Device for detecting defects of wheels of rail train

Abstract

The invention relates to the field of railway vehicle wheel detection, in particular to a rail train wheel defect detection device which comprises a detection rod, a base and a buffer reset damping part. The detection rod is horizontally arranged above the base and can move up and down relative to the base; the buffer reset damping piece is arranged between the detection rod and the base and exerts a damping effect on the up-down movement of the detection rod, and meanwhile the buffer reset damping piece exerts upward thrust on the detection rod. The detection rod is buffered through the buffer reset damping piece so as to reduce the impact of wheels on the detection rod, and the detection precision is improved.

Description

Technical Field

[0001] The present invention relates to the field of wheel detection of railway vehicles, and particularly to a device for detecting defects of wheels of rail trains. Background Art

[0002] After long-term operation of rail trains, it is inevitable that the wheel surface will be scratched and become polygonal, which poses a great safety hazard to the operation safety of the trains. Therefore, it is necessary to use scratch or polygon detection equipment to detect the wheels.

[0003] In order to improve the detection efficiency, detection equipment is installed on the train storage line. By detecting in an online manner by contacting the wheel flange, the detection efficiency can be greatly improved and the manual labor intensity can be reduced. However, with the increase of the train storage speed, since the detection equipment belongs to contact detection, this will bring a greater impact to the detection equipment, and the vibration is too large to meet the detection requirements. Summary of the Invention

[0004] In view of this, the present invention provides a device for detecting defects of wheels of rail trains, aiming to reduce the impact of the wheels on the detection device and improve the detection accuracy of the equipment.

[0005] To solve the above technical problems, the technical solution adopted by the present invention is as follows:

[0006] A device for detecting defects of wheels of rail trains includes a detection rod, a base, and a buffer and reset damping member; the detection rod is horizontally arranged above the base and can move up and down relative to the base; the buffer and reset damping member is arranged between the detection rod and the base and applies a damping effect to the up and down movement of the detection rod. At the same time, the buffer and reset damping member also applies an upward thrust to the detection rod.

[0007] In some optional embodiments, a synchronous lifting mechanism is further included; the synchronous lifting mechanism is arranged between the detection rod and the base and enables the detection rod to remain horizontal when moving up and down.

[0008] In some optional embodiments, the synchronous lifting mechanism includes an intermediate transmission rod and a plurality of swing arm assemblies arranged at intervals; the intermediate transmission rod is horizontally arranged between the detection rod and the base; each swing arm assembly includes two swing arms whose ends are hinged to each other; the upper end of the swing arm located above is hinged to the detection rod, the lower end of the swing arm located below is hinged to the base, and the hinged part of the two swing arms is hinged to the intermediate transmission rod.

[0009] In some optional embodiments, the bending direction of at least one swing arm assembly is opposite to that of other swing arm assemblies, and the swing arm assemblies with the bending direction opposite to that of other swing arm assemblies are slidably hinged to the intermediate transmission rod.

[0010] In some alternative embodiments, a buffer damping structure is provided between the two swing arms of the swing arm assembly to apply a damping effect between the two swing arms moving relative to each other.

[0011] In some alternative embodiments, the buffer damping structure includes a movable part and a clamping part that are respectively provided on the two swing arms of the swing arm assembly and can move relative to each other, and a buffer damping member that is provided between the movable part and the clamping part and is in a compressed state.

[0012] In some alternative embodiments, it further includes a back plate connected to the base and a synchronous torsion shaft rotatably connected to the back plate and horizontally arranged; there are a plurality of hinge points between the synchronous torsion shaft and the detection rod.

[0013] In some alternative embodiments, it further includes a back plate connected to the base and a guiding assembly provided between the back plate and the detection rod to guide the up-and-down movement of the detection rod.

[0014] In some alternative embodiments, it further includes a detection assembly for detecting the distance of the up-and-down movement of the detection rod.

[0015] In some alternative embodiments, an elastic buffer member is connected to the end of the detection rod.

[0016] In summary, compared with the prior art, the present invention has the following advantages and beneficial effects: The present invention applies a buffering effect to the detection rod through the buffer reset damping member to reduce the impact of the wheel on the detection rod and improve the detection accuracy. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] Figure 1 It is a front-view three-dimensional structural schematic diagram of the present invention.

