Third rail wear detection device and method

Abstract

The present application relates to the field of urban rail transit, and more specifically, to a third rail wear detection device and method. The device includes a vehicle body, a bracket, and a non-contact detection device. A first movable component and a relative second movable component; the vehicle body can span two running rails and the first movable component and the second movable component can respectively abut against one running rail. The bracket is connected to the vehicle body to form a cantilever structure. The non-contact detection device is mounted on the bracket. The third rail wear detection device can move along the two running rails. During the movement, the non-contact detection device is used to scan the third rail to achieve continuous measurement. The contour information of the worn third rail scanned by the non-contact detection device is compared and calculated with the contour information of the standard third rail, thereby obtaining the wear amount of the third rail.

Description

Technical Field

[0001] The present application relates to the field of urban rail transit, and in particular to a third rail wear detection device and method. Background Art

[0002] The third rail, also called the power supply rail, is a separate rail installed next to the urban rail (subway, light rail, etc.) line for power supply. It works in conjunction with the current collector (collector shoe) to provide power support for all equipment on the rail transit train.

[0003] Subways, light rails and other locomotives need to rely on two running rails and a third rail for power supply in order to enable the train to operate and move forward.

[0004] However, this third rail power supply mode will cause wear to the third rail, so detecting and mastering the wear of the third rail is very important to ensure the safe operation of the locomotive.

[0005] At present, the wear amount of the third rail is generally detected by manual handheld ultrasonic thickness measuring instrument.

[0006] The ultrasonic thickness gauge measures thickness based on the principle of ultrasonic pulse reflection. When the ultrasonic pulse emitted by the probe passes through the object being measured and reaches the material interface, the pulse is reflected back to the probe and the thickness of the material being measured is determined by accurately measuring the time it takes the ultrasonic wave to propagate in the material.

[0007] The thickness of the outer metal layer of the third rail is measured by ultrasonic technology, and then the measured thickness is subtracted from the standard thickness of the outer metal layer of the third rail to obtain the wear amount of the third rail.

[0008] When using ultrasonic technology to measure, you need to apply coupling agent first, and then use the detector to measure the area to be measured. The general steps include:

[0009] 1. Use the probe to measure the thickness twice at one point. The split surfaces of the probe should be 90° to each other in the two measurements, and the smaller value is taken as the thickness of the workpiece being measured.

[0010] 2. 30mm multi-point measurement method: When the measured value is unstable, take one measuring point as the center and make multiple measurements within a circle with a diameter of about 30mm. The minimum value is taken as the thickness of the workpiece.

[0011] If the measurement accuracy needs to be improved, the number of measurements around the specified measurement point needs to be increased, and the thickness change is represented by equal thickness lines.

[0012] If continuous measurement is required, the single-point measurement method should be used to measure continuously along the specified route with an interval of no more than 5mm.

[0013] This method of measuring the wear of the third rail using ultrasonic technology has complicated operation steps, and there are certain errors in the measurement results due to different operators, resulting in low measurement accuracy. Most importantly, this ultrasonic measurement method cannot achieve completely continuous measurement (although the distance between the measurement points has been reduced to no more than 5mm). Summary of the invention

[0014] The purpose of the embodiments of the present application is to provide a third rail wear detection device and method, which aims to improve the problem that continuous measurement cannot be achieved during the existing third rail wear measurement.

[0015] In a first aspect, the present application provides a third rail wear detection device, comprising:

[0016] Vehicle body;

[0017] A first movable part and an opposite second movable part; the first movable part and the second movable part are both connected to the vehicle body; the vehicle body can span two running rails and the first movable part and the second movable part can move along one of the two running rails respectively;

[0018] The bracket is connected to the vehicle body to form a cantilever structure; and

[0019] A non-contact detection device for measuring wear is installed on a bracket.

[0020] The third rail wear detection device can span across two running rails, and then use a first movable component and a second movable component to abut the two running rails, so that the third rail wear detection device can move along the two running rails. During the movement, a non-contact detection device is used to scan the third rail to achieve continuous measurement. The contour information of the worn third rail scanned by the non-contact detection device is compared and calculated with the contour information of the standard third rail, thereby obtaining the wear amount of the third rail.

[0021] In other embodiments of the present application, the third rail wear detection device further includes an elastic mechanism connected to the vehicle body;

[0022] The first moving component is connected to the elastic mechanism, and the elastic mechanism is used to drive the first moving component to move in a direction away from or close to the vehicle body.

