Steel rail bilateral straightness detector

Abstract

The invention provides a steel rail bilateral straightness detector, and belongs to the technical field of steel rail detection. In order to solve the problems of low detection efficiency and low detection precision caused by poor steel rail double-side flatness detection continuity, the invention provides a steel rail double-side flatness detector, which comprises a case, and the case is provided with a top surface detection mechanism and a side surface detection mechanism; the top surface detection mechanism comprises a first sensor and a horizontal row wheel set, and the first sensor is arranged in the case and vertically faces the bottom surface of the case; the side face detection mechanism comprises a second sensor, a detection assembly and a side edge row wheel set, the detection assembly is movably arranged on the side edge of the machine box and used for abutting against the side face of the steel rail, the detection assembly extends into the machine box, and the second sensor is arranged in the machine box and horizontally faces the detection assembly. According to the invention, the continuous detection of the straightness of the two sides of the steel rail is realized, and the detection efficiency and the detection accuracy are improved.

Description

Technical Field

[0001] The present application relates to the technical field of rail detection, and in particular to a rail double-sided straightness detector. Background Art

[0002] Rail straightness refers to the degree of deviation between the working plane of the rail (including the top surface and the inner side surface) and the measurement reference plane. It is a basic indicator for high-speed railway rails. Its significance is to minimize the vibration of trains during operation, reduce wheel-rail wear, and provide a sense of security and comfort for train passengers. According to the railway industry standard TB / T2344.1-2020, the rail ends 0m-1.5m and 1m-2.5m and the rail body are required to have horizontal (i.e. top surface) and vertical (i.e. inner side surface, usually the detection position is 16±0.2mm below the top of the rail) straightness.

[0003] At present, two non-contact sensors are usually used, such as laser displacement sensors, which are respectively set facing the working plane of the rail, that is, the laser displacement sensor is set in the vertical direction of the top surface of the rail to directly illuminate the top surface of the rail at a vertical irradiation angle, and the laser displacement sensor is set in the horizontal direction of the side of the rail to directly illuminate the side of the rail at a horizontal irradiation angle. However, due to the presence of rail guardrails in some sections of the rail, the guardrails are generally located 42mm from the side of the working side of the rail, occupying the installation position of the side laser displacement sensor, resulting in the inability to directly install the laser displacement sensor on the side of the rail.

[0004] To address this issue, currently segmented inspection is usually adopted, that is, two laser displacement sensors are used in the conventional section, and manual inspection with a ruler is used in the guardrail section. The straightness of both sides of the rail cannot be continuously inspected, resulting in low inspection efficiency and accuracy. Summary of the invention

[0005] The purpose of the present application is to solve the problem in the prior art that the detection continuity of the bilateral straightness of the rail is poor, resulting in low detection efficiency and detection accuracy. Therefore, the present application provides a bilateral straightness detector for the rail, which provides references for top surface detection and side surface detection through a horizontal wheel group and a side wheel group, respectively, and realizes direct and continuous detection of the top surface of the rail through a first sensor, and realizes indirect and continuous detection of the side surface of the rail through the cooperation of a second sensor and a detection component, thereby realizing continuous detection of the bilateral straightness of the rail and improving detection efficiency and detection accuracy.

[0006] The embodiment of the present application provides a rail bilateral straightness detector, including a chassis, wherein the chassis is provided with a top surface detection mechanism and a side surface detection mechanism;

[0007] The top surface detection mechanism includes a first sensor and two horizontal wheel groups distributed at both ends thereof, wherein the first sensor is arranged in the chassis and vertically faces the bottom surface of the chassis to obtain rail top surface data, the horizontal wheel group has a first length, and the two horizontal wheel groups are arranged at both ends of the chassis and are used to contact the rail top surface;

[0008] The side detection mechanism includes a second sensor, a detection component and two side wheel groups distributed at both ends thereof, the detection component is movably arranged on the side of the chassis and is used to abut against the side of the rail, and the detection component extends into the chassis, the second sensor is arranged in the chassis and horizontally faces the detection component to obtain the side data of the rail by detecting the displacement of the detection component, the side wheel group has a second length, and the two side wheel groups are arranged on the two end sides of the chassis and are used to contact the side of the rail.

