A kind of rail transit vehicle braking system detection equipment

Abstract

The invention discloses a rail transit vehicle brake system detection device, which relates to the technical field of vehicle brake system detection, and comprises: a base, a bracket is fixedly installed on the surface of the base, a conveyor belt is arranged inside the base, a motor A is fixedly installed inside the base, a gear A is installed at the output end of the motor A, a U-shaped frame is slidably connected inside the base, a rack is fixedly installed at one end of the U-shaped frame, and a limit plate is fixedly installed at the other end; the invention drives the rotation of a laser displacement sensor and an ultrasonic flaw detection probe by a crossbeam, thereby first measuring the key dimensions of a brake caliper, and then using the ultrasonic flaw detection probe to check whether its internal structure has defects such as cracks, thereby improving the detection efficiency and comprehensiveness of the detection equipment, and also facilitating the disassembly and replacement of different types of probes, thereby improving the adaptability of the detection equipment.

Description

Technical Field

[0001] The present invention relates to the technical field of vehicle brake system detection equipment, in particular to a rail transit vehicle brake system detection equipment. Background Art

[0002] Rail transit vehicle brake system testing equipment is a tool and equipment specifically used to test and evaluate the performance of the brake system of rail transit vehicles (such as subways, trams, light rails, etc.). These devices can help ensure that the vehicle's brake system can work effectively, protect passenger safety, and meet relevant regulations and safety standards. The brake system is a vital part of railways and urban rail transit.

[0003] For example, the "A safety detection device for a railway vehicle braking system" with publication number CN208076170U includes a protective shell and a device body, the outer surfaces of both ends of the protective shell are fixedly mounted with reinforcement plates, and the inner surface of the front end of the reinforcement plate is fixedly mounted with reinforcement holes, the outer surface of the front end of the protective shell is provided with a movable door, and the outer surface of the front end of the movable door is provided with a hinge near one side, the inner surface of the front end of the movable door is fixedly mounted with a door handle near the other side, and the inner surface of the front end of the movable door is fixedly mounted with a door lock near the door handle. The safety detection device for a railway vehicle braking system is provided with a protective shell, a reinforcement plate and a sloping top, which can prevent the device from being interfered with by the outside, and can reinforce the entire device, and can also prevent external rain from affecting the normal operation of the device, and is suitable for different working conditions, bringing better prospects for use.

[0004] In the prior art, although this type of brake system detection equipment can prevent external rain from affecting the normal operation of the equipment and is suitable for different working conditions, it is lacking in the adjustment and replacement of the detection head in the detection equipment. Since this type of detection equipment does not have a structure for replacing or adjusting the detection head, this will result in this type of detection equipment being able to only detect the brake caliper of the rail vehicle through one detection head. When it is necessary to detect brake calipers of different models or sizes, this type of detection equipment cannot be flexibly adjusted according to different models of brake calipers, thereby reducing the adaptability of the detection equipment and also reducing the detection efficiency of the brake caliper.

[0005] Therefore, we propose a rail transit vehicle braking system detection device to solve the above-mentioned problems. Summary of the invention

[0006] The purpose of the present invention is to provide a rail transit vehicle brake system detection device to solve the problem of reduced adaptability and detection efficiency of the rail transit vehicle brake system detection device proposed in the above background technology due to the lack of flexible adjustment and replacement of the detection head.

[0007] To achieve the above-mentioned purpose, the present invention provides the following technical solutions: a rail transit vehicle braking system detection device, comprising: a base, a bracket fixedly installed on the surface of the base, a conveyor belt arranged inside the base, a motor A fixedly installed inside the base, a gear A installed on the output end of the motor A, a U-shaped frame slidably connected inside the base, a rack fixedly installed on one end of the U-shaped frame, and a limit plate fixedly installed on the other end, a motor B fixedly installed inside the bracket, a screw A installed on the output end of the motor B, a slider slidably connected inside the bracket, a gear B rotatably connected on the surface of the slider, and a crossbeam fixedly installed on the surface of the gear B An electric push rod A is fixedly installed inside the crossbeam, a push block is installed at the output end of the electric push rod A, a card block A is fixedly installed inside the crossbeam, and a card block B is slidably connected to the surface of the card block A, a slide rod A is slidably connected inside the crossbeam, a top block is fixedly installed at one end of the slide rod A, an ultrasonic flaw detection probe is provided on the top surface of the crossbeam, a laser displacement sensor is provided on the bottom surface of the crossbeam, a slide rod B is slidably connected inside the ultrasonic flaw detection probe, a card block C is fixedly installed at one end of the slide rod B, an electric push rod B is fixedly installed on the side of the bracket, a connecting block is installed at the output end of the electric push rod B, and a toothed plate is fixedly installed on the surface of the connecting block.

