A non-stop dynamic detection device and detection method for railway retarder

Abstract

The present invention discloses a non-stop dynamic automatic detection device for a railway retarder, comprising a detection vehicle body moving along a rail and a PLC controller provided on the detection vehicle body, wherein the detection vehicle body is provided with two detection components for detecting retarders distributed on both sides of the rail, the detection vehicle body is further provided with a guide reset structure for guiding the two detection components to move and reset the components after detection, each detection component is provided with a detection lever structure for achieving fixed-point detection of the position of the retarder on its corresponding side, and the detection vehicle body is further provided with a drive unit for driving the detection vehicle body to move on the rail; when the detection lever structure is in contact with the retarder, the detection vehicle body is in a state of continuing to travel at a uniform speed, and the detection component remains stationary relative to the retarder under the drive of the detection lever structure and moves relative to the detection vehicle body through the guide reset structure.

Description

Technical Field

[0001] The present invention relates to the technical field of railways, and in particular to a non-stop dynamic detection device for a railway retarder and a detection method thereof. Background Art

[0002] The retarder is one of the common structures in railway facilities. It mainly includes a "mushroom head" protruding above the rail, that is, a sliding cylinder assembly, and a shell fixed on the rail to support the expansion and contraction of the sliding cylinder assembly. The interior of the retarder is filled with nitrogen. When the wheels pass over it, the retarder is pressed down. During the contraction process of the retarder, reverse resistance is formed on the vehicle. When the vehicle passes over enough retarders, the vehicle speed is reduced. The retarder is mainly used to decelerate a single carriage that is not connected to the locomotive and has no braking device. It is mostly used for shunting in the hump area of ​​the railway marshalling yard. At this time, external force is needed to brake the single carriage separated from the hump area, so as to reduce the impact force when the subsequent carriages are connected. The retarder plays a deceleration role. However, the retarder is in a continuous working state every day in the shunting area, with high frequency of use and high load intensity, and is prone to aging and wear problems. Therefore, the retarder maintenance worker needs to perform a "mushroom-stepping" inspection;

[0003] A fully automatic deceleration top auxiliary inspection vehicle with application number CN202110235707.0 includes: a frame; multiple running mechanisms installed at the bottom of the frame; a pressure measuring mechanism installed on the frame and capable of detecting the oil and gas pressure and installation height of the deceleration top; a track grabbing mechanism used to offset the oil and gas pressure of the deceleration top and installed on the same side of the frame as the pressure measuring mechanism; a distance measuring mechanism installed on the same side of the frame as the pressure measuring mechanism and capable of detecting the installation gap of the deceleration top; and a control system, which is used to control the travel and automatic stop of the inspection vehicle and complete the inspection action.

[0004] Although the existing retarder detection device can automatically identify the position of the retarder and detect the retarder, the entire vehicle body needs to be stationary during the detection process. After the detection is completed, it needs to move to detect the next set of retarder, resulting in low overall detection efficiency and a long time. Summary of the Invention

[0005] The purpose of the present invention is to provide a non-stop dynamic detection device and a detection method for a railway retarder in order to solve the above problems and overcome the defects of the prior art.

[0006] To achieve the above objectives, the present invention provides the following technical solutions:

[0007] The present invention provides a non-stop dynamic automatic detection device for railway retarder caps, comprising a detection vehicle body that moves along a rail and a PLC controller disposed on the detection vehicle body. The detection vehicle body is provided with two detection assemblies for detecting retarder caps distributed on both sides of the rail. The detection vehicle body is also provided with a guide reset structure for guiding the two detection assemblies to move and reset them after detection. Each detection assembly is provided with a detection lever structure for performing fixed-point detection of the retarder cap position on the corresponding side. The detection vehicle body is also provided with a drive unit for driving the detection assembly to move on the rail.

[0008] The two detection components are connected to each other through a synchronous transmission mechanism for achieving synchronous movement of the two. When the detection component performs contact detection on the deceleration top, the drive unit drives the detection component to move through the synchronous transmission mechanism. At this time, the moving speeds of the detection vehicle body and the detection component are consistent and in opposite directions.

