Brake rail opening size measuring device

Abstract

The invention discloses a device for measuring the opening size of a brake rail. The device comprises a chassis walking mechanism and an opening testing mechanism, the chassis walking mechanism is placed at the top of one stock rail of the railway; the stock rail is positioned between the two longitudinally distributed brake rails and is positioned on the lower side of a gap between the two brake rails; the rear end of the chassis walking mechanism is connected with the opening testing mechanism; the chassis walking mechanism is used for moving front and back at the top of the stock rail; and the opening testing mechanism is used for measuring the size X of an opening between the two brake rails by making contact with the opposite sides of the two brake rails when the chassis walking mechanism stops moving. The invention provides a brake rail opening size measuring device which is scientific in structural design, can conveniently, reliably and accurately measure the shortest distance (namely the brake rail opening size) between two brake rails of a speed reducer, and guarantees the measurement precision.

Description

Technical Field

[0001] The invention relates to the technical field of testing reducers of freight railway marshaling yard vehicles, in particular to a device for measuring the size of a brake rail opening. Background Art

[0002] A vehicle reducer is a device that relies on two brake rails to clamp the two sides of the wheels on the base rails and achieve vehicle deceleration through friction. After the reducer has been used for a period of time, due to long-term friction and impact, the opening size between the two adjacent brake rails will become larger, so when the vehicle passes through the reducer, the braking force of the reducer on the vehicle will become smaller.

[0003] In order to ensure the braking force of the reducer, the shortest distance between the two brake rails of the vehicle reducer (i.e. the opening size, that is, the minimum distance between the arc surfaces of the rail heads of the two brake rails, which is the shortest straight-line distance between the two brake rails located on both sides of the basic rail) needs to be inspected regularly.

[0004] See also Figure 1 As shown, below the gap between the two brake rails 1 of the vehicle reducer is the basic rail 2; for the two brake rails 1, the rail heads of the brake rails are arc surfaces, and the two brake rails 1 are arranged oppositely. The shortest distance X between the two brake rails 1 (i.e., the opening size) refers to the minimum distance between the arc surfaces of the rail heads of the two brake rails. The wheels of the freight vehicle roll on the rail heads on top of the basic rails 2, and the reducer relies on the squeezing friction between the two brake rails 1 and the wheels to slow down the vehicle, so the detection of the shortest distance X (i.e., the opening size of the brake rails) between the two brake rails 1 on both sides of the basic rail 2 is an important detection content.

[0005] At present, for the reducers of railway freight marshaling yards in my country (such as hump yard reducers), in order to measure the shortest distance between the two brake rails of the reducer (i.e. the opening size of the brake rails), general measuring tools such as outer diameter calipers are generally used. Since the top surfaces of the two brake rails are irregular surfaces, when using general measuring tools for testing, the measurement cannot be standardized and normalized, there are certain human factors, and the measurement error is large.

[0006] Therefore, there is an urgent need to develop a technology that can solve the above technical problems. Summary of the invention

[0007] The purpose of the present invention is to provide a brake rail opening size measuring device in view of the technical defects in the prior art.

[0008] To this end, the present invention provides a brake rail opening size measuring device, which includes a chassis running mechanism and an opening testing mechanism;

[0009] The chassis running gear is placed on top of one of the railway's stock rails;

[0010] A base rail is located between two longitudinally distributed brake rails and is located at the lower side of the gap between the two brake rails;

[0011] The rear end of the chassis running mechanism is connected to the opening test mechanism;

[0012] The chassis walking mechanism is used to move forward and backward on the top of the stock rail;

[0013] The opening test mechanism is used to measure the opening size between the two brake rails by contacting the opposite sides of the two brake rails when the chassis running mechanism stops moving.

