A railway gravity balance type superelevation detection device and its use method

Abstract

A railway gravity-balanced superelevation detection device comprises a detection vehicle, which can move on a track, a first superelevation detection prism is arranged on the left side of the top of the detection vehicle just above the left track, a second superelevation detection prism is arranged on the right side of the top of the detection vehicle just above the right track, and a superelevation detector is arranged at the center between the first superelevation detection prism and the second superelevation detection prism on the detection vehicle. This design not only improves detection continuity and reduces labor, but also improves work efficiency.

Description

Technical Field

[0001] The present invention relates to the technical field of railway track detection, and in particular to a railway gravity-balanced superelevation detection device and a use method thereof, which are mainly suitable for improving detection continuity, reducing labor intensity and improving work efficiency. Background Art

[0002] As an important part of the national rapid passenger transport network, the development and construction of railway lines can improve the transportation capacity and quality of railway channels, and has far-reaching significance for adapting to the needs of national economic and social development. Superelevation refers to the fact that when a train is running on a circular curve, it will slip due to the lateral force or centrifugal force. In order to offset the centrifugal force generated by the vehicle when running on the circular curve section and ensure that the train can pass the circular curve safely, stably, meet the design speed, and economically and comfortably, a one-way cross slope with the outer side higher than the inner side is set on the cross section of the section.

[0003] The Chinese patent, with the authorization announcement number CN203148352U and the utility model patent with the authorization announcement date of August 21, 2013, proposes a railway track gauge calibrator, wherein the railway track gauge calibrator adopts a special block gauge for track gauge and a special block gauge for superelevation to realize the positioning of the calibration point, which is very simple and convenient. While simplifying the process of measuring the metrological performance of the track gauge, it ensures the metrological performance of the track gauge, and provides a guarantee for the reliability of railway maintenance and inspection work; during the measurement of the track gauge indication error, a motor is used to complete the telescopic adjustment of the rotating shaft; the labor difficulty of the staff is greatly reduced, but it still has the following defects: the detection continuity is low, only breakpoint measurement can be performed, the labor intensity is high, and it is necessary to bend over frequently during use, which is easy to cause fatigue, and the work efficiency is low. Summary of the invention

[0004] The purpose of the present invention is to overcome the defects and problems of low detection continuity, high labor intensity and low work efficiency in the prior art, and to provide a railway gravity-balanced superelevation detection device and a method of using the device which can improve detection continuity, reduce labor intensity and improve work efficiency.

[0005] To achieve the above purpose, the technical solution of the present invention is: a railway gravity balance superelevation detection device, comprising a detection vehicle, the detection vehicle can move on the track, a first superelevation detection prism is arranged on the left side of the top of the detection vehicle just above the left track, a second superelevation detection prism is arranged on the right side of the top of the detection vehicle just above the right track, and a superelevation detector is arranged on the detection vehicle at the center position between the first superelevation detection prism and the second superelevation detection prism;

[0006] The super-height detector includes a gearbox support plate, a gearbox, a balance block, a turntable and a pointer. The bottom of the gearbox support plate is connected to the detection vehicle, the gearbox is arranged on the back of the gearbox support plate, the balance block is arranged on the back of the gearbox, and the turntable is arranged on the front of the gearbox support plate;

[0007] A first connecting shaft, a second connecting shaft and a third connecting shaft are provided inside the gearbox, one end of the first connecting shaft passes through the gearbox and is connected to a balance block, the other end of the first connecting shaft is connected to the gearbox, a first gear is mounted on the outer wall of the first connecting shaft, both ends of the second connecting shaft are connected to the gearbox, a second gear and a third gear are mounted on the outer wall of the second connecting shaft, the second gear is meshed with the first gear, one end of the third connecting shaft passes through the gearbox and is connected to a pointer, the other end of the third connecting shaft is connected to the gearbox, and a fourth gear meshed with the third gear is mounted on the outer wall of the third connecting shaft.