[0009] Preferably, the detection vehicle body includes a vehicle plate in the shape of a rectangular parallelepiped, the length direction of the vehicle plate is consistent with the moving direction of the detection vehicle body on the rail, and rail wheels that cooperate with the rails are rotatably provided at the four corners of the lower side of the vehicle plate. The two rail wheels symmetrical along the width direction of the vehicle plate are connected to each other through a wheel axle, and a wheel support plate for rotatably supporting the wheel axle is provided on the lower side of the vehicle plate. The moving direction of the detection component on the detection vehicle body is consistent with the length direction of the vehicle plate through the guide reset structure.

[0010] Preferably, the guide reset structure is provided with two corresponding to the two detection components, the guide reset structure includes a slide groove opened on the detection vehicle body, a slider is slidably provided in the slide groove, one side of the slider is fixedly connected to a guide rod, one end of the guide rod slides out of the outer edge of the detection vehicle body and is fixedly connected to the end block, a second spring is nested on the outer side of the guide rod located between the detection vehicle body and the end block, and the axial direction of the guide rod, the sliding direction of the slider in the slide groove and the moving direction of the detection vehicle body are consistent with each other.

[0011] Preferably, the detection component includes a cylinder, which is fixedly arranged on a slider corresponding to it, and the push rod head end of the cylinder faces downward and is fixedly connected to a detection pressure plate, and the end of the detection pressure plate is formed with an inclined pressure plate for abutting against the top end of the telescopic rod of the deceleration top, and the pressing surface of the inclined pressure plate on the deceleration top and the axial direction of the telescopic rod are perpendicular to each other, and a first pressure sensor for performing pressure detection on the top end of the telescopic rod is provided on the inclined pressure plate, and the output end of the first pressure sensor is electrically connected to the input end of the PLC controller, and the output end of the PLC controller is electrically connected to the input end of the cylinder.

[0012] Preferably, the synchronous transmission mechanism includes two second gears, which are fixedly arranged on two wheel shafts along the length direction of the vehicle plate, and the two second gears are meshed with each other and connected by a toothed belt;

[0013] The synchronous transmission mechanism also includes a synchronous connecting plate, a tooth block fixedly arranged on the lower side of the synchronous connecting plate for engaging with the inner side of the bottom of the toothed belt, a lifting guide rod fixedly connected to the push rod head end of the cylinder and the detection pressure plate, a lower push plate fixedly connected to the upper end of the lifting guide rod and the lower end of the push rod of the cylinder, the two ends of the synchronous connecting plate are respectively slidably sleeved on the outer sides of the two lifting guide rods, and a first spring is nested with the two ends of the synchronous connecting plate and the outer sides of the lifting guide rods between the corresponding lower push plates.

[0014] Preferably, the driving unit adopts a motor, which is fixedly arranged on the detection vehicle body, and the output shaft end of the motor is fixedly connected to the first pulley, the inner upper side of the toothed belt is meshed with the first gear, the shaft end of the first gear is fixedly connected to one end of the rotating shaft, and the other end of the rotating shaft is fixedly connected to the second pulley, the rotating shaft is rotatably arranged on the detection vehicle body through a support block, the second pulley is meshed with the first pulley through a belt, and the output end of the PLC controller is electrically connected to the input end of the motor.

[0015] Preferably, the detection barrier rod structure includes a cross bar, one end of which is fixedly connected to a mounting plate, the mounting plate is fixedly connected to the slider by bolts, the other end of the cross bar is fixedly connected to one end of a barrier rod, the other end of the barrier rod is provided with a blocking end for achieving abutment and limiting the top end of the telescopic rod of the deceleration top, and a second pressure sensor for detecting the abutment pressure of the top end of the telescopic rod is provided at the blocking end, the axial direction of the barrier rod is consistent with the axial direction of the telescopic rod, and the output end of the second pressure sensor is electrically connected to the input end of the PLC controller.

[0016] Preferably, a battery is provided on the detection vehicle body, and the output end of the battery is electrically connected to the input end of the PLC controller.

