Railway line automation comprehensive detection and flaw detection equipment

Abstract

The present application relates to railway line detection and flaw detection technical field, especially to a kind of railway line automation comprehensive detection and flaw detection equipment, including two rails and flaw detection car, still including C-shaped mounting plate, buffer assembly, waist detection mechanism and bottom detection mechanism, the inside of the C-shaped mounting plate is provided with head detection assembly, first fixed rod is transversely provided in the C-shaped mounting plate, the both ends of the first fixed rod are slidably connected with fixed sleeve, and the end of the two fixed sleeves away from each other is respectively provided with balance assembly.The advantages are that different detection components are set for different detection areas, so that the rail detection of different parts is more efficient and accurate, and different types of defects can be detected, the detection cycle is shortened, the head detection assembly maintains dynamic balance state by the cooperation of balance assembly and buffer assembly, effectively protects the probe from vibration damage, and improves the adaptability of probe to rail change and the stability of probe detection.

Description

Technical Field

[0001] This invention relates to the field of railway line inspection and flaw detection technology, and in particular to an automated integrated inspection and flaw detection device for railway lines. Background Technology

[0002] The safety of railway lines is fundamental to ensuring smooth railway transportation and passenger safety. To effectively monitor and prevent faults and damage to rails and track facilities, railway line inspection and maintenance are crucial. In recent years, with the increasing demand for railway transportation and the rising requirements for safety, traditional manual inspection and maintenance can no longer meet the high efficiency and safety demands of modern railway operations. Therefore, automated and intelligent railway line inspection equipment is gradually becoming an inevitable trend.

[0003] Currently, existing rail inspection equipment typically places the probe above the rail during rail inspection, primarily focusing on detecting defects at the rail head. However, rail damage can occur at any point, including the rail web and rail base, areas that are difficult for top-mounted probes to reach. This makes it difficult to effectively detect potential damage, leading to reduced inspection accuracy. Furthermore, wheel-type probes are susceptible to significant vibration and impact when inspecting the rail head. The simple spring design generates a large rebound force after absorbing the impact, causing the wheel-type probe to shake or bounce during inspection, thus affecting the accuracy and stability of the inspection. Probe instability directly leads to fluctuations in inspection data, making it difficult for the inspection results to accurately reflect the true condition of the object being tested, thus hindering the practicality of the equipment. Summary of the Invention

[0004] The purpose of this invention is to solve the problem of poor practicality of existing equipment, and to propose an automated integrated inspection and flaw detection device for railway lines.

[0005] To achieve the above objectives, the present invention adopts the following technical solution: an automated integrated inspection and flaw detection device for railway lines, comprising two rails and a flaw detection vehicle, wherein the rails are composed of a rail head, a rail web, and a rail bottom, and further comprising:

[0006] The C-shaped mounting plate has two sets, with two C-shaped mounting plates in each set. The two sets of C-shaped mounting plates are symmetrically distributed on both sides of the flaw detection vehicle. A head detection assembly is installed inside the C-shaped mounting plate, which corresponds to the head of the rail. The head detection assembly includes a first wheel-type probe. A first fixing rod is arranged laterally inside the C-shaped mounting plate. The first wheel-type probe is rotatably connected to the middle of the outer wall of the first fixing rod. Three first probes are installed inside the first wheel-type probe. Fixing sleeves are slidably connected to both ends of the first fixing rod. Balancing components are installed at the ends of the two fixing sleeves that are far apart from each other.

[0007] The buffer assembly comprises two sets, each corresponding to a fixed sleeve. Each buffer assembly includes an L-shaped rack and a second fixed rod fixedly mounted on the outer wall of the fixed sleeve, with the L-shaped rack positioned above the second fixed rod. Telescopic rods are fixedly connected to the ends of the L-shaped rack and the second fixed rod that are furthest from each other. First electric telescopic rods are fixedly connected to the ends of the two telescopic rods that are furthest from each other. The ends of the two first electric telescopic rods that are furthest from each other are fixedly connected to the inner wall of a C-shaped mounting plate. Conical springs are fixedly connected to the ends of the corresponding first electric telescopic rods on the furthest sides of the L-shaped rack and the second fixed rod, respectively. The conical springs are sleeved on the outer wall of the corresponding telescopic rods. The inner diameters of the two conical springs gradually decrease along the furthest direction, and the upper conical spring has a greater resistance to deformation than the lower conical spring.

[0008] The waist detection mechanism consists of two sets, which are symmetrically distributed on both sides of the flaw detection vehicle. A bottom detection mechanism is provided below the waist detection mechanism. The waist detection mechanism corresponds to the waist of the rail, and the bottom detection mechanism corresponds to the bottom of the rail.

[0009] Preferably, sliding components are provided on both sides of the flaw detection vehicle, and the two sets of sliding components correspond to two sets of C-shaped mounting plates respectively. The sliding component includes a connecting plate fixedly installed on the side wall of the flaw detection vehicle, and the connecting plate is slidably connected to a sliding plate. The C-shaped mounting plate is fixedly installed on the side of the corresponding sliding plate away from the connecting plate.

[0010] Preferably, the balancing assembly includes a trapezoidal slider slidably connected to the 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 groove corresponding to the trapezoidal slider. The trapezoidal slider is slidably connected to the trapezoidal groove, and the width of the trapezoidal 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 inside the fixed sleeve.

[0011] Preferably, a pressing component is provided above the first wheel-type probe. The pressing component is located between two sets of buffer components. The pressing component includes two arc-shaped blocks disposed above the first wheel-type probe. The two arc-shaped blocks are attached to each other on their sides that are close to each other, and racks are slidably connected to the sides of the two arc-shaped blocks that are far from each other. The tops of the two racks are fixedly connected to the C-shaped mounting plate by spring telescopic rods.

