Automatic comprehensive detection flaw detection equipment for railway line

Abstract

The invention relates to the technical field of railway line flaw detection, in particular to railway line automatic comprehensive flaw detection equipment which comprises two steel rails and a flaw detection car and further comprises a C-shaped mounting plate, a buffer assembly, a waist detection mechanism and a bottom detection mechanism. A first fixing rod is transversely arranged in the C-shaped mounting plate, fixing sleeves are slidably connected to the two ends of the first fixing rod correspondingly, and balance assemblies are arranged at the ends, away from each other, of the two fixing sleeves correspondingly. The device has the advantages that different detection assemblies are arranged for different detection areas, so that steel rail detection of different parts is more efficient and accurate, it is ensured that different types of defects can be detected, the detection period is shortened, the balance assembly and the buffer assembly cooperate with each other to enable the head detection assembly to keep a dynamic balance state, and the detection efficiency is improved. The probe is effectively protected from vibration damage, and the adaptability of the probe to the change of the steel rail and the detection stability of the probe are improved.

Description

Technical Field

[0001] The invention relates to the technical field of railway line detection and flaw detection, and in particular to an automatic comprehensive detection and flaw detection device for railway lines. Background Art

[0002] The safety of railway lines is the basis for ensuring smooth railway transportation and passenger safety. In order to effectively monitor and prevent the failure and damage of rails and track facilities, the inspection and maintenance of railway lines are essential. In recent years, with the increase in railway transportation demand and the improvement of safety requirements, traditional manual inspection and manual maintenance can no longer meet the high efficiency and high safety requirements of modern railway operations. Therefore, automated and intelligent railway line inspection equipment has gradually become an inevitable trend.

[0003] At present, the detection and flaw detection equipment of the prior art usually sets the probe above the rail when performing rail inspection, and mainly focuses on detecting defects in the rail head. However, damage to the rail may occur in any part, including the rail waist and rail bottom. These areas are difficult for the top probe to reach, so it is not easy to effectively find potential damage, resulting in reduced detection accuracy. At the same time, the wheel probe is susceptible to large vibration shock when inspecting the rail head. The simple spring design will generate a large rebound force after absorbing the shock, causing the wheel probe to shake or jump during the inspection process, thereby affecting the accuracy and stability of the inspection. The instability of the probe will directly lead to fluctuations in the inspection data, making it difficult for the inspection results to accurately reflect the actual situation of the object being tested, thereby making the equipment less practical. Summary of the invention

[0004] The purpose of the present invention is to solve the problem of poor practicability of the equipment in the prior art and to propose an automatic comprehensive inspection and flaw detection equipment for railway lines.

[0005] In order to achieve the above-mentioned object, the present invention adopts the following technical scheme: a railway line automatic comprehensive detection and flaw detection equipment, including two rails and a flaw detection vehicle, wherein the rails are composed of a rail head, a rail waist and a rail bottom, and further comprising: C-shaped mounting plate, the C-shaped mounting plate has two groups, and each group has two C-shaped mounting plates, the two groups of C-shaped mounting plates are symmetrically distributed on both sides of the flaw detection vehicle, a head detection component is arranged inside the C-shaped mounting plate, the head detection component corresponds to the head of the rail, the head detection component includes a first wheel probe, a first fixing rod is transversely arranged inside the C-shaped mounting plate, the first wheel probe is rotatably connected to the middle position of the outer wall of the first fixing rod, three first probes are arranged inside the first wheel probe, both ends of the first fixing rod are respectively slidably connected with fixing sleeves, and the ends of the two fixing sleeves away from each other are respectively provided with balancing assemblies; A buffer assembly, wherein the buffer assembly is in two groups and corresponds to two fixed sleeves respectively, the buffer assembly comprises an L-shaped rack and a second fixed rod fixedly mounted on the outer wall of the fixed sleeve, and the L-shaped rack is located above the second fixed rod, the ends of the L-shaped rack and the second fixed rod that are away from each other are respectively fixedly connected to the telescopic rod, the ends of the two telescopic rods that are away from each other are respectively fixedly connected to the first electric telescopic rod, the ends of the two first electric telescopic rods that are away from each other are respectively fixedly connected to the inner wall of the C-shaped mounting plate, the sides of the L-shaped rack and the second fixed rod that are away from each other are respectively fixedly connected to the ends of the corresponding first electric telescopic rods, and the conical spring sleeves are arranged on the outer walls of the corresponding telescopic rods, the inner diameters of the two conical springs gradually decrease along the direction of moving away from each other, and the deformation resistance of the upper conical spring is greater than that of the lower conical spring; The waist detection mechanism includes two groups, which are symmetrically distributed on both sides of the flaw detection vehicle. A bottom detection mechanism is arranged below the waist detection mechanism, which corresponds to the waist of the rail and the bottom detection mechanism corresponds to the bottom of the rail.

[0006] Preferably, sliding assemblies are respectively provided on both sides of the flaw detection vehicle, and the two groups of sliding assemblies correspond to two groups of C-shaped mounting plates respectively. The sliding assemblies include connecting plates fixedly installed on the side walls of the flaw detection vehicle, the connecting plates are slidably connected to the sliding plates, and the C-shaped mounting plates are fixedly installed on the side of the corresponding sliding plates away from the connecting plates.

[0007] Preferably, the balancing assembly includes a trapezoidal slider slidably connected to an end of the fixed sleeve away from the first fixed rod, the inner wall of the C-shaped mounting plate is provided with a trapezoidal slide groove corresponding to the trapezoidal slider, the trapezoidal slider is slidably connected to the trapezoidal slide groove, and the width of the trapezoidal slide groove gradually decreases from top to bottom, the trapezoidal slider is fixedly connected to the first fixed rod with a first spring, and the first spring is located in the fixed sleeve.

[0008] Preferably, a downward pressing assembly is arranged above the first wheel probe, and the downward pressing assembly is located between the two groups of buffer assemblies. The downward pressing assembly includes two arc blocks arranged above the first wheel probe, and the sides of the two arc blocks close to each other are fitted together, and the sides of the two arc blocks away from each other are respectively slidably connected with racks, and the tops of the two racks are respectively fixedly connected to the C-shaped mounting plate through spring telescopic rods.

[0009] Preferably, gears are respectively provided on the sides of the two racks away from each other and meshed with the gears. The gears are fixedly connected to the top of the inner wall of the C-shaped mounting plate through a fixed plate, and the gears are rotatably connected to the fixed plate. The sides of the two gears away from each other are respectively meshed with the L-shaped racks in the corresponding side buffer components, and multiple rollers are respectively provided at the bottom of the two arc blocks.