[0017] A detection method for a non-stop dynamic detection device of a railway retarder comprises the following steps:

[0018] S1: The detection vehicle body moves along the rails under the drive unit. When the detection vehicle body approaches the retarder, the detection bar structure first contacts the retarder for detection and transmits the detected electrical signal to the PLC controller.

[0019] S2: When the detection lever structure is in contact with the deceleration top, the detection vehicle body continues to travel at a constant speed, and the detection component remains stationary relative to the deceleration top under the drive of the detection lever structure and moves relative to the detection vehicle body via the guide reset structure;

[0020] S3: The PLC controller controls the detection component to detect the retarder. When the detection component performs contact detection on the retarder, the drive unit drives the detection component to move through the synchronous transmission mechanism. At this time, the detection vehicle and the detection component move at the same speed and in opposite directions. At this time, the top of the retarder and the detection lever structure are separated from each other.

[0021] S4: After the detection is completed, the PLC controller controls the detection component to separate from the deceleration top. When the deceleration top and the detection component are not completely separated, the drive unit is first separated from the detection component through the synchronous transmission mechanism. The detection component is reset under the action of the guide reset structure and continues to detect the next group of deceleration tops.

[0022] The beneficial effects are:

[0023] 1. During the inspection process, the retarder and the inspection assembly remain relatively stationary while the inspection vehicle can continue to move along the rails. The inspection assembly uses the time interval between the front and rear groups of retarder to inspect the retarder, thereby greatly improving the overall inspection efficiency.

[0024] 2. The detection lever structure is used to automatically detect the position of the retarder, and also to achieve the initial relative static positioning between the detection component and the retarder. In addition, it cooperates with the synchronous transmission mechanism, detection component, guide reset structure and motor to realize non-stop dynamic detection of the retarder.

[0025] 3. The drive unit and the synchronous transmission mechanism can play a dual role. The first role is to drive the detection vehicle to move along the rails. The second role is to drive the two detection components to move synchronously relative to the detection vehicle through the guide reset structure when the detection components are performing detection, without affecting the continued driving movement of the detection vehicle.

[0026] 4. Under the elastic force of the second spring of the guide reset structure, the inclined pressure plate of the detection component and the top of the telescopic rod of the deceleration top slide relative to each other, realizing the rapid reset of the detection component;

[0027] 5. The detection car body, synchronous transmission mechanism, detection components, detection lever structure, guide reset structure, motor and PLC controller can cooperate with each other to realize the functions of automatic dynamic detection of the retarder by the detection car body without stopping, and synchronous consistency detection of the retarder on both sides of the rails between the two detection components. They cooperate with each other to form an inseparable whole. BRIEF DESCRIPTION OF THE DRAWINGS

[0028] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the following briefly introduces the drawings required for use in the embodiments or the description of the prior art. Obviously, the drawings described below are only some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative work.

[0029] Figure 1 It is a front view of the present invention;

[0030] Figure 2 This invention Figure 1 AA cross-section of

[0031] Figure 3 This invention Figure 1 Stereoscopic image of

[0032] Figure 4 This invention Figure 1 A stereogram in another direction;

[0033] Figure 5 This invention Figure 4 A partial enlarged view of point B.

[0034] The accompanying drawings are described as follows: 1. detection vehicle body; 101. vehicle plate; 102. track wheel; 103. wheel support plate; 104. wheel axle; 2. rail; 3. deceleration top; 301. telescopic rod; 4. synchronous transmission mechanism; 401. toothed belt; 402. first gear; 403. latching gear block; 404. synchronous connecting plate; 405. first pulley; 406. second gear; 407. belt; 408. second pulley; 409. rotating shaft; 410. support block; 5. detection assembly; 501. Cylinder; 502, push-down plate; 503, lifting guide rod; 504, first spring; 505, detection pressure plate; 506, first pressure sensor; 507, inclined pressure plate; 6, detection baffle structure; 601, cross bar; 602, baffle; 603, second pressure sensor; 604, mounting plate; 7, guide reset structure; 701, slide groove; 702, slider; 703, guide rod; 704, end block; 705, second spring; 8, motor; 9, battery; 10, PLC controller. DETAILED DESCRIPTION

[0035] To make the objectives, technical solutions, and advantages of the present invention more apparent, the technical solutions of the present invention will be described in detail below. Obviously, the embodiments described are only some of the embodiments of the present invention, not all of them. Based on the embodiments of the present invention, all other implementations obtained by those of ordinary skill in the art without inventive effort are within the scope of protection of the present invention.

