Special track and track system for non-contact on-line automatic detection of train wheel sets

Abstract

The invention provides a special rail for non-contact online automatic detection of a train wheel set and a rail system. The special rail for non-contact online automatic detection of the train wheel set comprises a pair of working rails and a pair of guard rails. The pair of working rails is mounted on the switch tie. The pair of guard rails is arranged on the inner sides of the pair of working rails, and the guard rails and the working rails are parallel to each other and arranged at intervals. Wherein in the extending direction of the working rail, the working rail comprises a normal running section and a transition section which are sequentially arranged and integrally formed, the normal running section comprises a first head part, a first waist part and a first bottom part from top to bottom, and the distance between the first head part and the guard rail is configured to be a first distance. The transition section comprises a second head portion, a second waist portion and a second bottom portion, the width of the second head portion is larger than that of the first head portion, and the distance between the second head portion and the guard rail is configured to be a first distance.

Description

TECHNICAL FIELD

[0001] The present disclosure relates to the field of rail transit technology, and in particular to a non-contact online automatic detection train wheel pair special track and a track system. BACKGROUND

[0002] To ensure the safety of train operation, it is necessary to quickly and accurately detect the train wheel pair in a dynamic and online manner. In the current non-contact online automatic detection train wheel pair track, the inner working rail wears out quickly, has a short service life, and is time-consuming and laborious to replace. Moreover, it is not suitable for wide wheel pairs. In addition, in the related art, a combination structure of an inner working rail and a basic rail is used to guide the train wheel pair into the detection area. In this way, in the case of limited detection site, the basic rail has a short length and there is a risk of being broken by the train wheel pair. SUMMARY

[0003] To solve at least one of the above and other technical problems in the prior art, embodiments of the present disclosure provide a non-contact online automatic detection train wheel pair special track, which includes a pair of working rails and a pair of guard rails. The pair of working rails is installed on a frog. The pair of guard rails is arranged on the inner side of the pair of working rails and is parallel to and spaced apart from the working rails. Along the extension direction of the working rail, the working rail includes a normal running section and a transition section arranged in sequence and formed integrally. The normal running section includes a first head, a first waist and a first bottom from top to bottom. The spacing between the first head and the guard rail is configured as a first spacing.

[0004] The top surface of the working rail supports the tread of the train wheel pair, and the flange of the train wheel pair is in contact with the guard rail. The working rail further includes a detection section. The detection section is integrally arranged on the side of the transition section away from the normal running section. The detection section includes a third head, a third waist and a third bottom. The width of the third head is less than the width of the second head. The spacing between the third head and the guard rail is configured as a second spacing, which is greater than the first spacing.

[0005] The non-contact online automatic detection train wheel pair special track further includes a detection device. The detection device is located in the second spacing and is arranged below and spaced apart from the tread. The detection device is configured to detect the tread and the flange in a non-contact manner.

[0006] The working rail is an integral welded structure in the vertical direction. The width of the second waist is greater than the width of the first waist, and the width of the second bottom is greater than the width of the first bottom.

[0007] The second head forms a transition portion on the side close to the guard rail in the width direction. The top surface of the transition portion is inclined from the inner side to the outer side and forms a first inclination angle with respect to the frog.

[0008] The top surface of the transition portion is continuous with the top surface of the first head portion.

[0009] The second head portion forms a guide portion away from one side of the guard rail in the width direction. The top surface of the guide portion at the connection position of the second head portion and the third head portion is higher than the top surface of the transition portion, so as to form a stepped structure.

[0010] The top surface of the guide portion is continuous with the top surface of the third head portion.

[0011] The top surface of the third head portion is configured to have a second inclination angle relative to the frog from the inner side to the outer side, and the guide portion at the connection position of the second head portion and the third head portion has the second inclination angle.

[0012] The top surface of the guide portion at the connection position of the first head portion and the second head portion is lower than the top surface of the transition portion.

[0013] The embodiment of the present disclosure also provides a track system, which comprises a non-contact online automatic detection train wheel pair special track and a first support. The first support comprises an integrally formed base and a first vertical wall. The base is detachably fixed to the frog through a first connecting assembly, and the first vertical wall is detachably pressed against one side of the working rail away from the guard rail in the width direction through a second connecting assembly.

[0014] The first connecting assembly comprises a first bolt, and the second connecting assembly comprises a second bolt. The first bolt penetrates the base in the vertical direction and extends to the interior of the frog, and the second bolt extends along the width direction of the working rail and penetrates the first vertical wall and the working rail.

[0015] The end surface of the first vertical wall is continuous with the end surface of the base, and the first support further comprises a clamping portion. The clamping portion is integrally arranged on the side of the first vertical wall away from the base and is symmetrically arranged on both sides of the working rail in the width direction.

[0016] The track system further comprises a cushion assembly, a mounting table and a second support. The cushion assembly is located between the working rail and the frog, and the end of the base close to the frog abuts against the cushion assembly. The mounting table is fixed between the guard rail and the cushion assembly. The end of the second support close to the mounting table abuts against the mounting table, and the second support is detachably pressed against one side of the guard rail away from the working rail in the width direction through a third connecting assembly.

[0017] The track system further comprises a stop block, a first adjusting member and a cover plate. The stop block is fixed to the cushion assembly and located on the side of the base away from the first vertical wall. The first adjusting member is arranged between the stop block and the base. The cover plate is arranged on the end of the stop block and the base away from the cushion assembly and covers the first adjusting member.

[0018] According to the special track for non-contact online automatic detection of train wheel pairs provided by the present disclosure, in one aspect, by setting the working rail as an integrated normal driving section and a transition section, cooperating with the inner parallel and spaced guard rails, compared with the related art which uses the combination of basic rails, spacing irons and inner working rails to jointly guide the train wheel pairs, the integrated working rail has strong integrity, which is beneficial to reduce the connection weak points of the overall structure and increase the effective stress area of the working rail bearing load, this way improves the ability of the working rail to bear the load from the train wheel pairs, helps the working rail to withstand the frequent impact of wide train wheel pairs, and helps to avoid local rapid wear of the working rail, at the same time, the number of parts used in the structure of the working rail is reduced, which is beneficial to reduce the mutual collision between the parts and reduce the process complexity and operation difficulty of assembly, and improve the convenience and speed of later replacement or maintenance of the working rail, thus, help to prolong the service life of the working rail and improve the application safety of the working rail. On the other hand, by widening the second head in the transition section, the effective stress area of the transition section bearing load is further increased, which is beneficial to improve the smoothness of the train wheel pairs rolling along the normal driving area to the transition area, by setting the transition section, it helps to avoid the risk of derailment or jam of the train wheel pairs before entering the detection area, which is beneficial to ensure the subsequent successful entry of the train wheel pairs into the detection area, wherein, further in combination with the widening mode of keeping the distance between the second head and the guard rail in the transition section as the first distance, a structural basis is reserved for the subsequent space for placing the detection device in the gap between the working rail and the guard rail on the side of the transition section away from the normal driving section, which is beneficial to prevent the subsequent addition of detection areas from adversely affecting the load bearing capacity of the working rail, in addition, during the process of the train wheel pairs rolling from the top surface of the first head to the top surface of the second head, since the width of the second head is set to be greater than the width of the first head, the contact area between the train wheel pairs and the top surface of the second head is increased, which is beneficial to effectively disperse the impact force from the train wheel pairs in the transition section, improves the reliability of the transition section in guiding the train wheel pairs to roll, and further improves the versatility of the working rail and widens the application range of the working rail.