[0010] Preferably, first fixed blocks are fixedly installed on both sides of the flaw detection vehicle, and the first fixed block is located between two C-shaped mounting plates on the same side. The waist detection mechanism includes two groups of waist detection components, and the two groups of waist detection components are symmetrically distributed on both sides of the waist of the rail. The waist detection component includes a second fixed block slidably connected to the bottom of the first fixed block, and the two sides of the second fixed block are respectively connected with movable plates through spring assemblies, and the top of the movable plate is slidably connected to the first fixed block, and a second electric telescopic rod is fixedly installed on the bottom of the second fixed block, and a second wheel probe is rotatably connected to the bottom of the second electric telescopic rod, and three second probes are arranged inside the second wheel probe, and the three first probes are evenly distributed below the first fixed rod, and the middle first probe is vertically arranged, and the first probes on both sides are inclined to the two sides of the rail, and the angle setting of the three second probes is the same as that of the three first probes.

[0011] Preferably, the spring assembly includes a second spring, a third spring and a fourth spring fixedly connected to the movable plate and the second fixed block, there are two third springs, there are two fourth springs, the two third springs are symmetrically distributed on the left and right sides of the second spring, and the two fourth springs are symmetrically distributed on the upper and lower sides of the second spring.

[0012] Preferably, a mounting shell is fixedly installed on the bottom of the second wheel probe, a buffer plate is slidably connected to the inner wall of the mounting shell, a fifth spring is fixedly connected to the top of the buffer plate and the mounting shell, the bottom detection mechanism includes two groups of bottom detection components, the two groups of bottom detection components correspond to the two groups of waist detection components, the bottom detection components include three groups of L-shaped fixing rods fixedly installed on the bottom of the buffer plate, the three groups of L-shaped fixing rods are rotatably connected to the third wheel probe at one end away from the mounting shell, and the three third wheel probes are respectively provided with a third probe, a fourth probe and a fifth probe, and the fourth probe is located between the third probe and the fifth probe.

[0013] Preferably, danger prevention mechanisms are respectively provided on both sides of the flaw detection vehicle, and the danger prevention mechanisms include a first danger prevention wheel arranged on the side wall of the flaw detection vehicle, the first danger prevention wheel is rotatably connected to the second danger prevention wheel via a rotating shaft, the bottom of the second danger prevention wheel is rotatably connected to the third danger prevention wheel via a rotating shaft, the first danger prevention wheel, the second danger prevention wheel, and the third danger prevention wheel correspond to the rail head, the rail waist, and the rail bottom, respectively, and pressure sensors are arranged inside the first danger prevention wheel, the second danger prevention wheel, and the third danger prevention wheel.

[0014] Preferably, it also includes a cleaning mechanism, which is used to clean the surface of the rail before inspection. The cleaning mechanism includes a water tank fixedly installed on the top of the flaw detection vehicle, and water pumps are fixedly installed on both sides of the water tank, and the two water pumps correspond to the two rails respectively. Cleaning sponges are respectively arranged on the two rails, and the cleaning sponges are in close contact with the rail head, the rail waist and the rail bottom. The output end of the water pump is fixedly connected with a water pipe, and the cleaning sponge is fixedly connected to the outer wall of the corresponding side water pipe through a connecting rod. The side wall of the water pipe is fixedly connected with a first water outlet pipe and a second water outlet pipe, and the first water outlet pipe and the second water outlet pipe are symmetrically distributed on both sides of the cleaning sponge. A rotating brush head is arranged at one end of the second water outlet pipe close to the rail head, and the rotating brush head is in contact with the rail head.

[0015] Compared with the prior art, the advantages of the present invention are: 1. The present invention sets three special wheel probes, which are used for detecting the head, waist and bottom of the rail respectively. Each wheel probe is optimized for a specific detection area to ensure that the probe can maintain stability and high performance in long-term, high-intensity detection, making the detection of rails in different parts more efficient and accurate, while shortening the detection cycle and reducing interference with railway operations. The probe angle and type inside the wheel probe are also optimized in a targeted manner, which helps to reveal defects such as transverse cracks in the head of the rail. Through this differentiated design, it is possible to more accurately respond to defect detection needs in different areas and ensure that different types of defects can be detected.

[0016] 2. The present invention provides a first fixing rod and a trapezoidal slider and other devices. When the first wheel probe is pressed down, the trapezoidal slider slides in the trapezoidal slide groove and squeezes the first spring. The reverse supporting force generated by the first spring effectively reduces the left and right shaking of the first wheel probe, thereby improving the measurement accuracy and stability, so that the first wheel probe can more accurately reflect the actual situation of the rail head during the detection process, avoiding errors caused by shaking. The coordinated use of the conical spring and the trapezoidal slider enables the first wheel probe to better adapt to changes in the rail head. When the rail head is uneven or deformed, the first wheel probe can maintain a dynamic balance through the deformation of the conical spring and the sliding of the trapezoidal slider, which not only improves the adaptability of the probe to changes in the rail, but also enables the flaw detection vehicle to work normally under more complex working conditions.

[0017] 3. The present invention provides a conical spring and other devices. The high flexibility and low stiffness characteristics of the conical spring enable it to adapt well to various shapes and conditions of the rail head. The inner diameter of the conical spring gradually decreases in the direction away from the fixed sleeve, so that its stiffness gradually increases with the increase of compression. When the first wheel probe encounters an uneven area of ​​the rail head, the conical spring can effectively absorb low-frequency vibrations to prevent excessive compression, thereby protecting the probe from damage, extending the service life of the probe, and improving the overall reliability of the flaw detection vehicle. The deformation resistance of the upper conical spring is greater than that of the lower conical spring, so that the first wheel probe can maintain good shape stability when subjected to external force. At the same time, the lower conical spring will undergo moderate deformation to ensure that the first wheel probe always maintains a downward extrusion trend, thereby ensuring its close contact with the rail head, which not only improves the accuracy of detection, but also enhances the stability and reliability of the flaw detection vehicle in practical applications.

[0018] 4. The present invention forms an efficient shock absorption system by utilizing the mutual cooperation of the second spring, the third spring and the fourth spring. This system can effectively absorb and disperse the vibration from the rail or the flaw detection vehicle itself, thereby ensuring that the second wheel probe can maintain a stable position when it contacts the waist of the rail. This stability not only helps to improve the flaw detection accuracy, but also prolongs the service life of the equipment, reduces component wear and failure caused by long-term vibration, and enables the spring assembly to cope with various complex vibration environments to ensure the smooth progress of the flaw detection process. The symmetrical arrangement of the third spring and the fourth spring enhances the overall supporting force, effectively balances the structure, reduces the unbalanced vibration caused by changes in the shape of the vehicle body or the rail during the flaw detection process, and helps to further improve the flaw detection accuracy and reliability.

[0019] 5. The present invention effectively removes dirt, rust and other impurities on the head, waist and bottom of the rail by arranging a cleaning sponge. The water flow is provided by a water pump. The rotating brush head cooperates with the second water outlet pipe to remove stubborn stains on the surface of the rail head, ensuring that the rail surface is in a good cleaning state before flaw detection, thereby ensuring the accuracy of the flaw detection signal. The water sprayed from the first water outlet pipe is used as a coupling liquid to reduce the reflection between the sound wave and the rail surface, enhance the conduction effect of the sound wave signal, and enable the flaw detection equipment to more accurately obtain the defect information inside the rail, thereby improving the detection accuracy of the surface and internal defects of the rail.

