Railway bearing inner and outer diameter detection device

Abstract

The invention relates to the technical field of railway bearing detection, and particularly discloses a railway bearing inner and outer diameter detection device which comprises a main frame, a detection mechanism, a rotating speed detection mechanism and a railway bearing, the detection mechanism is arranged in the center of the front side of the main frame, the rotating speed detection mechanism is arranged on the main frame, and the railway bearing is placed on the front side of the main frame. The device can complete the comprehensive detection of the roundness of the inner and outer diameters of the bearing, the radius extreme value and the rotation smoothness through one-time clamping, remarkably improves the detection efficiency, enables the detection precision to reach the micron level through the combined application of the magnetostriction displacement sensor and the encoder, effectively reduces the omission ratio and the misjudgment rate, and improves the detection precision. And a more comprehensive solution is provided for quality control of the railway bearing, so that the safety and the stability of train operation are guaranteed.

Description

Technical Field

[0001] The present invention relates to the technical field of railway bearing detection, in particular to a railway bearing inner and outer diameter detection device. Background Art

[0002] Railway bearings, as key components in rail transit systems, bear the important responsibilities of supporting train wheels, transmitting power, and ensuring smooth train operation. The stability and reliability of their performance are directly related to the safety and comfort of train operation. Railway bearings typically operate for long periods of time under harsh conditions of high loads and high-speed rotation. This requires bearings to have not only sufficient strength and hardness, but also good wear resistance, fatigue resistance, and smooth rotation. Any slight processing defects, assembly errors, or insufficient lubrication may cause bearing seizure, uneven friction, or abnormal noise during operation, leading to overheating, increased wear, and even bearing failure, seriously threatening train operation safety. Given the aforementioned characteristics of railway bearings, rigorous quality inspections are particularly important. Inspection of inner and outer diameters is a key step in evaluating bearing quality. The dimensional accuracy and roundness of the bearing's inner and outer diameters directly impact the accuracy of its fit with the wheelset, which in turn affects the smoothness and safety of train operation. Excessive tolerance or poor roundness in the bearing's inner and outer diameters will result in excessive or insufficient clearance between the bearing and wheelset, leading to vibration, noise, and even bearing overheating and premature failure. Furthermore, bearing rotational smoothness is an important quality indicator, reflecting the bearing's frictional characteristics and stability at high speeds, directly impacting train operation stability and passenger comfort. However, in the existing railway bearing detection technology, most equipment can only detect the inner and outer diameter dimensions or roundness of the bearing, but cannot take into account the detection of multiple indicators at the same time. At the same time, it is impossible to comprehensively evaluate the rotational smoothness of the bearing. This leads to the need for multiple clamping and testing of the bearing in the actual production process, which not only increases the detection cost and time, but may also introduce additional errors due to multiple clamping, affecting the accuracy of the detection results. More importantly, railway bearing failures are often sudden and catastrophic. For example, hidden processing defects or improper assembly inside the bearing may be difficult to detect in routine inspections, but may rapidly deteriorate under high load and high-speed rotation conditions, leading to serious accidents such as train derailment. Therefore, the development of a comprehensive detection device that can simultaneously detect the maximum and minimum radii, roundness and rotational smoothness of the inner and outer diameters of railway bearings is of vital importance to improving bearing quality and ensuring train operation safety. Summary of the Invention

[0003] The purpose of the present invention is to provide a device for detecting the inner and outer diameters of railway bearings to solve the problem in the prior art that the existing detection equipment has a single function and is unable to simultaneously detect the maximum and minimum radius, roundness and rotational smoothness of the inner and outer diameters of railway bearings, resulting in low detection efficiency, insufficient accuracy and difficulty in comprehensively evaluating bearing quality, thereby affecting the safety of train operation.

[0004] To achieve the above-mentioned objectives, the present invention provides the following technical solutions: A railway bearing inner and outer diameter detection device, comprising: a main frame, a first limiting groove, a second limiting groove, a first guide rod, a detection mechanism, a first driving disk, a first driving groove, a second clamping rod, a first rotating rod, a first gear, a torque sensor, a first motor, a speed detection mechanism and a railway bearing, wherein the upper and lower ends of the front side of the main frame are provided with first limiting grooves connected to their inner cavity along the up and down directions, the left and right ends of the front side of the main frame are provided with second limiting grooves connected to their inner cavity along the left and right directions, the left and right ends of the first guide rod are respectively arranged on the left and right sides of the inner cavity of the second limiting groove, the detection mechanism is arranged at the front center of the main frame, the first driving disk is rotatably sleeved on the middle of the outer wall of the detection mechanism through a bearing, the first driving disk is located in the inner cavity of the main frame, and the left and right ends of the front side of the first driving disk are provided with front-to-back arc-shaped longitudinal grooves. The first gear is engaged with the first driving plate and is locked by a top screw. The first motor is screwed to the left end of the rear end of the main frame, and the rear end of the first rotating rod is locked to the output end of the first motor through a coupling. The speed detection mechanism is arranged on the main frame, and the railway bearing is placed on the front side of the main frame.

[0005] Preferably, the speed detection mechanism includes: a second driving disk, a second driving slot, a first sliding slot, a first clamping rod, a clip, an encoder, a second rotating rod, a second gear, a second motor and a third motor, the second driving disk is rotatably connected to the rear outer wall of the detection mechanism through a bearing, the second driving disk is located in the inner cavity of the main frame, the upper and lower ends of the front side of the second driving disk are both provided with a second driving slot that runs through the front and back along an arc, the front left end of the second driving disk is provided with a first sliding slot that runs through the front and back along an arc, the middle part of the outer wall of the first rotating rod can be slidably adapted and inserted into the inner cavity of the first sliding slot, the number of the first clamping rods is two, the middle parts of the outer walls of the two first clamping rods are respectively slidable and rotatable adapted and inserted into the inner cavities of the two first limiting slots, and the rear side of the outer wall of the first clamping rod can be slidably adapted and inserted into its position. Corresponding to the inner cavity of the second drive groove, the front end of the first clamping rod extends out of the front side of the main frame, the number of the clips is four, and the four clips are respectively arranged on the front and rear sides of the outer walls of the two first clamping rods, and the four clips are all in contact with the main frame, the encoder is arranged on the rear side of the inner cavity of the main frame, and the rear end of the first clamping rod located above is connected to the encoder, the front end of the second rotating rod is rotatably arranged at the right end of the front side of the inner cavity of the main frame through a bearing, and the rear end of the second rotating rod is rotatably extended out of the rear side of the main frame, the second gear is sleeved on the outer wall of the second rotating rod and locked by a top screw, the second gear is meshed with the second drive disk, the second motor is screwed to the right end of the rear side of the main frame, and the rear end of the second rotating rod is locked to the output end of the second motor through a coupling, and the third motor is screwed to the middle part of the rear side of the main frame.