[0023] The first moving component is connected to the elastic mechanism, which facilitates the installation of the third rail wear detection device on the running rail.

[0024] In other embodiments of the present application, the first moving component includes a first limiting wheel;

[0025] The elastic mechanism includes an elastic member and a rotating member. The first limiting wheel is connected to the elastic member, and the elastic member is connected to the rotating member. When the rotating member is subjected to force, the elastic member is driven to generate elastic displacement, thereby driving the first limiting wheel to move.

[0026] By rotating the rotating member, the elastic member can be elastically displaced, thereby driving the first movable component connected to the elastic member to move in a direction away from or close to the vehicle body.

[0027] In other embodiments of the present application, a plurality of mounting sites are provided on the vehicle body;

[0028] The bracket is connected to the vehicle body by selecting different mounting positions.

[0029] By setting a plurality of installation positions, the angle between the bracket and the vehicle body can be adjusted.

[0030] In other embodiments of the present application, by selecting different installation positions, the angle at which the bracket is connected to the vehicle body is between -90° and 180°.

[0031] Within this range, most third rail measurement requirements can be met.

[0032] In other embodiments of the present application, the third rail wear detection device further includes a display component, and the display component is electrically connected to the non-contact detection device.

[0033] The display module is capable of calculating and displaying the wear of the third rail.

[0034] In other embodiments of the present application, the display assembly includes a processor and a supporting component, the processor is mounted on the supporting component, and the supporting component is rotatably connected to the vehicle body.

[0035] The processor is mounted on a supporting component so that the angle of the processor can be adjusted for easy observation by an operator.

[0036] In other embodiments of the present application, the third rail wear detection device further includes a battery, which is disposed inside the vehicle body and provides power to the processor and the non-contact detection device.

[0037] In a second aspect, the present application provides a third rail wear detection method, the method comprising:

[0038] Scanning a second profile of the worn third rail;

[0039] The second profile is compared and calculated with the first profile of the standard third rail to obtain the concave wear depth and the flat wear depth of the bottom surface of the outer cladding of the worn third rail;

[0040] Add the concave wear depth to the flat wear depth.

[0041] This method is more accurate in describing the wear amount of the third rail.

[0042] In other embodiments of the present application, the step of obtaining the concave wear depth by comparison and calculation includes: obtaining a fitting straight line by fitting the concave part of the outer cladding of the worn third rail;

[0043] Move the fitting straight line toward the bottom surface of the outer cladding of the worn third rail until the first intersection point is generated;

[0044] With the intersection point as the rotation center, the fitting straight line is rotated so that the fitting straight line and the bottom surface of the outer cladding of the worn third rail have a second intersection point;

[0045] Calculate the maximum distance from the bottom end of the outer cladding of the worn third rail to the fitted straight line.

[0046] In other embodiments of the present application, the step of comparing and calculating the flat wear depth includes:

[0047] Scan the intersection of the outer cladding and the inner body of the worn third rail and calculate the vertical distance between the intersection and the bottom surface of the outer cladding of the standard third rail; or

[0048] The steps of comparing and calculating the flat wear depth include: obtaining a fitting circle according to the side edge profile of the standard third rail, then scanning the edge profile of the worn third rail to obtain a worn edge arc, determining the minimum distance from the worn edge arc to the center of the fitting circle, and then subtracting the minimum distance from the radius of the fitting circle. BRIEF DESCRIPTION OF THE DRAWINGS

[0049] In order to more clearly illustrate the technical solutions of the embodiments of the present application, the drawings required for use in the embodiments will be briefly introduced below. It should be understood that the following drawings only show certain embodiments of the present application and therefore should not be regarded as limiting the scope. For ordinary technicians in this field, other related drawings can be obtained based on these drawings without paying creative work.

[0050] Figure 1 A schematic structural diagram of a third rail wear detection device provided in an embodiment of the present application for testing an embedded third rail from a first perspective;

[0051] Figure 2 A schematic structural diagram of a second viewing angle of a third rail wear detection device provided in an embodiment of the present application for testing an embedded third rail;

[0052] Figure 3 A schematic structural diagram of a vehicle body of a third rail wear detection device provided in an embodiment of the present application;

[0053] Figure 4A schematic diagram of a partial structure of a vehicle body of a third rail wear detection device provided in an embodiment of the present application from one perspective;

[0054] Figure 5 A schematic diagram of a partial structure of a vehicle body of the third rail wear detection device provided in an embodiment of the present application from another perspective;

[0055] Figure 6 A schematic diagram of the structure of the third rail wear detection device provided in an embodiment of the present application for testing an external third rail;

[0056] Figure 7 It is a structural schematic diagram of the embedded third rail;

[0057] Figure 8 Fitting diagram for laser detection of embedded third rail;

[0058] Fig. 9 It is a structural schematic diagram of an external third rail;

[0059] Fig.10 The fitting diagram for the laser to detect the external third rail;

[0060] Figure 11 to Figure 14 Schematic diagram of the steps for comparing and calculating the concave wear depth.