[0009] By adopting the above technical scheme, a dynamic reference chord of the top surface of the rail is provided by the horizontal wheel group, and a dynamic reference chord of the side surface of the rail is provided by the side wheel group, so that it can be ensured that the reference chord of the displacement value measured by the first sensor and the second sensor can always be located at the top of the wave crest surface, thereby improving the accuracy of rail straightness detection; and, since the detection component only needs to abut against the side surface of the rail, its volume can be set to be smaller, so that it can pass through the rail guard section, and at the same time, the detection surface is converted to the upper side of the rail through the detection component, so that the second sensor can detect the side surface of the rail through the detection component, and continuous detection of the straightness of the rail in each section can be achieved, thereby improving the detection efficiency, and the detection data of different sections do not need to be spliced, thereby further improving the detection accuracy; in addition, the top surface detection mechanism and the side detection mechanism are integrated into the chassis, so that the synchronous detection of both sides of the rail is convenient, and the side detection mechanism is set close to the rail through the chassis, which can further improve the detection accuracy of the side detection mechanism.

[0010] In some embodiments, the horizontal wheel group includes a plurality of horizontal wheels arranged in sequence along a first direction, and the horizontal wheels are used to contact and roll along the top surface of the rail;

[0011] The side wheel group is arranged parallel to the side of the horizontal wheel group, and the side wheel group includes a plurality of side wheels arranged in sequence along the first direction, and the side wheels are used to contact and roll along the side of the rail.

[0012] In some embodiments, the detection assembly includes a detection plate for detection by the second sensor, a detection wheel connected to the detection plate and moving synchronously, and an elastic member, wherein the detection plate is slidably connected to the chassis, and the elastic member is arranged between the detection plate and the chassis, and the elastic member is used to ensure that the detection wheel connected to the detection plate abuts against the side of the rail along the sliding direction.

[0013] By adopting the above technical solution, the contact area with the side of the rail can be reduced by the detection wheel abutting against the side of the rail, thereby improving the accuracy of the side flatness detection. At the same time, rolling friction can reduce the resistance of the detector to the movement of the rail, improve the movement smoothness, and thus improve the detection accuracy.

[0014] In some embodiments, the detection wheel is a bearing.

[0015] In some embodiments, the detection plate includes two extension arms that are symmetrically arranged and pass through the bottom of the chassis, and a connecting part and a blocking part are respectively provided at both ends of the two extension arms. The blocking part is located inside the chassis and is used to cooperate with the second sensor to achieve detection. The top of the connecting part is slidably connected to the bottom of the chassis, and the detection wheel and the elastic member are both connected to the connecting part.

[0016] By adopting the above technical solution, the connecting part and the blocking part are connected by symmetrically arranged extension arms, which reduces the weight of the detection plate and ensures the reliability of synchronous movement of the blocking part and the connecting part, thereby ensuring the detection accuracy.

[0017] In some embodiments, the connecting portion includes a limiting cavity, one end of the elastic member is sleeved on a guide column disposed on the chassis, and the other end is disposed in the limiting cavity.

[0018] By adopting the above technical solution, the stability of the deformation path of the elastic part is improved through the cooperation of the guide column and the limit cavity, thereby improving the movement stability of the detection plate and further improving the detection accuracy; and, through the setting of the limit cavity, the volume of the detection component can be controlled while ensuring a certain length of the elastic part, so that it is suitable for passing through the guardrail section.

[0019] In some embodiments, a connecting rod is further included, and the chassis is detachably connected to the end of the connecting rod;

[0020] The connecting rod can be axially retracted to adapt to rails of different gauges, and the chassis is located directly above the rails;

[0021] The chassis is also provided with a moving mechanism, which includes a running wheel, two symmetrically arranged extension frames and a guide wheel arranged on the side of the extension frame, the running wheel is arranged below the chassis and is used to travel on the top surface of the rail, the two extension frames are symmetrically arranged at both ends of the chassis, and the guide wheel is used to abut against the inner side of the rail;

[0022] The first sensor, the second sensor and the running wheel are arranged in sequence along the first direction, and the second sensor is located in the middle of the chassis.