[0008] The gearbox includes a gearbox cover plate, a gearbox side plate and a gearbox back plate. The gearbox cover plate is connected to the top of the gearbox support plate. The gearbox side plate and the gearbox back plate are both arranged at the bottom of the gearbox cover plate. The gearbox side plate is located between the gearbox support plate and the gearbox back plate. A gearbox bottom plate is arranged at the bottom of the gearbox side plate.

[0009] The balancing block is in the shape of a double kidney, and includes a left kidney plate, a right kidney plate and a connecting plate. The left and right sides of the connecting plate are respectively connected to the left kidney plate and the right kidney plate. The connecting plate is connected to the first connecting axis. Horizontal bubbles are arranged on the left kidney plate and the right kidney plate.

[0010] The gear ratio between the first gear and the second gear is 100:20, and the gear ratio between the third gear and the fourth gear is 106:20.

[0011] Two bearings are arranged on the outer walls of the first connecting shaft, the second connecting shaft and the third connecting shaft, and the bearings are connected to the inner wall of the gearbox.

[0012] The turntable comprises a dial cover and a scale plate, the scale plate is connected to the inner wall of the dial cover, and a transparent protective cover is arranged on the dial cover.

[0013] Threaded holes are provided on both sides of the gearbox support plate, and ball-shaped positioning screws and adjusting bolts are provided in the threaded holes in sequence. One end of the ball-shaped positioning screw is connected to the adjusting bolt, and a limiting groove is provided on the outer wall of the dial cover in a circumferential direction, and the other end of the ball-shaped positioning screw is located in the limiting groove.

[0014] The gearbox support plate is provided with a mounting groove, and the turntable is inserted into the mounting groove.

[0015] The bottom of the detection vehicle is provided with running wheels, the running wheels are adapted to the tracks, and the top of the detection vehicle is provided with a push handle.

[0016] A method for using a railway gravity-balanced superelevation detection device, the method comprising the following steps:

[0017] First, place the inspection vehicle on the track, and then use the first superelevation detection prism and the second superelevation detection prism to measure the track surface elevation of the left track and the right track respectively. The elevation difference between the two track surfaces is the superelevation, and then manually rotate the turntable to make the pointer point to the corresponding scale value, thereby completing the calibration process; then push the inspection vehicle to inspect the track. During the movement of the inspection vehicle, if the track surface superelevation of the left track and the right track changes, the balance block will always remain horizontal under the action of gravity, and the turntable will rotate left or right with the inspection vehicle, thereby driving the first connecting shaft to rotate, the first gear drives the second gear to rotate, the second connecting shaft will drive the third gear to rotate, and then the fourth gear meshing with the third gear will rotate, and the third connecting shaft will drive the pointer to rotate in the turntable; then read the scale pointed to by the pointer when it is stationary, which is the actual superelevation value, thereby completing the measurement of the track.

[0018] Compared with the prior art, the present invention has the following beneficial effects:

[0019] 1. The detection vehicle and superelevation detector provided in a railway gravity-balanced superelevation detection device and a method for using the same of the present invention, when detecting a curved track, the detection vehicle is placed on the track, and the track surface elevations of the left track and the right track are detected by a first superelevation detection prism and a second superelevation detection prism, and then the turntable is manually rotated to complete the calibration operation, and then the detection vehicle is pushed to detect the curved track. During the movement of the detection vehicle, if the track surface superelevation of the left track and the right track changes, the balance block will always remain horizontal under the action of gravity, and the turntable will rotate left or right with the detection vehicle, thereby driving the first connecting shaft to rotate, the first gear drives the second gear to rotate, the second connecting shaft drives the third gear to rotate, and then the fourth gear meshing with the third gear rotates, and the third connecting shaft drives the pointer to rotate in the turntable, and the measured value is read, thereby completing the measurement operation, and the detection vehicle can drive the superelevation detector to move, and can realize continuous detection of the curved track, improve detection continuity, and during measurement, calibration can be performed, so that the measurement result is more accurate, and the accuracy of the measurement result is improved.