[0008] Preferably, a spring A is sleeved on the surface of the slide rod A, and a spring B is sleeved on the surface of the slide rod B. One end of the spring A is connected to the bottom surface of the top block, and the other end is connected to the inner surface of the beam. One end of the spring B is connected to the surface of the block C, and the other end is connected to the inner surface of the ultrasonic flaw detection probe.

[0009] Preferably, the number of the U-shaped frame, rack and limit plate is two groups, and the two groups of U-shaped frames, racks and limit plates are symmetrically distributed inside the base, the rack is meshed with gear A, the gear A is rotationally connected to the base, and the rack is slidingly connected to the base.

[0010] Preferably, the screw rod A is rotationally connected to the bracket, the slider is meshed with the screw rod A, the push block is slidingly connected to the cross beam, the push block is slidingly connected to the slider, the gear B is meshed with the tooth plate, the tooth plate is slidingly connected to the bracket, and the surfaces of the block A, block B and block C are all set to arc surfaces.

[0011] Preferably, a gear C is installed at the output end of the motor A, and a gear D is rotatably connected inside the base. The surfaces of the gears C and D are sleeved with toothed chains. A transmission shaft is fixedly installed on the bottom surface of the gear D, and a gear E is fixedly installed on the bottom end of the transmission shaft. The base is rotatably connected to a gear F, and a screw rod B is fixedly installed on the top surface of the gear F. A baffle is fixedly installed inside the base, and a limit rod is fixedly installed inside the base.

[0012] Preferably, the gear C is rotatably connected to the base, the gear C and the gear D are meshed with the toothed chain, the gear E is rotatably connected to the base, and the gear E and the gear F are meshed with each other.

[0013] Preferably, the baffle plate is connected to the screw rod B via threads, and the baffle plate is connected to the limiting rod via sliding connections.

[0014] Preferably, a conveying rack is provided on the side of the base, an electric push rod C is fixedly installed on the surface of the base, a push plate is installed on the output end of the electric push rod C, a material guide rack is fixedly installed on the back of the base, a rotating rod is rotatably connected inside the base, a torsion spring is sleeved on the surface of the rotating rod, a material guide rack is fixedly installed on one end of the rotating rod, and a roller is rollingly connected inside the base.

[0015] Preferably, the push plate is slidably connected to the base, the push plate is slidably connected to the conveyor belt, and the surface of the material guide frame is an inclined surface.

[0016] Preferably, one end of the torsion spring is connected to the side of the material guide plate, and the other end is connected to the inner surface of the base.

[0017] Compared with the prior art, the present invention has the following beneficial effects:

[0018] 1. When in use, the brake clamp is transported by a conveyor belt, and then the motor A drives the gear A to rotate. When the gear A rotates, it drives the U-shaped frame to slide inside the base through the rack, thereby driving the limit plate to limit and clamp the brake clamp. At this time, turn on the motor B, and the motor B will drive the screw rod A to rotate. When the screw rod A rotates, it will drive the slider to slide inside the bracket, thereby driving the gear B and the crossbeam to move downward. At this time, the crossbeam will drive the laser displacement sensor to move. After the laser displacement sensor moves to the brake clamp, the brake clamp can be tested. After the key dimensions of the brake clamp are tested, the electric push rod B drives the connecting block to move inside the bracket. At this time, the connecting block drives the tooth plate to move. After the tooth plate moves to the position where it fits the gear B, it can be moved through the screw rod A. The rotation of the slider drives the gear B and the beam to move upward, and the electric push rod A drives the push block to slide out of the slider. When the gear B touches the tooth plate, the gear B drives the beam to rotate. After the ultrasonic flaw detection probe on the beam rotates to the bottom of the beam, the electric push rod A drives the push block to be inserted into the slider. After the beam is fixed, the electric push rod B drives the connecting block and the tooth plate away from the gear B. At this time, the beam and the ultrasonic flaw detection probe can be moved downward by the rotation of the screw rod A, so as to detect the inside of the brake caliper. The rotating design of the beam first uses the laser displacement sensor to measure the key size of the brake caliper, and then uses the ultrasonic flaw detection probe to check whether there are defects such as cracks in its internal structure, thereby improving the detection efficiency and comprehensiveness of the detection equipment.