[0036] See also Figure 1-Figure 5 As shown, the present invention provides a non-stop dynamic automatic detection device for railway retarder, comprising a detection vehicle body 1 that moves along a rail 2 and a PLC controller 10 provided on the detection vehicle body 1. The detection vehicle body 1 is provided with two detection assemblies 5 for detecting retarder 3 distributed on both sides of the rail 2. The detection vehicle body 1 is also provided with a guide reset structure 7 for guiding the two detection assemblies 5 and resetting them after detection. Each detection assembly 5 is provided with a detection lever structure 6 for achieving fixed-point detection of the position of the retarder 3 on the corresponding side. The detection vehicle body 1 is also provided with a drive unit for driving it to move on the rail 2.

[0037] The two detection components 5 are connected to each other through a synchronous transmission mechanism 4 for achieving synchronous movement of the two. When the detection component 5 performs contact detection on the deceleration top 3, the drive unit drives the detection component 5 to move through the synchronous transmission mechanism 4. At this time, the movement speeds of the detection vehicle body 1 and the detection component 5 are consistent and in opposite directions.

[0038] The inspection vehicle body 1 includes a vehicle plate 101 in the shape of a rectangular parallelepiped. The length direction of the vehicle plate 101 is consistent with the moving direction of the inspection vehicle body 1 on the rail 2. Rail wheels 102 that cooperate with the rail 2 are rotatably provided at the four corners of the lower side of the vehicle plate 101. The two rail wheels 102 symmetrical along the width direction of the vehicle plate 101 are connected to each other through a wheel axle 104. A wheel support plate 103 for rotatably supporting the wheel axle 104 is provided on the lower side of the vehicle plate 101. The moving direction of the inspection component 5 on the inspection vehicle body 1 is consistent with the length direction of the vehicle plate 101 through the guide reset structure 7.

[0039] See the instructions attached Figure 2 and 3 As shown, the guide reset structure 7 is provided with two corresponding detection components 5. The guide reset structure 7 includes a chute 701 provided on the detection vehicle body 1, a slider 702 is slidably provided in the chute 701, a guide rod 703 is fixedly connected to one side of the slider 702, one end of the guide rod 703 slides through the outer edge of the detection vehicle body 1 and is fixedly connected to the end block 704, and a second spring 705 is nested on the outer side of the guide rod 703 between the detection vehicle body 1 and the end block 704. The axial direction of the guide rod 703, the sliding direction of the slider 702 in the chute 701, and the moving direction of the detection vehicle body 1 are consistent with each other. Specifically, the cross-sectional shape of the slider 702 is an "I" shape, which is used to cooperate with the chute 701 for guided sliding. Through the above-mentioned specific structural design, the second spring 705 is used to realize the reset of the detection component 5 after detection, and realizes the relative sliding of the inclined pressure plate 507 and the top of the telescopic rod 301 of the deceleration top 3 through its elastic force.

[0040] See the instructions attached Figure 2 and3 As shown, the detection component 5 includes a cylinder 501, which is fixedly arranged on a slider 702 corresponding to it. The push rod head of the cylinder 501 faces downward and is fixedly connected to a detection pressure plate 505. The end of the detection pressure plate 505 is formed with an inclined pressure plate 507 for abutting against the top of the telescopic rod 301 of the deceleration top 3. The pressing surface of the inclined pressure plate 507 on the deceleration top 3 and the axial direction of the telescopic rod 301 are perpendicular to each other. The inclined pressure plate 507 is provided with a first pressure sensor 506 for performing pressure detection on the top of the telescopic rod 301. The output end of the first pressure sensor 506 is electrically connected to the input end of the PLC controller 10, and the output end of the PLC controller 10 is electrically connected to the input end of the cylinder 501.