[0006] Preferably, torque sensors are provided on the rear sides of the first rotating rod and the second rotating rod.

[0007] Preferably, the detection mechanism includes: a first connecting rod, a second slide groove, an adjusting assembly, a first lifting cylinder, a second connecting rod, a second guide rod, a second electric telescopic rod, a driving block, a conversion assembly, a sleeve and a second lifting cylinder, the middle part of the outer wall of the first connecting rod is rotatably arranged on the front middle part of the main frame through a bearing, the rear end of the first connecting rod passes through the inner cavity of the main frame and can be rotatably extended out of the rear side of the main frame, the first driving disk and the second driving disk are both rotatably sleeved on the outer wall of the first connecting rod through a bearing, the rear end of the first connecting rod is locked to the output end of the third motor through a coupling, the inner cavity of the first connecting rod is provided with a second slide groove on both sides along the front-to-back direction, the front end of the first connecting rod passes through the inner cavity of the railway bearing, the adjusting assembly is arranged in the inner cavity of the first connecting rod, and the first lifting cylinder is slidably adapted and plugged into the adjusting assembly The cam is adapted to engage the guide rails of the second driving mechanism and to engage with the guide rails of the second driving mechanism so as to engage with the guide rails of the second driving mechanism.

[0008] Preferably, the detection mechanism further comprises: a detection component and a drive component, the detection component is arranged in the inner cavity of the first lifting cylinder and the second lifting cylinder, and the drive component is arranged in the inner cavity of the extrusion cavity.

[0009] Preferably, the adjusting assembly includes: a first electric telescopic rod, a driving frame, a slider and a driving column, the first electric telescopic rod is arranged on the rear side of the inner cavity of the first connecting rod, the driving frame is slidably adapted and inserted in the inner cavity of the first connecting rod, the front end of the first electric telescopic rod is arranged on the rear side of the driving frame, the left and right sides of the driving frame are provided with a third driving groove connected to its inner cavity along the inclined direction, the first lifting cylinder is slidably adapted and inserted in the inner cavity of the driving frame, the number of the sliders is four, the four sliders are respectively arranged at the front and rear ends of the left and right sides of the driving frame, the four sliders are respectively slidably adapted and inserted in the inner cavities of the two second slide grooves, the number of the driving columns is two, the two driving columns are respectively arranged on the left and right sides of the middle of the outer wall of the first lifting cylinder, and the two driving columns are respectively slidably adapted and inserted in the inner cavities of the two third driving grooves.

[0010] Preferably, the detection component includes: a trigger component, a probe, a ball, a spring and a magnetostrictive displacement sensor, the number of the trigger components is two, and the two trigger components are respectively arranged in the middle of the inner cavity of the first lifting cylinder and the second lifting cylinder; the number of the probes is two, and the two probes are respectively slidably adapted and inserted into the inner cavity of the first lifting cylinder and the second lifting cylinder, and the outer ends of the two probes are respectively slidably extended out of the inner cavity of the first lifting cylinder and the second lifting cylinder, and the ball is rollably embedded in the outer ends of the probes; the number of the springs is two, and the two springs are respectively sleeved on the outer walls of the two probes, one end of the two springs is respectively clamped on the outer walls of the two probes, and the other end of the two springs is respectively clamped on the inner walls of the first lifting cylinder and the second lifting cylinder; the number of the magnetostrictive displacement sensors is two, and the two magnetostrictive displacement sensors are respectively arranged on the inner sides of the inner cavities of the first lifting cylinder and the second lifting cylinder, and the outer ends of the magnetostrictive displacement sensors are arranged at the inner ends of the probes.

[0011] Preferably, the trigger assembly includes: a first contact and a second contact, the number of the first contacts is two, and the two first contacts are respectively arranged in the middle of the inner cavity of the first lifting cylinder and the second lifting cylinder, the number of the second contacts is two, and the two second contacts are respectively arranged on the outer walls of the two probes, the first contact and the second contact are in contact with each other, and the two second contacts are respectively electrically connected to the first electric telescopic rod and the second electric telescopic rod.

[0012] Preferably, the driving assembly includes: a pressure sensor, a pressure rod and a rubber head, the pressure sensor is arranged on the inner side of the inner cavity of the extrusion cavity, the pressure rod can be slidably adapted and inserted into the inner cavity of the extrusion cavity, the outer end of the pressure rod can be slidably extended out of the inner cavity of the extrusion cavity, and the rubber head is arranged at the outer end of the pressure rod.

[0013] Preferably, rubber rollers are fixedly sleeved on the front sides of the outer walls of the second clamping rod and the first clamping rod.

[0014] The invention proposes a device for detecting inner and outer diameters of railway bearings, which has the following beneficial effects: 1. The present invention drives the first drive plate and the second drive plate to rotate respectively by the first motor and the second motor, driving the second clamping rod and the first clamping rod to move inward synchronously, accurately clamping and fixing the railway bearing while ensuring that the center of the bearing is coaxial with the detection mechanism, providing a stable foundation for subsequent high-precision detection, while avoiding errors that may be introduced by manual clamping.

[0015] 2. The present invention utilizes the first electric telescopic rod and the second electric telescopic rod to adjust the positions of the first lifting cylinder and the second lifting cylinder respectively, so that the probe contacts the inner wall and the outer wall of the bearing, and records the initial position through the spring and contact system, thereby achieving precise initial positioning of the probe, ensuring the consistency of the detection starting point, and providing a reliable benchmark for subsequent roundness measurement.

[0016] 3. The present invention activates the third motor to rotate the detection mechanism, causing the probe to slide along the inner and outer walls of the bearing. The magnetostrictive displacement sensor records the probe's travel distance in real time, acquiring roundness data on the bearing's inner and outer diameters through circumferential scanning. This allows for accurate identification of irregular circular defects, avoiding the limitations of traditional single-point detection. Based on the travel distance of the electric telescopic rod and the detection data from the magnetostrictive displacement sensor, the maximum and minimum radii of the bearing's inner and outer diameters are calculated. Quantifying the extreme radius values ​​provides a direct basis for evaluating bearing machining accuracy, effectively avoiding assembly problems caused by radius deviations.