[0020] 6. The present invention ensures that the arc block contacts the top of the first wheel probe by adjusting the position of the arc block. When the L-shaped rack moves up to compress the conical spring for buffering, the arc block moves down through the cooperation of the gear and the rack to apply stable pressure to the first wheel probe, ensuring that even when the rail is vibrated or disturbed by external force, the first wheel probe can still stably contact the rail head, ensuring the stability and reliability of the detection system under complex working conditions. The two arc blocks can adjust the left and right sides of the probe respectively, which enables the system to adapt to rail heads of different shapes. When there are slight changes on the surface of the rail head, the contact pressure of the first wheel probe can be accurately controlled by adjusting the arc block, thereby ensuring detection accuracy and reducing errors caused by poor contact.

[0021] 7. The present invention sets a pressure sensor to monitor the vibration of the anti-danger wheel when it contacts the rail in real time. When encountering vibration, the pressure sensor sends a signal, and the controller adjusts the spring compression of the corresponding part to reduce the contact pressure between the probe at the corresponding part and the surface of the rail, effectively preventing excessive vibration caused by uneven rails or external impacts, and avoiding damage to the probe. If the anti-danger wheel is damaged or strong vibration is detected, the controller will automatically instruct all wheel probes to lift and lock, avoiding continued flaw detection in an abnormal detection state, thereby protecting the wheel probes from abnormal conditions and improving the durability and long-term reliability of the equipment.

[0022] In summary, the present invention can effectively remove dirt on the surface of the rail, monitor the contact status between the probe and the rail in real time, and adjust the spring compression in time to prevent excessive vibration from affecting the flaw detection accuracy or causing probe damage. Three special wheel probes are designed to ensure the high performance and reliability of each probe in a specific area, shortening the detection cycle. The cooperation of the trapezoidal slider and the first spring effectively reduces the left and right shaking of the first wheel probe and can maintain dynamic balance. The conical spring effectively absorbs low-frequency vibrations, and the shock absorption system effectively absorbs vibrations from the rails and the flaw detection vehicle, thereby improving the flaw detection accuracy and the durability of the equipment. BRIEF DESCRIPTION OF THE DRAWINGS

[0023] Figure 1 This is a schematic diagram of the overall structure of a railway line automated comprehensive inspection and flaw detection device proposed by the present invention; Figure 2 A schematic structural diagram of a C-shaped mounting plate and a first fixing block of a railway line automated comprehensive inspection and flaw detection device proposed by the present invention; Figure 3 A cross-sectional view of a C-shaped mounting plate of a railway line automated comprehensive inspection and flaw detection device proposed by the present invention; Figure 4 This is a schematic diagram of the structure of a connecting plate and a sliding plate of a railway line automated comprehensive inspection and flaw detection device proposed by the present invention; Figure 5This is a cross-sectional view of an arc block of a railway line automated comprehensive inspection and flaw detection device proposed by the present invention; Figure 6 A schematic diagram of the second wheel probe and the fifth spring structure of a railway line automated comprehensive inspection and flaw detection device proposed by the present invention; Figure 7 This is a schematic diagram of the structure of a first fixed rod and a first wheel-type probe of a railway line automated comprehensive inspection and flaw detection device proposed by the present invention; Figure 8 A schematic diagram of the internal structure of the second wheel probe and the third wheel probe of a railway line automatic comprehensive inspection and flaw detection equipment proposed by the present invention; Fig. 9 A schematic diagram of the structure of a danger prevention wheel of a railway line automated comprehensive inspection and flaw detection device proposed by the present invention; Fig.10 This is a schematic diagram of the structure of a cleaning sponge and a rotating brush head of a railway line automated comprehensive inspection and flaw detection device proposed by the present invention.

[0024] In the figure: 1 rail head, 2 rail waist, 3 rail bottom, 4 flaw detection vehicle, 5 water tank, 6 C-shaped mounting plate, 7 first wheel probe, 8 second wheel probe, 9 first anti-danger wheel, 10 cleaning sponge, 11 water pump, 12 connecting plate, 13 sliding plate, 14 third wheel probe, 15 arc block, 16 first fixed block, 17 conical spring, 18 fixed sleeve, 19 first electric telescopic rod, 20 rack, 21 fixed plate, 22 gear, 23 L-shaped rack, 24 first spring, 25 trapezoidal slider, 2 6 first fixed rod, 27 second fixed rod, 28 second fixed block, 29 second electric telescopic rod, 30 moving plate, 31 mounting shell, 32 L-shaped fixed rod, 33 trapezoidal slide, 34 roller, 35 second spring, 36 third spring, 37 fourth spring, 38 fifth spring, 39 first probe, 40 second probe, 41 third probe, 42 fourth probe, 43 fifth probe, 44 second anti-danger wheel, 45 third anti-danger wheel, 46 first water outlet pipe, 47 second water outlet pipe, 48 rotating brush head. DETAILED DESCRIPTION

[0025] The technical solutions in the embodiments of the present invention will be described clearly and completely below in conjunction with the drawings in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, rather than all the embodiments.

[0026] Reference Figures 1 to 10A railway line automatic comprehensive inspection and flaw detection equipment comprises two rails and a flaw detection vehicle 4, wherein the rails are composed of a rail head 1, a rail waist 2 and a rail bottom 3, the two rails are symmetrically distributed at the bottom of the flaw detection vehicle 4, and the wheels of the flaw detection vehicle 4 are in contact with the rail head 1, the flaw detection vehicle 4 moves along the rail head 1, a water tank 5 is fixedly installed on the top of the flaw detection vehicle 4, water pumps 11 are fixedly installed on both sides of the water tank 5, the two water pumps 11 correspond to the two rails, cleaning sponges 10 are respectively arranged on the two rails, the cleaning sponges 10 are in close contact with the rail head 1, the rail waist 2 and the rail bottom 3, and the output end of the water pump 11 is fixedly connected to the A water pipe is connected, and the cleaning sponge 10 is fixedly connected to the outer wall of the corresponding side water pipe through a connecting rod. The side wall of the water pipe is fixedly connected with a first water outlet pipe 46 and a second water outlet pipe 47. The first water outlet pipe 46 and the second water outlet pipe 47 are symmetrically distributed on both sides of the cleaning sponge 10. A rotating brush head 48 is arranged at one end of the second water outlet pipe 47 close to the rail head 1. The rotating brush head 48 contacts the rail head 1. The second water outlet pipe 47 is used to clean the surface of the rail head 1. The flaw detection vehicle 4 drives the cleaning sponge 10 to move along the outer wall of the rail to promote the removal of residues, thereby reducing the influence of the uneven surface of the rail on the flaw detection results, thereby improving the accuracy of flaw detection. While the second water outlet pipe 47 sprays water, the rotating brush head 48 helps to remove stubborn stains on the surface of the rail head 1, ensuring a good surface condition and ensuring that the flaw detection equipment can obtain more accurate signal reflection and measurement. The water sprayed from the first water outlet pipe 46 is used as a coupling liquid during detection. The coupling liquid helps to reduce the reflection between the sound wave and the rail surface, enhance the transmission effect of the sound wave signal, and improve the sensitivity and accuracy of the detection.