[0014] It can be seen from the technical solution provided by the present invention that, compared with the prior art, the present invention provides a brake rail opening size measuring device, which has a scientific structural design and is conducive to conveniently, reliably and accurately measuring the shortest distance between the two brake rails of the reducer (i.e., the brake rail opening size), ensuring the measurement accuracy, and has great practical significance. BRIEF DESCRIPTION OF THE DRAWINGS

[0015] Figure 1 It is a schematic diagram of the positional relationship between the two brake rails and the basic rails of the vehicle reducer;

[0016] Figure 2a A schematic diagram of the installation state of a brake rail opening size measuring device provided by the present invention on a stock rail;

[0017] Figure 2b A schematic diagram of the front structure of a brake rail opening size measuring device provided by the present invention;

[0018] Figure 2c The structure diagram of the chassis running mechanism in the brake rail opening size measuring device provided by the present invention is as follows: Figure 1 ;

[0019] Figure 2d A second structural diagram of a chassis traveling mechanism in a brake rail opening dimension measuring device provided by the present invention;

[0020] Figure 3 A schematic structural diagram of a positioning device in a brake rail opening size measuring device provided by the present invention;

[0021] Figure 4 A schematic structural diagram of a front wheel device in a brake rail opening size measuring device provided by the present invention;

[0022] Figure 5 A schematic diagram of the installation state of a motor device in a brake rail opening size measuring device provided by the present invention;

[0023] Figure 6 The installation state of the opening test mechanism in the brake rail opening size measuring device provided by the present invention is schematically shown. Figure 1 ;

[0024] Figure 7 A schematic structural diagram of a sliding mechanism of an opening testing mechanism in a brake rail opening dimension measuring device provided by the present invention;

[0025] Figure 8 A schematic diagram of the installation state of a displacement sensor provided by an opening testing mechanism in a brake rail opening dimension measuring device provided by the present invention;

[0026] Fig. 9 A schematic diagram of the installation state of a rack and pinion mechanism of an opening testing mechanism in a brake rail opening dimension measuring device provided by the present invention;

[0027] Fig.10 A second schematic diagram of the installation state of the opening test mechanism in the brake rail opening size measuring device provided by the present invention;

[0028] Fig.11 A schematic structural diagram of a protective vertical plate of an opening testing mechanism in a brake rail opening dimension measuring device provided by the present invention;

[0029] Fig.12 A schematic structural diagram of a protective cover provided by an opening test mechanism of a brake rail opening dimension measuring device provided by the present invention;

[0030] Fig.13 A schematic structural diagram of a bottom plate in a brake rail opening size measuring device provided by the present invention;

[0031] Fig.14 A schematic structural diagram of an upper plate in a brake rail opening dimension measuring device provided by the present invention;

[0032] Fig.15 A schematic diagram of the installation position of a group limiter on an opening test mechanism in a brake rail opening dimension measuring device provided by the present invention;

[0033] Fig.16 The present invention provides a schematic structural diagram of a group limiter in a brake rail opening dimension measuring device provided by the present invention. DETAILED DESCRIPTION

[0034] The following will be combined with the drawings in the embodiments of the present invention to clearly and completely describe the technical solutions in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0035] In the description of the present invention, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", "clockwise", "counterclockwise" and the like indicate orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present invention and simplifying the description, and do not indicate or imply that the referred device or element 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 invention.

[0036] In the description of this patent, it should be noted that, unless otherwise clearly specified and limited, the terms "installed", "connected", "connected", and "set" should be understood in a broad sense, for example, it can be fixedly connected or set, or it can be detachably connected or set, or connected or set in one piece. For ordinary technicians in this field, the specific meanings of the above terms in this patent can be understood according to specific circumstances.

[0037] In addition, the terms "first" and "second" are used for descriptive purposes only and should not be understood as indicating or implying relative importance or implicitly indicating the number of the indicated technical features. Therefore, the features defined as "first" and "second" may explicitly or implicitly include one or more of the features. In the description of the present invention, the meaning of "plurality" is two or more, unless otherwise clearly and specifically defined.

[0038] Example 1

[0039] See also Figure 1 , Figure 2a to Figure 2d , Figures 3 to 16 , the present invention provides a brake rail opening size measuring device, comprising: a chassis running mechanism 100 and an opening testing mechanism 200;

[0040] The chassis running mechanism 100 is placed on the top (i.e., on the rail head 20) of a basic rail 2 (e.g., a steel rail) of the railway;

[0041] The stock rail 2 is located between the two longitudinally distributed brake rails 1 and is located at the lower side of the gap between the two brake rails 300;

[0042] The rear end of the chassis running mechanism 100 is connected to the opening testing mechanism 200;

[0043] The chassis running mechanism 100 is used to move forward and backward on the top of the stock rail 2;

[0044] The opening test mechanism 200 is used to measure the opening size X (ie the shortest distance) between the two brake rails 1 by contacting the opposite sides of the two brake rails 1 when the chassis running mechanism 100 stops moving.