[0012] Preferably, gears are provided on the opposite sides of the two racks and mesh with the racks. The gears are fixedly connected to the top of the inner wall of the C-shaped mounting plate through a fixing plate, and the gears are rotatably connected to the fixing plate. The opposite sides of the two gears mesh with the L-shaped racks in the corresponding side buffer assembly. Multiple rollers are provided at the bottom of the two arc-shaped blocks.

[0013] Preferably, the flaw detection vehicle has a first fixing block fixedly installed on each of its two sides. The first fixing block is located between two C-shaped mounting plates on the same side. The waist detection mechanism includes two sets of waist detection components. The two sets of waist detection components are symmetrically distributed on both sides of the waist of the rail. The waist detection component includes a second fixing block slidably connected to the bottom of the first fixing block. The two sides of the second fixing block are respectively connected to a moving plate by a spring assembly, and the top of the moving plate is slidably connected to the first fixing block. A second electric telescopic rod is fixedly installed at the bottom of the second fixing block. A second wheel-type probe is rotatably connected to the bottom of the second electric telescopic rod. The second wheel-type probe has three second probes inside. The three first probes are evenly distributed below the first fixing rod, with the middle first probe set vertically and the first probes on both sides tilted towards the sides of the rail. The angle of the three second probes is the same as that of the three first probes.

[0014] Preferably, the spring assembly includes a second spring, a third spring, and a fourth spring that are fixedly connected to the movable plate and the second fixed block. There are two third springs and 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.

[0015] Preferably, the bottom of the second wheel-type probe is fixedly mounted with a mounting housing, and a buffer plate is slidably connected to the inner wall of the mounting housing. A fifth spring is fixedly connected to the top of the buffer plate and the mounting housing. The bottom detection mechanism includes two sets of bottom detection components, which correspond to two sets of waist detection components. Each bottom detection component includes three sets of L-shaped fixing rods fixedly mounted on the bottom of the buffer plate. A third wheel-type probe is rotatably connected to the end of each of the three sets of L-shaped fixing rods away from the mounting housing. The three third wheel-type probes are respectively provided with a third probe, a fourth probe, and a fifth probe, with the fourth probe located between the third probe and the fifth probe.

[0016] Preferably, the flaw detection vehicle is provided with a hazard prevention mechanism on both sides. The hazard prevention mechanism includes a first hazard prevention wheel installed on the side wall of the flaw detection vehicle. The first hazard prevention wheel is rotatably connected to a second hazard prevention wheel via a rotating shaft. The bottom of the second hazard prevention wheel is rotatably connected to a third hazard prevention wheel via a rotating shaft. The first hazard prevention wheel, the second hazard prevention wheel, and the third hazard prevention wheel correspond to the rail head, the rail web, and the rail bottom, respectively. Pressure sensors are installed inside the first hazard prevention wheel, the second hazard prevention wheel, and the third hazard prevention wheel.

[0017] Preferably, the system also includes a cleaning mechanism for cleaning the surface of the rails before inspection. The cleaning mechanism includes a water tank fixedly installed on the top of the flaw detection vehicle. Two water pumps are fixedly installed on both sides of the water tank, and the two water pumps correspond to two rails respectively. Cleaning sponges are respectively provided on the two rails, and the cleaning sponges are in close contact with the head, waist, and bottom of the rails. The output end of the water pump is fixedly connected to a water pipe. 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 to a first water outlet pipe and a second water outlet pipe. 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 provided at the end of the second water outlet pipe near the head of the rail, and the rotating brush head is in contact with the head of the rail.

[0018] Compared with existing technologies, the advantages of this invention are:

[0019] 1. This invention employs three dedicated wheel-type probes for detecting the head, waist, and bottom of rails, respectively. Each wheel-type probe is optimized for a specific detection area, ensuring stability and high performance during long-term, high-intensity testing. This makes rail inspection in different areas more efficient and accurate, while shortening the inspection cycle and reducing interference with railway operations. The probe angle and type inside the wheel-type probes have also been specifically optimized to help reveal defects such as transverse cracks in the rail head. Through this differentiated design, the defect detection needs of different areas can be addressed more precisely, ensuring that different types of defects can be detected.

[0020] 2. This invention, by setting up a first fixed rod and a trapezoidal slider, allows the trapezoidal slider to slide within a trapezoidal groove and compress the first spring when the first wheel probe is pressed down. The reverse support force generated by the first spring effectively reduces the left-right swaying of the first wheel probe, thereby improving the accuracy and stability of the measurement. This enables the first wheel probe to more accurately reflect the true condition of the rail head during the detection process, avoiding errors caused by swaying. The combined use of the conical spring and the trapezoidal slider allows 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. This not only improves the probe's adaptability to changes in the rail but also allows the flaw detection vehicle to operate normally under more complex working conditions.

[0021] 3. This invention incorporates a conical spring and other devices. The high flexibility and low stiffness of the conical spring allow it to adapt well to various shapes and conditions of the rail head. The inner diameter of the conical spring gradually decreases along the direction away from the fixed sleeve, causing its stiffness to gradually increase with increasing compression. When the first wheel probe encounters an uneven area on the rail head, the conical spring can effectively absorb low-frequency vibrations to prevent excessive compression, thereby protecting the probe from damage, extending its service life, and improving the overall reliability of the flaw detection vehicle. The upper conical spring has a greater resistance to deformation than the lower conical spring, allowing the first wheel probe to maintain better shape stability when subjected to external forces. At the same time, the lower conical spring undergoes moderate deformation, ensuring that the first wheel probe always maintains a downward pressing trend, thus ensuring close contact with the rail head. This not only improves the accuracy of the detection but also enhances the stability and reliability of the flaw detection vehicle in practical applications.

[0022] 4. This invention utilizes the cooperation of the second spring, the third spring, and the fourth spring to form a highly efficient vibration damping system. This system can effectively absorb and disperse vibrations from the rail or the flaw detection vehicle itself, thereby ensuring that the second wheel probe can maintain a stable position when contacting the rail web. This stability not only helps improve flaw detection accuracy but also extends the service life of the equipment, reduces component wear and failures caused by long-term vibration, and enables the spring assembly to cope with various complex vibration environments, ensuring the smooth progress of the flaw detection process. The symmetrical arrangement of the third spring enhances the overall support force, effectively balances the structure, and reduces unbalanced vibrations caused by changes in the shape of the vehicle body or rail during flaw detection, which helps to further improve flaw detection accuracy and reliability.