[0019] 2. When in use, the motor A drives the gear C to rotate. When the gear C rotates, it drives the gear D to rotate through the toothed chain. The gear D drives the gear E to rotate through the transmission shaft. When the gear E rotates, it drives the screw B to rotate through the gear F, thereby driving the baffle to slide on the surface of the limit rod. After the baffle is lifted from the base, the brake clamp can be tested. When the motor A drives the gear A to rotate so that the limit plate clamps the brake clamp, the baffle is lifted synchronously, thereby avoiding the situation that the staff's head is hit due to the downward movement of the crossbeam when the brake clamp is tested. At the same time, it also avoids the abnormal increase of energy output due to the failure of the ultrasonic flaw detection probe or the operator's operating error, or the operator's long-term close contact with the high-energy output probe, which causes certain adverse effects on the human body, thereby improving the safety of the detection equipment;

[0020] 3. When in use, after the brake caliper is inspected by the ultrasonic flaw detection probe, the conveyor belt will transport the inspected brake caliper to the push plate. At this time, the brake caliper with abnormal detection will be pushed to the guide rack by the electric push rod C, and the brake caliper with normal detection will be guided to the conveyor rack through the guide plate. When the guide plate guides the brake caliper, the guide plate rotates downward under the influence of the gravity of the brake caliper, and the guide plate is also rotated upward by the torsion of the torsion spring, thereby buffering the fall of the brake caliper. After the brake caliper falls onto the conveyor rack, the guide plate is rotated to the initial position by the torsion spring to facilitate the guiding of the next batch of brake calipers. The design of the push plate and the guide plate not only sorts the brake calipers after detection, but also buffers the fall of the brake caliper with normal detection, thereby avoiding the secondary damage of the brake caliper after detection due to bumps. BRIEF DESCRIPTION OF THE DRAWINGS

[0021] Figure 1 It is a three-dimensional structural schematic diagram of a rail transit vehicle braking system detection device of the present invention;

[0022] Figure 2 A cross-sectional view of a rail transit vehicle braking system detection device according to the present invention;

[0023] Figure 3 A rail transit vehicle braking system detection device of the present invention Figure 2 The enlarged view of point A in the middle;

[0024] Figure 4 It is a schematic diagram of the explosion structure of a U-shaped frame and an ultrasonic flaw detection probe in a rail transit vehicle braking system detection device of the present invention;

[0025] Figure 5 A rail transit vehicle braking system detection device of the present invention Figure 4 The enlarged view of point B in the middle;

[0026] Figure 6 This is a schematic diagram of the explosion structure at the tooth plate in a rail transit vehicle braking system detection device of the present invention;

[0027] Figure 7 A rail transit vehicle braking system detection device of the present invention Figure 6 Enlarged view of point C in the middle;

[0028] Figure 8 This is a schematic diagram of the explosion structure of the baffle and motor A in a rail transit vehicle braking system detection device of the present invention;

[0029] Fig. 9 A rail transit vehicle braking system detection device of the present invention Figure 8The enlarged view of point D in the middle;

[0030] Fig.10 It is a schematic diagram of the explosion structure of the electric push rod C and the guide plate in a rail transit vehicle braking system detection device of the present invention;

[0031] Fig.11 A rail transit vehicle braking system detection device of the present invention Fig.10 Enlarged view of point E in the middle.