[0061] Icons: 10-running rail; 11-inner wall; 20-third rail; 21-outer layer; 22-inner body; 100-third rail wear detection device; 110-car body; 111-first end; 112-second end; 1123-fixing plate; 1124-top wall; 1125-end face; 113-connecting shaft; 1131-elastic member; 1134-connecting block; 114-installation site; 120-first shift Moving part; 121-first walking wheel; 122-first limiting wheel; 130-second moving part; 131-second walking wheel; 132-second limiting wheel; 140-bracket; 141-bracket plate; 142-bracket beam; 150-laser; 160-elastic mechanism; 161-operating part; 163-rotating part; 180-support part; 181-push rod; 182-rotating disk; 183-support plate. DETAILED DESCRIPTION

[0062] In order to make the purpose, technical solution and advantages of the embodiments of the present application clearer, the technical solution in the embodiments of the present application will be clearly and completely described below in conjunction with the drawings in the embodiments of the present application. Obviously, the described embodiments are part of the embodiments of the present application, rather than all the embodiments. The components of the embodiments of the present application described and shown in the drawings here can be arranged and designed in various different configurations.

[0063] Therefore, the following detailed description of the embodiments of the present application provided in the accompanying drawings is not intended to limit the scope of the present application for which protection is sought, but merely represents selected embodiments of the present application. Based on the embodiments in the present application, all other embodiments obtained by ordinary technicians in the field without creative work are within the scope of protection of the present application.

[0064] It should be noted that similar reference numerals and letters denote similar items in the following drawings, and therefore, once an item is defined in one drawing, further definition and explanation thereof is not required in subsequent drawings.

[0065] In the description of the embodiments of the present application, it should be understood that the terms "upper", "lower", "vertical", "horizontal", "inside", "outside", etc. indicate orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings, or are the orientations or positional relationships in which the products of the application are conventionally placed when in use, or are the orientations or positional relationships conventionally understood by those skilled in the art. They are only for the convenience of describing the present application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be understood as a limitation on the present application.

[0066] Furthermore, the terms “first”, “second”, etc. are merely used for distinguishing descriptions and should not be understood as indicating or implying relative importance.

[0067] In the description of the embodiments of the present application, it is also necessary to explain that, unless otherwise clearly specified and limited, the terms "setting", "installation", and "connection" should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a direct connection, or an indirect connection through an intermediate medium, or it can be a connection between the two components. For ordinary technicians in this field, the specific meanings of the above terms in this application can be understood according to specific circumstances.

[0068] See also Figures 1 to 5 The present embodiment provides a third rail wear detection device 100, including a vehicle body 110, a first movable component 120, a second movable component 130, a bracket 140 and a non-contact detection device for measuring the wear amount.

[0069] Non-contact detection devices for measuring wear include laser detection devices that use lasers for measurement, ultrasonic detection devices, and the like.

[0070] Further, the first movable part 120 and the second movable part 130 are arranged opposite to each other. The first movable part 120 and the second movable part 130 are both connected to the vehicle body 110. The vehicle body 110 can span two running rails 10 and the first movable part 120 and the second movable part 130 can move along one of the two running rails 10 respectively. The bracket 140 is connected to the vehicle body 110 and forms a cantilever structure. The non-contact detection device is installed on the bracket 140.

[0071] The third rail wear detection device 100 can span across two running rails 10, and then use the first movable component 120 and the second movable component 130 to support the two running rails 10, so that the third rail wear detection device 100 can move along the two running rails 10. During the movement, a non-contact detection device is used to scan the third rail 20 to achieve continuous measurement. The contour information of the worn third rail scanned by the non-contact detection device is compared and calculated with the contour information of the standard third rail, thereby obtaining the wear amount of the third rail.