[0017] 4. The present invention rapidly rotates the second lifting cylinder and utilizes the friction between the rubber head and the outer wall of the bearing to drive the outer ring to rotate. The encoder detects the rotation speed and time, thereby simulating the operating status of the bearing under actual working conditions. It can comprehensively evaluate its rotation smoothness and promptly detect potential faults such as sticking and uneven friction.

[0018] 5. This device can complete the comprehensive detection of the roundness, radius extreme value and rotation smoothness of the inner and outer diameters of the bearing through a single clamping, significantly improving the detection efficiency. At the same time, the combined application of magnetostrictive displacement sensors and encoders enables detection accuracy to reach the micron level, effectively reducing the missed detection rate and false positive rate, providing a more comprehensive solution for the quality control of railway bearings, thereby ensuring the safety and stability of train operation. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] Figure 1 It is a schematic diagram of the structure of the present invention; Figure 2 It is a rear view of the present invention; Figure 3 It is the front view of the present invention; Figure 4 This is a schematic diagram of the structure of the main frame inner cavity; Figure 5 An exploded view of the present invention; Figure 6 It is a structural diagram of the testing organization; Figure 7 This is an exploded view of the testing mechanism; Figure 8 is a cross-sectional view of the second lifting cylinder; Figure 9 for Figure 3 A magnified view of point A; Figure 10 for Figure 5 Enlarged view of point B; Figure 11 for Figure 7 Enlarged view of point C; Figure 12 for Figure 8 Enlarged view of point D; Figure 13 for Figure 8 Enlarged view of point E.

[0020] In the figure: 1. Main frame; 2. First limiting groove; 3. Second limiting groove; 4. First guide rod; 5. Detection mechanism; 51. First connecting rod; 52. Second slide groove; 53. First electric telescopic rod; 54. Drive frame; 55. Slider; 56. Third drive groove; 57. First lifting cylinder; 58. Drive column; 59. Second connecting rod; 510. Second guide rod; 511. Second electric telescopic rod; 512. Drive block; 513. Fourth motor; 514. Third rotating rod; 515. Sleeve; 516. Second lifting cylinder; 517. First contact; 518. Probe; 519. Ball bearing; 520. Spring. 521. Second contact; 522. Magnetostrictive displacement sensor; 523. Extrusion chamber; 524. Pressure sensor; 525. Pressure rod; 526. Rubber head; 6. First drive disk; 7. First drive slot; 8. Second clamping rod; 9. First rotating rod; 10. First gear; 11. Torque sensor; 12. First motor; 13. Second drive disk; 14. Second drive slot; 15. First slide; 16. First clamping rod; 17. Clip; 18. Encoder; 19. Second rotating rod; 20. Second gear; 21. Second motor; 22. Third motor; 23. Railway bearing; 24. Rubber roller. DETAILED DESCRIPTION

[0021] The following will clearly and completely describe the technical solutions in the embodiments of the present invention in conjunction with the accompanying drawings. Obviously, the described embodiments are only 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 making creative efforts are within the scope of protection of the present invention.

[0022] See also Figures 1-13The present invention provides a technical solution for detecting the inner and outer diameters of railway bearings, comprising: a main frame 1, a first limiting groove 2, a second limiting groove 3, a first guide rod 4, a detection mechanism 5, a first driving disk 6, a first driving groove 7, a second clamping rod 8, a first rotating rod 9, a first gear 10, a torque sensor 11, a first motor 12, a speed detection mechanism and a railway bearing 23. The upper and lower ends of the front side of the main frame 1 are both provided with first limiting grooves 2 connected to their inner cavities along the vertical direction, the left and right ends of the front side of the main frame 1 are both provided with second limiting grooves 3 connected to their inner cavities along the left and right direction, and the left and right ends of the first guide rod 4 are respectively provided with On the left and right sides of the inner cavity of the second limiting groove 3, the detection mechanism 5 is set in the front center of the main frame 1. The detection mechanism 5 integrates multiple detection functions to achieve accurate measurement of the inner and outer diameters of the railway bearing 23 and roundness evaluation. The first drive disk 6 is rotatably sleeved on the middle part of the outer wall of the detection mechanism 5 through the bearing. The first drive disk 6 is located in the inner cavity of the main frame 1. The left and right ends of the front side of the first drive disk 6 are both provided with a first drive groove 7 that runs through the front and back along the arc. The first drive disk 6 is a key component of power transmission. They drive the movement of the second clamping rod 8 by rotation to achieve automatic clamping and release of the railway bearing 23 to be tested, thereby improving In order to improve the detection efficiency, the middle part of the outer wall of the second clamping rod 8 can be slidably adapted and inserted into the inner cavity of the second limiting groove 3, the second clamping rod 8 can be slidably sleeved on the outer wall of the first guide rod 4, and the rear side of the outer wall of the second clamping rod 8 can be slidably adapted and inserted into the inner cavity of the first driving groove 7 corresponding to its position. The front end of the second clamping rod 8 can be slidably extended out of the front side of the main frame 1. The two second clamping rods 8 are driven by the motor to move inward or outward synchronously to accurately clamp or release the bearing, ensuring the stability and positioning accuracy of the bearing during the detection process. The front end of the first rotating rod 9 is rotatably set at the front of the inner cavity of the main frame 1 through the bearing. At the left end of the side, the rear end of the first rotating rod 9 can be rotatably extended out of the rear side of the main frame 1, the first gear 10 is sleeved on the outer wall of the first rotating rod 9 and locked by a top screw, the first gear 10 and the first drive disk 6 are engaged, the first motor 12 is screwed to the left end of the rear side of the main frame 1, and the rear end of the first rotating rod 9 is locked to the output end of the first motor 12 through a coupling. The first motor 12 is a prior art, and the first motor 12 is a servo motor. No further details are given here. The first motor 12 is used here to drive the first drive disk 6 to rotate. The speed detection mechanism is arranged on the main frame 1, and the railway bearing 23 is placed on the front side of the main frame 1.