[0032] In the figure: 100, base; 101, bracket; 102, conveyor belt; 103, motor A; 104, gear A; 105, U-shaped frame; 106, rack; 107, limit plate; 108, motor B; 109, screw A; 110, slider; 111, gear B; 112, beam; 113, electric push rod A; 114, push block; 115, ultrasonic flaw detection probe; 116, laser displacement sensor; 117, block A; 118, block B; 119, slide bar A; 120, spring A; 121, top block ; 122, slide bar B; 123, spring B; 124, block C; 125, electric push rod B; 126, connecting block; 127, tooth plate; 200, gear C; 201, tooth chain; 202, gear D; 203, transmission shaft; 204, gear E; 205, gear F; 206, screw rod B; 207, baffle; 208, limit rod; 300, conveyor frame; 301, electric push rod C; 302, push plate; 303, guide frame; 304, rotating rod; 305, torsion spring; 306, guide plate; 307, roller. DETAILED DESCRIPTION

[0033] 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 implementation regulations described 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.

[0034] Example 1: Reference Figure 1-7As shown: A rail transit vehicle brake system detection device, comprising: a base 100, a bracket 101 is fixedly installed on the surface of the base 100, a conveyor belt 102 is arranged inside the base 100, a motor A103 is fixedly installed inside the base 103, a gear A104 is installed at the output end of the motor A103, a U-shaped frame 105 is slidably connected inside the base 100, a rack 106 is fixedly installed at one end of the U-shaped frame 105, and a limit plate 107 is fixedly installed at the other end, a motor B108 is fixedly installed inside the bracket 101, a screw A109 is installed at the output end of the motor B108, a slider 110 is slidably connected inside the bracket 101, and the surface of the slider 110 A gear B111 is rotatably connected, a crossbeam 112 is fixedly installed on the surface of the gear B111, an electric push rod A113 is fixedly installed inside the crossbeam 112, a push block 114 is installed on the output end of the electric push rod A113, a clamping block A117 is fixedly installed inside the crossbeam 112, a clamping block B118 is slidably connected on the surface of the clamping block A117, a slide rod A119 is slidably connected inside the crossbeam 112, a top block 121 is fixedly installed on one end of the slide rod A119, an ultrasonic flaw detection probe 115 is arranged on the top surface of the crossbeam 112, a laser displacement sensor 116 is arranged on the bottom surface of the crossbeam 112, a slide rod B122 is slidably connected inside the ultrasonic flaw detection probe 115, and a slide rod B123 is slidably connected to the slide rod A124. A block C124 is fixedly installed at one end of 122, an electric push rod B125 is fixedly installed on the side of the bracket 101, a connecting block 126 is installed at the output end of the electric push rod B125, a toothed plate 127 is fixedly installed on the surface of the connecting block 126, a spring A120 is sleeved on the surface of the slide bar A119, a spring B123 is sleeved on the surface of the slide bar B122, one end of the spring A120 is connected to the bottom surface of the top block 121, and the other end is connected to the inner surface of the beam 112, one end of the spring B123 is connected to the surface of the block C124, and the other end is connected to the inner surface of the ultrasonic flaw detection probe 115, the number of the U-shaped frame 105, the rack 106 and the limit plate 107 is two groups, two groups The U-shaped frame 105, the rack 106 and the limit plate 107 are symmetrically distributed inside the base 100, the rack 106 is meshed with the gear A104, the gear A104 is rotatably connected to the base 100, the rack 106 is slidably connected to the base 100, the screw rod A109 is rotatably connected to the bracket 101, the slider 110 is meshed with the screw rod A109, the push block 114 is slidably connected to the cross beam 112, the push block 114 is slidably connected to the slider 110, the gear B111 is meshed with the tooth plate 127, the tooth plate 127 is slidably connected to the bracket 101, and the surfaces of the blocks A117, B118 and C124 are all set to be arc surfaces.

[0035] In this embodiment, the brake clamp is transported by the conveyor belt 102, and then the motor A103 drives the gear A104 to rotate. When the gear A104 rotates, it drives the U-shaped frame 105 to slide inside the base 100 through the rack 106, thereby driving the limit plate 107 to limit and clamp the brake clamp. At this time, the motor B108 is turned on, and the motor B108 drives the screw rod A109 to rotate. When the screw rod A109 rotates, it drives the slider 110 to slide inside the bracket 101, thereby driving the gear B111 and the crossbeam 112 to move downward. At this time, the crossbeam 112 drives the laser displacement sensor 116 to move. After the laser displacement sensor 116 moves to the brake clamp, the brake clamp can be detected;

