Railway locomotive maintenance and detection device

Abstract

The embodiment of the invention provides a railway locomotive maintenance and detection device, and relates to the technical field of locomotive detection. The railway locomotive maintenance detection device comprises a detection table, a base, a supporting frame, a vibration sensor, a driving assembly and a detection assembly. The base is arranged on the upper surface of the detection table, the supporting frame is connected with the base, the vibration sensor is installed on the supporting frame, the driving assembly is connected with the supporting frame, the supporting frame is used for bearing a locomotive wheelset, and the driving assembly is used for driving the locomotive wheelset to rotate. The detection assembly is used for carrying out deflection detection on the installation shaft of the locomotive wheelset. The device can dynamically detect the locomotive wheelset on the ground and simulate the actual operation state of the locomotive wheelset, thereby obtaining more accurate detection data. Compared with a traditional vehicle bottom manual detection method, the device has the advantages that an operator does not need to enter a narrow vehicle bottom space, and the problem that a detection instrument is inconvenient to operate due to space limitation is solved.

Description

Technical Field

[0001] The invention relates to the technical field of locomotive detection, and in particular to a railway locomotive maintenance detection device. Background Art

[0002] As the core equipment of railway transportation, the operating safety and reliability of locomotives are directly related to the efficiency and stability of transportation. In order to ensure the normal operation of locomotives, maintenance and inspection are an indispensable and important link. Traditional locomotive maintenance and inspection usually covers key components of the vehicle, such as the engine, brake system, and wheels, and prevents potential failures through regular inspections and repairs. However, with the increase in the frequency of locomotive use and the complexity of the operating environment, how to complete maintenance and inspection efficiently and accurately has become a problem that needs to be solved.

[0003] At present, the inspection of locomotive wheels mostly relies on manual operation, usually performed by operators when the train is stopped. Since the wheels are located under the train, the space is small and the environment is complex, the inspectors need to use the inspection instruments in a limited space, which is not only inconvenient to operate, but also may affect the inspection accuracy due to obstructed vision or tool limitations. In addition, this traditional inspection method is time-consuming and inefficient, and cannot meet the needs of modern railway transportation for rapid response and high reliability. Summary of the invention

[0004] According to an embodiment of the present invention, a railway locomotive maintenance detection device is provided to solve the problems raised by the above background technology.

[0005] In a first aspect of the present invention, a railway locomotive maintenance and detection device is provided.

[0006] The railway locomotive maintenance and detection device comprises: a detection platform, a base, a support frame, a vibration sensor, a drive assembly and a detection assembly; the base is arranged on the upper surface of the detection platform, the support frame is connected to the base, the vibration sensor is installed on the support frame, the drive assembly is connected to the support frame, the support frame is used to carry a locomotive wheel pair, the drive assembly is used to drive the locomotive wheel pair to rotate, and the detection assembly is used to detect the deflection of the mounting shaft of the locomotive wheel pair.

[0007] Preferably, the support frame includes an adjustment mechanism, two support seats, two bearing seats and two bearings, the adjustment mechanism is connected to the base, the two support seats are connected to the adjustment mechanism, the adjustment mechanism is used to adjust the two support seats to be closer to or farther away from each other, the two bearing seats are installed on the two support seats, the two bearings are embedded in the bearing seats, and the two bearings are sleeved on the mounting shaft.

[0008] Preferably, the adjustment mechanism includes a first motor, a bidirectional screw and two guide shafts; the bidirectional screw is rotatably mounted on the base, the two guide shafts are fixedly mounted on the two bases, the output end of the first motor is connected to the bidirectional screw, the two support seats are slidably mounted on the guide shafts, the bidirectional screw passes through the two support seats, and the two support seats are threadedly connected to the bidirectional screw.

[0009] Preferably, the driving assembly includes a mounting seat, a chuck, a second motor, a first pulley, a second pulley, a transmission belt, a support and a lead screw; the support is arranged on the detection table, the lead screw is rotatably mounted on the support, the lead screw passes through the support and is threadedly connected to the support, the support is slidably mounted on the two guide shafts, the second motor is fixedly connected to the mounting seat, the output end of the second motor is fixedly connected to the second pulley, the first pulley is fixedly connected to the chuck, the chuck is rotatably connected to the mounting seat, and the transmission belt passes around the first pulley and the second pulley.