[0023] By adopting the above technical solution and arranging the connecting rod and the moving mechanism, the detector can be directly used and the detection convenience is improved.

[0024] In some embodiments, the side row wheel group includes a first side row wheel group and a second side row wheel group, and the guide wheel is located between the first side row wheel group and the second side row wheel group.

[0025] In some embodiments, the chassis includes a main chassis and a sub-chassis that are detachably connected, a mounting frame is provided below the sub-chassis, and extension wings extend from both ends of the mounting frame;

[0026] The main box is connected to the connecting rod, and the first sensor is arranged in the main box, the extension frame is connected to the main box, and the horizontal wheel set is arranged below the extension frame;

[0027] The auxiliary case is arranged at the lower middle part of the main case, and the second sensor is arranged in the auxiliary case, the detection component is movably arranged on the mounting frame, the side wheel set is arranged on the side of the extension wing away from the connecting rod, and the side wheel set is also connected to the extension frame.

[0028] By adopting the above technical solution, the side detection mechanism is installed through the sub-chassis, and the sub-chassis is detachably arranged in the lower middle part of the main chassis, which is convenient for disassembling the side detection mechanism as a whole without affecting the weight balance at both ends of the main chassis, that is, it does not affect the separate use of the top surface detection mechanism, thereby improving the flexibility of use of the detector.

[0029] Other features and corresponding beneficial effects of the present application are described in the latter part of the specification, and it should be understood that at least some of the beneficial effects become obvious from the records in the specification of the present application. BRIEF DESCRIPTION OF THE DRAWINGS

[0030] Figure 1 This is a schematic diagram of the rail straightness detection range;

[0031] Figure 2 This is a schematic diagram of the structure of this application;

[0032] Figure 3 It is a partial structural diagram of this application;

[0033] Figure 4 It is a partial bottom-up structural schematic diagram of the present application;

[0034] Figure 5 This is a partial structural diagram of the side detection mechanism of this application;

[0035] Figure 6 This is a partial cross-sectional structural schematic diagram of the side detection mechanism of the present application.

[0036] Description of reference numerals:

[0037] 100, chassis; 110, main chassis; 111, extension frame; 120, auxiliary chassis; 121, mounting frame; 122, extension wing;

[0038] 210, first sensor; 220, horizontal rowing wheel set; 221, horizontal wheel;

[0039] 310, second sensor; 320, detection plate; 321, extension arm; 322, blocking portion; 323, connecting portion; 330, detection wheel; 331, mounting seat; 340, elastic member; 341, limiting cavity; 342, guide column; 350, side wheel group; 351, side wheel;

[0040] 410, running wheel; 420, guide wheel;

[0041] 500, connecting rod;

[0042] 600. Putting. DETAILED DESCRIPTION

[0043] The following specific embodiments illustrate the implementation of the present application, and those skilled in the art can easily understand other advantages and effects of the present application from the contents disclosed in this specification. Although the description of the present application will be introduced in conjunction with the preferred embodiment, this does not mean that the features of this application are limited to the implementation. On the contrary, the purpose of introducing the application in conjunction with the implementation is to cover other options or modifications that may be extended based on the claims of the present application. In order to provide a deep understanding of the present application, the following description will include many specific details. The present application can also be implemented without using these details. In addition, in order to avoid confusion or blurring the focus of the present application, some specific details will be omitted in the description. It should be noted that the embodiments in the present application and the features in the embodiments can be combined with each other without conflict.

[0044] It should be noted that in this specification, similar reference numerals and letters denote similar items in the following drawings, and therefore, once an item is defined in one drawing, it does not need to be further defined and explained in the subsequent drawings.