[0045] It should be noted that a brake rail 1 is provided on both sides of each basic rail 2; two basic rails 2 constitute a track section of a railway vehicle; and two train wheels at the bottom of a railway vehicle (such as a freight or passenger vehicle) pass over the two basic rails 2.

[0046] In the present invention, the chassis walking mechanism 100 includes: four positioning devices 101, rear long wheels 102, a bottom plate 103, a front wheel device 104 and a motor device 105;

[0047] Two positioning devices 101 are respectively provided on the front and rear sides of the bottom plate 103;

[0048] The positioning device 101 is used to provide support force to the base plate 103 and the front wheel device 104 and the motor device 105 installed on the base plate 103;

[0049] Between the two rear positioning devices 101, there are pivotally connected (i.e., rotatably connected) laterally distributed rear long wheels 102;

[0050] A front wheel device 104 is provided at the front end of the bottom plate 103;

[0051] The front wheel device 104 is used to contact the top surface of the base rail 2 and move forward and backward on the top of the base rail 2 under the drive of the motor device 105;

[0052] The rear long wheel 102 is in contact with the top surface of the base rail 2 and is used to move forward and backward on the top of the base rail 2 under the drive of the front wheel device 104;

[0053] The front wheel device 104 is connected to the motor device 105;

[0054] The motor device 105 is used to drive the front wheel device 104 to work (specifically, to drive the front wheel 1040 therein to rotate).

[0055] In specific implementation, for the chassis walking mechanism 100, the positioning device 101 includes: a positioning bracket 1011 and a positioning wheel 1012;

[0056] The positioning wheel 1012 and the lower end of the supporting positioning arm 10112 of the positioning bracket 1011 are pivotally connected (i.e., rotatably connected, the center position of the bottom surface of the supporting positioning arm 10112 has a vertically downward convex shaft, and the convex shaft is connected to the inner ring of the bearing set at the center position of the positioning wheel 1012);

[0057] The positioning bracket 1011 is fixedly connected to the base plate 103 by bolts;

[0058] The positioning bracket 1011 includes a horizontally distributed top positioning arm 10111 and a vertically distributed supporting positioning arm 10112;

[0059] The top of the supporting positioning arm 10112 is vertically connected to one end of the top positioning arm 10111 .

[0060] Furthermore, the overall shape of the positioning bracket 1011 is L-shaped.

[0061] Furthermore, two vertically penetrating threaded holes of the positioning bracket are provided on the top positioning arm 10111 of the positioning bracket 1011;

[0062] The bottom plate 103 is provided with a bottom plate threaded hole at a position corresponding to each threaded hole of the positioning bracket;

[0063] The bolt vertically penetrates the threaded hole of the positioning bracket and is threadedly fixedly connected with the threaded hole of the base plate.

[0064] Furthermore, for the two supporting positioning arms 10112 of the positioning brackets 1011 of the two positioning devices 101 located at the rear, first bearings 1013 are provided on opposite sides;

[0065] The inner rings of the two first bearings 1013 are connected to the two ends of the rear long wheel 102 respectively.

[0066] Therefore, the rear long wheel 102 can rotate freely through the two first bearings 1013 on the two positioning devices 101.

[0067] Further, for the two supporting positioning arms 10112 at the rear and at the front, the spacing between the two supporting positioning arms 10112 is greater than the maximum width of the rail head 20 at the top of the stock rail 2. Therefore, it can be placed on the top of the stock rail 2 to accommodate the rail head 20.

[0068] In specific implementation, for the chassis running mechanism 100, the front wheel device 104 includes front wheels 1040 and a front wheel axle 1043 distributed front and rear;

[0069] A front wheel axle 1043 is disposed transversely through the center of the front wheel 1040;

[0070] Both ends of the front wheel shaft 1043 are pivotally connected (i.e., rotatably connected) to the first positioning plate 1041 and the second positioning plate 1042 respectively;

[0071] The bottom plate 103 of the chassis running mechanism 100 is provided with longitudinally distributed (i.e., front-to-back distributed) notches 1030 at positions corresponding to the front wheels 1040;

[0072] The lower part of the front wheel 1040 vertically passes through the notch 1030 and then protrudes downward;

[0073] Furthermore, the first positioning plate 1041 and the second positioning plate 1042 are respectively provided with second bearings at positions corresponding to the two ends of the front wheel shaft 1043;

[0074] The inner rings of the two second bearings are connected to the two ends of the front wheel axle 1043 respectively.