[0041] The synchronous transmission mechanism 4 includes two second gears 406, and the two second gears 406 are fixedly arranged on the two wheel axles 104 along the length direction of the vehicle plate 101. The two second gears 406 are meshed with each other and connected with a toothed belt 401; the synchronous transmission mechanism 4 also includes a synchronous connecting plate 404, and the lower side of the synchronous connecting plate 404 is fixedly provided with a tooth block 403 for cooperating with the inner side of the bottom of the toothed belt 401. The push rod head end of the cylinder 501 and the detection pressure plate 505 are fixedly connected to each other with a lifting guide rod 503, and the upper end of the lifting guide rod 503 and the lower end of the push rod of the cylinder 501 are fixedly connected to each other with a lower push plate 502, and the two ends of the synchronous connecting plate 404 are respectively slidably sleeved on the outside of the two lifting guide rods 503, and the first spring 504 is nested on the outside of the lifting guide rod 503 between the two ends of the synchronous connecting plate 404 and the corresponding lower push plate 502. Through the above-mentioned specific structural design, the two ends of the synchronous connecting plate 404 are connected to the two lifting guide rods 503 to realize the synchronous driving movement of the two detection components 5, maintain the consistency of the positions between the two detection components 5, and realize the synchronous detection of the deceleration tops 3 on both sides of the rail 2.

[0042] See the instructions attached Figure 2 and 5As shown, the drive unit uses a motor 8, which is fixedly mounted on the detection vehicle body 1. The output shaft end of the motor 8 is fixedly connected to a first pulley 405. The inner upper side of the toothed belt 401 is meshed with a first gear 402. The shaft end of the first gear 402 is fixedly connected to one end of a rotating shaft 409. The other end of the rotating shaft 409 is fixedly connected to a second pulley 408. The rotating shaft 409 is rotatably mounted on the detection vehicle body 1 via a support block 410. The second pulley 408 is connected to the first pulley 405 via a belt 407. The output end of the PLC controller 10 is electrically connected to the input end of the motor 8. The drive unit can play a dual role through the synchronous transmission mechanism 4. The first role is to drive the detection vehicle body 1 to move along the rail 2. The second role is to drive the two detection assemblies 5 to move synchronously relative to the detection vehicle body 1 through the guide reset structure 7 when the detection assembly 5 is performing detection, without affecting the continued drive movement of the detection vehicle body 1.

[0043] See the instructions attached Figure 2 and 3 As shown, the detection baffle structure 6 includes a cross bar 601, one end of the cross bar 601 is fixedly connected to a mounting plate 604, and the mounting plate 604 is fixedly connected to the slider 702 by bolts, and the other end of the cross bar 601 is fixedly connected to one end of the baffle rod 602. Furthermore, the cross bar 601, the baffle rod 602 and the mounting plate 604 are integrally formed. In actual application, the slider 702 is provided with a number of threaded connection holes distributed in a rectangular array, which are used to realize the installation and fixation of the mounting plate 604 at different positions and the adjustment of the blocking end position of the baffle rod 602. The other end of the baffle rod 602 is provided with a blocking end for realizing abutment and limiting the top end of the telescopic rod 301 of the deceleration top 3, and a second pressure sensor 603 is provided at the blocking end for abutment pressure detection of the top end of the telescopic rod 301. The axial direction of the baffle rod 602 is consistent with the axial direction of the telescopic rod 301, and the output end of the second pressure sensor 603 is electrically connected to the input end of the PLC controller 10. In actual use, the blocking rod 602 and one side of the inclined pressure plate 507 are slid against each other, and the inclined pressure plate 507 can move up and down relative to the blocking rod 602 under the drive of the cylinder 501. The detection blocking rod structure 6 is used to automatically detect the position of the deceleration top 3. When the detection vehicle body 1 moves to the position of the deceleration top 3, the detection assembly 5 and the deceleration top 3 are initially positioned relative to each other. It is also used to cooperate with the synchronous transmission mechanism 4, the detection assembly 5, the guide reset structure 7 and the motor 8 to realize non-stop dynamic detection of the deceleration top 3.