[0020] Therefore, the present invention improves detection continuity and improves accuracy.

[0021] 2. A railway gravity-balanced superelevation detection device and a method of using the same of the present invention are provided with a detection vehicle, a running wheel is provided at the bottom of the detection vehicle, the running wheel is matched with the track, a push handle is provided on the top of the detection vehicle, when measuring, it is only necessary to hold the push handle and push the detection vehicle, the superelevation detector on the detection vehicle can complete the detection of the curved track, the whole process does not require bending over many times, a large amount of labor is reduced by the running wheels on the detection vehicle, and there is no need to bend over many times. The running wheels and push handles on the detection vehicle greatly reduce the labor, and also reduce the labor cost, and the detection cost is also reduced.

[0022] Therefore, the present invention reduces labor and reduces detection costs.

[0023] 3. The detection vehicle and superelevation detector provided in the railway gravity-balanced superelevation detection device and the use method thereof of the present invention can continuously detect the curved track, thereby reducing the time required for detection, improving the detection efficiency, and being more efficient when used. In addition, the traveling wheels and the pusher can reduce the labor force while further improving the detection efficiency of the detection device, reducing the time required for detection, and improving the work efficiency of the detection personnel. The left and right sides of the gearbox support plate are provided with threaded holes, and the threaded holes are provided with ball-shaped positioning screws and adjusting bolts in sequence. One end of the ball-shaped positioning screw is connected to the adjusting bolt. The dial cover is connected by a joint bolt, and a limiting groove is arranged on the outer wall of the dial cover along the circumferential direction. The other end of the ball-beam positioning screw is located in the limiting groove. When adjustment and calibration are needed, only the dial cover needs to be rotated. Since the pointer is connected to the connecting rod on the supporting plate, during the rotation of the dial cover, the ball-beam positioning screw plays a limiting role, and the direction of the pointer remains fixed. The dial on the dial cover rotates, so that the zero scale of the dial coincides with the direction indicated by the pointer, thereby completing the entire calibration process. The entire calibration process is relatively simple, the time required is short, the labor of calibration adjustment is reduced, and the efficiency of the entire detection process is also improved.

[0024] Therefore, the present invention has high working efficiency. BRIEF DESCRIPTION OF THE DRAWINGS

[0025] Figure 1 It is a structural schematic diagram of the present invention.

[0026] Figure 2 yes Figure 1 Left view of the medium and ultra-high detector.

[0027] Figure 3 yes Figure 2 Schematic diagram of the external structure of the gearbox.

[0028] Figure 4 yes Figure 2 Schematic diagram of the internal structure of the gearbox.

[0029] Figure 5yes Figure 4 Left view of .

[0030] Figure 6 yes Figure 1 Front view of the ultra-high detector.

[0031] Figure 7 yes Figure 1 Top view of the ultra-high detector.

[0032] Figure 8 yes Figure 2 Cross-sectional view of .

[0033] Fig. 9 yes Figure 7 Schematic diagram of the structure of the middle dial cover.

[0034] In the figure: detection vehicle 1, track 2, first superelevation detection prism 3, second superelevation detection prism 4, superelevation detector 5, gearbox support plate 51, threaded hole 511, ball positioning screw 512, adjusting bolt 513, gearbox 52, first connecting shaft 501, second connecting shaft 502, third connecting shaft 503, first gear 504, second gear 505, third gear 506, fourth gear 507, gearbox cover plate 521, gearbox side plate 522, gearbox back plate 523, balance block 53, level bubble 531, turntable 54, dial cover 541, dial 542, transparent protective cover 543, limit groove 544, pointer 55, push handle 6. DETAILED DESCRIPTION

[0035] The present invention is further described in detail below in conjunction with the accompanying drawings and specific implementation methods.