[0018] Figure 2 It is a rear-view three-dimensional structural schematic diagram of the present invention.

[0019] Figure 3 It is a rear-view structural schematic diagram of the present invention.

[0020] Figure 4 It is Figure 3 a sectional structural schematic diagram taken along A-A in

[0021] Figure 5 It is Figure 3 a sectional structural schematic diagram taken along B-B in

[0022] Figure 6 It mainly shows the installation positions of the guiding assembly, the detection assembly and the limiting mechanism.

[0023] Figure 7It mainly shows the cooperation relationship between the synchronous lifting mechanism and the buffer reset damping part.

[0024] Figure 8 It mainly shows the structure of the swing arm assembly.

[0025] Figure 9 It mainly shows the structure of the buffer damping structure in a sectional form.

[0026] Figure 10 It mainly shows the structure of the buffer damping structure in another sectional form.

[0027] The interpretations of the reference numerals in the figure are as follows: base 1, back plate 2, detection rod 3, elastic buffer 4, synchronous lifting mechanism 5, intermediate transmission rod 51, swing arm assembly 52, swing arm 520, buffer damping structure 6, movable part 61, clamping part 62, buffer damping part 63, pin shaft 64, buffer reset damping part 7, synchronous torsion shaft 8, guiding assembly 9, detection assembly 10, limiting mechanism 11. Detailed implementation manners

[0028] In order to enable those skilled in the art to better understand the technical solutions of the present invention, the present invention will be further described in detail below in conjunction with the specific implementation manners.

[0029] In the description of the present invention, it should be understood that the orientation descriptions, such as up, down, front, back, left, right, etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the drawings. It is only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be construed as a limitation to the present invention.

[0030] In the description of the present invention, the meaning of several is one or more, the meaning of multiple is more than two, greater than, less than, exceeding, etc. are understood as not including the present number, above, below, within, etc. are understood as including the present number. If there are descriptions of similar terms such as first, second, etc., they are only used for the purpose of distinguishing technical features, and cannot be understood as indicating or implying relative importance or implicitly indicating the quantity of the indicated technical features or implicitly indicating the sequence relationship of the indicated technical features.

[0031] In the description of the present invention, unless otherwise clearly defined, terms such as setting, installation, connection, etc. should be understood in a broad sense, and those skilled in the art can reasonably determine the specific meanings of the above terms in the present invention in combination with the specific content of the technical solution.

[0032] As Figures 1 - 3 shown, a device for detecting wheel defects of a rail train described in an embodiment of the present application includes a detection rod 3, a base 1, and a buffer reset damping part 7.

[0033] Among them, the detection rod 3 is horizontally arranged above the base 1 and can move up and down relative to the base 1. For example, a chute is provided on the base 1, and the detection rod 3 is slidably clamped in the chute to achieve up and down movement.

[0034] The buffer reset damping member 7 is arranged between the detection rod 3 and the base 1 and applies a damping effect to the up and down movement of the detection rod 3. At the same time, the buffer reset damping member 7 also applies an upward thrust to the detection rod 3.

[0035] The device for detecting defects of railway train wheels introduced in the embodiment of the present application is installed beside the track. It can be installed based on the track, or installed on the ballast, sleeper or the ground of the maintenance depot. The length direction of the detection rod 3 needs to be set parallel to the length direction of the track, and the detection rod 3 is preferably located inside the track so that the wheel flange can contact the top of the detection rod 3 when the wheel passes by.

[0036] In the initial state, the detection rod 3 is kept in the high position under the thrust of the buffer reset damping member 7, and its top is slightly higher than the lowest position of the wheel flange. When the wheel flange contacts the top of the detection rod 3, it will squeeze the detection rod 3 to move downward. During this process, the buffer reset damping member 7 will apply a damping effect to the detection rod 3 to slow down the impact on the detection rod 3. At the same time, the buffer reset damping member 7 also applies an upward reset thrust to the detection rod 3, so that the detection rod 3 always has a tendency to move upward, and further makes the top of the detection rod 3 always keep in contact with the wheel flange.

[0037] If there is no defect on the tread of the wheel, the wheel flange always presses on the detection rod 3 until the wheel completely passes by, and the height of the detection rod 3 will not change significantly.