[0027] Sliding assemblies are respectively provided on both sides of the flaw detection vehicle 4, and the two groups of sliding assemblies correspond to the two rails respectively. The sliding assembly includes a connecting plate 12 fixedly installed on the side wall of the flaw detection vehicle 4, and the connecting plate 12 is slidably connected to a sliding plate 13. Two C-shaped mounting plates 6 are fixedly installed on the side of the sliding plate 13 away from the connecting plate 12, and head detection assemblies are respectively provided inside the two C-shaped mounting plates 6. The head detection assembly includes a first wheel probe 7, a first fixing rod 26 is transversely arranged inside the C-shaped mounting plate 6, the first wheel probe 7 is rotatably connected to the outer wall of the first fixing rod 26, and the first wheel probe 7 is arranged in the middle position of the first fixing rod 26. The sliding plate 13 drives the C-shaped mounting plate 6 to slide up and down along the connecting plate 12, thereby adjusting the first wheel probe 7 to contact with the rail head 1. The first wheel probe 7 is used to detect the rail head 1, and the sliding plate 13 is locked after the adjustment is completed (this is the existing The two ends of the first fixed rod 26 are respectively slidably connected with the fixed sleeves 18, and the ends of the two fixed sleeves 18 that are away from each other are respectively slidably connected with the trapezoidal sliders 25. The inner wall of the C-shaped mounting plate 6 is provided with two trapezoidal slide grooves 33, and the two trapezoidal slide grooves 33 are symmetrically distributed at the two ends of the first fixed rod 26. The two trapezoidal slide grooves 33 are respectively slidably connected with the trapezoidal sliders 25 on the corresponding sides. The sides of the two trapezoidal sliders 25 that are close to each other are respectively fixedly connected with the first fixed rod 26 with the first spring 24, and the first spring 24 is located in the fixed sleeves 18 on the corresponding side. The width of the two trapezoidal slide grooves 33 gradually decreases from top to bottom. When the first wheel probe 7 is pressed down, the trapezoidal slider 25 slides down to squeeze the first spring 24. The squeezing of the first spring 24 will generate a reverse supporting force, thereby reducing the left and right shaking of the probe and improving the measurement accuracy and stability.

[0028] The outer walls of the two fixing sleeves 18 are respectively fixedly mounted with an L-shaped rack 23 and a second fixing rod 27, and the L-shaped rack 23 is located above the second fixing rod 27. The ends of the L-shaped rack 23 and the second fixing rod 27 that are away from each other are respectively fixedly connected with a telescopic rod, and the ends of the two telescopic rods that are away from each other are respectively fixedly connected with a first electric telescopic rod 19, and the ends of the two first electric telescopic rods 19 that are away from each other are respectively fixedly connected to the inner wall of the C-shaped mounting plate 6, and the sides of the L-shaped rack 23 and the second fixing rod 27 that are away from each other are respectively fixedly connected to the ends of the corresponding first electric telescopic rods 19. The conical spring 17 is sleeved on the corresponding telescopic rod. The function of the telescopic rod is to ensure that the conical spring 17 is telescopic in the vertical direction to reduce the phenomenon of lateral movement. The inner diameters of the two conical springs 17 gradually decrease in the direction away from each other. By starting the upper first electric telescopic rod 19 to extend and the lower first electric telescopic rod 19 to contract, the first wheel probe 7 moves down and fits more closely with the rail head 1, thereby improving the accuracy and sensitivity of the detection. At this time, the conical springs 17 above and below the fixed sleeve 18 are in a contracted state. The conical spring 17 The first wheel probe 7 has the characteristics of high flexibility and low rigidity. When encountering an uneven area of ​​the rail head 1 during the detection process, it will vibrate up and down. Since the inner diameter of the conical spring 17 gradually decreases in the direction away from the fixing sleeve 18, the rigidity of the conical spring 17 gradually increases with the increase of compression. When the conical spring 17 is vibrated or impacted, the initial compression is relatively soft and can effectively absorb low-frequency vibrations. As the degree of compression increases, the rigidity increases, providing a greater rebound force to prevent excessive compression, thereby providing a progressive buffering effect. The conical spring 17 cooperates with the trapezoidal slider 25 at the same time. The trapezoidal slider The block 25 slides along the trapezoidal slide groove 33, thereby helping the first wheel probe 7 to maintain a state of dynamic balance, which not only helps to improve the adaptability of the conical spring 17 to changes in the rail head 1, but also the upper conical spring 17 has a greater anti-deformation ability than the lower conical spring 17. When the first wheel probe 7 is subjected to external force, the upper conical spring 17 can maintain good shape stability, and the lower conical spring 17 will undergo appropriate deformation, so that the conical spring 17 always maintains a downward extrusion trend, thereby ensuring close contact between the first wheel probe 7 and the rail head 1.

[0029] A pressing assembly is arranged above the first wheel probe 7, and the pressing assembly is located between the two L-shaped racks 23. The pressing assembly includes two arc blocks 15. The sides of the two arc blocks 15 that are close to each other fit together, and the sides of the two arc blocks 15 that are away from each other are slidably connected with racks 20, and the tops of the two racks 20 are fixedly connected to the C-shaped mounting plate 6 through spring telescopic rods, and gears 22 are arranged on the sides of the two racks 20 that are away from each other, and mesh with the gears 22. The gears 22 are fixedly connected to the top of the inner wall of the C-shaped mounting plate 6 through a fixing plate 21, and the gears 22 are rotatably connected to the fixing plate 21, and the sides of the two gears 22 that are away from each other are respectively meshed with the L-shaped racks 23 on the corresponding sides, and a plurality of rollers 34 are arranged at the bottom of the two arc blocks 15. Before detection, the position of the arc block 15 on the rack 20 is adjusted so that the arc block 15 just contacts the top of the first wheel probe 7, and the first wheel probe 7 is vibrated during detection. When the L-shaped rack 23 moves up to squeeze the corresponding conical spring 17 for buffering, the L-shaped rack 23 moves up to drive the gear 22 to rotate. The rotation of the gear 22 causes the rack 20 to drive the arc block 15 to move down, and the top of the first wheel probe 7 is squeezed and limited, so that the first wheel probe 7 can still fit closely with the rail head 1 when encountering vibration. The two arc blocks 15 can adjust the left and right sides of the first wheel probe 7 respectively, which helps to ensure that the first wheel probe 7 fits closely with the rail head 1, thereby improving the accuracy and stability of detection. According to the different forms and actual usage of the rail head 1, the contact pressure and position of the first wheel probe 7 are accurately controlled to reduce the error caused by poor contact. The roller 34 at the bottom of the arc block 15 can ensure that the first wheel probe 7 moves smoothly along the contact surface when pressure is applied, avoiding the probe from slipping or getting stuck due to vibration or uneven pressure, thereby ensuring the accuracy of the detection data.