[0072] In some embodiments of the present application, reference Figure 1-Figure 3 The third rail wear detection device 100 includes: a vehicle body 110, a first movable component 120, a second movable component 130, a bracket 140, a non-contact detection device, an elastic mechanism 160, a display component and a battery (not shown). The display component includes a processor (not shown) and a support component 180. The non-contact detection device is a laser 150.

[0073] Furthermore, the vehicle body 110 is a box structure, and the battery is arranged inside the box. A support component 180 is arranged on the upper surface of the box structure vehicle body 110, and the processor is installed on the support component 180. The first moving component 120 is arranged at the first end 111 of the vehicle body 110, and the second moving component 130 is arranged at the second end 112 of the vehicle body 110.

[0074] Further, the first movable part 120 includes a first running wheel 121 and a first limiting wheel 122. A connecting shaft 113 extends from the box of the vehicle body 110, and the first movable part 120 is connected to the connecting shaft 113. The connecting shaft 113 includes two. The connecting shaft 113 plays a guiding role. A connecting block 1134 is provided at the end of the connecting shaft 113, and the elastic mechanism 160 is transmission-connected to the other end of the connecting shaft 113. The first limiting wheel 122 includes two, and the two first limiting wheels 122 are connected to the bottom of the connecting block 1134 at intervals, and the first running wheel 121 is connected to the end of the connecting block 1134. When the elastic mechanism 160 is activated, it can drive the first running wheel 121 and the first limiting wheel 122 to move, thereby adjusting the distance between the first running wheel 121 and the first limiting wheel 122 and the first end 111 of the vehicle body 110.

[0075] Furthermore, the second movable component 130 includes two second running wheels 131 and two second limiting wheels 132. Both the second running wheels 131 and the second limiting wheels 132 are fixedly mounted on the second end 112 of the vehicle body 110. A fixing plate 1123 is provided at the second end 112 of the vehicle body 110, and two second limiting wheels 132 are connected at intervals at the bottom of the fixing plate 1123, and the second running wheel 131 is connected to the end of the fixing plate 1123. Furthermore, the length of the fixing plate 1123 is much greater than the length of the second end 112 of the vehicle body 110, and two second running wheels 131 are respectively provided at both ends of the fixing plate 1123. The second limiting wheels 132 are arranged one by one below the two second running wheels 131. This structure provides a stable foundation for the subsequent installation of the bracket 140 and the laser 150 at the second end 112, so that the entire structure is more stable and the movement is more stable.

[0076] Since the first traveling wheel 121 is connected to the end of the connecting block 1134, and the second traveling wheel 131 is connected to the end of the fixed plate 1123; and the two first limiting wheels 122 are connected to the bottom of the connecting block 1134 at intervals, and the two second limiting wheels 132 are connected to the bottom of the fixed plate 1123 at intervals, therefore, when the third rail wear detection device 100 spans across the two running rails 10, the first traveling wheel 121 and the second traveling wheel 131 are placed on the upper surface of the running rail 10, and the first limiting wheel 122 and the second limiting wheel 132 are abutted against the inner side wall 11 of the running rail 10, so that the third rail wear detection device 100 can move stably on the running rail 10.

[0077] It should be noted that the distance between the first running wheel 121 and the second running wheel 131 is selected and set according to the distance between the two running rails 10, so that the first running wheel 121 and the second running wheel 131 are just placed on the upper surface of the running rail 10, and the first limiting wheel 122 and the second limiting wheel 132 are just against the inner wall 11 of the running rail 10.

[0078] Furthermore, since the first movable component 120 is connected to the elastic mechanism 160 , the distance between the first movable component 120 and the vehicle body 110 is adjustable, thereby facilitating the installation of the third rail wear detection device 100 on the running rail 10 .

[0079] Specifically, when installing the third rail wear detection device 100 on the running rail 10, the first movable component 120 is first moved in a direction away from the first end 111 of the vehicle body 110 through the elastic mechanism 160 to increase the distance between the vehicle body 110 and the running rail 10, so as to facilitate placing the entire third rail wear detection device 100 between the two running rails 10. After the first running wheel 121 and the second running wheel 131 contact the upper surface of the running rail 10, the first movable component 120 is moved in a direction close to the first end 111 of the vehicle body 110 by adjusting the elastic mechanism 160 to reduce the distance between the vehicle body 110 and the running rail 10, so that the first limiting wheel 122 and the second limiting wheel 132 are abutted against the inner wall 11 of the running rail 10, and the installation of the third rail wear detection device 100 is completed.