[0019] According to the track system provided by the present disclosure, by using the non-contact online automatic detection of train wheel pairs, and in combination with the first support to help stabilize the working rail and the second support to help stabilize the guard rail, it is beneficial to ensure that the train wheel pairs pass through the transition area from the normal driving area and finally smoothly enter the detection area, providing reliable technical support for the detection of the train wheel pairs. BRIEF DESCRIPTION OF DRAWINGS

[0020] The above and other objects, features and advantages of the present disclosure will become more apparent from the following description of embodiments of the present disclosure with reference to the accompanying drawings, in which:

[0021] Figure 1A schematic diagram of a dedicated track for non-contact online automatic inspection of train wheelsets according to an embodiment of the present disclosure is shown.

[0022] Figure 2 A schematic diagram illustrating the wheel-rail relationship according to an embodiment of the present disclosure is shown.

[0023] Figure 3 A schematic diagram of the installation space of the detection device according to an embodiment of the present disclosure is shown;

[0024] Figure 4 A schematic plan view of the working track according to an embodiment of the present disclosure is shown;

[0025] Figure 5 An elevation view of a work track according to an embodiment of the present disclosure is shown schematically;

[0026] Figure 6 This illustration schematically depicts an embodiment according to the present disclosure. Figure 4 A cross-sectional diagram of the AA direction in the normal driving section;

[0027] Figure 7 This illustration schematically depicts an embodiment according to the present disclosure. Figure 4 A schematic diagram of the cross-section in the BB direction of the intermediate transition section;

[0028] Figure 8 This illustration schematically depicts an embodiment according to the present disclosure. Figure 4 A schematic diagram of the cross-section in the CC direction of the intermediate transition section;

[0029] Figure 9 This illustration schematically depicts an embodiment according to the present disclosure. Figure 4 A schematic diagram of the cross-section in the DD direction of the middle detection section;

[0030] Figure 10 This illustration schematically depicts an embodiment according to the present disclosure. Figure 1 Schematic diagram of the structure in the EE direction;

[0031] Figure 11 This illustration schematically depicts an embodiment according to the present disclosure. Figure 1 Schematic diagram of the structure in the FF direction;

[0032] Figure 12 This illustration schematically depicts an embodiment according to the present disclosure. Figure 1 A schematic diagram of the structure in the GG direction.

[0033] In the accompanying drawings, the meanings of the reference numerals are as follows:

[0034] 1, working rail; 11, normal running section; 111, first head; 112, first waist; 113, first bottom; 12, transition section; 121, second head; 1211, connecting part; 1212, guiding part; 122, second waist; 123, second bottom; 13, detection section; 131, third head; 132, third waist; 133, third bottom; 14, first support; 141, base; 1411, mounting groove; 142, first vertical wall; 143, clamping part; 144, first rib part; 15, first connecting assembly; 151, first bolt; 152, third bolt; 153, fourth bolt; 154, positioning plate; 16, second connecting assembly; 161, second bolt; 162, mounting plate; 2, guard rail; 21, mounting table; 22, second support; 221, second vertical wall; 222, second rib part; 23, third connecting assembly; 231, fifth bolt; 24, third adjusting part; 3, frog sleeper; 4, detection device; 5, train wheel set; 51, tread; 52, rim; 6, cushion assembly; 61, first cushion; 62, second cushion; 63, third cushion; 64, fourth connecting assembly; 641, sixth bolt; 65, second adjusting part; 7, stop block; 8, first adjusting part; 9, cover plate. DETAILED DESCRIPTION

[0035] In order to make the objects, technical solutions and advantages of the present disclosure clearer, the present disclosure will be further described in detail below with reference to specific embodiments and drawings.

[0036] The terms used herein are merely used to describe specific embodiments, and are not intended to limit the present disclosure. The terms "include", "contain" and the like used herein indicate the existence of the features, steps, operations and / or components, but do not exclude the existence or addition of one or more other features, steps, operations or components.

[0037] All terms used herein, including technical and scientific terms, have meanings commonly understood by those skilled in the art, unless otherwise defined. It should be noted that the terms used herein should be interpreted to have meanings consistent with the context of the present description, and should not be interpreted in an idealized or overly formal manner.

[0038] In the case of using expressions similar to "at least one of A, B, and C", etc., it is generally intended to include each and every combination of A, B, and C, as well as possibilities for "at least one of A and B", "at least one of A and C", "at least one of B and C", and so on, in addition to "at least one of A, B, and C", as would be understood by one of ordinary skill in the art. In the case of using expressions similar to "at least one of A, B, or C", etc., it is generally intended to include the possibility that only A exists, only B exists, or only C exists, as well as the possibility that a combination of A, B, and C exists, unless otherwise specifically stated.

[0039] It should also be noted that the directional terms mentioned in the embodiments, such as "upper", "lower", "front", "back", "left", "right", etc., are only the directions of the drawings for reference, and are not intended to limit the protection scope of the present disclosure. Throughout the drawings, the same elements are represented by the same or similar reference numerals. When it may cause confusion to the understanding of the present disclosure, the conventional structures or configurations will be omitted.

[0040] Figure 1 A plan view of a non-contact online automatic detection train wheel pair special track according to an embodiment of the present disclosure is schematically shown. Figure 2 A schematic view of a wheel rail relationship according to an embodiment of the present disclosure is schematically shown.

[0041] As Figures 1-2 shown, an embodiment of the present disclosure provides a non-contact online automatic detection train wheel pair special track, which includes a pair of working rails 1 and a pair of guard rails 2. The pair of working rails 1 is installed on a frog sleeper 3. The pair of guard rails 2 is arranged on the inner side of the pair of working rails 1 and is arranged in parallel and spaced apart with the working rails 1. Wherein, along the extension direction of the working rails 1, the working rails 1 include a normal running section 11 and a transition section 12 which are sequentially arranged and integrally formed. The normal running section 11 includes a first head portion 111, a first waist portion 112, and a first bottom portion 113 from top to bottom, and the interval between the first head portion 111 and the guard rail 2 is configured as a first interval. The transition section 12 includes a second head portion 121, a second waist portion 122, and a second bottom portion 123, and the width of the second head portion 121 is greater than the width of the first head portion 111, and the interval between the second head portion 121 and the guard rail 2 is configured as the first interval.

[0042] In some example embodiments, the cross section of the normal running section 11 includes but is not limited to a H-shaped cross section, wherein the width of the first head 111 is set to be smaller than the width of the first bottom 113, the top surface of the first head 111 is set to be the load bearing surface directly contacted by the train wheel set 5, the top surface of the first head 111 includes but is not limited to being polished smooth, such as a roughness less than or equal to 1.6 pm, the first waist 112 is a middle narrow section connecting the first head 111 and the first bottom 113, the width of the first waist 112 is set to be smaller than the width of the first head 111 and the width of the first bottom 113, the load from the train wheel set 5 is transmitted to the first bottom 113 through the first waist 112 and further transmitted to the switch sleeper 3.