[0036] After the key dimensions of the brake caliper are detected, the electric push rod B125 drives the connecting block 126 to move inside the bracket 101. At this time, the connecting block 126 drives the tooth plate 127 to move. After the tooth plate 127 moves to the position where the gear B111 is in contact, the screw rod A109 can be rotated to make the slider 110 drive the gear B111 and the beam 112 to move upward. At the same time, the electric push rod A113 drives the push block 114 to slide out of the slider 110. After the gear B111 touches the tooth plate 127, the gear B111 drives the beam 112 to rotate. After the ultrasonic flaw detection probe 115 on the beam 112 rotates to the position of the beam 112, the ultrasonic flaw detection probe 115 on the beam 112 rotates to the position of the beam 112. After the bottom surface is reached, the electric push rod A113 drives the push block 114 to be inserted into the slider 110. After the cross beam 112 is fixed, the electric push rod B125 drives the connecting block 126 and the tooth plate 127 away from the gear B111. At this time, the cross beam 112 and the ultrasonic flaw detection probe 115 can be moved downward by rotating the screw rod A109, so as to detect the inside of the brake caliper. The rotating design of the cross beam 112 first uses the laser displacement sensor 116 to measure the key size of the brake caliper, and then uses the ultrasonic flaw detection probe 115 to check whether there are defects such as cracks in its internal structure, thereby improving the detection efficiency and comprehensiveness of the detection equipment;

[0037] When the ultrasonic flaw detection probe 115 needs to be replaced, the ultrasonic flaw detection probe 115 only needs to be pushed downward, and the ultrasonic flaw detection probe 115 will drive the block C124 to move downward. After the block C124 moves to the bottom of the block B118, the ultrasonic flaw detection probe 115 can be lifted upward. At this time, the block C124 will slide out of the crossbeam 112 along the arc surface of the bottom surface of the block B118, thereby completing the disassembly of the ultrasonic flaw detection probe 115. After completion, insert different types of ultrasonic flaw detection probes 115 into the crossbeam 112. At this time, the block C124 will be affected by the curved surface of the top surface of the block A117 and slide to both sides of the ultrasonic flaw detection probe 115. After the block C124 moves to the bottom surface of the block A117, the block C124 will be affected by the elastic force of the spring B123 and slide to the middle of the block A117, thereby fixing the ultrasonic flaw detection probe 115. At this time, the replacement of the ultrasonic flaw detection probe 115 can be completed.

[0038] Embodiment 2: Figure 8-9 As shown, the output end of the motor A103 is installed with a gear C200, the base 100 is internally rotatably connected with a gear D202, the surfaces of the gear C200 and the gear D202 are sleeved with a toothed chain 201, the bottom surface of the gear D202 is fixedly installed with a transmission shaft 203, the bottom end of the transmission shaft 203 is fixedly installed with a gear E204, the base 100 is internally rotatably connected with a gear F205, the top surface of the gear F205 is fixedly installed with a screw rod B206, the base 100 is internally fixedly installed with a baffle 207, the base 100 is internally fixedly installed with a limit rod 208, the gear C200 is rotatably connected to the base 100, the gear C200 and the gear D202 are both meshed with the toothed chain 201, the gear E204 is rotatably connected to the base 100, the gear E204 is meshed with the gear F205, the baffle 207 is threadedly connected to the screw rod B206, and the baffle 207 is slidably connected to the limit rod 208.

[0039] In this embodiment, the motor A103 drives the gear C200 to rotate, and the gear C200 drives the gear D202 to rotate through the toothed chain 201, and the gear D202 drives the gear E204 to rotate through the transmission shaft 203, and the gear E204 drives the screw rod B206 to rotate through the gear F205, thereby driving the baffle 207 to slide on the surface of the limit rod 208. After the baffle 207 is raised from the base 100, the brake clamp can be tested, and the motor A103 drives the gear A104 to rotate to make the limit rod 208 While plate 107 clamps and limits the brake clamp, it also simultaneously achieves the lifting effect of baffle 207, thereby avoiding the worker's head being hit due to the downward movement of beam 112 when testing the brake clamp. It also avoids the abnormal increase in energy output due to failure of the ultrasonic flaw detection probe 115 or operational errors of the worker, or the operator's long-term close contact with the high-energy output probe, which may cause certain adverse effects on the human body, thereby improving the safety of the detection equipment.