[0023] 5. This invention effectively removes dirt, rust, and other impurities from the head, waist, and bottom of the rail by using a cleaning sponge. A water pump provides water flow, and the rotating brush head, in conjunction with the second water outlet pipe, removes stubborn stains from the rail head surface, ensuring the rail surface is in a clean state before flaw detection. This guarantees the accuracy of the flaw detection signal. The water sprayed from the first water outlet pipe acts as a coupling fluid, reducing the reflection of sound waves from the rail surface and enhancing the transmission effect of sound wave signals. This allows the flaw detection equipment to more accurately acquire information about defects inside the rail, thereby improving the detection accuracy of both surface and internal defects.

[0024] 6. This invention ensures contact between the arc-shaped block and the top of the first wheel-type probe by adjusting the position of the arc-shaped block. When the L-shaped rack moves upward to compress the conical spring for buffering, the arc-shaped block moves downward through the gear and rack, applying stable pressure to the first wheel-type probe. This ensures that even when the rail is subjected to vibration or external interference, the first wheel-type probe can still maintain stable contact with the rail head, ensuring the stability and reliability of the detection system under complex working conditions. The two arc-shaped blocks can be adjusted to the left and right sides of the probe respectively, allowing 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-type probe can be precisely controlled by adjusting the arc-shaped blocks, ensuring detection accuracy and reducing errors caused by poor contact.

[0025] 7. This invention uses pressure sensors to monitor the vibration of the anti-fault wheel in real time when it contacts the rail. When vibration is detected, 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 and the rail surface. This effectively prevents excessive vibration caused by uneven rail or external impact, avoiding damage to the probe. If the anti-fault wheel is damaged or strong vibration is detected, the controller will automatically instruct all wheel probes to lift and lock, preventing further flaw detection under abnormal conditions. This protects the wheel probes from abnormal situations and improves the durability and long-term reliability of the equipment.

[0026] In summary, this invention effectively removes dirt from the rail surface, monitors the contact state between the probe and the rail in real time, and adjusts the spring compression in a timely manner to prevent excessive vibration from affecting the flaw detection accuracy or causing probe damage. It designs three dedicated wheel-type probes to ensure high performance and reliability of each probe within a specific area, shortening the inspection cycle. The cooperation between the trapezoidal slider and the first spring effectively reduces the lateral swaying of the first wheel-type probe and maintains dynamic balance. The conical spring effectively absorbs low-frequency vibrations, and the shock absorption system effectively absorbs vibrations from the rail and the flaw detection vehicle, thereby improving flaw detection accuracy and equipment durability. Attached Figure Description

[0027] Figure 1This is a schematic diagram of the overall structure of an automated integrated inspection and flaw detection device for railway lines proposed in this invention;

[0028] Figure 2 This is a schematic diagram of the C-shaped mounting plate and the first fixing block of an automated integrated inspection and flaw detection device for railway lines proposed in this invention;

[0029] Figure 3 This is a cross-sectional view of a C-shaped mounting plate of an automated integrated inspection and flaw detection device for railway lines proposed in this invention.

[0030] Figure 4 This is a schematic diagram of the connecting plate and sliding plate structure of an automated integrated inspection and flaw detection device for railway lines proposed in this invention;

[0031] Figure 5 This is a cross-sectional view of an arc-shaped block of an automated integrated inspection and flaw detection device for railway lines proposed in this invention.

[0032] Figure 6 This is a schematic diagram of the second wheel-type probe and the fifth spring structure of an automated integrated inspection and flaw detection device for railway lines proposed in this invention;

[0033] Figure 7 This is a schematic diagram of the first fixed rod and the first wheel-type probe structure of an automated integrated inspection and flaw detection device for railway lines proposed in this invention.

[0034] Figure 8 This is a schematic diagram of the internal structure of the second-wheel probe and the third-wheel probe of an automated integrated inspection and flaw detection device for railway lines proposed in this invention;

[0035] Figure 9 This is a schematic diagram of the anti-dangerous wheel structure of an automated integrated inspection and flaw detection device for railway lines proposed in this invention;

[0036] Figure 10 This is a schematic diagram of the cleaning sponge and rotating brush head structure of an automated integrated inspection and flaw detection device for railway lines proposed in this invention.

[0037] In the diagram: 1 Rail head, 2 Rail web, 3 Rail bottom, 4 Flaw detection vehicle, 5 Water tank, 6 C-shaped mounting plate, 7 First wheel-type probe, 8 Second wheel-type probe, 9 First anti-hazard wheel, 10 Cleaning sponge, 11 Water pump, 12 Connecting plate, 13 Sliding plate, 14 Third wheel-type probe, 15 Arc-shaped block, 16 First fixing block, 17 Conical spring, 18 Fixing sleeve, 19 First electric telescopic rod, 20 Rack, 21 Fixing 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 housing, 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 safety wheel, 45 Third safety wheel, 46 First water outlet pipe, 47 Second water outlet pipe, 48 Rotating brush head. Detailed Implementation

[0038] The technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings of the embodiments of the present invention. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments.