[0038] If there is a defect on the tread of the wheel, when the defect position contacts the track, the whole wheel will sink downward by a certain distance, and the wheel flange will press the detection rod 3 to move further downward. This falling distance can reflect the size of the defect on the wheel tread. When the defect passes by, the wheel rises back to the normal state, and the detection rod 3 also moves upward under the thrust of the buffer reset damping member 7.

[0039] When the wheel completely passes by the detection rod 3, the detection rod 3 will move upward to the initial state to wait for detecting the next wheel.

[0040] In the embodiment of the present application, the buffer reset damping member 7 applies a buffering effect to the detection rod 3 to reduce the impact of the wheel on the detection rod 3 and improve the detection accuracy.

[0041] The buffer reset damping member 7 can be an elastic rubber or a spring in a compressed state (such as a helical spring, an air spring, a nitrogen spring). Since it is always in a compressed state, it always applies an upward thrust to the detection rod 3.

[0042] As an alternative embodiment, as Figure 2 and Figure 3 shown, the embodiment of the present application further includes a synchronous lifting mechanism 5, and the synchronous lifting mechanism 5 is arranged between the detection rod 3 and the base 1 and keeps the detection rod 3 horizontal when moving up and down, so as to prevent the detection rod 3 from tilting and affecting the detection result.

[0043] As Figure 7 shown, the synchronous lifting mechanism 5 may include an intermediate transmission rod 51 and a plurality of swing arm assemblies 52 arranged at intervals.

[0044] As Figure 2 and Figure 3 shown, the intermediate transmission rod 51 is horizontally arranged between the detection rod 3 and the base 1. Optionally, as Figure 4 and Figure 7 shown, a through hole is formed in the intermediate transmission rod 51, and the buffer and reset damper 7 can be arranged in the through hole to reduce the volume of the whole device.

[0045] As Figure 8 shown, the swing arm assembly 52 includes two swing arms 520 whose ends are hinged to each other. The upper end of the upper swing arm 520 is hinged to the detection rod 3, the lower end of the lower swing arm 520 is hinged to the base 1, and the hinged part of the two swing arms 520 is hinged to the intermediate transmission rod 51. For example, the two swing arms 520 in the swing arm assembly 52 can be hinged to each other through a rotating shaft, and at the same time, the rotating shaft is also rotatably connected to the intermediate transmission rod 51.

[0046] A plurality of parallelogram structures are formed between the intermediate transmission rod 51 and the swing arm assembly 52 and the detection rod 3 and the base 1, so as to restrict the detection rod 3 from tilting when moving up and down and always keep it horizontal to ensure the detection accuracy.

[0047] To prevent the detection rod 3 from crosstalking along the length direction when moving up and down, as an alternative embodiment, the bending direction of at least one swing arm assembly 52 is opposite to that of other swing arm assemblies 52, and those swing arm assemblies 52 with the bending direction opposite to that of other swing arm assemblies 52 are slidably hinged to the intermediate transmission rod 51. As Figure 3 shown, for example, the rightmost swing arm assembly 52 bends to the left, while other swing arm assemblies 52 bend to the right. Then, the rightmost swing arm assembly 52 will restrict the detection rod 3 from crosstalking to the left. At the same time, other swing arm assemblies 52 will restrict the detection rod 3 from crosstalking to the right, so as to finally prevent the detection rod 3 from crosstalking left and right when moving up and down to ensure the detection accuracy.

[0048] To further improve the buffering effect of the embodiments of the present application on wheel impacts, as an alternative embodiment, as Figure 8 shown, the embodiments of the present application can also provide a buffer damping structure 6 between the two swing arms 520 of the swing arm assembly 52 to apply a damping effect between the two mutually moving swing arms 520.

[0049] As Figure 9 and Figure 10 shown, the buffer damping structure 6 can include a movable part 61, a clamping part 62, and a buffer damping member 63.