[0023] like Figure 4 、 Figure 5 、 Figure 9 and Figure 10As shown, as a preferred embodiment, further, the speed detection mechanism includes: a second driving disk 13, a second driving groove 14, a first sliding groove 15, a first clamping rod 16, a clip 17, an encoder 18, a second rotating rod 19, a second gear 20, a second motor 21 and a third motor 22. The second driving disk 13 is rotatably sleeved on the rear part of the outer wall of the detection mechanism 5 through a bearing. The second driving disk 13 is located in the inner cavity of the main frame 1. The upper and lower ends of the front side of the second driving disk 13 are both provided with a second driving groove 14 that runs through the front and back along an arc. The front left end of the second driving disk 13 is provided with a first sliding groove 15 that runs through the front and back along an arc. The middle part of the outer wall of the first rotating rod 9 is slidably adapted to be inserted into the inner cavity of the first sliding groove 15. The second driving disk 13 serves as a power The key components of the transmission, which realize the automatic clamping and releasing of the railway bearing 23 to be tested by rotating and driving the movement of the first clamping rod 16, thereby improving the detection efficiency. The number of the first clamping rods 16 is two, and the middle of the outer wall of the two first clamping rods 16 can be slidably and rotatably adapted to be inserted into the inner cavity of the two first limit grooves 2 respectively, and the rear side of the outer wall of the first clamping rod 16 can be slidably adapted to be inserted into the inner cavity of the second driving groove 14 corresponding to its position. The front end of the first clamping rod 16 extends out of the front side of the main frame 1. The two first clamping rods 16 are driven by the motor to move inward or outward synchronously, accurately clamp or release the bearing, and ensure the stability and positioning accuracy of the bearing during the detection process. The number of the clips 17 is four, and the four clips 17 are divided into They are respectively arranged on the front and rear sides of the outer walls of the two first clamping rods 16, and the four clips 17 are in contact with the main frame 1. The clips 17 are used to position the first clamping rod 16 and ensure the stability of its movement. The encoder 18 is arranged on the rear side of the inner cavity of the main frame 1, and the rear end of the first clamping rod 16 located above is connected to the encoder 18. The encoder 18 is a prior art and will not be described in detail here. The encoder 18 can record the rotation speed and number of revolutions of the outer ring of the bearing in real time, providing accurate data for evaluating the rotation smoothness of the bearing. The front end of the second rotating rod 19 is rotatably arranged on the right end of the front side of the inner cavity of the main frame 1 through the bearing, and the rear end of the second rotating rod 19 is rotatably extended out of the rear side of the main frame 1. The second gear 20 is sleeved on the outer wall of the second rotating rod 19 and is rotated through the top The second gear 20 is meshed with the second drive disk 13, and the second motor 21 is screwed to the right end of the rear side of the main frame 1. The rear end of the second rotating rod 19 is locked to the output end of the second motor 21 through a coupling. The second motor 21 is a servo motor, which will not be described in detail here. The second motor 21 is used to drive the second drive disk 13 to rotate. The third motor 22 is screwed to the middle of the rear side of the main frame 1. The third motor 22 is a servo motor, which will not be described in detail here. The third motor 22 is used to drive the first connecting rod 51 to rotate. There are two torque sensors 11. The two torque sensors 11 are respectively arranged on the rear sides of the first rotating rod 9 and the second rotating rod 19. The torque sensor 11 is a prior art and will not be described in detail here.The torque sensor 11 monitors torque changes in real time during motor rotation. When the clamping rod contacts the bearing and reaches the appropriate clamping force, the motor automatically stops, preventing bearing damage caused by over-clamping. Four rubber rollers 24 are fixedly mounted on the front outer walls of the two second clamping rods 8 and the first clamping rod 16. These increase the contact area and friction with the bearing, ensuring clamping stability while avoiding potential bearing surface damage from hard contact.

[0024] like Figure 6 、 Figure 7 、 Figure 8 、 Figure 11 and Figure 12As shown, as a preferred embodiment, further, the detection mechanism 5 includes: a first connecting rod 51, a second slide groove 52, an adjustment component, a first lifting cylinder 57, a second connecting rod 59, a second guide rod 510, a second electric telescopic rod 511, a driving block 512, a conversion component, a sleeve 515, a second lifting cylinder 516, a detection component and a driving component. The middle part of the outer wall of the first connecting rod 51 is rotatably arranged on the middle part of the front side of the main frame 1 through a bearing, and the rear end of the first connecting rod 51 passes through the inner cavity of the main frame 1 and rotatably extends out of the rear side of the main frame 1. The first drive disk 6 and the second drive disk 13 are rotatably sleeved on the outer wall of the first connecting rod 51 through bearings. The rear end of the first connecting rod 51 is locked to the output end of the third motor 22 through a coupling. The left and right sides of the inner cavity of the first connecting rod 51 are provided with second sliding grooves 52 along the front-to-back direction. The front end of the first connecting rod 51 passes through the inner cavity of the railway bearing 23. The adjusting component is arranged in the inner cavity of the first connecting rod 51. The adjusting component is used to adjust the position of the first lifting cylinder 57. The first lifting cylinder 57 can be slidably adapted and inserted into the inner cavity of the adjusting component. The upper and lower ends of the first lifting cylinder 57 can be slidably adapted and extended from the upper and lower sides of the first connecting rod 51 respectively. The first lifting cylinder 57 is located in front of the front end of the second clamping rod 8. Its vertical position is controlled by the adjusting component, so that the probe 518 can accurately contact the inner wall of the bearing to achieve the measurement of the inner diameter roundness and size. One end of the second connecting rod 59 is arranged at the front end of the first connecting rod 51. The number of the second guide rod 510 There are two of them, and the left and right ends of the two second guide rods 510 are respectively arranged at the front and rear ends on the left and right sides of the inner cavity of the second connecting rod 59. The second electric telescopic rod 511 is arranged in the inner cavity of the second connecting rod 59. The second electric telescopic rod 511 is a prior art and will not be described in detail here. The second electric telescopic rod 511 can drive the block 512 to move horizontally along the second guide rod 510 through telescopic movement, thereby driving the second lifting cylinder 516 and the outer diameter detection probe 518 close to or away from the outer wall of the bearing to achieve measurement of the outer diameter roundness and size. The driving block 512 can be slidably adapted and inserted into the inner cavity of the second connecting rod 59. The driving block 512 can be slidably sleeved on the outer wall of the second guide rod 510. The right end of the second electric telescopic rod 511 is arranged at the inner cavity of the driving block 512. On the left side, the conversion assembly is arranged in the inner cavity of the driving block 512, and the sleeve 515 is rotatably arranged in the middle of the rear side of the driving block 512 through the bearing. The conversion assembly can drive the sleeve 515 to rotate. The sleeve 515 is used to install the second lifting cylinder 516, and the second lifting cylinder 516 is inserted into the inner cavity of the sleeve 515. An extrusion cavity 523 is provided at the right end of the second lifting cylinder 516. The second lifting cylinder 516 is located in front of the front end of the first clamping rod 16. The second lifting cylinder 516 can be driven by the driving block 512 and the sleeve 515 to achieve horizontal movement and rotation, so that the probe can slide along the outer wall of the bearing for detection. The detection assembly is arranged in the inner cavity of the first lifting cylinder 57 and the second lifting cylinder 516. The detection assembly is used to achieve accurate measurement of the roundness and size of the bearing.The driving assembly is arranged in the inner cavity of the extrusion cavity 523.