[0039] Reference Figures 1 to 10 An automated integrated flaw detection device for railway lines includes two rails and a flaw detection vehicle 4. Each rail consists of a rail head 1, a rail web 2, and a rail bottom 3. The two rails are symmetrically distributed at the bottom of the flaw detection vehicle 4, with the wheels of the vehicle 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, and water pumps 11 are fixedly installed on both sides of the water tank 5, corresponding to the two rails respectively. Cleaning sponges 10 are respectively placed on the two rails, making close contact with the rail head 1, rail web 2, and rail bottom 3. The output end of the water pumps 11 is fixedly connected to... A water pipe is connected to the cleaning sponge 10, which is fixedly connected to the outer wall of the corresponding side water pipe via a connecting rod. A first water outlet pipe 46 and a second water outlet pipe 47 are fixedly connected to the side wall of the water pipe. The first and second water outlet pipes 46 and 47 are symmetrically distributed on both sides of the cleaning sponge 10. A rotating brush head 48 is provided at the end of the second water outlet pipe 47 near the rail head 1. The rotating brush head 48 contacts the rail head 1, and the second water outlet pipe 47 is used to clean the surface of the rail head 1. The flaw detection vehicle 4 moves the cleaning sponge 10 along the outer wall of the rail, pushing away residues and reducing the impact of uneven rail surface on the flaw detection results, thereby improving the accuracy of the flaw detection.

[0040] While the second water outlet pipe 47 sprays water, the rotating brush head 48 helps remove stubborn stains from 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 serves as the coupling fluid during detection. The coupling fluid helps reduce the reflection between the sound wave and the rail surface, enhances the transmission effect of the sound wave signal, and improves the sensitivity and accuracy of the detection.

[0041] Sliding assemblies are provided on both sides of the flaw detection vehicle 4. Each set of sliding assemblies corresponds to one of the two rails. Each sliding assembly includes a connecting plate 12 fixedly installed on the side wall of the flaw detection vehicle 4. A sliding plate 13 is slidably connected to the connecting plate 12. Two C-shaped mounting plates 6 are fixedly installed on the side of the sliding plate 13 away from the connecting plate 12. Head detection assemblies are respectively installed inside the two C-shaped mounting plates 6. Each head detection assembly includes a first wheel-type probe 7. A first fixing rod 26 is horizontally arranged inside the C-shaped mounting plate 6. The first wheel-type probe 7 is rotatably connected to the outer wall of the first fixing rod 26 and is positioned in the middle of the first fixing rod 26. The sliding plate 13 drives the C-shaped mounting plates 6 to slide up and down along the connecting plate 12, thereby adjusting the contact between the first wheel-type probe 7 and the rail head 1. The first wheel-type probe 7 is used to detect the rail head 1. After adjustment, the sliding plate 13 is locked (this is the current...). (The technology is available, but will not be elaborated upon here). Fixed sleeves 18 are slidably connected to both ends of the first fixed rod 26. Trapezoidal sliders 25 are slidably connected to the ends of the two fixed sleeves 18 that are far apart from each other. Two trapezoidal grooves 33 are provided on the inner wall of the C-shaped mounting plate 6. These two grooves 33 are symmetrically distributed at both ends of the first fixed rod 26. The two grooves 33 are slidably connected to the corresponding trapezoidal sliders 25. A first spring 24 is fixedly connected to the side of the two trapezoidal sliders 25 that is close to each other, and the first spring 24 is located within the corresponding fixed sleeve 18. The width of the two trapezoidal grooves 33 gradually decreases from top to bottom. When the first wheel-type probe 7 is pressed down, the trapezoidal sliders 25 slide down and compress the first spring 24. This compression of the first spring 24 generates a reverse supporting force, thereby reducing the left-right swaying of the probe and improving measurement accuracy and stability.

[0042] Two fixed sleeves 18 are respectively fixedly mounted with L-shaped racks 23 and second fixed rods 27 on their outer walls, with the L-shaped racks 23 located above the second fixed rods 27. Telescopic rods are fixedly connected to the ends of the L-shaped racks 23 and the second fixed rods 27 that are far apart from each other. First electric telescopic rods 19 are fixedly connected to the ends of the two telescopic rods that are far apart from each other. The ends of the two first electric telescopic rods 19 that are far apart from each other are fixedly connected to the inner wall of the C-shaped mounting plate 6. The sides of the L-shaped racks 23 and the second fixed rods 27 that are far apart from each other are fixedly connected to the ends of the corresponding first electric telescopic rods 19. A conical spring 17 is sleeved on a corresponding telescopic rod. The telescopic rod ensures that the conical spring 17 extends and retracts vertically, reducing lateral movement. The inner diameters of the two conical springs 17 gradually decrease in the direction of mutual distance. By activating the upper first electric telescopic rod 19 to extend and the lower first electric telescopic rod 19 to retract, the first wheel-type probe 7 moves downward and fits more tightly against the rail head 1, thereby improving the accuracy and sensitivity of the detection. At this time, both the upper and lower conical springs 17 of the fixed sleeve 18 are in a retracted state. With high flexibility and low stiffness, the first wheel-type probe 7 vibrates up and down when encountering uneven areas on the rail head 1 during detection. Because the inner diameter of the conical spring 17 gradually decreases along the direction away from the fixed sleeve 18, the stiffness of the conical spring 17 gradually increases with increasing compression. When the conical spring 17 is subjected to vibration or impact, the initial compression is relatively soft, effectively absorbing low-frequency vibrations. As the degree of compression increases, the stiffness increases, providing greater rebound force to prevent over-compression, thus providing a gradual buffering effect. The conical spring 17 also cooperates with the trapezoidal slider 25. Block 25 slides along the trapezoidal groove 33, which helps the first wheel probe 7 maintain a dynamic balance. This not only helps improve the adaptability of the conical spring 17 to changes in the rail head 1, but also ensures that the upper conical spring 17 has a greater resistance to deformation than the lower conical spring 17. When the first wheel probe 7 is subjected to external force, the upper conical spring 17 can maintain better shape stability, while the lower conical spring 17 will undergo moderate deformation, so that the conical spring 17 always maintains a downward pressing trend, thereby ensuring close contact between the first wheel probe 7 and the rail head 1.