[0036] See also Figures 1 to 9 A railway gravity-balanced superelevation detection device comprises a detection vehicle 1, the detection vehicle 1 can move on a track 2, a first superelevation detection prism 3 is arranged on the left side of the top of the detection vehicle 1 just above the left track 2, a second superelevation detection prism 4 is arranged on the right side of the top of the detection vehicle 1 just above the right track 2, and a superelevation detector 5 is arranged on the detection vehicle 1 at the center between the first superelevation detection prism 3 and the second superelevation detection prism 4;

[0037] The super-high detector 5 includes a gearbox support plate 51 (cut from a 16 mm thick 6061 aluminum plate), a gearbox 52, a balance block 53, a turntable 54 and a pointer 55. The bottom of the gearbox support plate 51 is connected to the detection vehicle 1, the gearbox 52 is arranged on the back of the gearbox support plate 51, the balance block 53 is arranged on the back of the gearbox 52, and the turntable 54 is arranged on the front of the gearbox support plate 51;

[0038] The gearbox 52 is internally provided with a first connecting shaft 501, a second connecting shaft 502 and a third connecting shaft 503. One end of the first connecting shaft 501 passes through the gearbox 52 and is connected to the balance block 53. The other end of the first connecting shaft 501 is connected to the gearbox 52. A first gear 504 is mounted on the outer wall of the first connecting shaft 501. Both ends of the second connecting shaft 502 are connected to the gearbox 52. A second gear 505 and a third gear 506 are mounted on the outer wall of the second connecting shaft 502. The second gear 505 is meshed with the first gear 504. One end of the third connecting shaft 503 passes through the gearbox 52 and is connected to the pointer 55. The other end of the third connecting shaft 503 is connected to the gearbox 52. A fourth gear 507 meshed with the third gear 506 is mounted on the outer wall of the third connecting shaft 503. The first gear 504, the second gear 505, the third gear 506 and the fourth gear 507 are all made of No. 45 medium carbon steel.

[0039] The gearbox 52 includes a gearbox cover plate 521, a gearbox side plate 522 and a gearbox back plate 523. The gearbox cover plate 521 is connected to the top of the gearbox support plate 51. The gearbox side plate 522 and the gearbox back plate 523 are both arranged at the bottom of the gearbox cover plate 521. The gearbox side plate 522 is located between the gearbox support plate 51 and the gearbox back plate 523. A gearbox bottom plate is arranged at the bottom of the gearbox side plate 522.

[0040] The balance block 53 is in the shape of a double kidney, and includes a left kidney plate, a right kidney plate and a connecting plate. The left and right sides of the connecting plate are respectively connected to the left kidney plate and the right kidney plate. The connecting plate is connected to the first connecting shaft 501. Horizontal bubbles 531 are provided on the left kidney plate and the right kidney plate.

[0041] The gear ratio between the first gear 504 and the second gear 505 is 100:20, and the gear ratio between the third gear 506 and the fourth gear 507 is 106:20.

[0042] Two bearings are disposed on the outer walls of the first connecting shaft 501 , the second connecting shaft 502 and the third connecting shaft 503 , and the bearings are connected to the inner wall of the gearbox 52 .

[0043] The turntable 54 includes a dial cover 541 and a dial 542. The dial 542 is connected to the inner wall of the dial cover 541. A transparent protective cover 543 is provided on the dial cover 541. The dial 542 uses full-circle digital markings for forward and reverse directions (i.e., 360 degrees for forward rotation and 360 degrees for reverse rotation). The dial cover 541 and the dial 542 are bonded by strong glue.

[0044] Threaded holes 511 are provided on both sides of the gearbox support plate 51, and ball-shaped positioning screws 512 and adjusting bolts 513 are provided in sequence in the threaded holes 511. One end of the ball-shaped positioning screw 512 is connected to the adjusting bolt 513. A limiting groove 544 is provided on the outer wall of the dial cover 541 along the circumferential direction, and the other end of the ball-shaped positioning screw 512 is located in the limiting groove 544.

[0045] The gearbox support plate 51 is provided with a mounting groove, and the turntable 54 is inserted into the mounting groove.