[0080] Further, refer to Figures 4-5 The elastic mechanism 160 includes an operating component 161, an elastic member 1131 and a rotating member 163. The first movable component 120 is connected to the elastic member 1131. The elastic member 1131 is connected to the rotating member 163 through a connecting member such as a wire rope (not shown). The rotating member 163 is connected to the operating component 161.

[0081] In the illustrated embodiment, the operating member 161 is a handle, which can be rotated manually. In the illustrated embodiment, the elastic member 1131 is a nitrogen spring.

[0082] By rotating the operating component 161 , the elastic component 1131 can be stretched or compressed, thereby driving the first moving component 120 connected to the elastic component 1131 to move in a direction away from or close to the vehicle body 110 .

[0083] In the illustrated embodiment, when the handle of the operating component 161 is lifted upward, the elastic member 1131 is compressed or restored to its original length, and the first movable component 120 moves toward the vehicle body; when the handle is pressed downward, the elastic member 1131 is stretched, and the first movable component 120 moves away from the vehicle body, thereby realizing the adjustment of the distance between the first movable component 120 and the vehicle body 110.

[0084] When in use, first lift the handle and adjust the first movable component 120 away from the vehicle body 110 (ensure that there is enough gap between the first movable component 120 and the inner side wall 11 of the running rail 10 for easy installation), then install the first movable component 120 on the running rail 10. After installation, press down the handle and adjust the first movable component 120 away from the vehicle body 110 (reduce the distance between the first movable component 120 and the inner side wall 11 of the running rail 10), so that the first movable component 120 is clamped on the running rail 10.

[0085] Further, the second end 112 of the vehicle body 110 is connected with a bracket 140. Further, the bracket 140 is installed between the two second running wheels 131. The laser 150 is installed on the bracket 140. The bracket 140 extends in a direction away from the second end 112 of the vehicle body 110 to form a cantilever structure. Since the common third rails 20 are all arranged parallel to the running rails 10, the laser 150 installed on the bracket 140 can irradiate the third rail 20 to scan the third rail 20.

[0086] It should be noted that, since the distance between the third rail and the running rail has different specifications, the length of the bracket 140 is set according to actual needs.

[0087] Furthermore, since there are different ways to install the third rail, the installation angle between the bracket 140 and the vehicle body 110 is selected and set according to actual needs.

[0088] Specifically, a plurality of mounting sites 114 are disposed on the second end of the vehicle body 110 ; the bracket 140 is connected to the second end 112 of the vehicle body 110 by selecting different mounting sites 114 .

[0089] Furthermore, by selecting different installation positions, the angle at which the bracket 140 is connected to the vehicle body 110 is between 90° and −90°.

[0090] exist Figure 1 , Figure 7 and Figure 8 In the illustrated embodiment, the bracket 140 is connected to the vehicle body 110 to form an angle of 180°. The bracket 140 is mounted on the vehicle body 110 by screws.

[0091] exist Figure 6 , Fig. 9 and Fig.10 In the illustrated embodiment, the bracket 140 is connected to the vehicle body 110 to form an angle of 90°. The bracket 140 is mounted on the vehicle body 110 by screws.

[0092] In other optional embodiments of the present application, the bracket 140 can be connected to the vehicle body 110 to form a desired angle according to actual needs.

[0093] Furthermore, the bracket 140 includes a bracket plate 141 and a bracket beam 142. The bracket plate 141 is overlapped on the top wall 1124 of the fixing plate 1123 and fixed by bolts and other connecting members. The bracket beam is located below the bracket plate 141 and is also fixed to the end surface 1125 of the fixing plate 1123 by bolts and other connecting members. Thus, the bracket 140 is firmly connected to the second end 112 of the vehicle body 110.

[0094] Furthermore, the laser 150 is disposed at the free end of the bracket 140. The installation angle of the laser 150 is selected and set according to the specific position relationship of the third rail 20.

[0095] Figure 7 In the illustrated embodiment, the third rail wear detection device 100 is used to scan the embedded third rail. Therefore, the laser 150 is arranged on the bracket 140 installed horizontally (0°), and the laser light of the laser 150 is emitted obliquely upward.

[0096] Figure 6 In the illustrated embodiment, the third rail wear detection device 100 is used to scan the third rail of the external contact network. Thus, the laser 150 is set on the bracket 140 installed vertically (90°), and the laser of the laser 150 is emitted obliquely downward. Further optionally, in this embodiment, the inclination angle of the contact surface of the laser 150 relative to the third rail is 30°±3°, the horizontal distance relative to the inner edge of the adjacent running rail 10 is 500mm±10mm, and the height relative to the rail surface of the adjacent running rail 10 is 80mm±5mm.