[0025] like Figure 7 As shown, more specifically, the conversion assembly includes: a fourth motor 513 and a third rotating rod 514. The fourth motor 513 is screwed to the inner cavity of the driving block 512. The fourth motor 513 is a prior art and will not be described in detail here. The fourth motor 513 is a servo motor. The fourth motor 513 can drive the sleeve 515 to rotate through the third rotating rod 514. One end of the third rotating rod 514 is locked to the output end of the fourth motor 513 through a coupling, and the other end of the third rotating rod 514 is set on the outer wall of the sleeve 515. like Figure 6 and Figure 11 As shown, more specifically, the adjustment component includes: a first electric telescopic rod 53, a driving frame 54, a slider 55 and a driving column 58. The first electric telescopic rod 53 is arranged on the rear side of the inner cavity of the first connecting rod 51. The first electric telescopic rod 53 is a prior art and will not be described in detail here. The first electric telescopic rod 53 realizes the axial movement of the driving frame 54 by precisely controlling the telescopic amount. The driving frame 54 is slidably adapted and plugged into the inner cavity of the first connecting rod 51. The front end of the first electric telescopic rod 53 is arranged on the rear side of the driving frame 54. The left and right sides of the driving frame 54 are both provided with a third driving groove 56 connected to its inner cavity along the inclined direction. The first lifting cylinder 57 is slidably adapted and plugged into the driving frame The inner cavity of 54, the number of sliders 55 is four, and the four sliders 55 are respectively arranged at the front and rear ends of the left and right sides of the driving frame 54. The four sliders 55 are respectively slidably adapted to be inserted into the inner cavities of the two second slide grooves 52. The cooperation between the sliders 55 and the second slide grooves 52 can ensure the stability of the movement of the driving frame 54. The number of driving columns 58 is two, and the two driving columns 58 are respectively arranged on the left and right sides of the middle part of the outer wall of the first lifting cylinder 57. The two driving columns 58 are respectively slidably adapted to be inserted into the inner cavities of the two third driving grooves 56. When the driving frame 54 slides back and forth, the cooperation between the driving columns 58 and the third driving grooves 56 can cause the first lifting cylinder 57 to slide up and down. like Figure 8As shown, more specifically, the detection component includes: a trigger component, a probe 518, a ball 519, a spring 520 and a magnetostrictive displacement sensor 522. There are two trigger components, and the two trigger components are respectively arranged in the middle of the inner cavity of the first lifting cylinder 57 and the second lifting cylinder 516. There are two probes 518, and the two probes 518 are respectively slidably adapted to be plugged into the inner cavity of the first lifting cylinder 57 and the second lifting cylinder 516. The outer ends of the two probes 518 are respectively slidably extended out of the inner cavity of the first lifting cylinder 57 and the second lifting cylinder 516. The probes 518 generate axial displacement under the action of external force. The geometric changes of the bearing surface profile are converted into linear displacement signals. The ball 519 is rollably embedded in the outer end of the probe 518. The ball 519 converts the sliding friction between the probe 518 and the bearing surface into rolling friction, which significantly reduces the contact resistance and reduces the energy loss and heat generation during the measurement process. At the same time, the rolling characteristics of the ball 519 ensure that the probe 518 can smoothly follow the changes in the bearing surface profile, avoiding measurement distortion caused by friction jamming. There are two springs 520, and the two springs 520 are respectively sleeved on the outer walls of the two probes 518, and one end of the two springs 520 is respectively clamped on the two probes 51 8, the other ends of the two springs 520 are respectively connected to the inner walls of the first lifting cylinder 57 and the second lifting cylinder 516. The spring 520 is a rotary spring. It undergoes elastic deformation after being squeezed or stretched by an external force, and returns to its initial state after the external force is removed. When the probe 518 is squeezed inward by the bearing surface, the spring 520 is compressed and stores elastic potential energy. When the external force disappears, the spring 520 releases the potential energy and pushes the probe 518 to reset. This mechanism ensures that the probe 518 maintains its initial position in the non-measurement state, and at the same time provides a stable preload for the measurement process to prevent the probe from being misplaced due to vibration or inertia. Magnetostriction There are two magnetostrictive displacement sensors 522 , which are respectively disposed on the inner sides of the inner cavities of the first lifting cylinder 57 and the second lifting cylinder 516 . The outer ends of the magnetostrictive displacement sensors 522 are disposed on the inner end of the probe 518 . The magnetostrictive displacement sensors 522 are conventional technology and will not be described in detail here. The magnetostrictive displacement sensors 522 can convert the linear displacement of the probe 518 into an electrical signal, achieving displacement measurement with nanometer-level resolution. The sensor data is directly used to calculate the roundness error and radius extremes of the inner and outer diameters of the bearing, providing high-precision data support for the quantitative evaluation of the bearing's geometric accuracy. like Figure 12As shown, more specifically, the trigger component includes: a first contact 517 and a second contact 521. The number of the first contacts 517 is two, and the two first contacts 517 are respectively arranged in the middle of the inner cavity of the first lifting cylinder 57 and the second lifting cylinder 516. The number of the second contacts 521 is two, and the two second contacts 521 are respectively arranged on the outer walls of the two probes 518. The first contact 517 and the second contact 521 are in contact with each other, and the two second contacts 521 are respectively electrically connected to the first electric telescopic rod 53 and the second electric telescopic rod 511. When the probe 518 is displaced due to contact with the inner and outer walls of the bearing, the second contact 521 is separated from the first contact 517, the trigger signal is disconnected, and the drive of the electric telescopic rod is immediately stopped, thereby achieving precise control of the displacement of the probe 518. like Figure 13 As shown, more specifically, the driving component includes: a pressure sensor 524, a pressure rod 525 and a rubber head 526. The pressure sensor 524 is arranged on the inner side of the inner cavity of the extrusion chamber 523. The pressure sensor 524 is a prior art and will not be described in detail here. The pressure sensor 524 is used to monitor the reaction force generated when the rubber head 526 contacts the outer wall of the bearing in real time, and convert the pressure signal into an electrical signal output. The pressure rod 525 can be slidably adapted and plugged into the inner cavity of the extrusion chamber 523. The outer end of the pressure rod 525 can be slidably extended out of the inner cavity of the extrusion chamber 523. The pressure rod 525 serves as a force transmission medium to transmit the contact force between the rubber head 526 and the bearing surface to the pressure sensor 524 without loss. The rubber head 526 is arranged at the outer end of the pressure rod 525. The rubber head 526 can increase the friction between the rubber head 526 and the outer wall of the bearing.