[0010] Preferably, the chuck includes a main body, a bevel gear, a transmission member, a gripper, and a connecting shaft; three slide grooves are provided on the main body, the grippers are three in number and are slidably connected to the slide grooves respectively, the transmission member is rotatably installed inside the main body, the transmission member is provided with a spiral protrusion, three of the grippers extend into the interior of the main body, three of the grippers are provided with teeth matching the spiral protrusions, three of the bevel gears extend into the interior of the main body, three of the bevel gears are rotatably connected to the main body, a toothed disk matching the bevel gear is provided on the transmission member, the toothed disk is meshed with the bevel gear, the connecting shaft is fixedly connected to the main body, and the connecting shaft is fixedly connected to the first pulley.

[0011] Preferably, the detection assembly includes a bent plate and three detection probes, and the detection probe includes a sleeve, a proximity sensor, a spring, an extension tube and a ball; the sleeve is fixedly mounted on the bent plate, the proximity sensor is arranged in the sleeve, the spring is installed in the sleeve, the extension tube extends into the sleeve and is slidably connected to the sleeve, the ball is arranged in the extension tube, and the ball is in contact with the mounting shaft.

[0012] Preferably, the lower surface of the detection platform is provided with supporting legs.

[0013] Preferably, a vertical plate is provided on the detection table, and an operation panel is provided on the vertical plate.

[0014] One or more technical solutions provided in this application have at least the following technical effects or advantages:

[0015] The present invention provides a railway locomotive maintenance detection device, which rotates the locomotive wheel set on the support frame at a set speed through a driving component. During the rotation process, the vibration sensor collects the vibration frequency data generated by the locomotive wheel set in real time, and by analyzing the characteristics of the vibration signal, it can be determined whether the operating state of the locomotive wheel set is normal, such as whether there are problems such as imbalance or wear. At the same time, the detection component performs a deflection detection on the mounting shaft of the locomotive wheel set, for example, by measuring the deformation or offset of the mounting shaft, to determine whether it has a deflection defect. The detection component can be implemented using an existing displacement sensor, an optical measuring device or other suitable detection means, and an appropriate detection method can be selected according to the detection requirements during specific implementation.

[0016] Through the above structure and detection method, the device can dynamically detect the locomotive wheels on the ground, simulate its actual operating status, and thus obtain more accurate detection data. Compared with the traditional manual detection method under the vehicle, the device does not require the operator to enter the narrow space under the vehicle, avoiding the inconvenience of operating the detection instrument due to limited space, while improving the detection efficiency and safety. In addition, through the coordinated work of the vibration sensor and the detection component, the operating performance of the locomotive wheels and the structural integrity of the installation shaft can be comprehensively evaluated, providing reliable technical support for locomotive maintenance.

[0017] It should be understood that the contents described in the summary of the invention are not intended to limit the key or important features of the embodiments of the present invention, nor are they intended to limit the scope of the present invention. Other features of the present invention will become easily understood through the following description. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] The above and other features, advantages and aspects of the embodiments of the present invention will become more apparent with reference to the following detailed description in conjunction with the accompanying drawings. In the accompanying drawings, the same or similar reference numerals represent the same or similar elements, wherein:

[0019] Figure 1 A schematic diagram of the three-dimensional structure of a railway locomotive maintenance and detection device according to an embodiment of the present invention is shown;

[0020] Figure 2 A schematic diagram of the explosion structure of a railway locomotive maintenance and detection device according to an embodiment of the present invention is shown;

[0021] Figure 3 A schematic diagram of a three-dimensional exploded structure of a chuck of a railway locomotive maintenance and detection device according to an embodiment of the present invention is shown in a first perspective;

[0022] Figure 4 A schematic diagram of a three-dimensional exploded structure of a railway locomotive maintenance and detection device according to an embodiment of the present invention is shown in a second viewing angle;

[0023] Figure 5 A schematic diagram of the explosion structure of a detection probe of a railway locomotive maintenance detection device according to an embodiment of the present invention is shown.