[0045] In the description of the present application, it should be noted that the terms "center", "upper", "lower", "left", "right", "vertical", "horizontal", "inside", "outside" and the like indicate positions or positional relationships based on the positions or positional relationships shown in the drawings, which are only for the convenience of describing the present application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as a limitation on the present application. In addition, the terms "first", "second", and "third" are only used for descriptive purposes, and cannot be understood as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Therefore, the features defined as "first", "second", etc. may explicitly or implicitly include one or more of the features. In the description created by the present application, unless otherwise specified, "multiple" means two or more. Unless otherwise clearly specified and limited, the terms "installed", "connected", and "connected" should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be directly connected, or indirectly connected through an intermediate medium, or it can be the internal communication of two elements. For those skilled in the art, the specific meanings of the above terms in this application can be understood according to specific circumstances.

[0046] See also Figure 1 , Figure 1 Schematic diagram of rail straightness detection range.

[0047] Rail straightness refers to the degree of deviation between the working plane of the rail and the measurement reference plane, that is, the value of a and b. The smaller the deviation, the smaller the vibration of the train running on the rail.

[0048] Currently, two non-contact sensors, such as laser displacement sensors, are usually used to vertically illuminate the rail working plane to obtain corresponding data. However, the current sensor size is usually larger than 42mm, and in the guardrail section, the standard spacing between the rail and the guardrail is 42mm, which makes it impossible to install sensors on the side of the rail in this section.

[0049] See also Figure 2 , Figure 2 This is a schematic diagram of the structure of this application.

[0050] The embodiment of the present application provides a rail double-sided straightness detector, including a chassis 100, wherein the chassis 100 is provided with a top surface detection mechanism and a side surface detection mechanism. The top surface straightness detection of the rail is realized by the top surface detection mechanism, and the side surface straightness detection of the rail is realized by the side surface detection mechanism, that is, the double-sided straightness detection of the rail is realized.

[0051] In one embodiment, the detector further includes a connecting rod 500, and the chassis 100 is detachably connected to the end of the connecting rod 500, so that the two can be easily assembled and disassembled, thereby facilitating transportation and carrying.

[0052] The other end of the connecting rod 500 may be provided with a lap joint, so that the chassis 100 and the lap joint can be placed on the left and right rails to form a whole, thereby improving the stability of the chassis 100 during the detection process. At the same time, the connecting rod 500 can also be used to connect an operating device, such as a push rod 600, to achieve continuous and stable movement of the chassis 100 on the rails, thereby improving the convenience of detection.

[0053] The lap joint is preferably a chassis 100, that is, two chassis 100 are symmetrically arranged on the connecting rod 500 to respectively realize the detection of the left and right rails.

[0054] Preferably, the connecting rod 500 can be axially retracted to adapt to rails of different gauges, and the chassis 100 is located directly above the rails to improve detection accuracy.

[0055] In a specific embodiment, a gas spring is disposed inside the connecting rod 500 to achieve self-adaptation to rails of different gauges.

[0056] See also Figure 3-4 , Figure 3 It is a partial structural diagram of this application; Figure 4 It is a partial bottom view of the structure of the present application, in which a part of the chassis 100, namely the auxiliary chassis 120, is removed.

[0057] In one embodiment, the top surface detection mechanism includes a first sensor 210 and two horizontal wheel groups 220 distributed at both ends thereof. The first sensor 210 is disposed in the chassis 100 and vertically faces the bottom surface of the chassis 100 to obtain rail top surface data. The horizontal wheel group 220 has a first length, and the two horizontal wheel groups 220 are disposed at both ends of the chassis 100 and are used to contact the top surface of the rail, thereby providing a dynamic reference chord of the top surface of the rail for top surface flatness detection, ensuring that the reference chord of the displacement value measured by the first sensor 210 can always be located at the top of the wave crest surface (the working surface of the rail is usually worn and concave), thereby improving the accuracy of rail flatness detection.