[0043] The normal running section 11 and the transition section 12 are respectively matched with the guard rail 2 to form a normal running area and a transition area of the train wheel set 5, the train wheel set 5 rolls along the normal running area to the transition area by contacting the work rail 1 and the guard rail 2.

[0044] Specifically, the integrated formation of the normal running section 11 and the transition section 12 includes but is not limited to that the normal running section 11 and the transition section 12 are integrally forged. The cross section of the transition section 12 includes but is not limited to a H-shaped cross section, wherein the width of the second head 121 is set to be smaller than the width of the second bottom 123, the top surface of the second head 121 is set to be the load bearing surface directly contacted by the train wheel set 5, the top surface of the second head 121 includes but is not limited to being polished smooth, such as a roughness less than or equal to 1.6 pm, the second waist 122 is a middle narrow section connecting the second head 121 and the second bottom 123, the width of the second waist 122 is set to be smaller than the width of the second head 121 and the width of the second bottom 123, the load from the train wheel set 5 is transmitted to the second bottom 123 through the second waist 122 and further transmitted to the switch sleeper 3.

[0045] Further, the guard rail 2 includes from top to bottom a fourth head, a fourth waist and a fourth bottom. The cross section of the guard rail 2 includes but is not limited to a H-shaped cross section, wherein the fourth waist is a middle narrow section connecting the fourth head and the fourth bottom, the width of the fourth waist is set to be smaller than the width of the fourth head and the width of the fourth bottom. The first distance refers to the distance between the side surface of the first head 111 close to the fourth head along the width direction of the first head 111 and the side surface of the fourth head close to the first head 111 along the width direction of the fourth head.

[0046] The widening manner of the second head 121 relative to the first head 111 is that: by arranging the side of the second head 121 close to the fourth head along the width direction of the second head to be coplanar with the side of the first head 111 close to the fourth head along the width direction of the first head, the normal running section 11 and the transition section 12 are arranged in alignment on the side close to the guard rail 2 along the width direction of the normal running section 11 and the transition section 12; and by extending the distance from the side of the second head 121 away from the fourth head along the width direction of the second head to the side of the fourth head close to the second head 121 along the width direction of the fourth head relative to the side of the first head 111 away from the fourth head along the width direction of the first head, the normal running section 11 and the transition section 12 form a stepped structure on the side away from the guard rail 2 along the width direction of the normal running section 11 and the transition section 12. In this manner, the distance between the second head 121 and the guard rail 2 (i.e. the distance between the second head 121 and the fourth head) relative to the first head 111 remains the first distance.

[0047] The width of the first head 111, the width of the second head 121 and the first distance are all set according to the size of the train wheelset 5. For example, the first distance is set to 30-35 mm, the width of the first head 111 is set to 40-70 mm, and the width of the second head 121 is set to 70-90 mm.

[0048] In addition, the guard rail 2 includes but is not limited to using a 50 kg / m rail or a 33 kg / m channel-shaped rail.

[0049] In this embodiment, on the one hand, by setting the working rail 1 as an integrated normal running section 11 and transition section 12, and cooperating with the inner parallel-spaced guard rails 2, compared with the related technology that uses a combination of basic rails, spacers and inner working rails to jointly guide the train wheelset 5, the integrated working rail 1 has strong integrity, which helps to reduce weak points in the overall structure and increase the effective load-bearing area of ​​the working rail 1. This method improves the ability of the working rail 1 to withstand the load from the train wheelset 5, helps the working rail 1 to withstand the frequent impacts of the wide train wheelset 5, and helps to avoid local rapid wear of the working rail 1. At the same time, the number of parts used in the structure of the working rail 1 is reduced, which helps to reduce the collision between parts and reduces the complexity of the assembly process and the difficulty of operation. It also improves the convenience and speed of replacing or maintaining the working rail 1 in the later stage. Therefore, it helps to extend the service life of the working rail 1 and improve the application safety of the working rail 1. On the other hand, by widening the second head 121 in the transition section 12, the effective load-bearing area of ​​the transition section 12 is further increased, which helps to improve the smoothness of the train wheelset 5 rolling from the normal driving area to the transition area. By setting the transition section 12, the risk of derailment or jamming of the train wheelset 5 before entering the detection area is avoided, which helps to ensure that the train wheelset 5 successfully enters the detection area. Furthermore, by widening the transition section 12 to maintain the distance between the second head 121 and the guard rail 2 at the first distance, it is possible to open the gap between the working rail 1 and the guard rail 2 on the side of the transition section 12 away from the normal driving section 11. The space reserved for the detection device 4 has a structural foundation, which helps to prevent adverse effects on the load-bearing capacity of the working rail 1 when a detection area is added later. In addition, during the process of the train wheelset 5 rolling from the top surface of the first head 111 to the top surface of the second head 121, since the width of the second head 121 is set to be greater than the width of the first head 111, the contact area between the train wheelset 5 and the top surface of the second head 121 is increased. This helps the transition section 12 to effectively disperse the impact force from the train wheelset 5, improves the reliability of the transition section 12 in guiding the rolling of the train wheelset 5, and further enhances the versatility of the working rail 1 and broadens the application range of the working rail 1.

[0050] Figure 3 A schematic diagram of the installation space of the detection device according to an embodiment of the present disclosure is shown.

[0051] like Figure 3As shown, the top surface of the working rail 1 supports the tread 51 of the train wheelset 5, and the flange 52 of the train wheelset 5 is in contact with the guard rail 2. The working rail 1 further comprises a detection section 13. The detection section 13 is integrally arranged on the transition section 12 away from the normal running section 11. The detection section 13 comprises a third head 131, a third waist 132, and a third bottom 133. The width of the third head 131 is less than the width of the second head 121, and the distance between the third head 131 and the guard rail 2 is configured as a second distance, which is greater than the first distance.

[0052] The non-contact online automatic detection of the train wheelset dedicated track further comprises a detection device 4. The detection device 4 is located in the second distance, and the detection device 4 is arranged below and spaced apart from the tread 51. The detection device 4 is configured to detect the tread 51 and the flange 52 in a non-contact manner.

[0053] In some example embodiments, the cross section of the detection section 13 comprises but is not limited to an I-shaped cross section. The width of the third head 131 is configured to be less than the width of the third bottom 133. The top surface of the third head 131 is used as a bearing surface directly in contact with the train wheelset 5. The top surface of the third head 131 comprises but is not limited to a smooth surface, such as a roughness less than or equal to 1.6 μm. The third waist 132 is a middle narrow section connecting the third head 131 and the third bottom 133. The width of the third waist 132 is configured to be less than the width of the third head 131 and the width of the third bottom 133. The load from the train wheelset 5 is transmitted to the third bottom 133 through the third waist 132 and further transmitted to the switch sleeper 3.

[0054] The detection section 13 cooperates with the guard rail 2 to form a detection area of the train wheelset 5. The train wheelset 5 rolls along the transition area to the detection area by contacting the working rail 1 and the guard rail 2. The integrated formation of the detection section 13 and the transition section 12 comprises but is not limited to that the detection section 13 and the transition section 12 are integrally forged.