[0024] Description of Reference Numerals

[0025] 1-testing table, 12-vertical board, 13-operation panel, 2-base, 3-support frame, 31-adjustment mechanism, 311-first motor, 312-bidirectional screw, 313-guide shaft, 32-support seat, 33-bearing seat, 34-bearing, 4-vibration sensor, 5-drive assembly, 51-mounting seat, 52-chuck, 521-main body, 5211-slideway, 522-conical gear, 523-transmission member, 5231- Protrusion, 5232-toothed disc, 524-claw, 5241-claw, 525-connecting shaft, 53-second motor, 54-first pulley, 55-second pulley, 56-transmission belt, 57-support, 58-screw, 6-detection component, 61-bend plate, 62-detection probe, 621-sleeve, 622-proximity sensor, 623-spring, 624-extension tube, 625-ball, 7-motorcycle wheel set, 71-mounting shaft. DETAILED DESCRIPTION

[0026] In order to make the purpose, technical solution and advantages of the embodiments of the present invention clearer, the technical solution in the embodiments of the present invention will be clearly and completely described below in conjunction with the drawings in the embodiments of the present invention. Obviously, the described embodiments are part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0027] In addition, the term "and / or" in this article is only a description of the association relationship between the associated objects, indicating that there can be three relationships. For example, A and / or B can represent: A exists alone, A and B exist at the same time, and B exists alone. In addition, the character " / " in this article generally indicates that the associated objects before and after are in an "or" relationship.

[0028] like Figures 1 to 5 As shown, the present invention provides a railway locomotive maintenance and detection device, which is intended to achieve efficient detection of locomotive wheels 7. The device includes a detection platform 1, a base 2, a support frame 3, a vibration sensor 4, a drive assembly 5 and a detection assembly 6. The following is a detailed description in combination with the specific structure and working principle.

[0029] The base 2 is fixedly arranged on the upper surface of the test platform 1 to provide a stable supporting foundation. The support frame 3 is connected to the base 2 and is installed on the test platform 1 through the base 2. The support frame 3 is designed to have sufficient strength and stability to carry the locomotive wheels 7. The vibration sensor 4 is installed at a predetermined position of the support frame 3 to detect the vibration signal of the locomotive wheels 7 during rotation. The drive assembly 5 is connected to the support frame 3 and is configured to drive the locomotive wheels 7 to rotate around its axis to simulate the running state of the locomotive. The detection assembly 6 is arranged near the support frame 3 to detect the deflection of the mounting shaft 71 of the locomotive wheels 7.

[0030] The working process of the device is as follows: when in use, first install the locomotive wheel set 7 to be detected on the support frame 3, and ensure that it is correctly connected to the drive assembly 5. Then, start the drive assembly 5 to rotate the locomotive wheel set 7 on the support frame 3 at a set speed. During the rotation process, the vibration sensor 4 collects the vibration frequency data generated by the locomotive wheel set 7 in real time. By analyzing the characteristics of the vibration signal (such as frequency, amplitude, etc.), it can be determined whether the operating state of the locomotive wheel set 7 is normal, such as whether there are problems such as imbalance or wear. At the same time, the detection component 6 performs a deflection detection on the mounting shaft 71 of the locomotive wheel set 7, for example, by measuring the deformation or offset of the mounting shaft 71, it is determined whether it has a deflection defect. The detection component 6 can be implemented using an existing displacement sensor, an optical measuring device or other suitable detection means. During specific implementation, an appropriate detection method can be selected according to the detection requirements.

[0031] Through the above structure and detection method, the device can dynamically detect the locomotive wheelset 7 on the ground, simulate its actual operating state, and thus obtain more accurate detection data. Compared with the traditional manual detection method under the vehicle, the device does not require the operator to enter the narrow space under the vehicle, avoiding the inconvenience of operating the detection instrument due to limited space, while improving the detection efficiency and safety. In addition, through the coordinated work of the vibration sensor 4 and the detection component 6, the operating performance of the locomotive wheelset 7 and the structural integrity of the mounting shaft 71 can be fully evaluated, providing reliable technical support for locomotive maintenance.

[0032] In this embodiment, the support frame 3 includes an adjustment mechanism 31, two support seats 32, two bearing seats 33 and two bearings 34. The adjustment mechanism 31 is fixedly connected to the base 2 to provide an adjustment function. The two support seats 32 are respectively connected to the adjustment mechanism 31, and the adjustment mechanism 31 can drive the two support seats 32 to move along a predetermined direction to adjust the distance between the two support seats 32 so that they are closer to or farther away from each other. The two bearing seats 33 are respectively installed on the upper parts of the two support seats 32 to fix and support the bearings 34. The two bearings 34 are embedded in the corresponding bearing seats 33, and are mounted on the mounting shaft 71 of the locomotive wheel set 7 through their inner rings to support the locomotive wheel set 7 and allow it to rotate freely.