[0058] The side detection mechanism includes a second sensor 310, a detection assembly and two side wheel groups 350 distributed at both ends thereof. The detection assembly is movably arranged on the side of the chassis 100 and is used to abut against the side of the rail, and the detection assembly extends into the chassis 100. The second sensor 310 is arranged in the chassis 100 and is horizontally oriented toward the detection assembly to obtain the side data of the rail by detecting the displacement of the detection assembly. The side wheel group 350 has a second length, and the two side wheel groups 350 are arranged on the two end sides of the chassis 100 and are used to contact the side of the rail, thereby providing a dynamic reference chord of the side of the rail for the side straightness detection, ensuring that the reference chord of the displacement value measured by the second sensor 310 can always be located at the top of the wave crest surface (the working surface of the rail is usually worn and concave), thereby improving the accuracy of the rail straightness detection.

[0059] The first sensor 210 and the second sensor 310 may be, but are not limited to, contact sensors or non-contact sensors, and non-contact sensors, such as laser displacement sensors, are preferably used.

[0060] It should be noted that the first length and the second length may be the same or different, the range of the top surface dynamic reference chord is related to the first length, and the range of the side surface dynamic reference chord is related to the second length. Preferably, the first length and the second length are the same, so that the range of the bilateral dynamic reference chord is the same, which is convenient for subsequent data analysis.

[0061] Preferably, the front and rear horizontal wheel sets 220 and the chassis 100 are combined to form a length of about 1 m, so that the dynamic reference chord range is about 1 m, which is suitable for most detection situations.

[0062] It should also be noted that since the detection component only needs to abut against the side of the rail, its volume can be set smaller, so that it can pass through the guardrail section. At the same time, the detection surface is converted to the upper side of the rail through the detection component, which is convenient for the second sensor 310 to detect the side of the rail through the detection component. Continuous detection of the straightness of the rails in each section can be achieved, thereby improving the detection efficiency, and the detection data of different sections do not need to be spliced, further improving the detection accuracy.

[0063] In addition, by integrating the top surface detection mechanism and the side detection mechanism in the chassis 100, it is convenient to detect the rails simultaneously on both sides, and the routing is more centralized, and the influence of the track gauge change on the side straightness detection can be avoided. Moreover, the side detection mechanism can be arranged as close to the rails as possible in the height direction through the chassis 100, so as to further improve the detection accuracy of the side detection mechanism.

[0064] In one embodiment, the horizontal wheel group 220 includes a plurality of horizontal wheels 221 sequentially arranged along a first direction, and the horizontal wheels 221 are used to contact and roll along the top surface of the rail.

[0065] The side wheel assembly 350 is arranged parallel to the side of the horizontal wheel assembly 220, and the side wheel assembly 350 includes a plurality of side wheels 351 arranged in sequence along a first direction, and the side wheels 351 are used to contact and roll along the side of the rail.

[0066] It can be understood that when the detector is in use, the first direction is the same as the extension direction of the rail.

[0067] In one embodiment, the chassis 100 is also provided with a moving mechanism, so that the detector can move directly on the rails to perform continuous detection, thereby improving the convenience of detection.

[0068] The moving mechanism includes a running wheel 410, two symmetrically arranged extension frames 111, and a guide wheel 420 arranged on the side of the extension frame 111. The running wheel 410 is arranged below the chassis 100 and is used to travel on the top surface of the rail. The two extension frames 111 are symmetrically arranged at both ends of the chassis 100, and the guide wheel 420 is used to abut against the inner side of the rail.

[0069] The first sensor 210 , the second sensor 310 and the running wheel 410 are sequentially arranged along the first direction, and the second sensor 310 is located in the middle of the chassis 100 .

[0070] In one embodiment, the side wheel set 350 includes a first side wheel set 350 and a second side wheel set 350 , and the guide wheel 420 is located between the first side wheel set 350 and the second side wheel set 350 .

[0071] See also Figure 5-6 , Figure 5 This is a partial structural diagram of the side detection mechanism of this application; Figure 6 This is a partial cross-sectional structural schematic diagram of the side detection mechanism of the present application.