[0055] The second distance refers to the distance between the side surface of the third head 131 along the width direction thereof and the side surface of the fourth head 132 along the width direction thereof.

[0056] The narrowing manner of the third head 131 relative to the second head 121 is that: by arranging the side of the third head 131 away from the fourth head along the width direction of the third head 121 and the side of the second head 121 away from the fourth head along the width direction of the second head 121 to be coplanar with each other, the alignment of the detection section 13 and the transition section 12 on the side away from the guard rail 2 along the width direction of the third head 121 is achieved; and by arranging the side of the third head 131 close to the fourth head along the width direction of the third head 121 relative to the side of the second head 121 close to the fourth head along the width direction of the second head 121, the distance from the side of the third head 131 close to the fourth head along the width direction of the third head 121 to the side of the fourth head close to the third head 131 along the width direction of the fourth head is extended, so that the stepped structure of the detection section 13 and the transition section 12 on the side close to the guard rail 2 along the width direction of the third head 121 is formed. In this manner, the distance between the third head 131 and the guard rail 2 (i.e. the distance between the third head 131 and the fourth head) relative to the second head 121 is greater than the first distance, so that the area of the tread 51 exposed between the detection section 13 and the guard rail 2 is increased by the detection device 4 located in the second distance.

[0057] Further, the width of the third head 131 and the second distance are set according to the size of the train wheel set 5 and the detection device 4. For example, when the third head 131 is narrowed, the width of the third head 131 is reduced from 90 mm of the second head 121 to 45 mm, and the second distance is expanded to 50-60 mm. The detection device 4 includes but is not limited to using modular components such as laser scanning sensors and eddy current flaw detection probes, which are fixed to the top of the sleeper 3 by a support and include but are not limited to being arranged to be located 10-15 mm below the tread 51. When the tread 51 or the flange 52 is detected non-contact, the laser or eddy current signal is emitted and the echo is received to identify the damage.

[0058] In such an embodiment, by reducing the width of the third head 131 and expanding the second distance between the third head 131 and the guard rail 2 in the detection section 13, and arranging the detection device 4 in the second distance below the tread 51, the large-area exposure of the tread 51 and the flange 52 of the train wheel set 5 to be detected is achieved, which is beneficial to avoid the contact interference and vibration collision of the detection device 4 with the train wheel set 5, and helps to ensure the accuracy of non-contact detection and the smoothness of the train wheel set 5.

[0059] Figure 4 A plan view of the working rail according to an embodiment of the present disclosure is schematically shown. Figure 5 An elevation view of the working rail according to an embodiment of the present disclosure is schematically shown. Figure 6 A cross-sectional view of the normal running section in the A-A direction according to an embodiment of the present disclosure is schematically shown. Figure 4 A cross-sectional view of the transition section in the B-B direction according to an embodiment of the present disclosure is schematically shown. Figure 7 A cross-sectional view of the normal running section in the A-A direction according to an embodiment of the present disclosure is schematically shown. Figure 4 A cross-sectional view of the transition section in the B-B direction according to an embodiment of the present disclosure is schematically shown.

[0060] As shown in Figures 4-7 the second waist 122 is wider than the first waist 112, and the second bottom 123 is wider than the first bottom 113.

[0061] In some example embodiments, the work rail 1 includes but is not limited to a two-layer structure, such as the work rail 1 being divided into an upper layer and a lower layer in the vertical direction, the two layers being made of different materials, and the upper layer and the lower layer being formed into an integral work rail 1 by welding, wherein the lower layer is made of Q235 or Q355 steel, the upper layer is made of a material with better wear resistance than the lower layer, such as NM400 steel, and the integral welding is implemented by argon arc welding, the distribution of the welds includes but is not limited to the first waist 112, the second waist 122, and the third waist 132, and the welds are detected by flaw detection to ensure no defects, and the overall hardness of the work rail 1 is greater than or equal to 38HRC.

[0062] Further, the second waist 122 is wider than the first waist 112, such as the first waist 112 being 20mm wide and the second waist 122 being 30mm wide. The second bottom 123 is wider than the first bottom 113, such as the first bottom 113 being 150mm wide and the second bottom 123 being 180mm wide, wherein the surface of the second bottom 123 near the top of the tie 3 is provided with anti-slip texture, such as a texture depth of 0.5mm, to enhance the friction with the second bottom 123 and improve the load stability of the transition section 12.

[0063] In such embodiments, by setting the width of the second waist 122 to be greater than the width of the first waist 112, the torsional stiffness of the transition section 12 is increased, and by setting the width of the second bottom 123 to be greater than the width of the first bottom 113, stable and reliable support is provided for the tread 51. In addition, when the work rail 1 uses a layered structure and is welded into one piece, different materials with different properties can be used at the same time, such as a material with wear resistance combined with a common material, on the one hand, the material with wear resistance or high strength is arranged on the top surface of the work rail 1, which helps to disperse the impact force from the train wheel set 5 and prolong the service life of the work rail 1, on the other hand, ordinary or lightweight materials are used in parts of the work rail 1 that are far away from the train wheel set 5, which not only saves costs but also reduces the overall weight of the structure, helping to improve the convenience of maintenance or replacement of the work rail 1.

[0064] The second head 121 forms a transition part 1211 on the side close to the guard rail 2 in the width direction. The top surface of the transition part 1211 is inclined from the inner side to the outer side, and forms a first inclination angle with respect to the frog 3.

[0065] The top surface of the transition part 1211 is continuous with the top surface of the first head 111.

[0066] In some example embodiments, the top surface of the first head 111 is inclined from the inner side to the outer side with respect to the frog 3 at the first inclination angle. The inclination from the inner side to the outer side means lifting in a direction away from the guard rail 2. The first inclination angle is set according to the slope of the tread 51 (such as 1:10 or 1:15), and further includes but is not limited to seamlessly polishing the top surface of the transition part 1211 with the top surface of the first head 111, such as a surface flatness less than or equal to 0.2 mm / m, and no steps or protrusions.

[0067] The width of the transition part 1211 includes but is not limited to being set the same as the width of the first head 111, such as both being set to 45 mm.

[0068] In such embodiments, by setting the transition part 1211 with the first inclination angle on the second head 121, and the top surface of the transition part 1211 being continuous with the top surface of the first head 111, it is beneficial to reduce the vertical acceleration of the train wheelset 5 during the process of rolling from the normal running section 11 to the transition section 12, reduce the bumping of the train wheelset 5, and reduce the degree of impact of the train wheelset 5 on the transition section 12, helping to ensure smooth transition of the train wheelset 5 from the normal running area to the transition area.

[0069] Figure 8 Fig. 2 schematically shows a cross-sectional view of the transition section in the C-C direction according to an embodiment of the present disclosure. Figure 4 Fig. 3 schematically shows a cross-sectional view of the detection section in the D-D direction according to an embodiment of the present disclosure. Figure 9 Fig. 4 schematically shows a cross-sectional view of the transition section in the C-C direction according to an embodiment of the present disclosure. Figure 4 Fig. 5 schematically shows a cross-sectional view of the detection section in the D-D direction according to an embodiment of the present disclosure.