[0046] The bottom of the inspection vehicle 1 is provided with running wheels, the running wheels are adapted to the track 2 , and the top of the inspection vehicle 1 is provided with a push handle 6 .

[0047] A method for using a railway gravity-balanced superelevation detection device, the method comprising the following steps:

[0048] First, the inspection vehicle 1 is placed on the track 2, and then the first superelevation detection prism 3 and the second superelevation detection prism 4 are used to measure the track surface elevations of the left track and the right track respectively. The elevation difference between the two track surfaces is the superelevation, and then the turntable 54 is manually rotated so that the pointer 55 points to the corresponding scale value, thereby completing the calibration process; then the inspection vehicle 1 is pushed to inspect the track 2. During the movement of the inspection vehicle 1, if the track surface superelevation of the left track and the right track changes, the balance block 53 will always remain horizontal under the action of gravity, and the turntable 54 will rotate left or right with the inspection vehicle 1, thereby driving the first connecting shaft 501 to rotate, the first gear 504 drives the second gear 505 to rotate, the second connecting shaft 502 will drive the third gear 506 to rotate, and then the fourth gear 507 meshing with the third gear 506 will rotate, and the third connecting shaft 503 will drive the pointer 55 to rotate in the turntable 54; then read the scale pointed to by the pointer 55 when it is stationary, which is the actual superelevation value, thereby completing the measurement of the track 2.

[0049] The principle of the present invention is described as follows:

[0050] The superelevation value of railway track is generally between 0-150 mm, corresponding to a horizontal distance of 1505 mm (standard track gauge 1435 + rail width 70). When the inspection vehicle passes through a curved section, the lifting of the outer rail will cause the vehicle body to rotate laterally by an angle. From the tangent formula tana = superelevation value / rail center distance 1505, it can be seen that the calculated angle value is very small, so the reaction is not sensitive. In order to directly use the standard 360-degree dial to display the superelevation value at 1:1 (every degree of rotation of the pointer is equal to one millimeter in the distance direction, that is, 1 mm superelevation), then it is necessary to pass The left and right balance blocks and gearbox are numerically enlarged. First, a simulation calculation is performed. A straight line of 1505 mm in length is drawn. Then, a straight line with an angle of 1 degree and a length of 1505 mm is drawn along one end of the straight line. Then, the width of the opening is marked as 26.27 mm. Finally, the calculator is used to verify that tan1° = superelevation value / 1505. The superelevation value is also 26.27 mm. It can be seen that when the vehicle body rotates 1 degree, the corresponding superelevation value is 26.27 mm. Based on this, a two-stage gearbox is designed, and the two-stage gear ratios are 20. :100 and 20:105.08. Considering the power loss and the convenience of gear processing, the acceleration ratio is finally 1:26.5, and the corresponding number of teeth is 20:100 and 20:106. In this way, when the car passes through the curved section, the car body rotates left and right while the balance block always keeps a horizontal state. In this way, the turntable is driven to rotate clockwise or counterclockwise with the car body through the rotation of the car body, and the pointer will also rotate with the acceleration through the gearbox. In this way, the gearbox converts the angle value into a millimeter value to achieve the purpose of displaying the actual superelevation value. Since this superelevation detector is based on the standard track gauge 1 It is designed for 435mm. When using wide track or narrow track, the acceleration ratio needs to be recalculated and re-matched. The calculation principle is the same. Because the superelevation detector is detachable, it should be calibrated before each use. The calibration method is to use the prism group on the nylon wheel to first measure the elevation of the right track surface of the same mileage, and then rotate the car body 180° to measure the elevation of the left track surface. The elevation difference between the two track surfaces is the superelevation value. The dial of this detector can be rotated 360 degrees at will, so you only need to keep the balance block horizontal and rotate the dial to the superelevation value indicated by the pointer. For easy reading, make sure the 0 mark of the pointer is pointing directly downward or upward during adjustment. Because the superaltitude detector is too sensitive, a slight movement will amplify the influence of the movement by 26.27 times through the gearbox. During use, unfavorable factors such as the friction resistance inside the gearbox, the large windward surface of the balance block, and vibration during walking may cause the balance block to self-balance and reset errors, resulting in inaccurate displayed values. Therefore, pay attention to whether the horizontal bubble on the balance block is centered each time you read the value. If it is not centered, turn the balance block manually. When the bubble is centered, you can get an accurate reading. Because the dial has a two-way 360-degree display, you should read the value in the direction of the pointer rotation (generally, the left superaltitude pointer rotates counterclockwise, and the right superaltitude pointer rotates clockwise).