[0033] By adjusting the distance between the two support seats 32 through the adjustment mechanism 31, the specific installation requirements of locomotive wheels 7 of different sizes or models can be adapted. When used specifically, first operate the adjustment mechanism 31 according to the length or diameter of the installation shaft 71 of the locomotive wheels 7 to be tested, so that the distance between the two support seats 32 is adjusted to a suitable position. Subsequently, the installation shaft 71 of the locomotive wheels 7 is placed in the two bearings 34, and the bearings 34 are used to provide stable support for the locomotive wheels 7. In this process, the adjustment mechanism 31 can be manually adjusted or automatically adjusted, for example, by a screw mechanism, a hydraulic device or an electric push rod, and the specific structure can be selected in a suitable implementation form according to the actual application scenario. Through the above design, the support frame 3 can flexibly adapt to the installation requirements of various locomotive wheels 7, ensure its stable position during the detection process, and provide a reliable basic condition for subsequent rotation detection and deflection detection.

[0034] In this embodiment, the adjustment mechanism 31 includes a first motor 311, a bidirectional screw 312 and two guide shafts 313; the bidirectional screw 312 is rotatably installed on the base 2, and the two guide shafts 313 are fixedly installed on the two bases 2. The output end of the first motor 311 is connected to the bidirectional screw 312, and the two support seats 32 are slidably installed on the guide shafts 313. The bidirectional screw 312 passes through the two support seats 32, and the two support seats 32 are threadedly connected to the bidirectional screw 312.

[0035] The first motor 311 is used to drive the bidirectional screw 312 to rotate. The rotation of the bidirectional screw 312 will drive the two support seats 32 to move closer to or away from each other, thereby adjusting the distance between the two support seats 32. The setting of the two guide shafts 313 effectively improves the operating stability of the two support seats 32.

[0036] In this embodiment, the driving assembly 5 includes a mounting seat 51, a chuck 52, a second motor 53, a first pulley 54, a second pulley 55, a transmission belt 56, a support 57 and a lead screw 58. The support 57 is fixedly arranged on the upper surface of the detection platform 1, and is used to support the lead screw 58. The lead screw 58 is rotatably mounted on the support 57 through a bearing or other rotating connecting member, and passes through the support 57, and the lead screw 58 is connected to the support 57 by threaded fit. The mounting seat 51 is connected to the lead screw 58 and can move along the axial direction of the lead screw 58. To ensure the stability of movement, the mounting seat 51 is slidably mounted on the two guide shafts 313, and the guide shafts 313 are arranged parallel to the detection platform 1 to play a guiding and supporting role. The second motor 53 is fixedly mounted on the mounting seat 51, and its output shaft is fixedly connected to the second pulley 55. The chuck 52 is rotatably connected to the mounting seat 51 through a rotatable connection member (such as a bearing), and is fixedly connected to the first pulley 54. The transmission belt 56 is wound between the first pulley 54 and the second pulley 55 for transmitting power.

[0037] When in use, first, by rotating the lead screw 58, the mounting seat 51 is driven to move along the axial direction of the lead screw 58, and at the same time, it slides smoothly under the guidance of the two guide shafts 313. By adjusting the position of the mounting seat 51, the chuck 52 is made close to the mounting shaft 71 of the locomotive wheel set 7, and the mounting shaft 71 is clamped by the chuck 52 to achieve a fixed connection between the two. Subsequently, the second motor 53 is started, and the output shaft of the second motor 53 drives the second pulley 55 to rotate, and the second pulley 55 transmits power to the first pulley 54 through the transmission belt 56, thereby driving the first pulley 54 to rotate. Since the first pulley 54 is fixedly connected to the chuck 52, the chuck 52 rotates accordingly, and drives the locomotive wheel set 7 to rotate as a whole through the clamped mounting shaft 71, thereby driving the mounting shaft 71. In addition, in order to meet different detection requirements, the second motor 53 can be equipped with a speed regulating device to control the rotation speed of the locomotive wheel set 7 and simulate different operating conditions. Through the above-mentioned driving mode, the driving assembly 5 can stably and efficiently drive the locomotive wheel set 7, providing power support for subsequent vibration detection and deflection detection. At the same time, the matching design of the lead screw 58 and the guide shaft 313 makes the position adjustment process of the chuck 52 accurate and stable, and can adapt to installation shafts 71 of different specifications, thereby improving the versatility and operational convenience of the device.