[0070] As shown in Fig. 1, Figures 8-9 The second head 121 forms a transition part 1211 on the side close to the guard rail 2 in the width direction. The top surface of the transition part 1211 is inclined from the inner side to the outer side, and forms a first inclination angle with respect to the frog 3.

[0071] The top surface of the transition part 1211 is continuous with the top surface of the first head 111.

[0072] In some example embodiments, the top surface of the first head 111 is inclined from the inner side to the outer side with respect to the frog 3 at the first inclination angle. The inclination from the inner side to the outer side means lifting in a direction away from the guard rail 2. The first inclination angle is set according to the slope of the tread 51 (such as 1:10 or 1:15), and further includes but is not limited to seamlessly polishing the top surface of the transition part 1211 with the top surface of the first head 111, such as a surface flatness less than or equal to 0.2 mm / m, and no steps or protrusions.

[0073] The top surface of the guide section 1212 is seamlessly connected to the top surface of the third head 131. For example, the surface roughness is less than or equal to 3.2μm, the surface flatness is less than or equal to 0.2mm / m, and there are no sharp edges or steps.

[0074] The width of the guide portion 1212 may include, but is not limited to, being the same as the width of the third head 131, for example, both being 45mm.

[0075] Furthermore, the top surface of the third head 131 is higher than the top surface of the first head 111.

[0076] In this embodiment, on the one hand, the continuous formation of the top surface of the guide portion 1212 and the top surface of the third head 131 helps to reduce the vertical acceleration of the train wheelset 5 during its rolling from the transition section 12 to the detection section 13, reducing the bumps of the train wheelset 5 and decreasing the impact of the train wheelset 5 on the detection section 13, thus helping to ensure a smooth transfer of the train wheelset 5 from the transition area into the detection area. On the other hand, by simultaneously raising the top surfaces of the third head 131 and the guide portion 1212, the tread surface 51 can obtain sufficient overhang clearance, which helps to provide an unobstructed detection space for the detection device 4, helping to ensure the reliability of the detection range of the detection device 4, and further facilitating the detection device 4 to identify damage to the tread surface 51 and the wheel flange 52 in nearly the entire area.

[0077] The top surface of the third head 131 is configured to be inclined at a second angle relative to the fork bolster 3 from the inside to the outside, and the guide portion 1212 at the connection position of the second head 121 and the third head 131 forms the second inclination angle.

[0078] In some exemplary embodiments, the second tilt angle is larger than the first tilt angle.

[0079] In this embodiment, by configuring the top surface of the third head 131 and the top surface of the guide portion 1212 at the second tilt angle, the fit between the train wheelset 5 and the top surface of the guide portion 1212 and the third head 131 is improved during the process of the train wheelset 5 rolling from the transition section 12 to the detection section 13. At the same time, it helps to expand the overhang gap of the tread 51, which is beneficial to improve the adaptability of the working rail 1 to the detection device 4 of large volume eddy current flaw detection and other types.

[0080] The top surface of the guide portion 1212 at the connection position between the first head 111 and the second head 121 is lower than the top surface of the receiving portion 1211.

[0081] In some exemplary embodiments, the length L of the transition segment 12 along its own extending direction ( Figure 5L is set according to the running speed of the train wheel set 5 and other parameters, in combination with the number and arrangement spacing of the switch sleeper 3, for example, when the effective contact length of the tread 51 is 300 mm and the center distance of the switch sleeper 3 is 600 mm (3-4 switch sleepers 3 corresponding to the lower part of the transition section 12), L is set to 1500-2000 mm, which can cover the travel of at least 5 tread 51 contact lengths.

[0082] The height difference h between the top surface of the guide part 1212 and the top surface of the lead-in part 1211 at the position where the first head 111 is connected with the second head 121 and the position where the second head 121 is connected with the third head 131 is set to the same value, for example, h is set to 5 mm for passenger train wheel sets 5, and for example, h is set to 8 mm for freight train wheel sets 5. Figure 5

[0083] In such an embodiment, by setting the top surface of the guide part 1212 at the position where the first head 111 is connected with the second head 121 to be lower than the top surface of the lead-in part 1211, it helps to avoid the running disturbance caused by the guide part 1212 contacting the train wheel set 5 too early. Further, in the direction from the normal running area to the detection area, the top surface of the guide part 1212 gradually rises, and the top surface of the guide part 1212 gradually increases from the first inclination angle to the second inclination angle, at the same time, the top surface of the lead-in part 1211 gradually decreases, helping the tread 51 gradually separate from the lead-in surface, and improving the smoothness during the process of shifting the position supporting the tread 51 from the lead-in surface to the guide surface. On the one hand, reasonable setting of L is conducive to the train wheel set 5 having enough distance to complete the load switching process from the first head 111, the lead-in part 1211 to the guide part 1212 when passing through the transition section 12, helping to avoid the vertical impact of the train wheel set 5 caused by short switching travel, and the value of L matches the relevant parameters of the switch sleeper 3, further helping to ensure the installation stability of the transition section 12. On the other hand, reasonable setting of h is conducive to ensuring the consistency of the vertical height variation amplitude of the two connection positions, improving the consistency of the running posture of the train wheel set 5, helping to avoid the train wheel set 5 from jolting due to sudden height difference, at the same time, the same height difference facilitates processing and manufacturing, reduces production difficulty, and improves the convenience of component replacement during later maintenance. In addition, by adjusting L and h, the working rail 1 can be matched with different application scenarios in time, helping to improve the compatibility of the non-contact online automatic detection train wheel set special track provided by the present disclosure to different vehicle types.

[0084] Figure 10 schematically shows the structure of the transition section 12 according to an embodiment of the present disclosure. Figure 1 schematically shows the structure of the transition section 12 according to an embodiment of the present disclosure. Figure 11 schematically shows the structure of the transition section 12 according to an embodiment of the present disclosure. Figure 1 schematically shows the structure of the transition section 12 according to an embodiment of the present disclosure. Figure 12 ​An embodiment of the present disclosure is schematically shown Figure 1 A structural schematic view in the G-G direction.

[0085] As Figures 10-12 shown, the embodiment of the present disclosure also provides a track system, which comprises a non-contact online automatic detection train wheel pair special track, a first support 14. The first support 14 comprises an integrally formed base 141 and a first vertical wall 142, the base 141 is detachably fixed to the frog sleeper 3 through a first connecting assembly 15, and the first vertical wall 142 is detachably pressed to one side of the working rail 1 away from the guard rail 2 in the width direction through a second connecting assembly 16.

[0086] In some exemplary embodiments, the first support 14 includes but is not limited to using high-strength cast steel materials, such as ZG270-500 materials, which are integrally formed by casting, wherein the base 141 includes but is not limited to being provided as a horizontal plate structure, the thickness of the base 141 includes but is not limited to being provided as 20mm, and the first vertical wall 142 includes but is not limited to being provided as perpendicular to the plate structure of the base 141, and the height of the first vertical wall 142 includes but is not limited to being provided as 80mm. The first support 14 includes but is not limited to being arranged every 2m along the extension direction of the working rail 1.