[0026] The detailed connection means are well-known technologies in this field. The following mainly introduces the working principle and process. The specific operations are as follows.

[0027] 1 and 2. The second gear 10 is rotated by the second motor 12 and the second gear 10 is rotated by the second motor 12. The first gear 10 is rotated by the first motor 12 and the second gear 10 is rotated by the first motor 12 and the second gear 10 is rotated by the first motor 12. The first gear 10 is rotated by the first motor 12 and the second gear 10 is rotated by the first motor 12 and the second gear 10 is rotated by the first motor 12. The first gear 10 is rotated by the first motor 12 and the second gear 10 is rotated by the first motor 12 and the second gear 10 is rotated by the first motor 12. The rotation of the wheel 20 can cause the second driving disc 13 to rotate, and the rotation of the second driving disc 13 can drive the second driving groove 14 and the first sliding groove 15 to rotate, so that the cooperation between the rotating second driving groove 14 and the first limiting groove 2 can cause the two first clamping rods 16 to move inward synchronously until the rubber roller 24 on the outer wall of the first clamping rod 16 contacts the railway bearing 23, so that the outer wall of the railway bearing 23 can block the movement of the first clamping rod 16, so that the torque sensor 11 connected to the second rotating rod 19 can detect the second rotating rod 19 rotates until the torque of the second rotating rod 19 reaches an appropriate value, the second motor 21 is turned off, and the two first clamping rods 16 can be used to clamp and fix the railway bearing 23, so that the cooperation between the two first clamping rods 16 and the two second clamping rods 8 can ensure the stability of the clamping and fixing of the railway bearing 23. At the same time, it can ensure that the center of the railway bearing 23 is the same as the center of the first connecting rod 51. When the second driving disk 13 drives the first slide 15 to rotate, the outer wall of the first rotating rod 9 can be caused to slide along the inner cavity of the first slide 15. The second step is to start the first electric telescopic rod 53 and use the first electric telescopic rod 53 to push the driving frame 54 to move forward. When the driving frame 54 moves forward, the cooperation between the third driving groove 56 and the driving column 58 can be used to prompt the first lifting cylinder 57 to drive the probe 518 in the inner cavity to move upward until the top of the probe 518 in the inner cavity of the first lifting cylinder 57 contacts the inner wall of the railway bearing 23. The first electric telescopic rod 53 continues to push the driving frame 54 to move forward, thereby pushing the probe 518 to move toward the inner cavity of the first lifting cylinder 57 under the cover of the inner wall of the railway bearing 23, and squeezing the spring 520 to cause elastic deformation. As the probe 518 moves, until the second contact point 521 on the outer wall of the probe 518 and the inner wall of the first lifting cylinder 57 are in contact with each other. The first contact 517 is separated. At this time, the first electric telescopic rod 53 is closed and the second electric telescopic rod 511 is started. The second electric telescopic rod 511 is used to pull the driving block 512 through the sleeve 515 to drive the second lifting cylinder 516 to move to the left until the probe 518 in the inner cavity of the second lifting cylinder 516 contacts the outer wall of the railway bearing 23. The second lifting cylinder 516 continues to move to the left. Under the cover of the outer wall of the railway bearing 23, the probe 518 is pushed to move into the inner cavity of the second lifting cylinder 516 and the spring 520 is elastically deformed. As the probe 518 moves, the second contact 521 on the outer wall of the probe 518 and the first contact 517 on the inner wall of the second lifting cylinder 516 are separated. At this time, the second electric telescopic rod 511 is closed. Step 3: When performing the detection, start the third motor 22. Use the output end of the third motor 22 to drive the first connecting rod 51 to rotate slowly. Thus, the rotation of the first connecting rod 51 can drive the first lifting cylinder 57 and the second lifting cylinder 516 to rotate around the first connecting rod 51 as the center. When the first lifting cylinder 57 rotates around the first connecting rod 51 as the center, it can cause the probe 518 in its inner cavity to slide along the inner wall of the railway bearing 23, and the rolling ball 519 can reduce the frictional force between the probe 518 and the railway bearing 23. When the second lifting cylinder 516 rotates around the first connecting rod 51 as the center, it can cause the probe 518 in its inner cavity to slide along the outer wall of the railway bearing 23. During the circumferential sliding of the two probes 518, if the outer wall or the inner wall of the railway bearing 23 is an irregular circle, the inner wall or the outer wall will squeeze the probe 518 to continue moving into the inner cavity of the first lifting cylinder 57 or the second lifting cylinder 516, or under the elastic force of the spring 520, the probe 518 can be pushed to move outward. Thus, the magnetostrictive displacement sensor 522 can detect the moving distance of the probe 518, and then the roundness of the inner diameter and the outer diameter of the railway bearing 23 can be determined. At the same time, when the first lifting cylinder 57 and the second lifting cylinder 516 rotate one week, turn off the third motor 22. According to the cooperation between the distance that the first electric telescopic rod 53 pushes the driving frame 54 to move and the moving distance of the probe 518 detected by the magnetostrictive displacement sensor 522 in the inner cavity of the first lifting cylinder 57 and connected to it, the maximum radius and the minimum radius of the inner wall of the railway bearing 23 can be judged. Similarly, according to the cooperation between the distance that the second electric telescopic rod 511 pulls the driving block 512 to move and the moving distance of the probe 518 detected by the magnetostrictive displacement sensor 522 in the inner cavity of the second lifting cylinder 516 and connected to it, the maximum radius and the minimum radius of the outer wall of the railway bearing 23 can be judged; 514 and the second lifting cylinder 516 are driven by the third motor 513. Since the rubber roller 24 on the outer wall of the second clamping rod 8 can fix the inner ring of the railway bearing 23 and prevent it from rotating, when the second lifting cylinder 516 rotates rapidly with the first connecting rod 51, the friction between the rubber head 526 and the outer ring of the railway bearing 23 can be used to cause the outer ring of the railway bearing 23 to rotate synchronously with the second lifting cylinder 516. After rotating a fixed number of times, the second electric telescopic rod 511 pushes the driving block 512 to drive the second lifting cylinder 516 to move to the right until the second lifting cylinder 516 and the outer diameter of the railway bearing 23 are separated. At this time, due to the rotation of the outer diameter of the railway bearing 23, the friction between the rubber roller 24 on the outer wall of the first clamping rod 16 located above and the outer wall of the railway bearing 23 can cause the first clamping rod 16 located above to rotate. The encoder 18 detects the rotation speed and rotation time of the first clamping rod 16, thereby determining the rotation speed and rotation time of the outer ring of the railway bearing, and further detecting the smoothness of the railway bearing rotation.