[0038] In this embodiment, the chuck 52 includes a main body 521, a bevel gear 522, a transmission member 523, a gripper 524 and a connecting shaft 525. The main body 521 is the main structure of the chuck 52, and is provided with three slide grooves 5211. The slide grooves 5211 are evenly distributed on the end surface of the main body 521 in the radial direction, and are used to guide the movement of the gripper 524. There are three grippers 524, which are respectively slidably connected with the three slide grooves 5211, so that the gripper 524 can slide along the radial direction of the slide groove 5211. The transmission member 523 is rotatably installed inside the main body 521 through a bearing or other rotating connecting member, and a spiral protrusion 5231 is provided on its outer circumference. Partial structures of the three grippers 524 extend into the interior of the main body 521, and a latching tooth 5241 is provided on the extending part. The latching tooth 5241 matches the shape of the spiral protrusion 5231 and can slide along the spiral protrusion 5231. The three bevel gears 522 also extend into the interior of the main body 521 and are rotatably connected to the main body 521 through a rotatable connection member (such as a bearing). The transmission member 523 is also provided with a toothed disc 5232, which is located at one end of the transmission member 523 and meshes with the three bevel gears 522 for transmitting rotational force. One end of the connecting shaft 525 is fixedly connected to the main body 521, and the other end is fixedly connected to the first pulley 54, thereby connecting the chuck 52 to the power system of the driving assembly 5.

[0039] When in use, a clamping space for clamping the installation shaft 71 is formed between the three clamping grasps 524. The specific operation steps are as follows: First, by adjusting the position of the mounting seat 51 in the driving assembly 5, the chuck 52 is moved to an appropriate position so that the installation shaft 71 of the locomotive wheel set 7 is located in the clamping space between the three clamping grasps 524. Subsequently, at least one of the bevel gears 522 is rotated by external force or a special tool, and the bevel gear 522 drives the toothed disc 5232 meshing therewith to rotate. Since the toothed disc 5232 is fixedly connected to the transmission member 523, the transmission member 523 rotates synchronously therewith, and the spiral protrusion 5231 thereon also starts to rotate. The spiral protrusion 5231 interacts with the clamping teeth 5241 on the three clamping grasps 524 through its spiral characteristics, driving the three clamping grasps 524 to slide radially along the slide groove 5211. According to the rotation direction of the spiral protrusion 5231, the three clamping grasps 524 can be synchronously moved closer to or farther from each other. When the three clamping claws 524 are close to each other, the clamping space is gradually reduced until the mounting shaft 71 is firmly clamped; when it is necessary to loosen, the three clamping claws 524 can be moved away from each other by rotating the bevel gear 522 in the opposite direction, thereby releasing the mounting shaft 71. Through the above clamping method, the chuck 52 can achieve stable fixation of the mounting shaft 71, and transmit the rotational force of the first pulley 54 to the mounting shaft 71 through the connecting shaft 525, thereby driving the locomotive wheel set 7 to rotate. In addition, in order to improve the accuracy and stability of clamping, anti-skid patterns or rubber pads can be provided on the clamping surface of the clamping claw 524 to enhance the friction between the clamping claw 524 and the mounting shaft 71, thereby ensuring that there is no slippage or offset during rotation.

[0040] In this embodiment, the detection assembly 6 includes a bent plate 61 and three detection probes 62. The bent plate 61 is fixedly mounted at a suitable position of the support frame 3 or the detection platform 1, and is used to support the detection probe 62, and ensure that it is at the angle and distance required for detection relative to the mounting axis 71 of the locomotive wheel set 7. The detection probe 62 includes a sleeve 621, a proximity sensor 622, a spring 623, an extension tube 624 and a ball 625. The sleeve 621 is fixedly mounted on the bent plate 61, and serves as the main structure of the detection probe 62. The proximity sensor 622 is arranged inside the sleeve 621, and is used to sense the distance change and output a signal. The spring 623 is installed in the sleeve 621, one end of which is fixedly connected to the sleeve 621, and the other end is connected to the extension tube 624. The extension tube 624 partially extends into the sleeve 621, and is slidably connected to the sleeve 621, so that the extension tube 624 can be telescopically moved in the sleeve 621 along the axial direction. The ball 625 is disposed at the end of the extension tube 624 via a rolling connection (such as a ball seat) and is able to roll freely. The ball 625 is in direct contact with the surface of the mounting shaft 71 .