[0087] In such embodiments, by providing the first support 14 as an integrally formed base 141 and a first vertical wall 142, and detachably fixing the base 141 to the frog sleeper 3 and pressing the first vertical wall 142 to the working rail 1 through the first connecting assembly 15 and the second connecting assembly 16 respectively, it helps to realize the stable positioning of the working rail 1 on one side away from the guard rail 2 in the width direction, and in combination with the detachable structure, it is convenient for the later maintenance and replacement of parts, and is beneficial to the shortening of later maintenance working hours.

[0088] The first connecting assembly 15 includes a first bolt 151, and the second connecting assembly 16 includes a second bolt 161. Among them, the first bolt 151 penetrates the base 141 in the vertical direction and extends to the inside of the frog sleeper 3, and the second bolt 161 extends along the width direction of the working rail 1 and penetrates the first vertical wall 142 and the working rail 1.

[0089] In some example embodiments, the first connecting assembly 15 further comprises a third bolt 152, a fourth bolt 153, a first nut, a first flat washer, and a first spring washer. The third bolt 152 and the fourth bolt 153 each extend in a direction perpendicular to the extension direction of the first bolt 151. The third bolt 152 is distributed apart from the first bolt 151. The fourth bolt 153 is detachably threaded through the interior of the first bolt 151 to limit the vertical displacement of the first bolt 151. The first nut is disposed at the end of the first bolt 151 away from the tie tam 3 and helps to stabilize the first bolt 151 by using a cover nut. The first flat washer and the first spring washer are both sleeved on the first bolt 151, and the first flat washer is disposed between the first nut and the end of the base 141 away from the tie tam 3 to serve as a buffer. The first flat washer includes but is not limited to using Q235 material. The first spring washer is further disposed between the first flat washer and the end of the base 141 away from the tie tam 3 to serve as an anti-loosening device. The first spring washer includes but is not limited to using 65Mn material.

[0090] The second connecting assembly 16 further comprises a second nut, a second flat washer, and a second spring washer. The second nut is symmetrically disposed on both sides of the work rail 1, and includes but is not limited to further preventing the second nut from falling off by disposing a cotter pin at the end of the second bolt 161 away from the guard rail 2. The second flat washer and the second spring washer are both sleeved on the second bolt 161, and the second flat washer is disposed between the second nut and the end of the first vertical wall 142 away from the work rail 1 to serve as a buffer. The second flat washer includes but is not limited to using Q235 material. The second spring washer is further disposed between the second flat washer and the end of the first vertical wall 142 away from the work rail 1 to serve as an anti-loosening device. The second spring washer includes but is not limited to using 65Mn material.

[0091] In addition, the thickness of the first flat washer and the second flat washer includes but is not limited to being set to 3mm. The thickness of the first spring washer and the second spring washer includes but is not limited to being set to 2mm. The surfaces of the first flat washer, the second flat washer, the first spring washer, and the second spring washer include but are not limited to being passivated by galvanizing.

[0092] The first bolt 151 includes, but is not limited to, using an 8.8 grade high-strength bolt, such as an M24×150 bolt. The first bolt 151 extends into a pre-embedded nylon sleeve inside the turnout sleeper 3, wherein the sleeve depth is greater than or equal to 100mm, and the tightening torque is, but is not limited to, controlled at 350-400N·m. The second bolt 161 includes, but is not limited to, using an 8.8 grade high-strength bolt, such as an M20×80 bolt. The second bolt 161 passes through the reserved bolt hole (with a hole diameter including, but not limited to, 21mm) of the first vertical wall 142 and the reserved bolt holes (with a hole diameter including, but not limited to, all set to 21mm) of the first waist 112, the second waist 122 and the third waist 132 along the width direction of the working rail 1, and the edges of the reserved bolt holes are chamfered to avoid stress concentration as much as possible.

[0093] In this embodiment, on the one hand, by using the first bolt 151 to vertically fix the base 141 to the inside of the turnout sleeper 3, and combining the second bolt 161 passing through the first vertical wall 142 and the working rail 1 along the width direction of the working rail 1, it is beneficial to achieve a reliable dual connection between the first support member 14 and the turnout sleeper 3 and the working rail 1. The method of connecting and fixing in two different directions at the same time is beneficial to improving the overturning stability of the first support member 14 and further helping to ensure the positional accuracy of the working rail 1. On the other hand, by using the first bolt 151 and the third bolt 152 simultaneously in the first connecting assembly 15 to jointly fix the base 141, it helps to improve the pull-out resistance of the connection between the base 141 and the turnout sleeper 3, which helps to reduce the risk of the base 141 loosening when the working rail 1 is subjected to the impact load from the train wheelset 5.

[0094] The end face of the first vertical wall 142 is continuously formed with the end face of the base 141, and the first support member 14 also includes a clamping part 143. The clamping part 143 is integrally disposed on the side of the first vertical wall 142 away from the base 141, and is symmetrically disposed on both sides of the working rail 1 along the width direction.

[0095] In some exemplary embodiments, the end faces of the first vertical wall 142 and the base 141 are integrally cast smooth transition surfaces without any splicing gaps. The material of the clamping part 143 is the same as that of the first vertical wall 142 and the base 141. The surface of the clamping part 143 near the working rail 1 is, but is not limited to, milled, with a flatness of less than or equal to 0.1 mm / m, and a fitting gap with the working rail 1 of less than or equal to 0.3 mm. In addition, the edges of the clamping part 143 are rounded to avoid scratching the surface of the working rail 1 as much as possible.

[0096] The second connecting assembly 16 further comprises a mounting plate 162 located on the side of the clamping portion 143 away from the working rail 1 and the first vertical wall 142 and attached to the clamping portion 143. The mounting plate 162 is provided with a first limiting groove, and the end of the second bolt 161 close to the guard rail 2 is located in the first limiting groove. Specifically, the mounting plate 162 includes but is not limited to a rectangular wear-resistant steel plate, which is made of 40Cr material, has a thickness of 6 mm, and has a size of 60 mm x 40 mm. The first limiting groove is coaxial with the second bolt 161, and the size of the first limiting groove is set according to the size of the second bolt 161. The depth of the first limiting groove includes but is not limited to 4 mm, and the hole diameter of the first limiting groove includes but is not limited to 21 mm. Further, the second bolt 161 is a hexagonal head bolt, and the end of the second bolt 161 is embedded in the first limiting groove to limit the rotation of the second bolt 161 relative to the mounting plate 162.

[0097] In such an embodiment, by setting the clamping portion 143 to cooperate with the pressing force of the first vertical wall 142, on the one hand, the clamping portion 143 is closely attached to the working rail 1, which is beneficial to limit the movement of the working rail 1 along the width direction of the working rail 1. On the other hand, the surface contact form between the clamping portion 143 and the working rail 1 is beneficial to the dispersion of the pressing force of the second bolt 161 to the surrounding, which helps to improve the dispersion uniformity of the contact stress of the working rail 1, reduce the local stress peak value of the working rail 1, avoid the deformation of the working rail 1 caused by the excessive local stress of the working rail 1, help to improve the position stability of the working rail 1, reduce the attitude deviation of the working rail 1, and improve the reliability of the working rail 1 in guiding the train wheelset 5 to run.