[0072] In one embodiment, the detection assembly includes a detection plate 320 for detection by the second sensor 310 , a detection wheel 330 connected to the detection plate 320 and moving synchronously, and an elastic member 340 .

[0073] The detection plate 320 is slidably connected to the chassis 100 , and an elastic member 340 is provided between the detection plate 320 and the chassis 100 , and the elastic member 340 is used to ensure that the detection wheel 330 connected to the detection plate 320 abuts against the side of the rail along the sliding direction.

[0074] In this method, the detection wheel 330 abuts against the side of the rail, which can reduce the contact area with the side of the rail, thereby improving the accuracy of the side straightness detection. At the same time, rolling friction can reduce the resistance of the detector to the movement of the rail, improve the stability of movement, and thus improve the detection accuracy.

[0075] It should be noted that, in order to realize the rolling of the detection wheel 330 , it is connected to the detection plate 320 via the mounting seat 331 .

[0076] Preferably, the detection wheel 330 is a bearing.

[0077] In one embodiment, the detection board 320 includes two extension arms 321 that are symmetrically arranged and pass through the bottom of the chassis 100 , and two ends of the two extension arms 321 are respectively provided with a connecting portion 323 and a blocking portion 322 .

[0078] The blocking portion 322 is located in the chassis 100 and is used to cooperate with the second sensor 310 to achieve detection. The top of the connecting portion 323 is slidably connected to the bottom of the chassis 100, and the detection wheel 330 and the elastic member 340 are both connected to the connecting portion 323.

[0079] In this manner, the connecting portion 323 and the blocking portion 322 are connected by symmetrically arranged extension arms 321, which reduces the weight of the detection plate 320 and ensures the reliability of synchronous movement of the blocking portion 322 and the connecting portion 323, thereby ensuring detection accuracy.

[0080] In one embodiment, the connection portion 323 includes a limiting cavity 341, one end of the elastic member 340 is sleeved on a guide column 342 provided on the chassis 100, and the other end is provided in the limiting cavity 341. The cooperation between the guide column 342 and the limiting cavity 341 improves the stability of the deformation path of the elastic member 340, thereby improving the movement stability of the detection plate 320, and further improving the detection accuracy. In addition, by providing the limiting cavity 341, the volume of the detection component can be controlled while ensuring a certain length of the elastic member 340, so that it is suitable for passing through the guardrail section.

[0081] In one embodiment, the chassis 100 includes a detachably connected main chassis 110 and a sub-chassis 120. A mounting frame 121 is disposed below the sub-chassis 120, and extension wings 122 extend from both ends of the mounting frame 121.

[0082] The main case 110 is connected to the connecting rod 500 , and the first sensor 210 is disposed in the main case 110 . The extension frame 111 is connected to the main case 110 , and the horizontal wheel set 220 is disposed below the extension frame 111 .

[0083] The sub-chassis 120 is arranged in the lower middle part of the main chassis 110, and the second sensor 310 is arranged in the sub-chassis 120, the detection component is movably arranged on the mounting frame 121, the side wheel group 350 is arranged on the side of the extension wing 122 away from the connecting rod 500, and the side wheel group 350 is also connected to the extension frame 111.

[0084] In this method, the side detection mechanism is installed through the sub-chassis 120, and the sub-chassis 120 is detachably arranged in the lower part of the main chassis 110, which is convenient for disassembling the side detection mechanism as a whole without affecting the weight balance at both ends of the main chassis 110, that is, it does not affect the separate use of the top surface detection mechanism, thereby improving the flexibility of use of the detector.

[0085] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present application, rather than to limit it. Although the present application has been described in detail with reference to the aforementioned embodiments, those skilled in the art should understand that they can still modify the technical solutions described in the aforementioned embodiments, or replace some or all of the technical features therein with equivalents. However, these modifications or replacements do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of the present application.