[0051] Embodiment 1:

[0052] See also Figures 1 to 9 A railway gravity-balanced superelevation detection device comprises a detection vehicle 1, the detection vehicle 1 can move on a track 2, a first superelevation detection prism 3 is arranged on the left side of the top of the detection vehicle 1, which is located directly above the left track 2, a second superelevation detection prism 4 is arranged on the right side of the top of the detection vehicle 1, which is located directly above the right track 2, and a superelevation detector 5 is arranged at the center position between the first superelevation detection prism 3 and the second superelevation detection prism 4 on the detection vehicle 1; the superelevation detector 5 comprises a gearbox support plate 51, a gearbox 52, a balance block 53, a turntable 54 and a pointer 55, the bottom of the gearbox support plate 51 is connected to the detection vehicle 1, the gearbox 52 is arranged on the back of the gearbox support plate 51, the balance block 53 is arranged on the back of the gearbox 52, and the turntable 54 is arranged on the front of the gearbox support plate 51; The gearbox 52 is internally provided with a first connecting shaft 501, a second connecting shaft 502 and a third connecting shaft 503. One end of the first connecting shaft 501 passes through the gearbox 52 and is connected to the balance block 53. The other end of the first connecting shaft 501 is connected to the gearbox 52. A first gear 504 is mounted on the outer wall of the first connecting shaft 501. Both ends of the second connecting shaft 502 are connected to the gearbox 52. A second gear 505 and a third gear 506 are mounted on the outer wall of the second connecting shaft 502. The second gear 505 is meshed with the first gear 504. One end of the third connecting shaft 503 passes through the gearbox 52 and is connected to the pointer 55. The other end of the third connecting shaft 503 is connected to the gearbox 52. A fourth gear 507 meshed with the third gear 506 is mounted on the outer wall of the third connecting shaft 503.

[0053] According to the above scheme, a method for using a railway gravity-balanced superelevation detection device includes the following steps: firstly placing the detection vehicle 1 on the track 2, and then using the first superelevation detection prism 3 and the second superelevation detection prism 4 to respectively measure the track surface elevations of the left track and the right track, the elevation difference between the two track surfaces is the superelevation, and then manually rotating the turntable 54 so that the pointer 55 points to the corresponding scale value, thereby completing the calibration process; then pushing the detection vehicle 1 to detect the track 2, and during the movement of the detection vehicle 1, if the track surface superelevation of the left track and the right track changes, The balance block 53 will always remain horizontal under the action of gravity, and the turntable 54 will rotate leftward or rightward with the inspection vehicle 1, thereby driving the first connecting shaft 501 to rotate, the first gear 504 drives the second gear 505 to rotate, the second connecting shaft 502 drives the third gear 506 to rotate, and then the fourth gear 507 meshing with the third gear 506 rotates, and the third connecting shaft 503 drives the pointer 55 to rotate in the turntable 54; then, the scale pointed to by the pointer 55 when it is stationary is read as the actual superelevation value, thereby completing the measurement of the track 2.