[0043] A pressing assembly is positioned above the first wheel-type probe 7, located between two L-shaped racks 23. The pressing assembly includes two arc-shaped blocks 15, with their sides close together and their sides slidably connected to racks 20. The tops of the two racks 20 are fixedly connected to a C-shaped mounting plate 6 via spring telescopic rods. Gears 22 are located on the sides of the two racks 20 that are far apart, and the pressing assembly engages with them. Gears 22 are fixedly connected to the top of the inner wall of the C-shaped mounting plate 6 via a fixing plate 21, and are rotatably connected to the fixing plate 21. The sides of the two gears 22 that are far apart engage with the corresponding L-shaped racks 23. Multiple rollers 34 are located at the bottom of each of the two arc-shaped blocks 15. Before testing, the position of the arc-shaped blocks 15 on the racks 20 is adjusted so that the arc-shaped blocks 15 just touch the top of the first wheel-type probe 7. During testing, the first wheel-type probe 7 is subjected to vibration... When the L-shaped rack 23 moves upward to compress the corresponding conical spring 17 for buffering, the upward movement of the L-shaped rack 23 drives the gear 22 to rotate. The rotation of the gear 22 causes the rack 20 to drive the arc block 15 to move downward, compressing and limiting the top of the first wheel probe 7. This ensures that the first wheel probe 7 can still fit tightly against 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 a tight fit between the first wheel probe 7 and the rail head 1, thereby improving the accuracy and stability of the detection. For different shapes of the rail head 1 and actual use, the contact pressure and position of the first wheel probe 7 can be precisely controlled to reduce errors 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 slippage or jamming of the probe due to vibration or uneven pressure, thereby ensuring the accuracy of the detection data.

[0044] 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 and are evenly distributed below the first fixed rod 26. The middle first probe 39 is vertically set and corresponds to the center of the rail surface of the rail head 1. The first probes 39 on both sides are tilted towards the sides of the rail to expand the scanning range by utilizing the rail jaw reflection effect (using the geometry of the rail and the reflection of sound waves between the rail and the rail surface to improve the detection capability of internal defects of the rail). The degree of tilt can be determined according to actual needs and the geometric characteristics of the rail. The tilted first probes 39 can reflect sound waves to both sides of the rail, so that more areas can be scanned, especially the edge part of the rail, which increases the scanning coverage area, helps to detect transverse cracks, and improves the overall detection efficiency and accuracy of the detection process.

[0045] The flaw detection vehicle 4 is equipped with waist detection mechanisms on both sides, with each set corresponding to one of the two rails. The waist detection mechanisms are located between two C-shaped mounting plates 6 on the same side. First fixing blocks 16 are fixedly installed on both sides of the flaw detection vehicle 4, each corresponding to one of the two sets of waist detection mechanisms. Each waist detection mechanism includes two sets of waist detection components, symmetrically distributed on both sides of the rail waist 2. Each waist detection component includes a second fixing block 28 slidably connected to the bottom of the first fixing block 16. Movable plates 30 are connected to both sides of the second fixing block 28 via spring assemblies. The tops of both movable plates 30 are slidably connected to the first fixing block 16, and the bottom of the second fixing block 28 is fixed. A second electric telescopic rod 29 is installed, and a second wheel-type probe 8 is rotatably connected to the bottom of the second electric telescopic rod 29. At the same time, the second fixed block 28 and the movable plates 30 on both sides of it are slid to adjust the distance between the second wheel-type probe 8 and the rail web 2. The second electric telescopic rod 29 is activated to adjust the height of the second wheel-type probe 8 to ensure that the second wheel-type probe 8 is in accurate contact with the rail web 2. After the adjustment is completed, the movable plates 30 are locked (this is existing technology and will not be described in detail here). The second wheel-type probe 8 is equipped with three second probes 40. The angle settings of the three second probes 40 are the same as those of the three first probes 39. Since the defect characteristics of the rail web 2 and the rail head 1 are different, the second probes 40 are set as 37° probes.

[0046] The spring assembly includes a second spring 35, a third spring 36, and a fourth spring 37, which are fixedly connected to the movable 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 top and bottom sides of the second spring 35 (e.g., ...). Figure 6As shown in the diagram, the second spring 35 has moderate stiffness, the third spring 36 has relatively high stiffness, and the fourth spring 37 has relatively low stiffness. These three springs work together to form a damping system. The second spring 35 effectively provides sufficient support while absorbing vibrations from the rail or the flaw detection vehicle itself, reducing the impact of external vibrations on the flaw detection system. Its moderate stiffness ensures that the second spring 35 is neither too stiff nor too soft, maintaining stability under different working conditions. The third spring 36 has high stiffness and is mainly used to bear larger loads and provide stronger support. They are symmetrically distributed on both sides of the second spring 35, effectively balancing the structure and reducing... During flaw detection, unbalanced vibrations caused by changes in the shape of the car body or rail occur. The fourth spring 37, with its lower stiffness and better flexibility, is mainly used to absorb minor vibrations or external disturbances. It is distributed on the upper and lower sides of the second spring 35, playing a role in adjustment and minor vibration damping, making the overall system 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. The fourth spring 37 can absorb minor high-frequency vibrations. Through this multi-frequency adaptation, the spring assembly can improve the stability and durability of the entire system, ensuring that the probe maintains a stable position when contacting the rail web 2, thereby improving flaw detection accuracy.

[0047] The bottom of the second wheel-type probe 8 is fixedly mounted with a mounting housing 31. A buffer plate is slidably connected to the inner wall of the mounting housing 31. A fifth spring 38 is fixedly connected to the top of the buffer plate and the mounting housing 31. A bottom detection assembly is provided at the bottom of the buffer plate. The bottom detection assembly includes three sets of L-shaped fixing rods 32 fixedly mounted at the bottom of the buffer plate. The ends of the three sets of L-shaped fixing rods 32 away from the mounting housing 31 are rotatably connected to a third wheel-type probe 14. The three third wheel-type probes 14 respectively house a third probe 41, a fourth probe 42, and a fifth probe 43. 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, and the fifth probe 43 is a 70° probe, ensuring that... During the inspection, the probe covers all areas of the bottom 3 of the rail, providing a comprehensive scan, 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 remain stable and uniform, avoiding detection errors caused by uneven pressure, thus improving the reliability of the inspection results. The bottom 3 of the rail vibrates less than other parts, and the bottom 3 of the rail is prone to minor deformation or unevenness. The fifth spring 38 has moderate stiffness, which can effectively buffer these minor 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 vibration, and ensuring the continuity and accuracy of the flaw detection process.