[0075] Therefore, the front wheel axle 1043 can rotate freely through the two second bearings on the first positioning plate 1041 and the second positioning plate 1042 .

[0076] Further, the overall shape of the first positioning plate 1041 is U-shaped;

[0077] The overall shape of the second positioning plate 1042 is L-shaped;

[0078] The lower ends of the first positioning plate 1041 and the second positioning plate 1042 are fixedly connected to the top of the bottom plate 103 by bolts.

[0079] In specific implementation, for the chassis walking mechanism 100, the motor device 105 includes a first motor 1051, a battery pack 1052, a first bevel gear 1053 and a second bevel gear 1054;

[0080] The power supply output terminal of the battery pack 1052 is connected to the power supply input terminal of the first motor 1051 to provide working power for the first motor 1051;

[0081] The output shaft at the bottom of the first motor 1051 is connected to the center position (where there is an output shaft mounting hole) of the horizontally placed first bevel gear 1053 (which is a helical bevel gear);

[0082] The first bevel gear 1053 meshes with the second bevel gear 1054 (which is a helical bevel gear) placed vertically;

[0083] The center position of the second bevel gear 1054 (where the front wheel axle mounting hole is located) is fixedly connected to one end of the front wheel axle 1043 .

[0084] It should be noted that the first bevel gear 1053 and the second bevel gear 1054 mesh with each other and are two right-angle transmission gears, and the two realize the right angle of transmission output. Under the drive of the first motor 1051, the transmission output of the first bevel gear 1053 and the second bevel gear 1054 can drive the front wheel 1040 installed on the front wheel shaft 1043 to rotate, providing power to the front wheel.

[0085] Further, the first motor 1051 is mounted on the first positioning plate 1041 of the front wheel device 104;

[0086] The top panel of the first positioning plate 1041 has a first through hole for the output shaft of the bottom of the first motor 1051 to pass through;

[0087] A second through hole is provided on the vertical panel of the first positioning plate 1041 for the front wheel axle 1043 to pass through.

[0088] In the present invention, the opening test mechanism 200 includes: a sliding mechanism 201, a gear rack mechanism 202, a displacement sensor 203, an upper plate 205 and a protective vertical plate 206;

[0089] The sliding mechanism 201 is arranged at the top rear end of the bottom plate 103 of the chassis walking mechanism 100;

[0090] The top of the sliding mechanism 201 is provided with an upper plate 205;

[0091] A displacement sensor 203 is disposed at the front and rear ends of the top of the upper plate 205;

[0092] The contacts of the two displacement sensors 203 are in contact with opposite sides of the two test vertical plates 2013 in the sliding mechanism 201 respectively;

[0093] The front and rear sides of the bottom of the upper plate 205 are fixedly connected to the top of the bottom plate 103 of the chassis running mechanism 100 through a vertically distributed protective vertical plate 206.

[0094] The gear rack mechanism 202 is connected to the sliding mechanism 201 and is used to drive the sliding mechanism 201 to work, so that the two test vertical plates 2013 in the sliding mechanism 201 move relative to each other or move away from each other. When the two test vertical plates 2013 move away from each other and contact the opposite side of the two brake rails 300 (specifically, the opposite side of the rail heads of the two brake rails 1), the driving stops;

[0095] The two displacement sensors 203 are used to detect the moving distance of the two test vertical plates 2013 .

[0096] For specific implementation, see Figure 7As shown, for the opening test mechanism 200, the sliding mechanism 201 includes two guide rail slider mechanisms 2011, two support columns 2012, and two test vertical plates 2013;

[0097] The guide rails 20111 in the two guide rail slider mechanisms 2011 are respectively installed on the top surface of the bottom plate 103 of the chassis traveling mechanism 100 and the bottom surface of the upper plate 205;

[0098] The two guide rail slider mechanisms 2011 are symmetrically distributed up and down;

[0099] Each guide rail slider mechanism 2011 includes a horizontally distributed guide rail 20111 and two sliders 20112 arranged on the guide rail 20111;

[0100] The two sliders 20112 in the upper guide rail slider mechanism 2011 are respectively connected to the upper ends of the two support columns 2012 through a connecting plate (by bolts);

[0101] The two sliders 20112 in the lower guide rail slider mechanism 2011 are respectively connected to the lower ends of the two support columns 2012 through a connecting plate (by bolts);

[0102] The two support columns 2012 are symmetrically distributed left and right;

[0103] Further, the overall shape of the support column 2012 is "U"-shaped;

[0104] Further, the two guide rail slider mechanisms 2011 are respectively installed on the top surface of the bottom plate 103 of the chassis traveling mechanism 100 and the bottom surface of the upper plate 205 through bolts;

[0105] Further, the opposite side surfaces of the two support columns 2012 are respectively connected to a vertically distributed test vertical plate 2013.