[0050] Among them, one of the movable part 61 and the clamping part 62 is arranged on one of the swing arms 520 of the swing arm assembly 52, and the other is arranged on the other swing arm 520 of the swing arm assembly 52. The clamping part 62 has a groove for the movable part 61 to reciprocate in the groove. The movable part 61 has an arc-shaped sliding groove, a pin shaft 64 is arranged in the groove of the clamping part 62, and the pin shaft 64 passes through the sliding groove of the movable part 61 and can slide freely in the sliding groove. A plurality of buffer damping members 63, such as elastic rubber rings or disc springs, are arranged between the movable part 61 and the clamping part 62, and the buffer damping members 63 are sleeved on the pin shaft 64 and are in a compressed state.

[0051] When the two swing arms 520 of the swing arm assembly 52 move relative to each other, the movable part 61 and the clamping part 62 achieve frictional movement through the buffer damping members 63, and the buffer damping members 63 apply a damping force to the relative movement of the movable part 61 and the clamping part 62, so that the detection rod 3 is further buffered when being impacted by the wheel.

[0052] To further improve the translational property of the detection rod 3 during up and down movement, as Figure 1 and Figure 2 shown, the embodiments of the present application further include a back plate 2 connected to the base 1 and a synchronous torsion shaft 8 rotatably connected to the back plate 2 and horizontally arranged, and there are a plurality of hinge points between the synchronous torsion shaft 8 and the detection rod 3. In this way, when the wheel flange presses down one side (for example, the left side) of the detection rod 3 and moves downward, the other side (i.e., the right side) will move downward accordingly under the driving action of the synchronous torsion shaft 8. On the contrary, the entire detection rod 3 can also move horizontally upward at the same time, so that the detection rod 3 is in a horizontal posture as a whole during up and down movement, ensuring the detection accuracy.

[0053] As Figure 1 shown, the synchronous torsion shaft 8 and the detection rod 3 are arranged on both sides of the back plate 2. The two ends of the synchronous torsion shaft 8 can be installed on the back plate 2 through, for example, bearing seats and bearings. As Figure 5As shown, a first swing rod that can rotate with the synchronous torsion shaft 8 is sleeved on the synchronous torsion shaft 8. A second swing rod that can move up and down with the detection rod 3 is connected to the detection rod 3. The first swing rod and the second swing rod are hinged through a third swing rod. A through groove is formed on the back plate 2, and the first swing rod, the second swing rod, and the third swing rod are hinged and connected within this through groove.

[0054] As Figure 6 shown, a guiding assembly 9 may also be provided between the back plate 2 and the detection rod 3 to guide the up and down movement of the detection rod 3. For example, the guiding assembly 9 may be a matching slider and guide rail, and the slider and the guide rail are respectively arranged on the back plate 2 and the detection rod 3 to prevent the detection rod 3 from deflecting during the up and down movement.

[0055] As Figure 6 shown, the embodiment of the present application may further include a detection assembly 10 for detecting the up and down movement distance of the detection rod 3. For example, the detection assembly 10 may include a matching distance measuring sensor and induction plate, and the distance measuring sensor and the induction plate are respectively arranged on the back plate 2 and the detection rod 3 to accurately feedback the distance value of the up and down movement of the detection rod 3, and then calculate the size of the wheel defect.

[0056] And in order to prevent the detection rod 3 from moving upward beyond the preset position and affecting the driving of the wheel, as Figure 6 shown, the embodiment of the present application may further include a limiting mechanism 11. For example, the limiting mechanism 11 includes a first limiting block connected to the back plate 2 and a second limiting block connected to the measuring rod 3, and the first limiting block is located above the second limiting block. In this way, the highest position of the upward movement of the detection rod 3 is limited by the limiting mechanism 11, and the work is safer and more reliable.

[0057] As an alternative embodiment, as Figure 1 and Figure 2 shown, an elastic buffer 4 is connected to the end of the detection rod 3. The elastic buffer 4 serves as an extended part of the detection rod 3 to be used to contact the wheel in advance or play a transitional role when the wheel leaves the detection rod 3, thereby reducing the impact of the wheel on the detection rod 3. The elastic buffer 4 may be elastic rubber or a metal structure with elastic deformation, and can return to its original state after being squeezed and deformed.

[0058] Optionally, the elastic coefficient of the elastic buffer 4 gradually decreases in the direction gradually away from the detection rod 3, that is, the farther away from the detection rod 3, the weaker the elasticity of the elastic buffer 4. For example, in the direction gradually away from the detection rod 3, the thickness of the elastic buffer 4 gradually decreases, or the top of the elastic buffer 4 has an arc-shaped surface so that the distance from the wheel gradually increases. Such a design can make the extrusion force gradually change during the contact process between the wheel and the elastic buffer 4, and the impact is not so strong.