[0048] The first wheel probe 7 possesses high wear resistance and impact resistance. Because the rail head 1 is the part directly affected by the wheel, it bears significant vibration and impact. The first wheel probe 7 is designed to be relatively thick, enabling it to effectively withstand strong impacts and wear on the rail head 1 while maintaining high detection stability and flaw detection accuracy. The rail web 2 connects the rail head 1 and the rail bottom 3, serving as a transition section. The shape of the rail web 2 is relatively smooth, therefore the second wheel probe 8 is designed with a moderate thickness to ensure that the probe can stably fit the rail web 2 without losing contact stability due to excessive thickness or thinness. At the same time, it can provide sufficient ultrasonic wave propagation capability to ensure the accuracy of the detection process. The rail bottom 3 is usually relatively narrow and prone to a certain tilt angle. The third wheel probe 14 is designed as a thicker probe, which can adapt to the narrow bottom space and has a certain degree of wear resistance, effectively dealing with possible wear and corrosion at the bottom. Probes of different thicknesses and shapes are designed specifically to ensure that the rail head, web, and bottom can be fully and accurately detected.

[0049] Two anti-hazard mechanisms are installed on both sides of the flaw detection vehicle 4. Each of the two anti-hazard mechanisms corresponds to one of the two rails. The anti-hazard mechanisms are located on the side of the cleaning sponge 10 near the C-shaped mounting plate 6. Each anti-hazard mechanism includes a first anti-hazard wheel 9 installed on the side wall of the flaw detection vehicle 4. The first anti-hazard wheel 9 is rotatably connected to a second anti-hazard wheel 44 via a rotating shaft. The bottom of the second anti-hazard wheel 44 is rotatably connected to a third anti-hazard wheel 45 via a rotating shaft. The first anti-hazard wheel 9, the second anti-hazard wheel 44, and the third anti-hazard wheel 45 correspond to the first wheel-type probe 7, the second wheel-type probe 8, and the third wheel-type probe 14, respectively. The interiors of the first anti-hazard wheel 9, the second anti-hazard wheel 44, and the third anti-hazard wheel 45 are all... Pressure sensors are installed so that when the first anti-vibration wheel 9, the second anti-vibration wheel 44, and the third anti-vibration wheel 45 encounter vibrations as they pass over the rail head 1, rail web 2, and rail bottom 3 respectively, the pressure sensors transmit electrical signals to the controller. This causes the controller to adjust the compression of the corresponding springs of the wheel probes, reducing the pressure between the wheel probes and the contact surface and avoiding measurement errors caused by excessive vibration. When the anti-vibration wheel is damaged or strong vibrations occur, the controller controls all wheel probes to lift up, separate from the rail, and lock them in place. Once the anti-vibration wheel detects that the rail is normal, the wheel probes are lowered to continue detection, effectively protecting the wheel probes from damage caused by abnormal external conditions.

[0050] In this 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 type of wheel probe focuses on its specific detection area, which can achieve rapid and accurate damage detection. This division of labor greatly improves the detection efficiency, especially in the case of busy railway traffic and frequent rail inspections, which can significantly shorten the detection cycle and reduce the impact on railway operations.

[0051] Because the rail head 1 is the part directly affected by the wheel, it is subjected to the most direct and significant vibration and impact. 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 by the sliding plate 13 so that the first wheel probe 7 just touches the rail head 1. After ensuring that the first wheel probe 7 is stably placed, the sliding plate 13 is locked. Then, the first electric telescopic rod 19 is activated to slightly press the first wheel probe 7 downward, so that the first wheel probe 7 fits more tightly against the surface of the rail head 1, thereby improving the accuracy and sensitivity of the detection. The position of the arc-shaped block 15 on the rack 20 is then adjusted so that the arc-shaped 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 to it to move up and down in the initial stage. It can easily cope with small 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 and improve the accuracy of the detection. As compression continues, the diameter of the conical spring 17 gradually decreases, deformation becomes more difficult, and the spring's resistance to deformation also increases. This means that when the probe encounters a large... When subjected to vibration or impact, the conical spring 17 can better resist these external forces and prevent the first wheel probe 7 from undergoing excessive displacement. The first spring 24 inside the fixed sleeve 18 can provide stable support force, which helps to reduce the left and right swaying of the wheel probe. Due to the presence of the first spring 24, the trapezoidal slider 25 and the trapezoidal groove 33, the first wheel probe 7 is subjected to increasingly larger support forces on both sides during the downward pressing process, thereby preventing the first wheel probe 7 from swaying left and right due to pressure during the downward pressing process. In addition, when the upper conical spring 17 is compressed for buffering, the rack 20, gear 22 and L-shaped rack 23 can drive the arc block 15. The downward movement of the first wheel probe 7 compresses and limits its movement. The arc block 15 ensures that the first wheel probe 7 can still fit more tightly with the rail head 1 when encountering vibration. The first wheel probe 7 has a roller 34 inside, which ensures that the first wheel probe 7 can still fit against the rail head 1 and roll forward for detection under the pressure of the arc block 15, reducing wear on the probe and rail surface. The arc blocks 15 on both sides can be adjusted independently, which means that the left and right sides of the first wheel probe 7 can be adjusted separately in actual conditions, which helps to ensure a tight fit between the first wheel probe 7 and the rail head, thereby improving the accuracy and stability of the detection.