[0098] The track system further comprises a cushion assembly 6, a mounting table 21, and a second support 22. The cushion assembly 6 is located between the working rail 1 and the frog sleeper 3, and the end of the base 141 close to the frog sleeper 3 abuts against the cushion assembly 6. The mounting table 21 is fixed between the guard rail 2 and the cushion assembly 6. The second support 22 abuts against the mounting table 21 at the end close to the mounting table 21 and is detachably pressed against the side of the guard rail 2 away from the working rail 1 through the third connecting assembly 23.

[0099] The track system further comprises a stop block 7, a first adjusting member 8, and a cover plate 9. The stop block 7 is fixed on the cushion assembly 6 and located on the side of the base 141 away from the first vertical wall 142. The first adjusting member 8 is arranged between the stop block 7 and the base 141. The cover plate 9 is arranged at the end of the stop block 7 and the base 141 away from the cushion assembly 6 and covers the first adjusting member 8.

[0100] In some example embodiments, the cushion assembly 6 includes a first cushion 61, a second cushion 62, and a third cushion 63 stacked in sequence from bottom to top. The first cushion 61 is arranged on the frog 3, the second cushion 62 is arranged on the first cushion 61, and the third cushion 63 is arranged on the second cushion 62. The working rail 1, the base 141, the stop block 7, and the end of the mounting table 21 close to the frog 3 all abut the second cushion 62. Among them, including but not limited to in the cushion assembly 6, the first cushion 61 is directly laid on the upper surface of the frog 3, the material uses a 304 stainless steel plate, the thickness is 2-5 mm, and the height of the cushion assembly 6 is adjusted by replacing the first cushion 61 or multiple first cushions 61 stacked in different thicknesses, so that the height of the working rail 1 and the guard rail 2 is easily adjusted; the second cushion 62 is tightly attached to the upper surface of the first cushion 61, the material uses rubber, the thickness is 3-6 mm, the Shore hardness is 60-65°, and the elastic buffer is provided to help reduce wheel rail impact; the third cushion 63 is laid on the upper surface of the second cushion 62, the material uses Q355 cast steel, the thickness is 12-15 mm, and the rail receiving groove is integrally processed, wherein the rail receiving groove is adapted to the bottom profile of the working rail 1, and the groove roughness is less than or equal to 3.2 μm, which helps the working rail 1 to be accurately positioned.

[0101] The first support 14 further includes a first rib portion 144 located on the side of the first vertical wall 142 away from the working rail 1 and on the side of the base 141 away from the cushion assembly 6. The cross-sectional shape of the first rib portion 144 includes but is not limited to a triangle, wherein the two endpoints of the hypotenuse of the triangle are located on the base 141 and the first vertical wall 142, respectively, and the first rib portion 144 is integrally formed with the base 141 and the first vertical wall 142.

[0102] The mounting table 21 includes but is not limited to using Q235 steel material, and the size is set according to the size of the guard rail 2.

[0103] The second support 22 includes a second vertical wall 221 and a second rib portion 222 integrally formed. The second vertical wall 221 includes but is not limited to a plate-shaped structure perpendicular to the mounting table 21, and the height of the second vertical wall 221 includes but is not limited to the same height as the guard rail 2. The second rib portion 222 is located on the side of the second vertical wall 221 away from the guard rail 2 and on the side of the mounting table 21 away from the cushion assembly 6. The cross-sectional shape of the second rib portion 222 includes but is not limited to a triangle, wherein the two endpoints of the hypotenuse of the triangle are located on the second vertical wall 221 and the mounting table 21, respectively. The second support 22 includes but is not limited to the same material and number as the first support 14. The second support 22 includes but is not limited to being arranged in a spaced manner along the extension direction of the guard rail 2, and the arrangement position is aligned with the distribution position of the first support 14.

[0104] The second vertical wall 221 is provided with a second limiting groove. The third connecting assembly 23 comprises a fifth bolt 231. The fifth bolt 231 extends along the width direction of the guard rail 2, penetrates the guard rail 2 and the second vertical wall 221, and the end of the fifth bolt 231 close to the second vertical wall 221 is located in the second limiting groove. The second limiting groove is coaxial with the fifth bolt 231, and the size of the second limiting groove is set according to the size of the fifth bolt 231. Further comprising but not limited to setting the fifth bolt 231 as a half-round head square neck bolt, wherein the end of the fifth bolt 231 is embedded in the second limiting groove to limit the rotation of the fifth bolt 231 relative to the second vertical wall 221.

[0105] The first adjusting piece 8 comprises but is not limited to a rectangular plate structure, and at least two first adjusting pieces 8 with different thicknesses are arranged. The cross section of the stop block 7 comprises but is not limited to a right trapezoidal shape, wherein the two straight sides of the cross section abut against one side of the first adjusting piece 8 away from the base 141. The cover plate 9 comprises but is not limited to a rectangular plate structure, and Q235 steel plate is used.

[0106] The rail system further comprises a fourth connecting assembly 64 and a second adjusting piece 65, which are symmetrically arranged on the side of the stop block 7 away from the working rail 1 and on the side of the mounting table 21 away from the guard rail 2. The fourth connecting assembly 64 comprises a sixth bolt 641, which penetrates the cushion assembly 6 in the vertical direction and extends into the interior of the frog 3. The second adjusting piece 65 comprises but is not limited to a two-layer structure integrated by a non-metallic layer and a metallic layer, wherein the metallic layer abuts against the cushion plate assembly, the non-metallic layer abuts against the sixth bolt 641, and at least two groups of second adjusting pieces 65 with different thicknesses are arranged.

[0107] The rail system further comprises a third adjusting piece 24 arranged between the second vertical wall 221 and the guard rail 2, which comprises but is not limited to a rectangular plate structure, wherein the height of the third adjusting piece 24 is set to be the same as the height of the second vertical wall 221, the thickness of the third adjusting piece 24 is set to be less than the thickness of the second vertical wall 221, and at least two third adjusting pieces 24 with different thicknesses are arranged.

[0108] In addition, the base 141 is provided with a mounting groove 1411 on the side close to the cushion plate assembly. The first connecting assembly 15 further comprises a positioning plate 154 embedded in the mounting groove 1411, and the positioning plate 154 is fixed to the cushion plate assembly by welding. The positioning plate 154 is provided with a cavity part for the first bolt 151 and the third bolt 152 to penetrate.