[0044] The inspection vehicle 1 is provided with a battery 9, the output of which is electrically connected to the input of a PLC controller 10. Specifically, in practical applications, the battery 9 is used to provide power to the entire inspection vehicle 1, increasing the mobility of the inspection vehicle 1 during inspections. Furthermore, the inspection vehicle 1 may be provided with a wireless transmission unit for signal transmission with a remote control center, enabling remote control of the inspection, and transmitting information during the inspection process.

[0045] The detection vehicle body 1 moves along the rail 2 under the drive of the driving unit. The output shaft of the motor 8 rotates to drive the fixedly connected first pulley 405 to rotate. The first pulley 405 rotates and drives the second pulley 408 to rotate through the belt 407. The second pulley 408 rotates and drives the first gear 402 to rotate through the rotating shaft 409. The rotation of the first gear 402 drives the rotation of the meshed toothed belt 401. The toothed belt 401 rotates and the two second gears 406 are electrically driven to rotate, thereby driving the rail wheels 102 and the wheel axle 104 to rotate, realizing the dual-axis drive of the detection vehicle body 1. Even if one set of rail wheels 102 is temporarily separated from the rail 2 by a certain gap, it will not affect the overall movement of the detection vehicle body 1. When the vehicle body 1 approaches the deceleration top 3, the detection barrier rod structure 6 first contacts and detects the deceleration top 3. When the detection vehicle body 1 moves, the end of the barrier rod 602 of the detection barrier rod structure 6 contacts the top of the telescopic rod 301 of the deceleration top 3. At this time, the detection vehicle body 1 continues to move at the original speed, and the detection component 5 moves in the relative direction with the detection vehicle body 1 through the guide reset structure 7 to achieve static positioning between the detection component 5 and the deceleration top 3. At this stage, the second spring 705 of the guide reset structure 7 is in a compressed state. At this time, the second pressure sensor 603 at the end of the barrier rod 602 is used to detect the contact pressure of the deceleration top 3 and transmit the detected electrical signal to the PLC controller 10;

[0046] The PLC controller 10 controls the detection component 5 to detect the deceleration top 3. The PLC controller 10 controls the push rod of the cylinder 501 to extend and move downward, thereby driving the detection pressure plate 505 to move downward. When the detection pressure plate 505 contacts the top of the telescopic rod 301 of the deceleration top 3 for detection, the detection pressure plate 505 presses the top of the telescopic rod 301 of the deceleration top 3 downward for a certain distance again. At this time, the top of the telescopic rod 301 of the deceleration top 3 and the detection pressure plate 505 are separated from each other, and the tooth block 403 is engaged with the toothed belt 401 at this time. The motor 8 drives the detection component 5 to continue to move through the synchronous transmission mechanism 4. The detection assembly 5 and the deceleration top 3 are moved relative to each other, and the driving unit drives the detection assembly 5 to move through the synchronous transmission mechanism 4. At this time, the moving speeds of the detection body 1 and the detection assembly 5 are consistent in magnitude and opposite in direction. Specifically, in order to achieve the consistency in magnitude and opposite in direction of the moving speeds of the detection body 1 and the detection assembly 5, in actual application, according to the linear velocity and angular velocity conversion formula, V = ωr; the outer diameters of the second gear 406 and the rail wheel 102 are consistent with each other, and when the rail wheel 102 moves along the rail 2, the moving speed of the rail wheel 102 is consistent with the linear velocity of any point on the toothed belt 401;

[0047] After the detection is completed, the PLC controller 10 controls the detection component 5 to separate from the deceleration top 3. When it is not completely separated, the drive unit is separated from the detection component 5 through the synchronous transmission mechanism 4. At this time, the top of the telescopic rod 301 of the deceleration top 3 and the end of the blocking rod 602 are in a non-contact state. Under the elastic force of the second spring 705 of the guide reset structure 7, the inclined pressure plate 507 of the detection component 5 and the top of the telescopic rod 301 of the deceleration top 3 slide relative to each other, realizing the rapid reset of the detection component 5, and then continue to detect the next group of deceleration tops 3.