[0030] Three first probes 39 are fixedly installed on the outer wall of the first fixed rod 26. The first probes 39 are 70° probes. The three first probes 39 are located inside the first wheel probe 7. The three first probes 39 are evenly distributed below the first fixed rod 26, and the middle first probe 39 is vertically arranged corresponding to the center of the rail surface of the rail head 1. The first probes 39 on both sides are inclined to both sides of the rail so as to utilize the rail jaw reflection effect (utilizing the geometric shape of the rail and the reflection of sound waves between the track and the rail surface to improve the detection ability of internal defects of the rail) to expand the scanning range. The degree of inclination can be determined according to actual needs and the geometric characteristics of the rail. The inclined first probes 39 can reflect sound waves to both sides of the rail, so that more areas can be scanned, especially the edge of the rail, which increases the coverage area of ​​the scan, helps to detect transverse cracks, and improves the overall detection efficiency and accuracy during the detection process.

[0031] Waist detection mechanisms are respectively arranged on both sides of the flaw detection vehicle 4, and the two groups of waist detection mechanisms correspond to the two rails respectively. The waist detection mechanism is located between the two C-shaped mounting plates 6 on the same side. First fixing blocks 16 are respectively fixedly installed on both sides of the flaw detection vehicle 4, and the two first fixing blocks 16 correspond to the two groups of waist detection mechanisms respectively. The waist detection mechanism includes two groups of waist detection components, and the two groups of waist detection components are symmetrically distributed on both sides of the waist 2 of the rail. The waist detection component includes a second fixed block 28 slidably connected to the bottom of the first fixed block 16, and the two sides of the second fixed block 28 are respectively connected to the movable plate 30 through the spring assembly, and the tops of the two movable plates 30 are both slidably connected to the first fixed block 16, and the bottom of the second fixed block 28 is fixed A second electric telescopic rod 29 is installed, and the bottom of the second electric telescopic rod 29 is rotatably connected to the second wheel probe 8. At the same time, the second fixed block 28 and the movable plates 30 on both sides thereof are slid to adjust the distance between the second wheel probe 8 and the rail waist 2. The second electric telescopic rod 29 is started to adjust the height of the second wheel probe 8 to ensure that the second wheel probe 8 is accurately in contact with the rail waist 2. After the adjustment, the movable plate 30 is locked (this is the prior art and will not be repeated here). Three second probes 40 are arranged inside the second wheel probe 8. The angle setting of the three second probes 40 is the same as that of the three first probes 39. Due to the different defect characteristics of the rail waist 2 and the rail head 1, the second probe 40 is set to a 37° probe.

[0032] The spring assembly includes a second spring 35, a third spring 36 and a fourth spring 37 that are fixedly connected to the moving plate 30 and the second fixed block 28. There are two third springs 36 and two fourth springs 37. The two third springs 36 are symmetrically distributed on the left and right sides of the second spring 35, and the two fourth springs 37 are symmetrically distributed on the upper and lower sides of the second spring 35 (such as Figure 6As shown in the figure, the second spring 35 has a moderate stiffness, the third spring 36 has a relatively large stiffness, and the fourth spring 37 has a relatively small stiffness. The second spring 35, the third spring 36 and the fourth spring 37 cooperate with each other to form a shock absorbing system. The second spring 35 can effectively provide sufficient supporting force and absorb the vibration from the rail or the flaw detection vehicle 4 itself, thereby reducing the influence of external vibration on the flaw detection system. The moderate stiffness makes the second spring 35 neither too rigid nor too soft, and can maintain a stable state in different working environments. The third spring 36 has a relatively large stiffness, and is mainly used to bear a large load and play a stronger supporting role. They are symmetrically distributed on the left and right sides of the second spring 35, which can effectively balance the structure and reduce During the flaw detection process, due to the unbalanced vibration caused by the change in the shape of the car body or the rail, the fourth spring 37 has a smaller stiffness and better flexibility, and is mainly used to absorb slight vibrations or external disturbances. They are distributed on the upper and lower sides of the second spring 35, and play a role in regulation and subtle shock absorption, so that the overall system remains more stable during operation. The medium stiffness of the second spring 35 is suitable for medium-frequency vibrations, while the larger stiffness of the third spring 36 can cope with low-frequency or high-intensity vibrations, and the fourth spring 37 can absorb high-frequency subtle vibrations. Through this multi-frequency adaptation, the spring assembly can improve the stability and durability of the entire system, ensure that the probe maintains a stable position when contacting the waist 2 of the rail, thereby improving the flaw detection accuracy.

[0033] A mounting shell 31 is fixedly installed at the bottom of the second wheel probe 8, a buffer plate is slidably connected to the inner wall of the mounting shell 31, a fifth spring 38 is fixedly connected to the top of the buffer plate and the mounting shell 31, a bottom detection assembly is arranged at the bottom of the buffer plate, the bottom detection assembly comprises three groups of L-shaped fixing rods 32 fixedly installed at the bottom of the buffer plate, one end of the three groups of L-shaped fixing rods 32 away from the mounting shell 31 are rotatably connected to the third wheel probe 14, a third probe 41, a fourth probe 42 and a fifth probe 43 are arranged inside the three third wheel probes 14 respectively, the fourth probe 42 is located between the third probe 41 and the fifth probe 43, the third probe 41 is a 0° probe, the fourth probe 42 is a 37° probe, the fifth probe 43 is a 70° probe, to ensure During the detection process, the probe covers all areas of the bottom 3 of the rail and provides all-round scanning, thereby improving the detection accuracy of defects in the bottom 3 of the rail. Through the buffering effect of the fifth spring 38, the contact pressure between the third wheel probe 14 and the bottom 3 of the rail can be kept stable and uniform, avoiding detection errors caused by uneven pressure, thereby improving the reliability of the detection results. The bottom 3 of the rail vibrates less than other parts, and the bottom 3 of the rail is prone to slight deformation or unevenness. The fifth spring 38 has a moderate stiffness and can effectively buffer these slight vibrations or deformations, ensuring that the third wheel probe 14 can always maintain a stable contact state with the bottom 3 of the rail, avoiding measurement deviations caused by vibrations, and ensuring continuity and accuracy in the flaw detection process.