[0097] Furthermore, the display component is electrically connected to the laser 150, so that the result measured by the laser 150 can be displayed.

[0098] Furthermore, the display assembly includes a processor and a supporting component 180 , the processor is mounted on the supporting component 180 , and the supporting component 180 is rotatably connected to the vehicle body 110 .

[0099] The above-mentioned processors can be terminal processors such as notebook computers, tablet computers, and mobile phones.

[0100] By using the support component 180, the processor can be installed on the vehicle body 110, so that when the vehicle body 110 moves along the running rail 10 to detect the third rail 20, the data detected by the processor can be stored, processed and displayed at the same time.

[0101] In other optional embodiments of the present application, the support member 180 may not be provided, and the operator may carry the processor. The processor is connected to the laser 150 via a wireless communication mode such as Bluetooth or WiFi, and the data detected by the laser 150 can also be stored in the processor.

[0102] In the illustrated embodiment, the support component 180 includes a push rod 181, a rotating disk 182, and a support plate 183. During installation, the processor is placed on the support plate 183, one end of the push rod 181 is connected to the rotating disk 182, and the other end is connected to the support plate 183. The push rod 181 is connected to the rotating disk 182 through a rotating shaft, and different limiting holes are provided on the rotating disk 182. The push rod 181 can rotate 180° along the rotating disk 182 and be fixed at different limiting holes, thereby lifting the push rod to a certain angle, and then the processor placed on the support plate 183 is lifted to different angles, which is convenient for the operator to observe the detection results.

[0103] Furthermore, a battery is disposed inside the vehicle body 110 , and the battery provides electrical energy to the processor and the laser 150 .

[0104] In the illustrated embodiment, the structure of the above-mentioned car body 110 is a box structure formed by a rectangular parallelepiped, so the battery can be installed in the inner cavity of the car body 110, which not only protects the battery, but also makes the overall structure of the entire third rail wear detection device 100 more compact, smaller in size, and more beautiful in appearance.

[0105] The third rail wear detection device 100 is a non-contact measurement method, which will not damage the third rail. The device can be implemented along the running rail line for measurement, and has a faster measurement speed than the currently common fixed-point manual measurement.

[0106] In some embodiments, the device can measure at a speed of up to 10 km / h. Furthermore, the device is improved from the original sampling measurement (selection of measurement locations) to a full line survey, which greatly enhances the accuracy of detection.

[0107] Furthermore, the device greatly reduces labor intensity. Operators do not need to squat for a long time to complete the measurement work. They only need to push the device to complete the measurement. Furthermore, the device has a processor, and the measurement results can be recorded in the database, which greatly improves the convenience and accuracy compared to the current common on-site paper records.

[0108] Some embodiments of the present application also provide a third rail wear detection method, which can be performed using the third rail wear detection device provided in the aforementioned embodiments.

[0109] The method includes:

[0110] Step S1, obtaining a first profile of a standard third rail.

[0111] In some specific embodiments of the present application, a laser is used to scan the profile of the standard third track, which is recorded as the first profile.

[0112] Figure 7A common standard third rail model (embedded, corresponding to Figure 1 Installation form). The third rail of this model is scanned to obtain profile information. The profile information includes that the bottom of the third rail is provided with an outer layer 21 (generally made of metal material) and an inner body 22, as well as the intersection point information of the two. Among them, the outer layer 21 is arranged at the bottom of the third rail. The remaining part is the inner body 22 of the third rail. The end of the outer layer 21 is embedded in the inner body 22 and forms an intersection with the inner body 22.

[0113] Fig. 9 Another common standard third rail model (external type, corresponding to Figure 2 The third rail of this model is scanned to obtain profile information. The profile information includes the outer layer 21 (generally made of metal) and the inner body 22 of the third rail, as well as the intersection information of the two. The outer layer 21 is arranged on the top, and the remaining part is the inner body 22 of the third rail. The outer layer 21 wraps around the edge of the inner body 22 to form an arc shape.

[0114] In some specific embodiments of the present application, the first profile of the standard third rail can be obtained by obtaining profile sampling points by grid sampling on the design drawing of the standard third rail. Step S2: Scan the second profile of the worn third rail.

[0115] In some embodiments of the present application, the third rail wear detection device provided in the aforementioned embodiments is arranged on two running rails, and scans the second profile of the worn third rail during movement along the running rails.