[0106] Further, at the top of the bottom plate 103 of the chassis traveling mechanism 100, a set of limiters 207 are respectively arranged on the left and right sides of the guide rail in the guide rail slider mechanism 2011. It should be noted that the opposite sides of the two set of limiters 207 are respectively in contact with the left and right end faces of the guide rail. The function of the set of limiters 207 is to prevent the slider from slipping out of the guide rail. The structure of the set of limiters is as Fig.15 、 Fig.15 shown.

[0107] Specifically, for the opening test mechanism 200, as shown in Figure 8 shown, the displacement sensor 203 is fixedly connected to the top of the upper plate 205 through the mounting bracket 204.

[0108] It should be noted that the two displacement sensors 203 are arranged in parallel, and the contacts of the two displacement sensors 203 face opposite directions.

[0109] It should be noted that the two displacement sensors 203 are respectively mounted on both sides of the upper plate 205 and fixed to the upper plate 205 by bolts on the mounting bracket 204. The contact of the displacement sensor 203 is in contact with the test stand 2013.

[0110] Furthermore, a hollow protective cover 208 is provided at the left and right ends of the top of the upper plate 205;

[0111] The opposite sides of the two protective covers 208 are open (i.e., completely open);

[0112] The protective cover 208 is located outside the contact of the displacement sensor 203 and is used to protect the contact of the displacement sensor from being damaged by external force.

[0113] Furthermore, a test rod 20130 is vertically disposed on the top of each of the two test vertical plates 2013;

[0114] The upper plate 205 is provided with upper plate openings 2050 distributed laterally at positions corresponding to each test rod 20130;

[0115] The test rod 20130 passes upward through the upper plate opening 2050;

[0116] The two test rods 20130 are respectively arranged corresponding to the contacts of the two displacement sensors 203 .

[0117] It should be noted that the left and right sides of the test rod 20130 are flush with the left and right sides of the test stand 2013, that is, they are on the same vertical plane.

[0118] For specific implementation, see Fig. 9 As shown, for the opening test mechanism 200, the rack and pinion mechanism 202 includes two racks 2021, two gears 2022 and a motor mounting bracket 2023;

[0119] The two racks 2021 are respectively fixedly connected to the opposite sides of the lower parts of the two support columns 2012 by bolts;

[0120] A motor mounting bracket 2023 is provided on the top of the bottom plate 103 of the chassis traveling mechanism 100, in front of and behind the two racks 2021;

[0121] The two motor mounting brackets 2023 are symmetrically distributed front and back;

[0122] A second motor 2024 is disposed on the top of each motor mounting frame 2023;

[0123] The output shafts on opposite sides of the two second motors 2024 are respectively equipped with a gear 2022;

[0124] The two gears 2022 are respectively located directly above the two racks 2021 and mesh with the two racks 2021 .

[0125] It should be noted that the two motors 2024 are respectively connected to the two gears 2022, which are meshed with the rack 2021 to provide power to the rack. Driven by the rack, the two support columns 2012 can slide on the guide rail of the slider mechanism 201 through the connected sliders.

[0126] It should be noted that, in a specific implementation, the two protective vertical plates 206 are respectively located at the front and rear sides of the support column 2012, and are not fixedly connected to the support column 2012. The longitudinal gap between the two protective vertical plates 206 allows the support column 2012 and the test vertical plate 2013 to move laterally.

[0127] In the present invention, the device of the present invention may further include an electric control unit;

[0128] The electric control unit is connected to the signal control end of the first motor and the signal control ends of the two second motors respectively, and is used to control the working states of the first motor and the second motor.

[0129] In specific implementation, the electric control unit can also be connected to a handheld terminal to receive control signals input by the handheld terminal, such as power on, power off, start, stop, test and other control signals.