[0048] The above description is merely a specific embodiment of the present invention, but the scope of protection of the present invention is not limited thereto. Any modifications or substitutions that can be easily conceived by a person skilled in the art within the technical scope disclosed in the present invention should be included in the scope of protection of the present invention. Therefore, the scope of protection of the present invention should be based on the scope of protection of the claims.

Claims

1. A non-stop dynamic automatic detection device for railway retarder, characterized by: The invention comprises a detection vehicle (1) moving along a rail (2) and a PLC controller (10) provided on the detection vehicle (1), wherein the detection vehicle (1) is provided with two detection components (5) for detecting deceleration tops (3) distributed on both sides of the rail (2), and the detection vehicle (1) is further provided with a guide reset structure (7) for guiding the two detection components (5) and resetting them after detection, and each detection component (5) is provided with a detection lever structure (6) for realizing fixed-point detection of the position of the deceleration top (3) on the corresponding side thereof, and the detection vehicle (1) is further provided with a drive unit for driving it to move on the rail (2); The two detection components (5) are connected to each other by a synchronous transmission mechanism (4) for achieving synchronous movement of the two components. When the detection component (5) performs contact detection on the deceleration top (3), the driving unit drives the detection component (5) to move through the synchronous transmission mechanism (4). At this time, the moving speeds of the detection vehicle body (1) and the detection component (5) are the same and in opposite directions. The guide reset structure (7) is provided with two corresponding detection components (5), the guide reset structure (7) includes a slide groove (701) provided on the detection vehicle body (1), a slider (702) is slidably provided in the slide groove (701), a guide rod (703) is fixedly connected to one side of the slider (702), one end of the guide rod (703) slides through the outer edge of the detection vehicle body (1) and is fixedly connected to the end block (704), a second spring (705) is nested on the outer side of the guide rod (703) located between the detection vehicle body (1) and the end block (704), and the axial direction of the guide rod (703), the sliding direction of the slider (702) in the slide groove (701) and the moving direction of the detection vehicle body (1) are consistent with each other; The detection assembly (5) includes a cylinder (501), the cylinder (501) is fixedly arranged on a slider (702) corresponding thereto, the push rod head end of the cylinder (501) faces downward and is fixedly connected to a detection pressure plate (505), the end of the detection pressure plate (505) is formed with an inclined pressure plate (507) for abutting against the top end of the telescopic rod (301) of the deceleration top (3), the pressing surface of the inclined pressure plate (507) on the deceleration top (3) and the axial direction of the telescopic rod (301) are perpendicular to each other, and a first pressure sensor (506) for performing pressure detection on the top end of the telescopic rod (301) is provided on the inclined pressure plate (507), the output end of the first pressure sensor (506) is electrically connected to the input end of the PLC controller (10), and the output end of the PLC controller (10) is electrically connected to the input end of the cylinder (501); The synchronous transmission mechanism (4) includes two second gears (406), the two second gears (406) are fixedly arranged on two wheel shafts (104) along the length direction of the vehicle plate (101), and the two second gears (406) are meshed with each other and connected with a toothed belt (401); The synchronous transmission mechanism (4) further includes a synchronous connecting plate (404), a tooth block (403) fixedly provided on the lower side of the synchronous connecting plate (404) for engaging with the inner side of the bottom of the toothed belt (401), a lifting guide rod (503) fixedly connected between the push rod head end of the cylinder (501) and the detection pressure plate (505), a lower push plate (502) fixedly connected between the upper end of the lifting guide rod (503) and the lower end of the push rod of the cylinder (501), the two ends of the synchronous connecting plate (404) are respectively slidably sleeved on the outer sides of the two lifting guide rods (503), and a first spring (504) is nested on the outer sides of the lifting guide rods (503) between the two ends of the synchronous connecting plate (404) and the corresponding lower push plates (502).