[0109] In such an embodiment, first, the second support 22 is arranged to facilitate limiting the shifting of the guard rail 2 along the width direction of the guard rail 2, wherein the contact between the second vertical wall 221 and the guard rail 2 facilitates the dispersion of the pressing force of the fifth bolt 231 to the surroundings, helps to improve the dispersion uniformity of the contact stress of the guard rail 2, reduces the local stress peak of the guard rail 2, helps to avoid the deformation caused by the excessive local stress of the guard rail 2, helps to improve the position stability of the guard rail 2, reduces the attitude deviation of the guard rail 2, and improves the reliability of the guard rail 2 in guiding the train wheelset 5. Second, the three-layer structure of the pad assembly 6 facilitates buffering the vibration from the train wheelset 5, improves the installation stability of the working rail 1 and the guard rail 2, and facilitates adjusting the installation height of the working rail 1 and the guard rail 2. Then, by replacing the first adjusting member 8, the second adjusting member 65, or the third adjusting member 24 with different thicknesses, the distribution position of the working rail 1 and the guard rail 2 along the width direction of the working rail 1 and the guard rail 2 can be adjusted, the spacing between the working rail 1 and the guard rail 2, between two adjacent guard rails 2, or between the working rail 1 and the train wheelset 5 can be adjusted, the working rail 1 and the guard rail 2 can be adapted to the position and attitude of the train wheelset 5, and the poor contact between the working rail 1 and the train wheelset 5 can be further reduced to facilitate reducing the rail-wheel wear.

[0110] Therefore, according to the track system provided by the present disclosure, the non-contact online automatic detection of the train wheelset special track is used, and the first support 14 helps to stabilize the working rail 1 and the second support 22 helps to stabilize the guard rail 2, which facilitates ensuring that the train wheelset 5 passes through the transition area from the normal running area and finally smoothly enters the detection area, and provides reliable technical support for the detection of the train wheelset 5.

[0111] The above describes the embodiments of the present disclosure. However, these embodiments are only for illustrative purposes, and are not intended to limit the scope of the present disclosure. Although each embodiment is described above, this does not mean that the measures in each embodiment cannot be used advantageously in combination. The scope of the present disclosure is defined by the appended claims and their equivalents. Without departing from the scope of the present disclosure, those skilled in the art can make various substitutions and modifications, which should all fall within the scope of the present disclosure.

Claims

1. A non-contact online automatic inspection track for train wheelsets, characterized in that, include: A pair of working rails (1) are installed on the turnout sleepers (3); A pair of guard rails (2) are disposed inside the pair of working rails (1) and are arranged parallel to and spaced apart from the working rails (1); Along the extension direction of the working rail (1), the working rail (1) includes a normal travel section (11) and a transition section (12) that are arranged sequentially and integrally formed. The normal travel section (11) includes a first head (111), a first waist (112) and a first bottom (113) from top to bottom. The distance between the first head (111) and the guard rail (2) is configured as a first distance. The transition section (12) includes a second head (121), a second waist (122) and a second bottom (123). The width of the second head (121) is greater than the width of the first head (111), and the distance between the second head (121) and the guard rail (2) is configured as the first distance.

2. The non-contact online automatic inspection track for train wheelsets according to claim 1, characterized in that, The top surface of the working rail (1) supports the tread (51) of the train wheelset (5), and the guard rail (2) can ensure the normal operation of the train wheelset (5) by laterally limiting the wheel flange (52) of the train wheelset (5). The working rail (1) also includes: The detection section (13) is integrally disposed on the side of the transition section (12) opposite to the normal driving section (11). The detection section (13) includes a third head (131), a third waist (132) and a third bottom (133). The width of the third head (131) is smaller than the width of the second head (121), and the distance between the third head (131) and the guard rail (2) is configured as the second distance, which is greater than the first distance.

3. The non-contact online automatic detection track for train wheelsets according to claim 2, characterized in that, Also includes: The detection device (4) is located in the second spacing and is located below and spaced apart from the tread (51). The detection device (4) is configured to detect the tread (51) and the wheel flange (52) in a non-contact manner.

4. The non-contact online automatic inspection track for train wheelsets according to claim 1, characterized in that, The working rail (1) is a one-piece welded structure along the vertical direction; The width of the second waist (122) is greater than the width of the first waist (112), and the width of the second bottom (123) is greater than the width of the first bottom (113).

5. The non-contact online automatic inspection track for train wheelsets according to claim 1, characterized in that, The second head (121) forms a guide portion (1211) on one side of the guard rail (2) along the width direction. The top surface of the guide portion (1211) is inclined from the inside to the outside and forms a first inclination angle relative to the fork sleeper (3).

6. The non-contact online automatic inspection track for train wheelsets according to claim 5, characterized in that, The top surface of the receiving part (1211) is continuously formed with the top surface of the first head (111).

7. The non-contact online automatic inspection track for train wheelsets according to claim 5, characterized in that, The second head (121) forms a guide portion (1212) on the side away from the guard rail (2) in the width direction; In this case, the top surface of the guide portion (1212) at the connection position between the second head (121) and the third head (131) is higher than the top surface of the receiving portion (1211) to form a stepped structure.

8. The non-contact online automatic inspection track for train wheelsets according to claim 7, characterized in that, The top surface of the guide portion (1212) is continuously formed with the top surface of the third head (131).

9. The non-contact online automatic inspection track for train wheelsets according to claim 7, characterized in that, The top surface of the third head (131) is configured to be at a second inclination angle relative to the fork rest (3) from the inside to the outside, and the guide portion (1212) at the connection position of the second head (121) and the third head (131) forms the second inclination angle.

10. The non-contact online automatic inspection track for train wheelsets according to claim 7, characterized in that, The top surface of the guide portion (1212) at the connection position between the first head (111) and the second head (121) is lower than the top surface of the receiving portion (1211).

11. A track system, characterized in that, include: The non-contact online automatic inspection track for train wheelsets according to any one of claims 1-10; The first support member (14) includes an integrally formed base (141) and a first vertical wall (142). The base (141) is detachably fixed to the fork sleeper (3) by a first connecting component (15). The first vertical wall (142) is detachably pressed against the side of the working rail (1) away from the guard rail (2) in the width direction by a second connecting component (16).

12. The orbital system according to claim 11, characterized in that, The first connecting assembly (15) includes a first bolt (151), and the second connecting assembly (16) includes a second bolt (161); The first bolt (151) passes vertically through the base (141) and extends into the interior of the fork sleeper (3), while the second bolt (161) extends along the width of the working rail (1) and passes through the first vertical wall (142) and the working rail (1).

13. The orbital system according to claim 11, characterized in that, The end face of the first vertical wall (142) is continuously formed with the end face of the base (141), and the first support member (14) further includes: The clamp (143) is integrally disposed on the side of the first vertical wall (142) away from the base (141) and symmetrically disposed on both sides of the working rail (1) along the width direction.

14. The orbital system according to claim 11, characterized in that, Also includes: A pad assembly (6) is located between the working rail (1) and the turnout sleeper (3), and the end of the base (141) near the turnout sleeper (3) abuts against the pad assembly (6); The mounting platform (21) is fixed between the guard rail (2) and the pad assembly (6); The second support member (22) abuts against the mounting platform (21) at one end near the mounting platform (21) and is detachably pressed against the side of the guard rail (2) away from the working rail (1) in the width direction by the third connecting component (23).

15. The orbital system according to claim 14, characterized in that, Also includes: The stop block (7) is fixed on the pad assembly (6) and is located on the side of the base (141) away from the first vertical wall (142); A first adjusting member (8) is disposed between the stop (7) and the base (141); A cover plate (9) is disposed at one end of the stop (7) and the base (141) away from the pad assembly (6) and covers the first adjustment member (8).

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