[0130] In terms of specific implementation, the electric control unit can be a programmable controller PLC, a central processing unit CPU, a digital signal processor DSP or a single-chip microcomputer MCU, and its carrier can be a circuit control board or other control structure. As long as the signal control function can be realized, this is not the innovation point of this patent and will not be elaborated here.

[0131] In the present invention, the displacement sensor 203 is a mature finished product sensor in the prior art, which has been promoted and applied, and will not be described in detail here. For example, the displacement sensor 203 can adopt a PM11-R1-40L type proximity sensor, which is mainly used to measure the opening of the two brake rails.

[0132] In order to more clearly understand the technical solution of the present invention, the specific operating principle of the present invention is explained below.

[0133] When it is necessary to test the opening size between the two brake rails of the vehicle retarder, first, the device of the present invention is placed on the base rail 2;

[0134] Then, by controlling the first motor 1051, the front wheel 1040 is driven to move (roll) on the top surface of the basic rail 2; the rear long wheel 102 contacts the top surface of the basic rail 2, and driven by the front wheel device 104, moves forward and backward on the top of the basic rail 2, so that the overall device of the present invention can move forward and backward on the top of the basic rail 2 (i.e., move along the distribution direction of the basic rail 2);

[0135] Then, when the device of the present invention rolls to a position where the vehicle opening size is required (such as two brake clamps, or other user-required wheel positions), the first motor 1051 is controlled to stop working, so that the device of the present invention stops moving;

[0136] Then, the two second motors 2024 are controlled to start rotating, so that the two gears 2022 drive the two racks 2021 to move laterally, so that the two test vertical plates 2013 connected to the two racks 2021 move away from each other, until the test rods 20130 on the tops of the two test vertical plates 2013 contact the opposite side of the two brake rails 300 (specifically, the opposite side of the rail heads of the two brake rails), and then the driving of the second motors 2024 is stopped;

[0137] At this time, the two displacement sensors 203 are used to measure the moving distances X1 and X2 of the two test plates 2013 (specifically the test rods 20130 therein) in the lateral direction, and the initial lateral spacing X3 of the two test plates 2013 is known. Then, the calculation formula of the opening size (i.e., the opening distance, i.e., the opening size of the brake rails) X between the two brake rails is as follows:

[0138] X=X3+X1+X2;Formula (1);

[0139] Example 2

[0140] In the present invention, the device of the present invention further includes an industrial control computer;

[0141] The industrial control computer is connected to the two displacement sensors 203 (can be wirelessly connected) to collect the displacement values ​​monitored by the two displacement sensors 203, and then calculate the opening size X between the two brake rails according to a preset opening size calculation formula.

[0142] The preset opening size calculation formula is as follows:

[0143] X=X3+X1+X2;Formula (1);

[0144] Among them, X1 and X2 are the displacement measurement values of the two displacement sensors 203 when the two test vertical plates 2013 are in contact with the opposite sides of the two braking rails 300 (specifically, the opposite sides of the rail heads of the two braking rails), that is, the distance values of the two test vertical plates 2013 moving in the lateral direction.

[0145] X3 is the initial lateral spacing between the two test vertical plates 2013, that is, in the initial state (i.e., when the device of the present invention has not been started), the lateral spacing between the two test vertical plates 2013.

[0146] Embodiment 3

[0147] In the present invention, the device of the present invention further includes an industrial control computer;

[0148] The industrial control computer is connected to the two displacement sensors 203 (which can be wirelessly connected), and is used to collect the displacement values monitored by the two displacement sensors 203 and display them on a supporting connected display screen. At this time, the staff can calculate the opening size X between the two braking rails 1 according to the above calculation formula (1), the two displacement values displayed on the display screen, and the initially known initial lateral spacing X3 between the two test vertical plates 2013.

[0149] Embodiment 4

[0150] In the present invention, the device of the present invention further includes a device housing 300;

[0151] The shape of the device housing 300 is U-shaped;

[0152] The bottoms of the front and rear ends of the device housing are fixedly connected to the top of the bottom plate 103;

[0153] A handle 400 is provided on the top of the device housing.

[0154] Compared with the prior art, the braking rail opening size measuring device provided by the present invention has the following

[0155] Beneficial effects:

[0156] 1. The test data results of the present invention have a relatively high accuracy rate, avoiding the emergence of artificial test interference factors.