[0041] The detection process is as follows: When the drive assembly 5 drives the installation shaft 71 to rotate, the balls 625 of the three detection probes 62 keep in contact with the outer surface of the installation shaft 71 and roll along with it. If the surface of the installation shaft 71 is curved, uneven or deflected, the balls 625 will be affected by the change in surface height, thereby driving the extension tube 624 to perform telescopic movement relative to the sleeve 621. The spring 623 provides a reset force for the extension tube 624 to ensure that the balls 625 always fit the surface of the installation shaft 71. When the extension tube 624 approaches the proximity sensor 622 due to telescopic movement, the proximity sensor 622 is triggered and generates an electrical signal. By recording the triggering frequency of the proximity sensor 622, the movement frequency of the extension tube 624 can be calculated. Specifically, if the surface of the installation shaft 71 is smooth and has no deflection, the movement frequency of the extension tubes 624 of the three detection probes 62 should remain consistent and stable; if the movement frequency of the extension tubes 624 is inconsistent or fluctuates abnormally, it indicates that the surface of the installation shaft 71 is worn, uneven or has other defects, or the installation shaft 71 as a whole has a deflection problem, thereby judging that the detection is unqualified. In addition, in order to improve the detection accuracy, the proximity sensor 622 can use a highly sensitive inductive or capacitive proximity sensor, and cooperate with the signal processing unit to perform real-time analysis of the trigger signal. The three detection probes 62 are distributed along the circumference or axial direction of the installation shaft 71, and can detect the deformation of the installation shaft 71 at multiple points, thereby comprehensively evaluating its geometric state. Through the above-mentioned detection method, the device can efficiently and intuitively identify the deflection or surface quality problems of the installation shaft 71, and provide accurate data support for the maintenance of the locomotive wheelset 7.

[0042] In this embodiment, a support leg 11 is provided on the lower surface of the test platform 1. The number of the support legs 11 can be multiple (such as four), evenly distributed around the lower surface of the test platform 1, for supporting the test platform 1 and maintaining its stability during operation. The support legs 11 can be connected to the test platform 1 by welding, bolting or other fixing methods, and an anti-slip pad or an adjustment screw can be provided at the bottom thereof to adapt to different ground conditions and ensure horizontal placement. In addition, the height of the support legs 11 can be designed to be fixed or adjustable according to actual testing requirements, so as to facilitate adjustment of the distance between the test platform 1 and the ground to adapt to different working environments.

[0043] In this embodiment, the test bench 1 is provided with a vertical plate 12, and the vertical plate 12 is provided with an operation panel 13. The vertical plate 12 is fixedly mounted on the upper surface of the test bench 1, usually located on the side close to the operator, and its height and angle are designed to facilitate observation and operation by the operator. The vertical plate 12 can be fixed to the test bench 1 by welding or bolts, and its material can be selected from metal or engineering plastics with sufficient strength to withstand the load of long-term use. The operation panel 13 is embedded or fixed on the surface of the vertical plate 12, and is used to centrally control various functions of the detection device. The operation panel 13 can be integrated with components such as a display screen, a button, a knob or a touch screen, and is connected to the vibration sensor 4, the drive component 5 and the detection component 6 through electrical connection to achieve real-time adjustment and display of rotation speed, vibration data collection, proximity sensor signal monitoring, etc. For example, the operator can start or stop the second motor 53, set the rotation speed of the locomotive wheel set 7, and read the detection results of the vibration sensor 4 and the detection probe 62 through the operation panel 13. The operation panel 13 may also be equipped with a data interface (such as a USB or wireless module) to facilitate the transmission of the detection data to an external device for further analysis. By providing the vertical plate 12 and the operation panel 13, the device can provide an intuitive and convenient operation interface to improve the efficiency of the detection process and the user experience.

[0044] The above specific implementations do not constitute a limitation on the protection scope of the present invention. It should be understood by those skilled in the art that various modifications, combinations, sub-combinations and substitutions can be made according to design requirements and other factors. Any modification, equivalent substitution and improvement made within the spirit and principle of the present invention should be included in the protection scope of the present invention.