[0059] The present invention can form multi-stage shock absorption through the buffer reset damper 7, the buffer damping structure 6 and the elastic buffer 4, so as to slow down the impact of the wheel on the detection rod 3 as much as possible.

[0060] The technical features of the above-described embodiments can be combined arbitrarily. For the sake of brevity of description, not all possible combinations of the technical features in the above-described embodiments are described. However, as long as there is no contradiction in the combination of these technical features, it should be considered as the scope described in this specification.

[0061] The above preferred embodiments should not be regarded as limitations on the present invention. The protection scope of the present invention should be subject to the scope defined by the claims. For those of ordinary skill in the art, without departing from the spirit and scope of the present invention, several improvements and modifications can also be made, and these improvements and modifications should also be regarded as the protection scope of the present invention.

Claims

1. A device for detecting defects in the wheels of rail trains, characterized in that: It includes a detection rod (3), a base (1), and a buffer reset damping member (7); The detection rod (3) is horizontally arranged above the base (1) and can move up and down relative to the base (1); The buffer reset damping member (7) is arranged between the detection rod (3) and the base (1) and applies a damping effect to the up and down movement of the detection rod (3). At the same time, the buffer reset damping member (7) also applies an upward thrust to the detection rod (3).

2. The device for detecting defects of the wheels of an orbital train according to claim 1, characterized in that: It further includes a synchronous lifting mechanism (5); the synchronous lifting mechanism (5) is arranged between the detection rod (3) and the base (1) and keeps the detection rod (3) horizontal when moving up and down.

3. The device for detecting defects of the wheels of an orbital train according to claim 1, characterized in that: The synchronous lifting mechanism (5) includes an intermediate transmission rod (51) and a plurality of swing arm assemblies (52) arranged at intervals; The intermediate transmission rod (51) is horizontally arranged between the detection rod (3) and the base (1); The swing arm assembly (52) includes two swing arms (520) whose ends are hinged to each other; the upper end of the swing arm (520) located above is hinged to the detection rod (3), the lower end of the swing arm (520) located below is hinged to the base (1), and the hinged part of the two swing arms (520) is hinged to the intermediate transmission rod (51).

4. The device for detecting defects of the wheels of an orbital train according to claim 3, characterized in that: The bending direction of at least one swing arm assembly (52) is opposite to that of other swing arm assemblies (52), and those swing arm assemblies (52) with the bending direction opposite to that of other swing arm assemblies (52) are slidably hinged to the intermediate transmission rod (51).

5. The device for detecting defects of the wheels of an orbital train according to claim 3, characterized in that: A buffer damping structure (6) is arranged between the two swing arms (520) of the swing arm assembly (52) to apply a damping effect between the two mutually moving swing arms (520).

6. The device for detecting defects of a rail train wheel according to claim 5, characterized in that: The buffer damping structure (6) includes a movable part (61) and a clamping part (62) respectively arranged on the two swing arms (520) of the swing arm assembly (52) and capable of moving relative to each other, and a buffer damping member (63) arranged between the movable part (61) and the clamping part (62) and in a compressed state.

7. The device for detecting defects of an orbital train wheel according to claim 1, characterized in that: It further includes a back plate (2) connected to the base (1) and a synchronous torsion shaft (8) rotatably connected to the back plate (2) and horizontally arranged; there are a plurality of hinge points between the synchronous torsion shaft (8) and the detection rod (3).

8. The device for detecting defects of the wheels of an orbital train according to claim 1, characterized in that: It further includes a back plate (2) connected to the base (1) and a guiding assembly (9) arranged between the back plate (2) and the detection rod (3) to guide the up and down movement of the detection rod (3).

9. The device for detecting defects of the wheels of an orbital train according to claim 1, characterized in that: It further includes a detection assembly (10) for detecting the up and down movement distance of the detection rod (3).

10. The device for detecting defects of the wheels of an orbital train according to claim 1, characterized in that: An elastic buffer member (4) is connected to the end of the detection rod (3).

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