[0157] 2. By applying the present invention, the workload of maintenance personnel in hump yards can be reduced, saving manpower.

[0158] 3. By applying the present invention, it is convenient to measure the opening of the retarder in the hump yard, providing a reference basis for adjusting the opening size.

[0159] The above is only a preferred embodiment of the present invention. It should be pointed out that for ordinary technicians in this technical field, several improvements and modifications can be made without departing from the principle of the present invention. These improvements and modifications should also be regarded as the scope of protection of the present invention.

Claims

1. A brake rail opening size measuring device, characterized in that: It comprises a chassis running mechanism (100) and an opening testing mechanism (200); A chassis running mechanism (100) is placed on top of a stock rail (2) of the railway; A base rail (2) is located between two longitudinally distributed brake rails (1) and is located at the lower side of the gap between the two brake rails (300); The rear end of the chassis running mechanism (100) is connected to the opening testing mechanism (200); A chassis walking mechanism (100) is used for moving in a front-rear direction on top of the base rail (2); The opening test mechanism (200) is used to measure the opening size between the two brake rails (1) by contacting the opposite side of the two brake rails (1) when the chassis running mechanism (100) stops moving.

2. The brake rail opening size measuring device according to claim 1, characterized in that: The chassis walking mechanism (100) comprises: four positioning devices (101), rear long wheels (102), a bottom plate (103), a front wheel device (104) and a motor device (105); Two positioning devices (101) are respectively arranged on the front and rear sides of the bottom plate (103); A positioning device (101) is used to provide a supporting force to the base plate (103) and the front wheel device (104) and the motor device (105) installed on the base plate (103); A rear long wheel (102) is pivotally connected between the two rear positioning devices (101); A front wheel device (104) is provided at the front end of the bottom plate (103); A front wheel device (104) is used to contact the top surface of the base rail (2) and move forward and backward on the top of the base rail (2) under the drive of the motor device (105); The rear long wheel (102) is in contact with the top surface of the base rail (2) and is used to move forward and backward on the top of the base rail (2) under the drive of the front wheel device (104); A front wheel device (104) connected to a motor device (105); The motor device (105) is used to drive the front wheel device (104) to work.

3. The brake rail opening size measuring device according to claim 2, characterized in that: For the chassis walking mechanism (100), the positioning device (101) comprises: a positioning bracket (1011) and a positioning wheel (1012); The positioning wheel (1012) and the lower end of the supporting positioning arm (10112) of the positioning bracket (1011) are pivotally connected; A positioning bracket (1011) is fixedly connected to the base plate (103) by bolts; A positioning bracket (1011), comprising a horizontally distributed top positioning arm (10111) and a vertically distributed supporting positioning arm (10112); The top of the supporting positioning arm (10112) is vertically connected to one end of the top positioning arm (10111).

4. The brake rail opening size measuring device according to claim 3, characterized in that: The overall shape of the positioning bracket (1011) is L-shaped; and / or, The top positioning arm (10111) of the positioning bracket (1011) is provided with two vertically penetrating positioning bracket threaded holes; The bottom plate (103) is provided with a bottom plate threaded hole at a position corresponding to each positioning bracket threaded hole; The bolt vertically penetrates the threaded hole of the positioning bracket and is threadedly fixedly connected with the threaded hole of the base plate; and / or, For two supporting positioning arms (10112) of the positioning brackets (1011) of the two positioning devices (101) located at the rear, first bearings (1013) are provided on opposite sides; The inner rings of the two first bearings (1013) are respectively connected to the two ends of the rear long wheel (102); and / or, For the two supporting positioning arms (10112) at the rear and at the front, the distance between the two supporting positioning arms (10112) is greater than the maximum width of the rail head at the top of the base rail (2).

5. The brake rail opening size measuring device according to claim 2, characterized in that: For the chassis running mechanism (100), the front wheel device (104) includes front wheels (1040) and a front wheel axle (1043) distributed front and rear; A front wheel axle (1043) is disposed transversely through the center of the front wheel (1040); Two ends of the front wheel axle (1043) are respectively pivotally connected to the first positioning plate (1041) and the second positioning plate (1042); The bottom plate (103) of the chassis running mechanism (100) is provided with longitudinally distributed notches (1030) at positions corresponding to the front wheels (1040); The lower part of the front wheel (1040) vertically passes through the notch (1030) and then protrudes downward.