Claims

1. A railway locomotive maintenance and detection device, characterized in that: include: A detection platform (1), a base (2), a support frame (3), a vibration sensor (4), a drive assembly (5) and a detection assembly (6); the base (2) is arranged on the upper surface of the detection platform (1), the support frame (3) is connected to the base (2), the vibration sensor (4) is installed on the support frame (3), the drive assembly (5) is connected to the support frame (3), the support frame (3) is used to carry a locomotive wheel set (7), the drive assembly (5) is used to drive the locomotive wheel set (7) to rotate, and the detection assembly (6) is used to perform deflection detection on the mounting shaft (71) of the locomotive wheel set (7).

2. The railway locomotive maintenance detection device according to claim 1, characterized in that: The support frame (3) comprises an adjustment mechanism (31), two support seats (32), two bearing seats (33) and two bearings (34); the adjustment mechanism (31) is connected to the base (2); the two support seats (32) are connected to the adjustment mechanism (31); the adjustment mechanism (31) is used to adjust the two support seats (32) to move closer to or farther from each other; the two bearing seats (33) are mounted on the two support seats (32); the two bearings (34) are embedded in the bearing seats (33); and the two bearings (34) are sleeved on the mounting shaft (71).

3. The railway locomotive maintenance detection device according to claim 2, characterized in that: The adjusting mechanism (31) comprises a first motor (311), a bidirectional screw (312) and two guide shafts (313); the bidirectional screw (312) is rotatably mounted on the base (2), the two guide shafts (313) are fixedly mounted on the two bases (2), the output end of the first motor (311) is connected to the bidirectional screw (312), the two support seats (32) are slidably mounted on the guide shafts (313), the bidirectional screw (312) passes through the two support seats (32), and the two support seats (32) are threadedly connected to the bidirectional screw (312).

4. The railway locomotive maintenance detection device according to claim 3, characterized in that: The driving assembly (5) comprises a mounting seat (51), a chuck (52), a second motor (53), a first pulley (54), a second pulley (55), a transmission belt (56), a support (57) and a lead screw (58); the support (57) is arranged on the detection platform (1); the lead screw (58) is rotatably mounted on the support (57); the lead screw (58) passes through the support (57) and is threadedly connected to the support (57); the support (57) is slidably mounted on the two guide shafts (313); the second motor (53) is fixedly connected to the mounting seat (51); the output end of the second motor (53) is fixedly connected to the second pulley (55); the first pulley (54) is fixedly connected to the chuck (52); the chuck (52) is rotatably connected to the mounting seat (51); and the transmission belt (56) passes around the first pulley (54) and the second pulley (55).

5. The railway locomotive maintenance detection device according to claim 4, characterized in that: The chuck (52) comprises a main body (521), a bevel gear (522), a transmission member (523), a gripper (524), and a connecting shaft (525); three slide grooves (5211) are provided on the main body (521), the number of the grippers (524) is three, and they are respectively slidably connected to the slide grooves (5211), the transmission member (523) is rotatably mounted inside the main body (521), the transmission member (523) is provided with a spiral protrusion (5231), the three grippers (524) extend into the interior of the main body (521), and the three grippers (524) extend into the interior of the main body (521). ) is provided with a latching tooth (5241) matching the spiral protrusion (5231), the three bevel gears (522) extend into the interior of the main body (521), the three bevel gears (522) are rotatably connected to the main body (521), the transmission member (523) is provided with a toothed disk (5232) matching the bevel gear (522), the toothed disk (5232) is meshingly connected to the bevel gear (522), the connecting shaft (525) is fixedly connected to the main body (521), and the connecting shaft (525) is fixedly connected to the first pulley (54).

6. The railway locomotive maintenance and detection device according to claim 1, characterized in that: The detection assembly (6) comprises a bent plate (61) and three detection probes (62); the detection probe (62) comprises a sleeve (621), a proximity sensor (622), a spring (623), an extension tube (624) and a ball (625); the sleeve (621) is fixedly mounted on the bent plate (61); the proximity sensor (622) is arranged in the sleeve (621); the spring (623) is installed in the sleeve (621); the extension tube (624) extends into the sleeve (621) and is slidably connected to the sleeve (621); the ball (625) is arranged in the extension tube (624); and the ball (625) is in contact with the mounting shaft (71).

7. The railway locomotive maintenance and detection device according to claim 1, characterized in that: The lower surface of the detection platform (1) is provided with supporting legs (11).

8. The railway locomotive maintenance and detection device according to claim 1, characterized in that: The detection platform (1) is provided with a vertical plate (12), and the vertical plate (12) is provided with an operation panel (13).

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