[0040] Embodiment 3: According to Figure 10-11 As shown, a conveying frame 300 is arranged on the side of the base 100, an electric push rod C301 is fixedly installed on the surface of the base 100, a push plate 302 is installed on the output end of the electric push rod C301, a material guide frame 303 is fixedly installed on the back of the base 100, a rotating rod 304 is rotatably connected inside the base 100, a torsion spring 305 is sleeved on the surface of the rotating rod 304, the material guide frame 303 is fixedly installed on one end of the rotating rod 304, a roller 307 is rollingly connected inside the base 100, the push plate 302 is slidably connected to the base 100, the push plate 302 is slidably connected to the conveyor belt 102, the surface of the material guide frame 303 is an inclined surface, one end of the torsion spring 305 is connected to the side of the material guide plate 306, and the other end is connected to the inner surface of the base 100.

[0041] In this embodiment, after the brake caliper is inspected by the ultrasonic flaw detection probe 115, the conveyor belt 102 will transport the inspected brake caliper to the push plate 302. At this time, the brake caliper with abnormal detection will be pushed to the guide frame 303 by the push plate 302 driven by the electric push rod C301, and the brake caliper with normal detection will be guided to the conveyor frame 300 through the guide plate 306. When the guide plate 306 guides the brake caliper, it rotates downward under the influence of the gravity of the brake caliper, and the guide plate 306 is also affected by The push plate 302 and the guide plate 306 are designed to not only sort the brake calipers after inspection, but also to cushion the drop of the brake calipers that have been inspected normally, thereby avoiding the brake calipers from being damaged again after inspection due to bumps.

[0042] The use method and working principle of this device: when the brake caliper needs to be tested, the brake caliper only needs to be placed on the surface of the conveyor belt 102. At this time, the conveyor belt 102 will transport the brake caliper, and then the motor A103 will drive the gear A104 to rotate. When the gear A104 rotates, it will drive the U-shaped frame 105 to slide inside the base 100 through the rack 106, thereby driving the limit plate 107 to limit and clamp the brake caliper. At this time, the motor B108 is turned on, and the motor B108 will drive the screw rod A109 to rotate. When the screw rod A109 rotates, it will drive the slider 110 to slide inside the bracket 101, thereby driving the gear B111 and the beam 112 to move downward. At this time, the beam 112 will drive the laser displacement sensor 116 to move. After the laser displacement sensor 116 moves to the brake caliper, the brake caliper can be tested;

[0043] After the key dimensions of the brake caliper are detected, the electric push rod B125 drives the connecting block 126 to move inside the bracket 101. At this time, the connecting block 126 drives the tooth plate 127 to move. After the tooth plate 127 moves to the position where the gear B111 is in contact, the screw rod A109 can be rotated to make the slider 110 drive the gear B111 and the beam 112 to move upward. At the same time, the electric push rod A113 drives the push block 114 to slide out of the slider 110. After the gear B111 touches the tooth plate 127, the gear B111 drives the beam 112 to rotate. After the ultrasonic flaw detection probe 115 on the beam 112 rotates to the position of the beam 112, the ultrasonic flaw detection probe 115 on the beam 112 rotates to the position of the beam 112. After the bottom surface is reached, the electric push rod A113 drives the push block 114 to be inserted into the slider 110. After the cross beam 112 is fixed, the electric push rod B125 drives the connecting block 126 and the tooth plate 127 away from the gear B111. At this time, the cross beam 112 and the ultrasonic flaw detection probe 115 can be moved downward by rotating the screw rod A109, so as to detect the inside of the brake caliper. The rotating design of the cross beam 112 first uses the laser displacement sensor 116 to measure the key size of the brake caliper, and then uses the ultrasonic flaw detection probe 115 to check whether there are defects such as cracks in its internal structure, thereby improving the detection efficiency and comprehensiveness of the detection equipment;