[0028] This device can complete the comprehensive detection of the roundness, radius extremes and rotational smoothness of the inner and outer diameters of the bearing through a single clamping, significantly improving the detection efficiency. At the same time, the combined application of magnetostrictive displacement sensors and encoders enables detection accuracy to reach the micron level, effectively reducing the missed detection rate and false positive rate, providing a more comprehensive solution for the quality control of railway bearings, thereby ensuring the safety and stability of train operation.

[0029] While embodiments of the present invention have been shown and described, it will be appreciated by those skilled in the art that various changes, modifications, substitutions, and variations may be made to these embodiments without departing from the principles and spirit of the invention, and that the scope of the invention is defined by the appended claims and their equivalents.

Claims

1. A railway bearing inner and outer diameter detection device, characterized in that: include: A main frame (1), wherein both upper and lower ends of the front side of the main frame (1) are provided with first limiting grooves (2) in the vertical direction and in communication with the inner cavity thereof, and both left and right ends of the front side of the main frame (1) are provided with second limiting grooves (3) in the horizontal direction and in communication with the inner cavity thereof; A first guide rod (4), wherein the left and right ends of the first guide rod (4) are respectively arranged on the left and right sides of the inner cavity of the second limiting groove (3); A detection mechanism (5), the detection mechanism (5) being arranged at the front center of the main frame (1); A first drive disk (6), the first drive disk (6) being rotatably sleeved on the middle portion of the outer wall of the detection mechanism (5) via a bearing, the first drive disk (6) being located in the inner cavity of the main frame (1), and first drive slots (7) extending through the front and back are formed along an arc at both left and right ends of the front side of the first drive disk (6); A second clamping rod (8), wherein the middle portion of the outer wall of the second clamping rod (8) is slidably adapted to be inserted into the inner cavity of the second limiting groove (3), the second clamping rod (8) is slidably sleeved on the outer wall of the first guide rod (4), the rear side of the outer wall of the second clamping rod (8) is slidably adapted to be inserted into the inner cavity of the first driving groove (7) corresponding to its position, and the front end of the second clamping rod (8) is slidably extended out of the front side of the main frame (1); a first rotating rod (9), wherein the front end of the first rotating rod (9) is rotatably arranged at the left end of the front side of the inner cavity of the main frame (1) through a bearing, and the rear end of the first rotating rod (9) is rotatably extended out of the rear side of the main frame (1); A first gear (10), wherein the first gear (10) is sleeved on the outer wall of the first rotating rod (9) and is locked by a top screw, and the first gear (10) is meshed with the first driving disk (6); A first motor (12), the first motor (12) being screw-connected to the left end of the rear side of the main frame (1), and the rear end of the first rotating rod (9) being locked to the output end of the first motor (12) via a coupling; A rotation speed detection mechanism, the rotation speed detection mechanism being arranged on the main frame (1); A railway bearing (23), wherein the railway bearing (23) is placed on the front side of the main frame (1).

2. A railway bearing inner and outer diameter detection device according to claim 1, characterized in that: The speed detection mechanism includes: A second drive disk (13), the second drive disk (13) is rotatably sleeved on the rear portion of the outer wall of the detection mechanism (5) through a bearing, the second drive disk (13) is located in the inner cavity of the main frame (1), the upper and lower ends of the front side of the second drive disk (13) are both provided with a second drive groove (14) extending forward and backward along an arc, the front left end of the second drive disk (13) is provided with a first slide groove (15) extending forward and backward along an arc, and the middle portion of the outer wall of the first rotating rod (9) is slidably adapted to be inserted into the inner cavity of the first slide groove (15); A first clamping rod (16), the number of the first clamping rods (16) is two, the middle portions of the outer walls of the two first clamping rods (16) are respectively slidable and rotatable to be adapted and inserted into the inner cavities of the two first limiting grooves (2), the rear side of the outer wall of the first clamping rod (16) is slidable and adapted to be inserted into the inner cavity of the second driving groove (14) corresponding to its position, and the front end of the first clamping rod (16) extends out of the front side of the main frame (1); Clips (17), the number of the clips (17) is four, the four clips (17) are respectively arranged on the front and rear sides of the outer walls of the two first clamping rods (16), and the four clips (17) are all in contact with the main frame (1); An encoder (18), the encoder (18) being arranged at the rear side of the inner cavity of the main frame (1), and the rear end of the first clamping rod (16) located above is connected to the encoder (18); a second rotating rod (19), wherein the front end of the second rotating rod (19) is rotatably disposed at the right end of the front side of the inner cavity of the main frame (1) through a bearing, and the rear end of the second rotating rod (19) is rotatably extended out of the rear side of the main frame (1); A second gear (20), wherein the second gear (20) is sleeved on the outer wall of the second rotating rod (19) and is locked by a top screw, and the second gear (20) is meshed with the second driving disk (13); A second motor (21), the second motor (21) is screwed to the rear right end of the main frame (1), and the rear end of the second rotating rod (19) is locked to the output end of the second motor (21) through a coupling; A third motor (22) is screw-connected to the middle portion of the rear side of the main frame (1).

3. A railway bearing inner and outer diameter detection device according to claim 2, characterized in that: Torque sensors (11) are provided on the rear sides of the first rotating rod (9) and the second rotating rod (19).

