the rail. After the baffle 31 is lowered into place, the multiple ventilation holes 32 and the inclined part on its surface can guide the airflow to reduce wind resistance during the operation. The bent part can prevent the wind-blown debris from sliding along the plate surface. The inclined stone pushing side plates 33 on both sides can push the stones and debris on the track surface to both sides when the inspection device is moving. When the baffle 31 and the stone pushing side plates 33 encounter debris or push stones to generate a reaction force, the stone pushing side plates 33 slide backward along the guide rod 38, compressing the spring. The spring is compressed and contracts to absorb the impact force to achieve buffering, while avoiding interference with the detection unit 47 behind. After the obstacle is cleared, the spring rebounds and drives the component to reset. Before inspection, the second motor 46 is controlled by the main controller 2 to rotate the rotating rod 41 around the shaft on the fixed plate 45 to the inspection state. The contact wire camera 44 on the rotating rod 41 can capture contact wire images in real time when the inspection device is moving. The humidity sensor 43 collects humidity data in the tunnel when the inspection device passes through the tunnel. The ultrasonic probes 411 on both sides and above inside the inspection unit 47 carry out flaw detection on the rail surface under the control of the ultrasonic drive module built into the main controller 2. The ultrasonic drive module outputs electrical pulses, which are transmitted to the rail through the piezoelectric ultrasonic probe 411. After being reflected by a defect, the ultrasonic probe 411 converts the reflected wave into an electrical signal, which is processed by the main controller 2 to locate the defect. All data collected by the contact wire camera 44, humidity sensor 43 and ultrasonic probe 411 are transmitted to the terminal in real time through the wireless transmission module built into the main controller 2, realizing multi-dimensional synchronous monitoring of track damage, contact wire status and tunnel environment.
[0045] The above description is merely a preferred embodiment of the present utility model and does not constitute any limitation on the present utility model. Any simple modifications, alterations, or equivalent structural transformations made to the above embodiments based on the technical essence of the present utility model shall still fall within the protection scope of the present utility model.
Claims
1. A device for inspecting urban rail transit equipment, characterized in that, The device includes a vehicle body (1), a front baffle (3) located at the front of the vehicle body (1) for clearing debris, and a lifting assembly connected to the vehicle body (1) and driving the front baffle (3) to rise and fall in the vertical direction. The front baffle (3) includes a baffle (31) and pusher side plates (33) located on both sides of the baffle (31). The pusher side plates (33) extend outward from the lower part of the baffle (31) toward the direction closer to the vehicle body (1) so that the front baffle (3) forms a semi-enclosed structure for the vehicle body (1). The baffle (31) includes an inclined part and a bent part. The inclined part is inclined from bottom to top toward the direction closer to the vehicle body (1), and the bent part extends along the upper end of the inclined part toward the direction away from the vehicle body (1) to prevent debris from crossing the baffle (31).
2. The urban rail transit equipment inspection device according to claim 1, characterized in that, A buffer assembly is provided between the vehicle body (1) and the pusher side plate (33). The buffer assembly includes a guide rod (38) and an elastic element (39). One end of the guide rod (38) is slidably connected to the pusher side plate (33), and the other end is connected to the vehicle body (1) so that the front stop (3) can slide along the axial direction of the guide rod (38). The two ends of the elastic element (39) abut against the pusher side plate (33) and the vehicle body (1) respectively, and give the pusher side plate (33) a pre-tightening force away from the vehicle body (1).
3. The urban rail transit equipment inspection device according to claim 1, characterized in that, The baffle (31) is provided with a number of evenly distributed ventilation holes (32).
4. The urban rail transit equipment inspection device according to claim 1, characterized in that, The height of the baffle (31) is not lower than the height of the vehicle body (1).
5. A city rail transit equipment inspection device according to any one of claims 1 to 4, characterized in that, The vehicle body (1) is equipped with a detection component (4). The detection component (4) includes a rotating rod (41) hinged to the vehicle body (1) and a linkage plate (48) connected to the lifting component. The rotating rod (41) can rotate along the front and rear direction of the vehicle body (1) to switch between a vertical inspection state and a horizontal storage state. The rotating rod (41) is equipped with a contact wire camera (44) and a humidity sensor (43). The linkage plate (48) rises and falls synchronously with the lifting component and is equipped with several ultrasonic probes (411) corresponding to the urban rail detection area.
6. The urban rail transit equipment inspection device according to claim 5, characterized in that, The rotating rod (41) has a fan-shaped plate at one end away from the hinge point, and the contact wire camera (44) is located in the middle of the fan-shaped plate on the side away from the rotating rod (41).
7. The urban rail transit equipment inspection device according to claim 5, characterized in that, The linkage plate (48) has downwardly extending detection sections (47) on both sides. The detection section (47) is an inverted U-shaped structure, and several ultrasonic probes (411) are located on both sides and above inside the detection section (47).
8. The urban rail transit equipment inspection device according to claim 5, characterized in that, The rotating rod (41) is equipped with a photovoltaic panel (42), the vehicle body (1) is equipped with a main controller (2), and the vehicle body (1) is equipped with a battery that is electrically connected to the photovoltaic panel (42). The main controller (2) is electrically connected to the photovoltaic panel (42), the contact wire camera (44), the humidity sensor (43), and the ultrasonic probe (411).
9. The urban rail transit equipment inspection device according to claim 5, characterized in that, The lifting assembly includes an I-beam (34) and a fixed frame (311) connected to the vehicle body (1). A threaded rod (37) and a first motor (36) for driving the threaded rod (37) to rotate are rotatably installed in the fixed frame (311). The threaded rod (37) passes through the I-beam (34) and forms a threaded engagement with the I-beam (34). One end of the I-beam (34) is fixedly connected to the front stop (3), and the other end is fixedly connected to the linkage plate (48) so that the threaded rod (37) rotates to drive the front stop (3) and the linkage plate (48) to rise and fall.
10. The urban rail transit equipment inspection device according to claim 9, characterized in that, The lifting assembly also includes a first constraint member (35) connecting the I-beam (34) and the front stop (3) and a second constraint member (49) connecting the I-beam (34) and the linkage plate (48). The first constraint member (35) is provided with a first limiting part that abuts against the outside of the vehicle body (1), and the second constraint member (49) is provided with a second limiting part (491) that abuts against the outside of the vehicle body (1). During the rotation of the threaded rod (37), the first limiting part and the second limiting part (491) abut against the outer wall of the vehicle body (1) to restrict the I-beam (34) from rotating with the threaded rod (37).