[0044] When the ultrasonic flaw detection probe 115 needs to be replaced, the ultrasonic flaw detection probe 115 only needs to be pushed downward, and the ultrasonic flaw detection probe 115 will drive the block C124 to move downward. After the block C124 moves to the bottom of the block B118, the ultrasonic flaw detection probe 115 can be lifted upward. At this time, the block C124 will slide out of the crossbeam 112 along the arc surface of the bottom surface of the block B118, thereby completing the disassembly of the ultrasonic flaw detection probe 115. After completion, insert the ultrasonic flaw detection probe 115 of different models into the crossbeam 112. At this time, the block C124 will be affected by the arc surface of the top surface of the block A117 and slide to the two sides of the ultrasonic flaw detection probe 115. After the block C124 moves to the bottom surface of the block A117, the block C124 will be affected by the elastic force of the spring B123 and slide to the middle of the block A117, thereby fixing the ultrasonic flaw detection probe 115. At this time, the replacement of the ultrasonic flaw detection probe 115 can be completed.

[0045] Before testing the brake caliper, turn on the motor A103 first. The motor A103 will drive the gear C200 to rotate. When the gear C200 rotates, it will drive the gear D202 to rotate through the toothed chain 201. The gear D202 will drive the gear E204 to rotate through the transmission shaft 203. When the gear E204 rotates, it will drive the screw B206 to rotate through the gear F205, thereby driving the baffle 207 to slide on the surface of the limit rod 208. After the baffle 207 rises from the base 100, the brake caliper can be tested. The motor A103 drives the gear A103 to rotate. 04 rotates to make the limit plate 107 clamp and limit the brake clamp, and at the same time, the baffle 207 is raised synchronously, so as to avoid the worker's head being hit due to the downward movement of the crossbeam 112 when the brake clamp is tested. At the same time, it also avoids the abnormal increase of energy output due to the failure of the ultrasonic flaw detection probe 115 or the operator's operating error, or the operator's long-term close contact with the high-energy output probe, which causes certain adverse effects on the human body, thereby improving the safety of the detection equipment;

[0046] When the brake calipers need to be sorted, the brake calipers are first inspected by the ultrasonic flaw detection probe 115, and the conveyor belt 102 will transport the inspected brake calipers to the push plate 302. At this time, the brake calipers with abnormal detection will be pushed to the guide rack 303 by the push plate 302 driven by the electric push rod C301, and the brake calipers with normal detection will be guided to the conveyor rack 300 by the guide plate 306. When the guide plate 306 guides the brake calipers, it rotates downward under the influence of the gravity of the brake calipers, and at the same time, the guide plate 306 06 will also be rotated upward by the torsion force of the torsion spring 305, thereby cushioning the fall of the brake caliper. After the brake caliper falls onto the conveyor rack 300, the guide plate 306 will be rotated to the initial position by the torsion spring 305 to facilitate the guidance of the next batch of brake calipers. The design of the push plate 302 and the guide plate 306 not only sorts the brake calipers after inspection, but also cushions the fall of the brake calipers that have been inspected normally, thereby avoiding the brake caliper from being damaged again after inspection due to bumps.

Claims

1. A rail transit vehicle braking system detection device, characterized in that: include: A base (100), wherein a bracket (101) is fixedly mounted on the surface of the base (100), a conveyor belt (102) is arranged inside the base (100), a motor A (103) is fixedly mounted inside the base (100), a gear A (104) is mounted on the output end of the motor A (103), a U-shaped frame (105) is slidably connected inside the base (100), a rack (106) is fixedly mounted on one end of the U-shaped frame (105), and a limit plate (107) is fixedly mounted on the other end, a motor B (108) is fixedly mounted inside the bracket (101), a screw rod A (109) is mounted on the output end of the motor B (108), a slider (110) is slidably connected inside the bracket (101), a gear B (111) is rotatably connected to the surface of the slider (110), a crossbeam (112) is fixedly mounted on the surface of the gear B (111), and an electric push rod A (112) is fixedly mounted inside the crossbeam (112). 13), a push block (114) is installed at the output end of the electric push rod A (113), a clamping block A (117) is fixedly installed inside the cross beam (112), a clamping block B (118) is slidably connected to the surface of the clamping block A (117), a slide rod A (119) is slidably connected to the inside of the cross beam (112), a top block (121) is fixedly installed at one end of the slide rod A (119), an ultrasonic flaw detection probe (115) is arranged on the top surface of the cross beam (112), and A laser displacement sensor (116) is provided on the bottom surface of the crossbeam (112); a slide bar B (122) is slidably connected inside the ultrasonic flaw detection probe (115); a clamping block C (124) is fixedly mounted on one end of the slide bar B (122); an electric push rod B (125) is fixedly mounted on the side of the bracket (101); a connecting block (126) is installed on the output end of the electric push rod B (125); and a tooth plate (127) is fixedly mounted on the surface of the connecting block (126); The screw rod A (109) is rotationally connected to the bracket (101), the slider (110) is meshed with the screw rod A (109), the push block (114) is slidably connected to the cross beam (112), the push block (114) is slidably connected to the slider (110), the gear B (111) is meshed with the tooth plate (127), the tooth plate (127) is slidably connected to the bracket (101), and the surfaces of the clamping block A (117), the clamping block B (118) and the clamping block C (124) are all configured as arc surfaces.