4. A railway bearing inner and outer diameter detection device according to claim 3, characterized in that: The detection mechanism (5) comprises: A first connecting rod (51), wherein the middle portion of the outer wall of the first connecting rod (51) is rotatably arranged at the middle portion of the front side of the main frame (1) through a bearing, the rear end of the first connecting rod (51) passes through the inner cavity of the main frame (1) and is rotatably extended out of the rear side of the main frame (1), the first driving disc (6) and the second driving disc (13) are both rotatably sleeved on the outer wall of the first connecting rod (51) through bearings, the rear end of the first connecting rod (51) is locked to the output end of the third motor (22) through a coupling, and second sliding grooves (52) are provided on both left and right sides of the inner cavity of the first connecting rod (51) along the front-to-back direction, and the front end of the first connecting rod (51) passes through the inner cavity of the railway bearing (23); an adjusting assembly, the adjusting assembly being arranged in the inner cavity of the first connecting rod (51); A first lifting cylinder (57), the first lifting cylinder (57) is slidably adapted to be inserted into the inner cavity of the adjustment component, and the upper and lower ends of the first lifting cylinder (57) are slidably adapted to extend out of the upper and lower sides of the first connecting rod (51); a second connecting rod (59), one end of the second connecting rod (59) being arranged at the front end of the first connecting rod (51); Second guide rods (510), the number of the second guide rods (510) is two, and the left and right ends of the two second guide rods (510) are respectively arranged at the front and rear ends of the left and right sides of the inner cavity of the second connecting rod (59); a second electric telescopic rod (511), the second electric telescopic rod (511) being arranged in the inner cavity of the second connecting rod (59); A driving block (512), the driving block (512) is slidably adapted to be inserted into the inner cavity of the second connecting rod (59), the driving block (512) is slidably sleeved on the outer wall of the second guide rod (510), and the right end of the second electric telescopic rod (511) is arranged on the left side of the driving block (512); a conversion assembly, the conversion assembly being arranged in the inner cavity of the driving block (512); a sleeve (515), the sleeve (515) being rotatably disposed at the middle portion of the rear side of the driving block (512) via a bearing, and the conversion assembly being capable of driving the sleeve (515) to rotate; The second lifting cylinder (516) is inserted into the inner cavity of the sleeve (515), and an extrusion cavity (523) is provided at the right end of the second lifting cylinder (516).

5. The railway bearing inner and outer diameter detection device according to claim 4, characterized in that: The detection mechanism (5) further comprises: A detection component, the detection component being arranged in the inner cavities of the first lifting cylinder (57) and the second lifting cylinder (516); A drive assembly is provided in the inner cavity of the extrusion cavity (523).

6. The railway bearing inner and outer diameter detection device according to claim 5, characterized in that: The adjustment component includes: a first electric telescopic rod (53), the first electric telescopic rod (53) being arranged at the rear side of the inner cavity of the first connecting rod (51); A driving frame (54), wherein the driving frame (54) is slidably adapted to be inserted into the inner cavity of the first connecting rod (51), the front end of the first electric telescopic rod (53) is arranged on the rear side of the driving frame (54), and the left and right sides of the driving frame (54) are both provided with a third driving groove (56) connected to the inner cavity thereof in an inclined direction, and the first lifting cylinder (57) is slidably adapted to be inserted into the inner cavity of the driving frame (54); Slide blocks (55), the number of the slide blocks (55) is four, and the four slide blocks (55) are respectively arranged at the left and right sides and the front and rear ends of the driving frame (54), and the four slide blocks (55) are respectively slidably adapted to be inserted into the inner cavities of the two second slide grooves (52); The driving column (58) is provided in two numbers. The two driving columns (58) are respectively arranged on the left and right sides of the middle of the outer wall of the first lifting cylinder (57). The two driving columns (58) are respectively slidably adapted to be plugged into the inner cavities of the two third driving grooves (56).

7. The railway bearing inner and outer diameter detection device according to claim 6, characterized in that: The detection component includes: A trigger assembly, wherein the number of the trigger assemblies is two, and the two trigger assemblies are respectively arranged in the middle of the inner cavity of the first lifting cylinder (57) and the second lifting cylinder (516); Probes (518), the number of the probes (518) is two, the two probes (518) are respectively slidably adapted to be inserted into the inner cavities of the first lifting cylinder (57) and the second lifting cylinder (516), and the outer ends of the two probes (518) are respectively slidably extended out of the inner cavities of the first lifting cylinder (57) and the second lifting cylinder (516); A ball (519), the ball (519) being rollably embedded in the outer end of the probe (518); Spring (520), the number of the springs (520) is two, the two springs (520) are respectively sleeved on the outer walls of the two probes (518), one end of the two springs (520) is respectively clamped on the outer walls of the two probes (518), and the other end of the two springs (520) is respectively clamped on the inner walls of the first lifting cylinder (57) and the second lifting cylinder (516); A magnetostrictive displacement sensor (522), wherein the number of the magnetostrictive displacement sensors (522) is two, and the two magnetostrictive displacement sensors (522) are respectively arranged on the inner sides of the inner cavities of the first lifting cylinder (57) and the second lifting cylinder (516), and the outer ends of the magnetostrictive displacement sensors (522) are arranged on the inner end of the probe (518).

8. The railway bearing inner and outer diameter detection device according to claim 7, characterized in that: The trigger component includes: A first contact (517), wherein the number of the first contact (517) is two, and the two first contact (517) are respectively arranged in the middle of the inner cavity of the first lifting cylinder (57) and the second lifting cylinder (516); The second contacts (521) are in number, and the two second contacts (521) are respectively arranged on the outer walls of the two probes (518). The first contact (517) and the second contact (521) are in contact with each other, and the two second contacts (521) are respectively electrically connected to the first electric telescopic rod (53) and the second electric telescopic rod (511).

9. The railway bearing inner and outer diameter detection device according to claim 8, characterized in that: The drive assembly includes: a pressure sensor (524), the pressure sensor (524) being arranged inside the inner cavity of the extrusion cavity (523); A pressure rod (525), the pressure rod (525) is slidably adapted to be inserted into the inner cavity of the extrusion cavity (523), and the outer end of the pressure rod (525) is slidably extended out of the inner cavity of the extrusion cavity (523); A rubber head (526) is provided at the outer end of the pressure rod (525).

10. The railway bearing inner and outer diameter detection device according to claim 9, characterized in that: The front sides of the outer walls of the second clamping rod (8) and the first clamping rod (16) are both fixedly sleeved with rubber rollers (24).

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