2. The non-stop dynamic automatic detection device for railway retarder according to claim 1, characterized in that: The detection vehicle body (1) comprises a vehicle plate (101) in the shape of a rectangular parallelepiped. The longitudinal direction of the vehicle plate (101) is consistent with the moving direction of the detection vehicle body (1) on the rail (2). Rail wheels (102) that match the rail (2) are rotatably provided at the four corners of the lower side of the vehicle plate (101). Two rail wheels (102) symmetrical along the width direction of the vehicle plate (101) are connected to each other via a wheel axle (104). A wheel support plate (103) for rotatably supporting the wheel axle (104) is provided on the lower side of the vehicle plate (101). The moving direction of the detection component (5) on the detection vehicle body (1) is consistent with the longitudinal direction of the vehicle plate (101) through the guide reset structure (7).

3. The non-stop dynamic automatic detection device for railway retarder according to claim 1, characterized in that: The driving unit adopts a motor (8), which is fixedly arranged on the detection vehicle body (1), and the output shaft end of the motor (8) is fixedly connected to the first pulley (405), the inner upper side of the toothed belt (401) is meshedly connected to the first gear (402), the shaft end of the first gear (402) is fixedly connected to one end of the rotating shaft (409), and the other end of the rotating shaft (409) is fixedly connected to the second pulley (408), the rotating shaft (409) is rotatably arranged on the detection vehicle body (1) through a support block (410), the second pulley (408) is connected to the first pulley (405) through a belt (407), and the output end of the PLC controller (10) is electrically connected to the input end of the motor (8).

4. The non-stop dynamic automatic detection device for railway retarder according to claim 1, characterized in that: The detection blocking rod structure (6) comprises a cross bar (601), one end of the cross bar (601) is fixedly connected to a mounting plate (604), the mounting plate (604) is fixedly connected to a slider (702) by means of bolts, the other end of the cross bar (601) is fixedly connected to one end of a blocking rod (602), the other end of the blocking rod (602) is provided with a blocking end for achieving abutment and limiting of the top end of the telescopic rod (301) of the deceleration top (3), a second pressure sensor (603) for detecting abutment pressure of the top end of the telescopic rod (301) is provided at the blocking end, the axial direction of the blocking rod (602) is consistent with the axial direction of the telescopic rod (301), and the output end of the second pressure sensor (603) is electrically connected to the input end of the PLC controller (10).

5. The non-stop dynamic automatic detection device for railway retarder according to claim 1, characterized in that: A battery (9) is provided on the detection vehicle body (1), and an output end of the battery (9) is electrically connected to an input end of a PLC controller (10).

6. The detection method of the non-stop dynamic automatic detection device for railway retarder according to claim 1, characterized in that: The following steps are involved: S1: The detection vehicle body (1) moves along the rail (2) under the drive of the driving unit. When the detection vehicle body (1) approaches the deceleration top (3), the detection bar structure (6) first contacts and detects the deceleration top (3) and transmits the detected electrical signal to the PLC controller (10). S2: When the detection lever structure (6) contacts the deceleration top (3), the detection vehicle body (1) is in a state of continuing to travel at a uniform speed, and the detection component (5) remains stationary relative to the deceleration top (3) under the drive of the detection lever structure (6) and moves relative to the detection vehicle body (1) through the guide reset structure (7); S3: The PLC controller (10) controls the detection component (5) to detect the deceleration top (3). When the detection component (5) performs contact detection on the deceleration top (3), the drive unit drives the detection component (5) to move through the synchronous transmission mechanism (4). At this time, the moving speeds of the detection vehicle body (1) and the detection component (5) are consistent and in opposite directions. At this time, the top end of the deceleration top (3) and the detection lever structure (6) are in a state of being separated from each other. S4: After the detection is completed, the PLC controller (10) controls the detection component (5) to separate from the deceleration top (3). When the deceleration top (3) and the detection component (5) are not completely separated, the drive unit first separates from the detection component (5) through the synchronous transmission mechanism (4). The detection component (5) is reset under the action of the guide reset structure (7) and continues to detect the next group of deceleration tops (3).

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