[0054] Embodiment 2:

[0055] The basic content is the same as that of Example 1, except that:

[0056] See also Figures 1 to 9 The gearbox 52 includes a gearbox cover plate 521, a gearbox side plate 522 and a gearbox back plate 523. The gearbox cover plate 521 is connected to the top of the gearbox support plate 51. The gearbox side plate 522 and the gearbox back plate 523 are both arranged at the bottom of the gearbox cover plate 521. The gearbox side plate 522 is located between the gearbox support plate 51 and the gearbox back plate 523. A gearbox bottom plate is arranged at the bottom of the gearbox side plate 522. The balance block 53 is in a double kidney shape. The balance block 53 includes a left kidney plate, a right kidney plate and a connecting plate. The left and right sides of the connecting plate are respectively connected to the left kidney plate and the right kidney plate. The connecting plate is connected to the first connecting shaft 501. The left kidney plate and the right kidney plate are both provided with horizontal bubbles 531. The gear ratio of the first gear 504 to the second gear 505 is 100:20, and the gear ratio of the third gear 506 to the fourth gear 507 is 106:20.

[0057] Embodiment 3:

[0058] The basic content is the same as that of Example 1, except that:

[0059] See also Figures 1 to 9 , two bearings are arranged on the outer walls of the first connecting shaft 501, the second connecting shaft 502 and the third connecting shaft 503, and the bearings are connected to the inner wall of the gearbox 52; the turntable 54 includes a dial cover 541 and a dial 542, and the dial 542 is connected to the inner wall of the dial cover 541, and a transparent protective cover 543 is arranged on the dial cover 541; threaded holes 511 are arranged on the left and right sides of the gearbox support plate 51, and ball-shaped fixed screws are arranged in sequence in the threaded holes 511. A positioning screw 512 and an adjusting bolt 513, one end of the ball-shaped positioning screw 512 is connected to the adjusting bolt 513, a limiting groove 544 is arranged on the outer wall of the dial cover 541 in a circumferential direction, and the other end of the ball-shaped positioning screw 512 is located in the limiting groove 544; a mounting groove is arranged on the gearbox support plate 51, and the turntable 54 is inserted in the mounting groove; a running wheel is arranged at the bottom of the inspection vehicle 1, and the running wheel is adapted to the track 2, and a push handle 6 is arranged on the top of the inspection vehicle 1.

Claims

1. A railway gravity balance superelevation detection device, characterized in that: The invention comprises an inspection vehicle (1), wherein the inspection vehicle (1) can move on a track (2), wherein a first superelevation inspection prism (3) is arranged at a position on the left side of the top of the inspection vehicle (1) located directly above the left track (2), and a second superelevation inspection prism (4) is arranged at a position on the right side of the top of the inspection vehicle (1) located directly above the right track (2), and an superelevation detector (5) is arranged at a central position between the first superelevation inspection prism (3) and the second superelevation inspection prism (4) on the inspection vehicle (1); The superelevation detector (5) comprises a gearbox support plate (51), a gearbox (52), a balance block (53), a turntable (54) and a pointer (55); the bottom of the gearbox support plate (51) is connected to the detection vehicle (1); the gearbox (52) is arranged on the back of the gearbox support plate (51); the balance block (53) is arranged on the back of the gearbox (52); and the turntable (54) is arranged on the front of the gearbox support plate (51); A first connecting shaft (501), a second connecting shaft (502) and a third connecting shaft (503) are arranged inside the gearbox (52); one end of the first connecting shaft (501) passes through the gearbox (52) and is connected to the balance block (53); the other end of the first connecting shaft (501) is connected to the gearbox (52); a first gear (504) is sleeved on the outer wall of the first connecting shaft (501); both ends of the second connecting shaft (502) are connected to the gearbox (52); a second gear (505) and a third gear (506) are sleeved on the outer wall of the second connecting shaft (502); the second gear (505) is meshed with the first gear (504); one end of the third connecting shaft (503) passes through the gearbox (52) and is connected to the pointer (55); the other end of the third connecting shaft (503) is connected to the gearbox (52); a fourth gear (507) meshed with the third gear (506) is sleeved on the outer wall of the third connecting shaft (503).