Claims

1. A rail double-sided straightness detector, characterized in that: It comprises a chassis, wherein the chassis is provided with a top surface detection mechanism and a side surface detection mechanism; The top surface detection mechanism includes a first sensor and two horizontal wheel groups distributed at both ends thereof, wherein the first sensor is arranged in the chassis and vertically faces the bottom surface of the chassis to obtain rail top surface data, the horizontal wheel group has a first length, and the two horizontal wheel groups are arranged at both ends of the chassis and are used to contact the rail top surface; The side detection mechanism includes a second sensor, a detection component and two side wheel groups distributed at both ends thereof, the detection component is movably arranged on the side of the chassis and is used to abut against the side of the rail, and the detection component extends into the chassis, the second sensor is arranged in the chassis and horizontally faces the detection component to obtain the side data of the rail by detecting the displacement of the detection component, the side wheel group has a second length, and the two side wheel groups are arranged on the two end sides of the chassis and are used to contact the side of the rail.

2. The rail double-sided straightness detector according to claim 1, characterized in that: The horizontal wheel group includes a plurality of horizontal wheels arranged in sequence along a first direction, and the horizontal wheels are used to contact and roll along the top surface of the rail; The side wheel group is arranged parallel to the side of the horizontal wheel group, and the side wheel group includes a plurality of side wheels arranged in sequence along the first direction, and the side wheels are used to contact and roll along the side of the rail.

3. The rail double-sided straightness detector according to claim 1, characterized in that: The detection assembly includes a detection plate for detection by the second sensor, a detection wheel connected to the detection plate and moving synchronously, and an elastic member. The detection plate is slidably connected to the chassis, and the elastic member is arranged between the detection plate and the chassis. The elastic member is used to ensure that the detection wheel connected to the detection plate abuts against the side of the rail along the sliding direction.

4. The rail double-sided straightness detector according to claim 3, characterized in that: The detection wheel is a bearing.

5. The rail double-sided straightness detector according to claim 3, characterized in that: The detection plate includes two extension arms which are symmetrically arranged and pass through the bottom of the chassis. A connecting portion and a blocking portion are respectively provided at both ends of the two extension arms. The blocking portion is located inside the chassis and is used to cooperate with the second sensor to realize detection. The top of the connecting portion is slidably connected to the bottom of the chassis, and the detection wheel and the elastic member are both connected to the connecting portion.

6. The rail double-sided straightness detector according to claim 5, characterized in that: The connecting portion comprises a limiting cavity, one end of the elastic member is sleeved on a guide column arranged on the chassis, and the other end is arranged in the limiting cavity.

7. The rail double-sided straightness detector according to claim 1, characterized in that: It also includes a connecting rod, and the chassis is detachably connected to the end of the connecting rod; The connecting rod can be axially retracted to adapt to rails of different gauges, and the chassis is located directly above the rails; The chassis is also provided with a moving mechanism, which includes a running wheel, two symmetrically arranged extension frames and a guide wheel arranged on the side of the extension frame, the running wheel is arranged below the chassis and is used to travel on the top surface of the rail, the two extension frames are symmetrically arranged at both ends of the chassis, and the guide wheel is used to abut against the inner side of the rail; The first sensor, the second sensor and the running wheel are arranged in sequence along the first direction, and the second sensor is located in the middle of the chassis.

8. The rail double-sided straightness detector according to claim 7, characterized in that: The side row wheel group comprises a first side row wheel group and a second side row wheel group, and the guide wheel is located between the first side row wheel group and the second side row wheel group.

9. The rail double-sided straightness detector according to claim 7, characterized in that: The chassis comprises a main chassis and a sub-chassis which are detachably connected, a mounting frame is arranged below the sub-chassis, and extension wings are extended from both ends of the mounting frame; The main box is connected to the connecting rod, and the first sensor is arranged in the main box, the extension frame is connected to the main box, and the horizontal wheel set is arranged below the extension frame; The auxiliary case is arranged at the lower middle part of the main case, and the second sensor is arranged in the auxiliary case, the detection component is movably arranged on the mounting frame, the side wheel set is arranged on the side of the extension wing away from the connecting rod, and the side wheel set is also connected to the extension frame.

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