[0034] The first wheel probe 7 has high wear resistance and impact resistance. Because the rail head 1 is the part directly acted by the wheel and is subjected to large vibration impact, the first wheel probe 7 is designed to be thicker, so that it can effectively withstand strong impact and wear at the rail head 1, while still maintaining high detection stability and flaw detection accuracy. The rail waist 2 connects the rail head 1 and the rail bottom 3, and is a transition part. The shape of the rail waist 2 is relatively smooth, so the second wheel probe 8 is designed to be of moderate thickness to ensure that the probe can stably fit the rail waist 2 and will not lose contact stability due to being too thick or too thin. At the same time, it can provide sufficient ultrasonic propagation ability to ensure the accuracy of the detection process. The rail bottom 3 is usually narrow and prone to a certain tilt angle. The third wheel probe 14 is set as a thicker probe, which can adapt to the narrow bottom space and has a certain wear resistance. It can effectively deal with the wear and corrosion that may exist at the bottom. Probes of different thicknesses and shapes are designed in a targeted manner to ensure that the head, waist and bottom of the rail can be fully and accurately detected.

[0035] Danger prevention mechanisms are respectively arranged on both sides of the flaw detection vehicle 4, and the two groups of danger prevention mechanisms correspond to the two rails respectively. The danger prevention mechanisms are located on the side of the cleaning sponge 10 on the same side close to the C-shaped mounting plate 6. The danger prevention mechanisms include a first danger prevention wheel 9 arranged on the side wall of the flaw detection vehicle 4, the first danger prevention wheel 9 is rotatably connected to the second danger prevention wheel 44 through a rotating shaft, and the bottom of the second danger prevention wheel 44 is rotatably connected to the third danger prevention wheel 45 through a rotating shaft. The first danger prevention wheel 9, the second danger prevention wheel 44, and the third danger prevention wheel 45 correspond to the first wheel probe 7, the second wheel probe 8, and the third wheel probe 14 respectively, and the interiors of the first danger prevention wheel 9, the second danger prevention wheel 44, and the third danger prevention wheel 45 are all A pressure sensor is set. When the first danger prevention wheel 9, the second danger prevention wheel 44 and the third danger prevention wheel 45 respectively pass through the rail head 1, the rail waist 2 and the rail bottom 3 and encounter vibration, the pressure sensor transmits an electrical signal to the controller, which then adjusts the compression amount of the corresponding spring of the corresponding wheel probe to reduce the pressure between the wheel probe and the contact surface, thereby avoiding measurement errors caused by excessive vibration. When the danger prevention wheel is damaged or strong vibration occurs, the controller controls all the wheel probes to lift up, separate from the rail and lock them. After the danger prevention wheel detects that the rail is normal, the wheel probe is lowered to continue the detection, thereby effectively protecting the wheel probe from damage caused by external abnormal conditions.

[0036] In the present invention, there are three types of wheel probes. The first wheel probe 7 is responsible for detecting the rail head 1, the second wheel probe 8 is responsible for detecting the rail waist 2, and the third wheel probe 14 is responsible for detecting the rail bottom 3. Each wheel probe focuses on its specific detection area, which can achieve fast and accurate damage detection. This division of labor and cooperation greatly improves the detection efficiency, especially when the railway traffic is busy and frequent rail inspections are required, which can significantly shorten the detection cycle and reduce the impact on railway operations.

[0037] Because the rail head 1 is the part directly affected by the wheel, the vibration impact is the most direct and significant. Therefore, the first wheel probe 7 needs to have high wear resistance and impact resistance, and can be designed to be thicker. After the flaw detection vehicle 4 is placed on the rail, the position of the C-shaped mounting plate 6 is first adjusted through the sliding plate 13, so that the first wheel probe 7 just touches the rail head 1, and the sliding plate 13 is locked after ensuring that the first wheel probe 7 can be stably placed, and then the first electric telescopic rod 19 is started to squeeze the first wheel probe 7 slightly downward, so that the first wheel probe 7 fits the surface of the rail head 1 more closely, thereby improving the accuracy and sensitivity of the detection. The arc block 15 is adjusted to the position on the rack 20 so that the arc block 15 just contacts the top of the first wheel probe 7. The conical spring 17 has the characteristics of high flexibility and low stiffness, which makes it easier for the first wheel probe 7 connected thereto to move up and down in the initial stage, and can easily cope with minor changes in the rail head 1, such as wear and unevenness. This flexibility helps the first wheel probe 7 to maintain close contact with the rail head 1 during the detection process, thereby improving the accuracy of the detection. As the compression continues, the diameter of the conical spring 17 gradually decreases, deformation becomes more difficult, and the spring's ability to resist deformation is also enhanced. This means that when the probe encounters a larger When there is vibration or impact, the conical spring 17 can better resist these external forces and prevent the first wheel probe 7 from being displaced too much. The first spring 24 is arranged in the fixing sleeve 18, which can provide a stable supporting force and help reduce the left and right shaking of the wheel probe. Due to the presence of the first spring 24, the trapezoidal slider 25 and the trapezoidal slide groove 33, the first wheel probe 7 is subjected to increasing supporting forces on the left and right sides during the downward pressing process, thereby preventing the first wheel probe 7 from shaking left and right due to pressure during the downward pressing process. In addition, when the upper conical spring 17 is buffered and compressed, the rack 20, the gear 22 and the L-shaped rack 23 can be used to drive the arc block 15 The first wheel probe 7 is squeezed and limited by moving downward, and the arc block 15 allows the first wheel probe 7 to be more tightly combined with the rail head 1 when encountering vibration. The first wheel probe 7 is provided with a roller 34 inside, and the roller 34 can ensure that the first wheel probe 7 can still fit the rail head 1 and roll forward for detection when the arc block 15 applies pressure, thereby reducing the wear of the probe and the rail surface. The arc blocks 15 on both sides can be adjusted independently, which means that in actual situations, the left and right sides of the first wheel probe 7 can be adjusted separately, which helps to ensure that the first wheel probe 7 fits tightly with the rail head, thereby improving the accuracy and stability of detection.

[0038] During the detection process, the first wheel probe 7 can maintain a state of dynamic balance through the conical spring 17 and the trapezoidal slider 25 moving in the trapezoidal slide groove 33, which not only improves the adaptability of the conical spring 17 to the changes of the rail head 1, but also effectively prevents the fixed probe from being damaged by sudden impact, thereby improving the durability and service life of the probe. The upper conical spring 17 has a greater anti-deformation ability than the lower conical spring 17. In this way, when the probe is subjected to external force, relatively speaking, the upper conical spring 17 can maintain good shape stability, while the lower conical spring 17 will undergo moderate deformation. This design enables the conical spring 17 to always maintain a downward extrusion tendency while being dynamically balanced, thereby ensuring close contact between the first wheel probe 7 and the rail head 1.