6. The brake rail opening size measuring device according to claim 2, characterized in that: For the chassis walking mechanism (100), the motor device (105) includes a first motor (1051), a battery pack (1052), a first bevel gear (1053) and a second bevel gear (1054); The power supply output end of the battery pack (1052) is connected to the power supply input end of the first motor (1051) to provide working electricity for the first motor (1051); An output shaft at the bottom of the first motor (1051) is connected to the center of a horizontally placed first bevel gear (1053); The first bevel gear (1053) is meshed with the second bevel gear (1054) placed vertically; The center position of the second bevel gear (1054) is fixedly connected to one end of the front wheel shaft (1043).

7. The brake rail opening size measuring device according to any one of claims 1 to 6, characterized in that: An opening test mechanism (200) comprises: a sliding mechanism (201), a gear rack mechanism (202), a displacement sensor (203), an upper plate (205) and a protective vertical plate (206); A sliding mechanism (201) is arranged at the top rear end of the bottom plate (103) of the chassis walking mechanism (100); An upper plate (205) is provided on the top of the sliding mechanism (201); A displacement sensor (203) is disposed at the front and rear ends of the top of the upper plate (205) and is distributed laterally. The contacts of the two displacement sensors (203) are in contact with opposite sides of two test vertical plates (2013) in the sliding mechanism (201); The front and rear sides of the bottom of the upper plate (205) are respectively fixedly connected to the top of the bottom plate (103) of the chassis walking mechanism (100) through a vertically distributed protective vertical plate (206); A gear rack mechanism (202) is connected to the sliding mechanism (201) and is used to drive the sliding mechanism (201) to work, so that the two test vertical plates (2013) in the sliding mechanism (201) move relative to each other or move away from each other. When the two test vertical plates (2013) move away from each other and contact the opposite sides of the two brake rails (300), the driving is stopped; The two displacement sensors (203) are used to detect the moving distance of the two test vertical plates (2013).

8. The brake rail opening size measuring device according to claim 7, characterized in that: For the opening test mechanism (200), the sliding mechanism (201) comprises two guide rail and slider mechanisms (2011), two support columns (2012) and two test vertical plates (2013); The guide rails (20111) in the two guide rail slider mechanisms (2011) are respectively mounted on the top surface of the bottom plate (103) and the bottom surface of the upper plate (205) of the chassis walking mechanism (100); The two guide rail slider mechanisms (2011) are symmetrically distributed up and down; Each guide rail and slider mechanism (2011) comprises a guide rail (20111) distributed laterally and two sliders (20112) arranged on the guide rail (20111); Two sliders (20112) in the guide rail slider mechanism (2011) located above are connected to the upper ends of the two support columns (2012) via a connecting plate respectively; The two sliders (20112) in the guide rail slider mechanism (2011) located at the bottom are connected to the lower ends of the two support columns (2012) via a connecting plate respectively; The two supporting columns (2012) are symmetrically distributed; The side surfaces of the two support columns (2012) facing away from each other are respectively connected to a vertically distributed test stand (2013).

9. The brake rail opening size measuring device according to claim 8, characterized in that: For the opening test mechanism (200), the displacement sensor (203) is fixedly connected to the top of the upper plate (205) via a mounting bracket (204); A test rod (20130) is vertically arranged on the top of each of the two test vertical plates (2013); The upper plate (205) is provided with upper plate openings (2050) distributed laterally at positions corresponding to each test rod (20130); The test rod (20130) passes upward through the upper plate opening (2050); The two test rods (20130) are respectively arranged corresponding to the contacts of the two displacement sensors (203).

10. The brake rail opening size measuring device according to claim 7, characterized in that: For the opening test mechanism (200), the rack and pinion mechanism (202) comprises two racks (2021), two gears (2022) and a motor mounting frame (2023); Two racks (2021) are respectively fixedly connected to opposite sides of the lower parts of the two support columns (2012) by bolts; A motor mounting frame (2023) is respectively provided on the top of the bottom plate (103) of the chassis walking mechanism (100) in front of and behind the two racks (2021); The two motor mounting frames (2023) are symmetrically distributed front and back; A second motor (2024) is arranged on the top of each motor mounting frame (2023); The two second motors (2024) have output shafts on opposite sides, each of which is equipped with a gear (2022); The two gears (2022) are respectively located directly above the two racks (2021) and are respectively meshed with the two racks (2021).

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