2. The rail transit vehicle brake system detection device according to claim 1, characterized in that: The surface of the slide bar A (119) is sleeved with a spring A (120), and the surface of the slide bar B (122) is sleeved with a spring B (123). One end of the spring A (120) is connected to the bottom surface of the top block (121), and the other end is connected to the inner surface of the crossbeam (112). One end of the spring B (123) is connected to the surface of the clamping block C (124), and the other end is connected to the inner surface of the ultrasonic flaw detection probe (115).

3. The rail transit vehicle brake system detection device according to claim 2, characterized in that: The number of the U-shaped frames (105), the racks (106) and the limiting plates (107) is two groups, and the two groups of U-shaped frames (105), the racks (106) and the limiting plates (107) are symmetrically distributed inside the base (100), the racks (106) and the gears A (104) are meshed with each other, the gears A (104) and the base (100) are rotationally connected, and the racks (106) and the base (100) are slidingly connected.

4. The rail transit vehicle brake system detection device according to claim 1, characterized in that: The output end of the motor A (103) is mounted with a gear C (200), the base (100) is internally rotatably connected with a gear D (202), the surfaces of the gear C (200) and the gear D (202) are sleeved with a toothed chain (201), the bottom surface of the gear D (202) is fixedly mounted with a transmission shaft (203), the bottom end of the transmission shaft (203) is fixedly mounted with a gear E (204), the base (100) is internally rotatably connected with a gear F (205), the top surface of the gear F (205) is fixedly mounted with a screw rod B (206), the base (100) is internally fixedly mounted with a baffle (207), and the base (100) is internally fixedly mounted with a limit rod (208).

5. The rail transit vehicle brake system detection device according to claim 4, characterized in that: The gear C (200) is rotatably connected to the base (100), the gear C (200) and the gear D (202) are both meshed with the toothed chain (201), the gear E (204) is rotatably connected to the base (100), and the gear E (204) is meshed with the gear F (205).

6. The rail transit vehicle brake system detection device according to claim 4, characterized in that: The baffle plate (207) is connected to the screw rod B (206) via a threaded connection, and the baffle plate (207) is connected to the limiting rod (208) via a sliding connection.

7. The rail transit vehicle brake system detection equipment according to claim 1, characterized in that: A conveying frame (300) is arranged on the side of the base (100); an electric push rod C (301) is fixedly mounted on the surface of the base (100); a push plate (302) is mounted on the output end of the electric push rod C (301); a material guide frame (303) is fixedly mounted on the back of the base (100); a rotating rod (304) is rotatably connected inside the base (100); a torsion spring (305) is sleeved on the surface of the rotating rod (304); a material guide frame (303) is fixedly mounted on one end of the rotating rod (304); and a roller (307) is rollingly connected inside the base (100).

8. The rail transit vehicle brake system detection device according to claim 7, characterized in that: The push plate (302) is slidably connected to the base (100), the push plate (302) is slidably connected to the conveyor belt (102), and the surface of the material guide frame (303) is an inclined surface.

9. The rail transit vehicle brake system detection device according to claim 7, characterized in that: One end of the torsion spring (305) is connected to the side surface of the material guide plate (306), and the other end is connected to the inner surface of the base (100).

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