[0039] There are three first probes 39 inside the conical spring 17. The first probe 39 is a 70° probe. The front and rear first probes 39 are at a certain angle to the longitudinal direction of the rail so as to expand the scanning range by utilizing the rail jaw reflection. The degree of the angle can be determined according to actual needs and the geometric characteristics of the rail. Generally speaking, the degree of the angle is 20°. The middle first probe 39 is not angled and is placed at the center of the rail surface. The direction of the sound beam is parallel to the longitudinal direction of the rail. It is mainly used to detect transverse cracks in the central area of ​​the rail head.

[0040] After fixing the first wheel probe 7, start adjusting the position of the second wheel probe 8. By sliding the second fixing block 28 and adjusting the second electric telescopic rod 29, the second wheel probe 8 is tightly fitted to the rail waist 2 and can move along the rail waist 2 during detection. The rail waist 2 is a transitional portion connecting the rail head 1 and the rail bottom 3, and its shape is relatively smooth. The shape of the second wheel probe 8 can be designed to be of moderate thickness, neither too flat nor too thick, to ensure that it can be stably fitted to the rail waist 2 during the detection process, while providing sufficient ultrasonic propagation capability. In addition, since the rail waist 2 is a transitional area, its vibration characteristics are relatively complex and may be affected by various factors such as wheel-rail interaction, track unevenness, and vehicle structure. Therefore, the second wheel probe 8 needs to adapt to this complex vibration environment when detecting the rail waist 2. Therefore, a second spring 35 with moderate stiffness needs to be selected between the second fixed block 28 and the movable plate 30, which can not only provide sufficient supporting force, but also better absorb and disperse the vibration energy. The second spring 35 is equipped with third springs 36 with larger stiffness on the left and right, and fourth springs 37 with smaller stiffness on the top and bottom, which are used in parallel with the second spring 35 to form a more complex shock absorbing system, so as to better cope with vibrations of different frequencies. The second probe 40 inside the second wheel probe 8 adopts the same probe distribution form as the first wheel probe 7, but due to the different defect characteristics of the rail waist 2 and the rail head 1, the 70° probe is changed to a 37° probe.

[0041] The bottom 3 of the rail is usually narrow and may have a certain inclination angle, so the third wheel probe 14 is designed to be a narrower and thicker wheel probe to adapt to the shape and size of the bottom. The thicker third wheel probe 14 has a certain wear resistance to cope with the wear and corrosion that may exist on the bottom. The third wheel probe 14 uses a third probe 41 of 0°, a fourth probe 42 of 37°, and a fifth probe 43 of 70° for arrangement and detection, which can more comprehensively cover various areas of the bottom 3 of the rail and improve the accuracy and reliability of the detection. When the third wheel probe 14 detects the bottom 3 of the rail, since the vibration of the bottom 3 of the rail is relatively small, three fifth springs 38 with moderate stiffness can be used for buffering, so that the third wheel probe 14 can better adapt to the low-frequency vibration or slight deformation of the bottom 3 of the rail.

[0042] Before the inspection, the surface of the rail head 1 is first cleaned by using the second water outlet pipe 47. The second water outlet pipe 47 is equipped with a rotating brush head 48 to brush the surface of the rail head 1. The cleaning sponge 10 is responsible for pushing away the residues on the surface of the rail head 1, the rail waist 2, and the rail bottom 3. The water sprayed from the first water outlet pipe 46 is used as a coupling liquid during the inspection.

[0043] Before the wheel probe detects the rail, it is necessary to use the anti-danger wheel to conduct a preliminary inspection of the rail. The first anti-danger wheel 9, the second anti-danger wheel 44, and the third anti-danger wheel 45 correspond to the first wheel probe 7, the second wheel probe 8, and the third wheel probe 14 respectively. However, there is no probe installed inside the anti-danger wheel, but a pressure sensor is installed. When the first anti-danger wheel 9, the second anti-danger wheel 44, and the third anti-danger wheel 45 pass through the rail head 1, the rail waist 2, and the rail bottom 3 respectively, if a slight degree of vibration is encountered, the compression of the spring can be appropriately reduced through an electrical signal to reduce the pressure between the wheel probe and the contact surface. This helps to reduce the probe shaking caused by vibration and make the probe fit more stably on the rail. If the anti-danger wheel is damaged or strong vibration occurs, all the wheel probes are lifted and locked. After the anti-danger wheel detects the rail normally, the wheel probe is lowered to continue the inspection.

[0044] The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions, improvements, etc. made within the spirit and principle of the present invention should be included in the protection scope of the present invention.

Claims

1. A railway line automated comprehensive inspection and flaw detection equipment, comprising two rails and a flaw detection vehicle (4), wherein the rails are composed of a rail head (1), a rail waist (2) and a rail bottom (3), and characterized in that: Also includes: C-shaped mounting plates (6), the C-shaped mounting plates (6) having two groups, each group having two C-shaped mounting plates (6), the two groups of C-shaped mounting plates (6) being symmetrically distributed on both sides of the flaw detection vehicle (4), the C-shaped mounting plates (6) being provided with a head detection assembly inside, the head detection assembly corresponding to the rail head (1), the head detection assembly comprising a first wheel probe (7), a first fixing rod (26) being transversely arranged inside the C-shaped mounting plate (6), the first wheel probe (7) being rotatably connected to the middle position of the outer wall of the first fixing rod (26), three first probes (39) being arranged inside the first wheel probe (7), the two ends of the first fixing rod (26) being slidably connected to fixing sleeves (18), and the ends of the two fixing sleeves (18) being away from each other are respectively provided with balancing assemblies; A buffer assembly, wherein the buffer assembly is in two groups and corresponds to two fixed sleeves (18) respectively, the buffer assembly comprises an L-shaped rack (23) and a second fixed rod (27) fixedly mounted on the outer wall of the fixed sleeve (18), and the L-shaped rack (23) is located above the second fixed rod (27), and the ends of the L-shaped rack (23) and the second fixed rod (27) that are away from each other are respectively fixedly connected to telescopic rods, and the ends of the two telescopic rods that are away from each other are respectively fixedly connected to first electric telescopic rods (19), and the two first electric The ends of the movable telescopic rods (19) that are away from each other are respectively fixedly connected to the inner wall of the C-shaped mounting plate (6); the sides of the L-shaped rack (23) and the second fixed rod (27) that are away from each other are respectively fixedly connected to the ends of the corresponding first electric telescopic rods (19) with conical springs (17), and the conical springs (17) are sleeved on the outer walls of the corresponding telescopic rods; the inner diameters of the two conical springs (17) gradually decrease in a direction away from each other, and the upper conical spring (17) has a greater anti-deformation capacity than the lower conical spring (17); Waist detection mechanisms, the waist detection mechanisms are in two groups, the two groups of waist detection mechanisms are symmetrically distributed on both sides of the flaw detection vehicle (4), a bottom detection mechanism is arranged below the waist detection mechanism, the waist detection mechanism corresponds to the waist of the rail (2), and the bottom detection mechanism corresponds to the bottom of the rail (3).