[0116] According to the installation method of the third rail wear detection device shown in the above embodiment, the third rail wear detection device is set on two running rails, and the third rail that has been worn in actual use is scanned to obtain its profile information, which is recorded as the second profile. The second profile is used as the basis for comparison with the profile information of the standard third rail obtained in step S1, so as to obtain the wear amount of the third rail in actual use. The information scanned by the second profile contains the same content as the information scanned in step S1.

[0117] It should be noted that when only the wear amount at a certain point needs to be measured, the third rail wear detection device only needs to be fixed at a certain point for measurement. It should also be noted that when measuring, the third rail wear detection device can be stopped for measurement or moved for measurement.

[0118] Step S3, comparing and calculating the second profile with the first profile, and obtaining the concave wear depth and the flat wear depth of the bottom surface of the outer cladding layer of the worn third rail.

[0119] Further, the step of obtaining the concave wear depth by comparison and calculation includes: obtaining a fitting straight line according to the concave part of the outer cladding of the worn third rail;

[0120] Move the fitting straight line toward the bottom surface of the outer cladding of the worn third rail until the first intersection point is generated;

[0121] With the intersection point as the rotation center, the fitting straight line is rotated so that the fitting straight line and the bottom surface of the outer cladding of the worn third rail have a second intersection point;

[0122] Calculate the maximum distance from the bottom end of the outer cladding of the worn third rail to the fitted straight line.

[0123] Specifically, refer to Figure 11 to Figure 14 , according to the concave part of the outer cladding of the worn third rail, the fitting straight line L3 is obtained, and then L3 is translated downward to generate an intersection point p1 with the bottom (such as Fig.10 Then, with p1 as the rotation center, the straight line L3 is rotated to generate the second intersection point p2, and the straight line p1 p2 is obtained. The maximum distance between the bottom surface of the outer cladding of the worn third rail and the straight line p1 p2 is calculated, which is the concave wear depth D1.

[0124] It should be noted that there are many ways to calculate the concave wear depth D1, that is, methods of using other processes to calculate the concave depth of the bottom surface of the worn third rail should also be within the protection scope of this application.

[0125] Furthermore, the calculation method of the flat wear depth D2 is slightly different for different types of third rails.

[0126] Specifically, for the attached Figure 1 , Figure 7 and Figure 8 In the embedded third rail shown, the step of calculating the ratio of the flat wear depth includes: scanning the intersection point between the outer cladding and the inner body of the worn third rail, and then calculating the vertical distance between the intersection point and the bottom surface of the outer cladding of the standard third rail. Figure 8 In the figure, the straight line L1 is a reference line obtained by fitting the bottom surface of the outer cladding of the first profile of the standard third rail scanned in step S1, and the curve L2 is a curve drawn according to the bottom surface of the outer cladding of the second profile of the third rail actually used scanned in step S2. Point O on the curve L2 is a point obtained based on the intersection point of the outer cladding and the inner body.

[0127] The flat wear depth D2 is equal to the vertical distance between the intersection point O and the bottom surface of the outer cladding of the standard third rail, that is, the distance D2 between L1 and point O.

[0128] Further, specifically, for the attached Figure 6 , Fig. 9 and Fig.10For the externally wrapped third rail shown, the calculation steps of the ratio of the flat wear depth include:

[0129] A fitting circle is obtained by fitting the side edge profile of the standard third rail, and then the edge profile of the worn third rail is scanned to obtain the worn edge arc, the minimum distance from the worn edge arc to the center of the fitting circle is determined, and then the minimum distance is subtracted from the radius of the fitting circle.

[0130] It should be noted that the side edge profile of the standard third rail refers to a position where no wear will occur.

[0131] It should also be noted that the scanned points on the edge contour of the worn third rail are generally within the fitting circle, which is the minimum distance to the center of the circle. The difference between the radius of the fitting circle and the minimum distance (if the difference is less than 0, the value is assigned to 0) is the flat wear. In addition, because the bottom of the worn third rail and the arc of the fitting circle are tangent, if there is no wear, there will be no data points in the fitting circle. If there is flat wear, there will be data points of the worn third rail in the fitting circle.

[0132] For example, Fig.10 In the figure, the straight line L1 is a reference line obtained by fitting the bottom surface of the outer cladding of the first profile of the standard third rail scanned in step S1, and the curve L2 is a curve drawn according to the bottom surface of the outer cladding of the second profile of the third rail actually used scanned in step S2. The circle S is obtained by fitting the side radian profile of the outer cladding of the first profile of the standard third rail scanned in step S1.