[0052] During the detection process, the first wheel probe 7 can maintain a dynamic balance through the conical spring 17 and the trapezoidal slider 25 moving in the trapezoidal groove 33. This not only improves the adaptability of the conical spring 17 to changes in the rail head 1, but also effectively prevents sudden impact damage to the fixed probe, thereby improving the durability and service life of the probe. The upper conical spring 17 has a greater resistance to deformation than the lower conical spring 17. So when the probe is subjected to external force, the upper conical spring 17 can maintain better shape stability, while the lower conical spring 17 will undergo moderate deformation. This design allows the conical spring 17 to maintain a downward pressing trend while maintaining dynamic balance, thereby ensuring close contact between the first wheel probe 7 and the rail head 1.

[0053] The conical spring 17 contains three first probes 39. The first probes 39 are 70° probes. The front and rear first probes 39 are at a certain angle to the longitudinal direction of the rail to expand the scanning range by using the rail jaw reflection. The degree of the angle can be determined according to actual needs and the geometric characteristics of the rail. Generally, the degree of the angle is 20°. The middle first probe 39 is not at an angle and is placed at the center of the rail surface. The sound beam direction is parallel to the longitudinal direction of the rail and is mainly used to detect transverse cracks in the center area of ​​the rail head.

[0054] After fixing the first wheel probe 7, the position of the second wheel probe 8 is adjusted. By sliding the second fixing block 28 and adjusting the second electric telescopic rod 29, the second wheel probe 8 is made to fit tightly against the rail web 2 and move along the rail web 2 during testing. The rail web 2 is the transition part 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 with a moderate thickness, neither too flat nor too heavy, to ensure that it can fit stably against the rail web 2 during testing, while providing sufficient ultrasonic wave propagation capability. In addition, since the rail web 2 is a transition area, its vibration characteristics are relatively complex and may be affected by various factors such as wheel-rail interaction, track irregularities, and vehicle structure. Because of the noise, the second wheel probe 8 needs to adapt to this complex vibration environment when detecting the rail web 2. Therefore, a second spring 35 with moderate stiffness needs to be selected between the second fixed block 28 and the moving plate 30 to provide sufficient support and absorb and disperse vibration energy. A third spring 36 with greater stiffness is installed on the left and right sides of the second spring 35, and a fourth spring 37 with less stiffness is installed on the top and bottom. These are used in parallel with the second spring 35 to form a more complex damping system in order to better cope with vibrations of different frequencies. The second probe 40 inside the second wheel probe 8 adopts the same probe distribution as the first wheel probe 7. However, because the defect characteristics of the rail web 2 and the rail head 1 are different, the 70° probe is changed to a 37° probe.

[0055] The bottom 3 of the rail is usually narrow and may have a certain tilt angle, so the third wheel probe 14 is designed as a narrow and thick 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 possible wear and corrosion at the bottom. The third wheel probe 14 uses a 0° third probe 41, a 37° fourth probe 42, and a 70° fifth probe 43 for detection, which can more comprehensively cover all areas of the bottom 3 of the rail, improving 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 small deformation of the bottom 3 of the rail.

[0056] Before testing, the surface of the rail head 1 is first cleaned using the second water outlet pipe 47. The second water outlet pipe 47 is equipped with a rotating brush head 48, which can scrub the surface of the rail head 1. The cleaning sponge 10 is responsible for pushing away the residue on the surface of the rail head 1, rail waist 2, and rail bottom 3. The water sprayed from the first water outlet pipe 46 is used as the coupling fluid during testing.

[0057] Before the wheel-type probes inspect the rails, a preliminary inspection of the rails is required using anti-vibration wheels. The first anti-vibration wheel 9, the second anti-vibration wheel 44, and the third anti-vibration wheel 45 correspond to the first wheel probe 7, the second wheel probe 8, and the third wheel probe 14, respectively. However, the anti-vibration wheels do not have probes installed inside; instead, they are equipped with pressure sensors. When the first anti-vibration wheel 9, the second anti-vibration wheel 44, and the third anti-vibration wheel 45 pass over the rail head 1, the rail web 2, and the rail bottom 3, respectively, if a slight 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 probe sway caused by vibration and makes the probe fit more stably on the rail. If the anti-vibration wheel is damaged or a strong vibration occurs, all wheel probes will be lifted and locked. After the anti-vibration wheels have inspected the rails normally, the wheel probes will be lowered to continue the inspection.

[0058] 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 principles of the present invention should be included within the protection scope of the present invention.

Claims

1. An automated integrated inspection and flaw detection device for railway lines, comprising two rails and a flaw detection vehicle (4), wherein the rails are composed of a rail head (1), a rail web (2), and a rail bottom (3), characterized in that, Also includes: C-shaped mounting plate (6), there are two sets of C-shaped mounting plates (6), and each set has two C-shaped mounting plates (6). The two sets of C-shaped mounting plates (6) are symmetrically distributed on both sides of the flaw detection vehicle (4). A head detection component is provided inside the C-shaped mounting plate (6). The head detection component corresponds to the rail head (1). The head detection component includes a first wheel probe (7). A first fixing rod (26) is arranged laterally inside the C-shaped mounting plate (6). The first wheel probe (7) is rotatably connected to the middle position of the outer wall of the first fixing rod (26). Three first probes (39) are provided inside the first wheel probe (7). Fixing sleeves (18) are slidably connected to both ends of the first fixing rod (26). A balancing component is provided at the ends of the two fixing sleeves (18) that are far apart from each other. The buffer assembly consists of two sets, each corresponding to one of the two fixed sleeves (18). Each buffer assembly includes an L-shaped rack (23) and a second fixed rod (27) fixedly installed on the outer wall of the fixed sleeve (18). The L-shaped rack (23) is positioned above the second fixed rod (27). Telescopic rods are fixedly connected to the ends of the L-shaped rack (23) and the second fixed rod (27) that are far apart from each other. First electric telescopic rods (19) are fixedly connected to the ends of the two telescopic rods that are far apart from each other. The ends of the telescopic rods (19) that are far apart from each other are fixedly connected to the inner wall of the C-shaped mounting plate (6). The L-shaped rack (23) and the second fixed rod (27) that are far apart from each other are respectively fixedly connected to the end of the corresponding first electric telescopic rod (19) with conical springs (17). The conical springs (17) are sleeved on the outer wall of the corresponding telescopic rod. The inner diameters of the two conical springs (17) gradually decrease along the direction of being far apart from each other, and the upper conical spring (17) has a greater resistance to deformation than the lower conical spring (17). The waist detection mechanism consists of two sets, which are symmetrically distributed on both sides of the flaw detection vehicle (4). A bottom detection mechanism is provided below the waist detection mechanism. The waist detection mechanism corresponds to the waist (2) of the rail, and the bottom detection mechanism corresponds to the bottom (3) of the rail.