2. The railway line automated comprehensive detection and flaw detection equipment according to claim 1 is characterized in that: Sliding assemblies are respectively arranged on both sides of the flaw detection vehicle (4), and the two groups of sliding assemblies correspond to the two groups of C-shaped mounting plates (6) respectively. The sliding assemblies include a connecting plate (12) fixedly mounted on the side wall of the flaw detection vehicle (4), the connecting plate (12) is slidably connected to a sliding plate (13), and the C-shaped mounting plate (6) is fixedly mounted on a side of the corresponding sliding plate (13) away from the connecting plate (12).

3. The railway line automated comprehensive detection and flaw detection equipment according to claim 1 is characterized in that: The balancing assembly comprises a trapezoidal slider (25) slidably connected to an end of the fixing sleeve (18) away from the first fixing rod (26); the inner wall of the C-shaped mounting plate (6) is provided with a trapezoidal slide groove (33) corresponding to the trapezoidal slider (25); the trapezoidal slider (25) is slidably connected to the trapezoidal slide groove (33); the width of the trapezoidal slide groove (33) gradually decreases from top to bottom; the trapezoidal slider (25) is fixedly connected to the first fixing rod (26) with a first spring (24); and the first spring (24) is located in the fixing sleeve (18).

4. The railway line automated comprehensive detection and flaw detection equipment according to claim 1, characterized in that: A pressing assembly is arranged above the first wheel probe (7), and the pressing assembly is located between the two groups of buffer assemblies. The pressing assembly comprises two arc blocks (15) arranged above the first wheel probe (7), the two arc blocks (15) are fitted together on the sides close to each other, and the two arc blocks (15) are slidably connected to racks (20) on the sides away from each other, and the tops of the two racks (20) are fixedly connected to the C-shaped mounting plate (6) via spring telescopic rods.

5. The railway line automated comprehensive detection and flaw detection equipment according to claim 4 is characterized in that: A gear (22) is provided on each side of the two racks (20) that are away from each other and meshes with the gear (22); the gear (22) is fixedly connected to the top of the inner wall of the C-shaped mounting plate (6) via a fixing plate (21), and the gear (22) is rotatably connected to the fixing plate (21); the sides of the two gears (22) that are away from each other are meshed with the L-shaped rack (23) in the corresponding side buffer assembly; and a plurality of rollers (34) are provided on the bottoms of the two arc blocks (15).

6. The railway line automated comprehensive detection and flaw detection equipment according to claim 1, characterized in that: First fixing blocks (16) are fixedly mounted on both sides of the flaw detection vehicle (4), the first fixing blocks (16) being located between two C-shaped mounting plates (6) on the same side, the waist detection mechanism comprising two groups of waist detection components, the two groups of waist detection components being symmetrically distributed on both sides of the waist of the rail (2), the waist detection components comprising a second fixing block (28) slidably connected to the bottom of the first fixing block (16), the two sides of the second fixing block (28) being connected to a moving plate (30) via a spring assembly, and the top of the moving plate (30) is in contact with the first fixing block (16). The second fixed block (28) is slidably connected, a second electric telescopic rod (29) is fixedly mounted at the bottom, a second wheel probe (8) is rotatably connected at the bottom of the second electric telescopic rod (29), three second probes (40) are arranged inside the second wheel probe (8), the three first probes (39) are evenly distributed below the first fixed rod (26), the middle first probe (39) is arranged vertically, the first probes (39) on both sides are inclined toward both sides of the rail, and the angle setting of the three second probes (40) is the same as that of the three first probes (39).

7. The railway line automated comprehensive inspection and flaw detection equipment according to claim 6, characterized in that: The spring assembly comprises a second spring (35), a third spring (36) and a fourth spring (37) fixedly connected to the movable plate (30) and the second fixed block (28), wherein the third springs (36) are provided in two pieces, and the fourth springs (37) are provided in two pieces, wherein the two third springs (36) are symmetrically distributed on the left and right sides of the second spring (35), and the two fourth springs (37) are symmetrically distributed on the upper and lower sides of the second spring (35).

8. The railway line automated comprehensive inspection and flaw detection equipment according to claim 6, characterized in that: A mounting shell (31) is fixedly mounted on the bottom of the second wheel probe (8), a buffer plate is slidably connected to the inner wall of the mounting shell (31), a fifth spring (38) is fixedly connected to the top of the buffer plate and the mounting shell (31), the bottom detection mechanism comprises two groups of bottom detection components, the two groups of bottom detection components correspond to the two groups of waist detection components, the bottom detection components comprise three groups of L-shaped fixing rods (32) fixedly mounted on the bottom of the buffer plate, the ends of the three groups of L-shaped fixing rods (32) away from the mounting shell (31) are rotatably connected to the third wheel probe (14), the interiors of the three third wheel probes (14) are respectively provided with a third probe (41), a fourth probe (42), and a fifth probe (43), and the fourth probe (42) is located between the third probe (41) and the fifth probe (43).

9. The railway line automated comprehensive inspection and flaw detection equipment according to claim 1, characterized in that: Danger prevention mechanisms are respectively arranged on both sides of the flaw detection vehicle (4), the danger prevention mechanisms comprising a first danger prevention wheel (9) arranged on a side wall of the flaw detection vehicle (4), the first danger prevention wheel (9) being rotatably connected to a second danger prevention wheel (44) via a rotating shaft, the bottom of the second danger prevention wheel (44) being rotatably connected to a third danger prevention wheel (45) via a rotating shaft, the first danger prevention wheel (9), the second danger prevention wheel (44) and the third danger prevention wheel (45) corresponding to the rail head (1), the rail waist (2) and the rail bottom (3) respectively, and pressure sensors are arranged inside the first danger prevention wheel (9), the second danger prevention wheel (44) and the third danger prevention wheel (45).

10. The railway line automated comprehensive inspection and flaw detection equipment according to claim 1, characterized in that: The invention also comprises a cleaning mechanism, which is used for cleaning the surface of the rail before detection. The cleaning mechanism comprises a water tank (5) fixedly mounted on the top of the flaw detection vehicle (4), water pumps (11) are fixedly mounted on both sides of the water tank (5), two water pumps (11) are respectively corresponding to two rails, cleaning sponges (10) are respectively arranged on the two rails, and the cleaning sponges (10) are in close contact with the rail head (1), the rail waist (2) and the rail bottom (3), the output end of the water pump (11) is fixedly connected to a water pipe, the cleaning sponge (10) is fixedly connected to the outer wall of the corresponding side water pipe through a connecting rod, the side wall of the water pipe is fixedly connected to a first water outlet pipe (46) and a second water outlet pipe (47), the first water outlet pipe (46) and the second water outlet pipe (47) are symmetrically distributed on both sides of the cleaning sponge (10), and a rotating brush head (48) is arranged at one end of the second water outlet pipe (47) close to the rail head (1), and the rotating brush head (48) is in contact with the rail head (1).

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