[0133] The flat wear depth D2 is equal to the radius R of the circle S minus the minimum distance h from the worn edge arc to the center of the fitting circle.

[0134] Step S4, adding the concave wear depth and the flat wear depth.

[0135] The inventors found that during the wear process of the third rail, the entire contact surface will be worn as a whole, so that the height of the entire third rail is shortened as a whole, that is, flat wear. In addition, some areas of the contact surface of the third rail will be locally worn and concave, that is, concave wear. Therefore, in order to more accurately define the wear amount of the third rail, the inventors creatively proposed to use the sum of the concave wear depth and the flat wear depth to represent the total wear amount of the third rail.

[0136] Specifically, in the illustrated embodiment, the total wear amount D of the third rail is 总 = concave wear depth D1 + flat wear depth D2.

[0137] This detection method can describe the wear amount of the third rail more accurately.

[0138] The above description is only the preferred embodiment of the present application and is not intended to limit the present application. For those skilled in the art, the present application may have various modifications and variations. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present application shall be included in the protection scope of the present application.

Claims

1. A third rail wear detection device, characterized in that: include: Vehicle body; A first moving part and an opposite second moving part, wherein the first moving part and the second moving part are both connected to the vehicle body; The vehicle body can span across two running rails, and the first moving component and the second moving component can move along one of the two running rails; A bracket; the bracket is connected to the vehicle body to form a cantilever structure; as well as A non-contact detection device for measuring wear, wherein the non-contact detection device is mounted on the bracket; The third rail wear detection device also includes an elastic mechanism, The elastic mechanism comprises an operating component, an elastic component and a rotating component, wherein the first movable component is connected to the elastic component, the elastic component is connected to the rotating component via a connecting component, and the rotating component is connected to the operating component; by rotating the operating component, the elastic component can be stretched or compressed, thereby driving the first movable component connected to the elastic component to move away from or close to the vehicle body; The first moving component includes a first limiting wheel; the first limiting wheel is connected to the elastic member, the elastic member is connected to the rotating member, and the rotating member drives the elastic member to generate elastic displacement after receiving force, thereby driving the first limiting wheel to move.

2. The third rail wear detection device according to claim 1, characterized in that: The vehicle body is provided with a plurality of installation sites; The bracket is connected to the vehicle body by selecting different mounting positions.

3. The third rail wear detection device according to claim 2, characterized in that: By selecting different installation positions, the angle at which the bracket is connected to the vehicle body is between -90° and 180°.

4. The third rail wear detection device according to any one of claims 1 to 3, characterized in that: The third rail wear detection device further includes a display component, and the display component is electrically connected to the non-contact detection device.

5. The third rail wear detection device according to claim 4, characterized in that: The display assembly comprises a processor and a supporting component, the processor is mounted on the supporting component, and the supporting component is rotatably connected to the vehicle body.

6. A third rail wear detection method, characterized in that: The third rail wear detection device according to any one of claims 1 to 5 is used for detection, comprising: Scanning a second profile of the worn third rail; Compare and calculate the second profile with the first profile of the standard third rail to obtain the concave wear depth and the flat wear depth of the bottom surface of the outer cladding of the worn third rail; adding the concave wear depth to the flat wear depth; The step of obtaining the concave wear depth by comparison and calculation includes: obtaining a fitting straight line by fitting the concave part of the outer cladding of the worn third rail; Moving the fitting straight line toward the bottom surface of the outer cladding of the worn third rail until a first intersection is generated; Taking the intersection point as the rotation center, rotating the fitting straight line so that the fitting straight line and the bottom surface of the outer cladding layer of the worn third rail generate a second intersection point; Calculate the maximum distance from the bottom end of the outer cladding of the worn third rail to the fitting straight line; The steps of comparing and calculating the flat wear depth include: Scanning the intersection point between the outer cladding and the inner body of the worn third rail, and then calculating the vertical distance between the intersection point and the bottom surface of the outer cladding of the standard third rail; or The step of comparing and calculating the flat wear depth includes: obtaining a fitting circle according to the side edge profile of the standard third rail, then scanning the edge profile of the worn third rail to obtain a worn edge arc, determining the minimum distance from the worn edge arc to the center of the fitting circle, and then subtracting the minimum distance from the radius of the fitting circle.

Images