2. A railway gravity balance superelevation detection device according to claim 1, characterized in that: The gearbox (52) comprises a gearbox cover plate (521), a gearbox side plate (522) and a gearbox back plate (523); the gearbox cover plate (521) is connected to the top of the gearbox support plate (51); the gearbox side plate (522) and the gearbox back plate (523) are both arranged at the bottom of the gearbox cover plate (521); the gearbox side plate (522) is located between the gearbox support plate (51) and the gearbox back plate (523); and a gearbox bottom plate is arranged at the bottom of the gearbox side plate (522).

3. The railway gravity balance superelevation detection device according to claim 1, characterized in that: The balancing block (53) is in the shape of a double kidney, and comprises a left kidney plate, a right kidney plate and a connecting plate, the left and right sides of the connecting plate are respectively connected to the left kidney plate and the right kidney plate, the connecting plate is connected to the first connecting shaft (501), and the left kidney plate and the right kidney plate are both provided with a horizontal bubble (531).

4. The railway gravity balance superelevation detection device according to claim 1, characterized in that: The gear ratio between the first gear (504) and the second gear (505) is 100:20, and the gear ratio between the third gear (506) and the fourth gear (507) is 106:

20.

5. The railway gravity balance superelevation detection device according to claim 1, characterized in that: Two bearings are provided on the outer walls of the first connecting shaft (501), the second connecting shaft (502) and the third connecting shaft (503), and the bearings are connected to the inner wall of the gearbox (52).

6. The railway gravity balance superelevation detection device according to claim 1, characterized in that: The rotating disk (54) comprises a dial cover (541) and a dial (542); the dial (542) is connected to the inner wall of the dial cover (541); and a transparent protective cover (543) is provided on the dial cover (541).

7. The railway gravity balance superelevation detection device according to claim 6, characterized in that: The left and right sides of the gearbox support plate (51) are both provided with threaded holes (511), and a ball-acting positioning screw (512) and an adjusting bolt (513) are sequentially arranged in the threaded holes (511), one end of the ball-acting positioning screw (512) is connected to the adjusting bolt (513), and a limiting groove (544) is arranged on the outer wall of the dial cover (541) along the circumferential direction, and the other end of the ball-acting positioning screw (512) is located in the limiting groove (544).

8. The railway gravity balance superelevation detection device according to claim 1, characterized in that: The gearbox support plate (51) is provided with a mounting groove, and the rotating disk (54) is inserted into the mounting groove.

9. The railway gravity balance superelevation detection device according to claim 1, characterized in that: The bottom of the inspection vehicle (1) is provided with running wheels, the running wheels are adapted to the track (2), and the top of the inspection vehicle (1) is provided with a push handle (6).

10. A method for using the railway gravity balance superelevation detection device according to claim 1, characterized in that: The method of use comprises the following steps: First, the inspection vehicle (1) is placed on the track (2), and then the first superelevation inspection prism (3) and the second superelevation inspection prism (4) are used to measure the track surface elevations of the left track and the right track respectively. The elevation difference between the two track surfaces is the superelevation. Then, the turntable (54) is manually rotated so that the pointer (55) points to the corresponding scale value, thereby completing the calibration process. Then, the inspection vehicle (1) is pushed to inspect the track (2). During the movement of the inspection vehicle (1), if the track surface superelevation of the left track and the right track changes, the balance block (53) will always remain horizontal under the action of gravity, and the turntable (54) will rotate manually so that the pointer (55) points to the corresponding scale value. The disk (54) rotates leftward or rightward along with the inspection vehicle (1), thereby driving the first connecting shaft (501) to rotate, the first gear (504) drives the second gear (505) to rotate, the second connecting shaft (502) drives the third gear (506) to rotate, and then the fourth gear (507) meshing with the third gear (506) rotates, and the third connecting shaft (503) drives the pointer (55) to rotate in the turntable (54); then, the scale pointed by the pointer (55) when it is stationary is read as the actual superelevation value, thereby completing the measurement of the track (2).

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