2. The automated integrated inspection and flaw detection equipment for railway lines according to claim 1, characterized in that, The flaw detection vehicle (4) is provided with sliding components on both sides. The two sets of sliding components correspond to two sets of C-shaped mounting plates (6). The sliding components include a connecting plate (12) fixedly installed on the side wall of the flaw detection vehicle (4). The connecting plate (12) is slidably connected to a sliding plate (13). The C-shaped mounting plate (6) is fixedly installed on the side of the corresponding sliding plate (13) away from the connecting plate (12).

3. The automated integrated inspection and flaw detection equipment for railway lines according to claim 1, characterized in that, The balancing assembly includes a trapezoidal slider (25) slidably connected to the end of the fixed sleeve (18) away from the first fixed rod (26). The inner wall of the C-shaped mounting plate (6) is provided with a trapezoidal groove (33) corresponding to the trapezoidal slider (25). The trapezoidal slider (25) is slidably connected to the trapezoidal groove (33), and the width of the trapezoidal groove (33) gradually decreases from top to bottom. The trapezoidal slider (25) is fixedly connected to the first fixed rod (26) with a first spring (24), and the first spring (24) is located inside the fixed sleeve (18).

4. The automated integrated inspection and flaw detection equipment for railway lines according to claim 1, characterized in that, A pressing assembly is provided above the first wheel probe (7). The pressing assembly is located between two sets of buffer assemblies. The pressing assembly includes two arc-shaped blocks (15) located above the first wheel probe (7). The two arc-shaped blocks (15) are attached to each other on their sides, and racks (20) are slidably connected to the sides of the two arc-shaped blocks (15) that are far apart from each other. The tops of the two racks (20) are fixedly connected to the C-shaped mounting plate (6) by spring telescopic rods.

5. The automated integrated inspection and flaw detection equipment for railway lines according to claim 4, characterized in that, The two racks (20) are respectively provided with gears (22) on the opposite sides 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 the fixing plate (21) and the gears (22) are rotatably connected to the fixing plate (21). The opposite sides of the two gears (22) mesh with the L-shaped racks (23) in the corresponding side buffer assembly. The bottom of the two arc blocks (15) is provided with multiple rollers (34).

6. The automated integrated inspection and flaw detection equipment for railway lines according to claim 1, characterized in that, The flaw detection vehicle (4) has a first fixing block (16) fixedly installed on both sides. The first fixing block (16) is located between two C-shaped mounting plates (6) on the same side. The waist detection mechanism includes two sets of waist detection components. The two sets of waist detection components are symmetrically distributed on both sides of the rail waist (2). The waist detection component includes 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) are respectively connected to a moving plate (30) through a spring assembly, and the top of the moving plate (30) is connected to the first fixing block (16). The sliding connection is provided. The bottom of the second fixed block (28) is fixedly installed with a second electric telescopic rod (29). The bottom of the second electric telescopic rod (29) is rotatably connected with a second wheel probe (8). The inside of the second wheel probe (8) is provided with three second probes (40). The three first probes (39) are evenly distributed below the first fixed rod (26), and the middle first probe (39) is set vertically. The first probes (39) on both sides are tilted towards the sides of the rail. The angle of the three second probes (40) is the same as that of the three first probes (39).

7. The automated integrated inspection and flaw detection equipment for railway lines according to claim 6, characterized in that, 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).

8. The automated integrated inspection and flaw detection equipment for railway lines according to claim 6, characterized in that, The bottom of the second wheel probe (8) is fixedly mounted with a mounting housing (31). A buffer plate is slidably connected to the inner wall of the mounting housing (31). A fifth spring (38) is fixedly connected to the top of the buffer plate and the mounting housing (31). The bottom detection mechanism includes two sets of bottom detection components, which correspond to two sets of waist detection components. The bottom detection components include three sets of L-shaped fixing rods (32) fixedly mounted on the bottom of the buffer plate. The ends of the three sets of L-shaped fixing rods (32) away from the mounting housing (31) are rotatably connected to a third wheel probe (14). 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 automated integrated inspection and flaw detection equipment for railway lines according to claim 1, characterized in that, The flaw detection vehicle (4) is provided with a hazard prevention mechanism on both sides. The hazard prevention mechanism includes a first hazard prevention wheel (9) installed on the side wall of the flaw detection vehicle (4). The first hazard prevention wheel (9) is rotatably connected to a second hazard prevention wheel (44) through a rotating shaft. The bottom of the second hazard prevention wheel (44) is rotatably connected to a third hazard prevention wheel (45) through a rotating shaft. The first hazard prevention wheel (9), the second hazard prevention wheel (44), and the third hazard prevention wheel (45) correspond to the rail head (1), the rail waist (2), and the rail bottom (3) respectively. Pressure sensors are installed inside the first hazard prevention wheel (9), the second hazard prevention wheel (44), and the third hazard prevention wheel (45).

10. The automated integrated inspection and flaw detection equipment for railway lines according to claim 1, characterized in that, It also includes a cleaning mechanism for cleaning the surface of the rails before inspection. The cleaning mechanism includes a water tank (5) 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 respectively. Cleaning sponges (10) are respectively provided on the two rails. The cleaning sponges (10) are in close contact with the rail head (1), rail waist (2) and 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). A rotating brush head (48) is provided at the end of the second water outlet pipe (47) near the rail head (1). The rotating brush head (48) is in contact with the rail head (1).

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