Steel rail profile abrasion detection device and detection engineering vehicle

Abstract

The utility model provides a steel rail profile abrasion detection device and a detection engineering van, comprising two detection boxes, the detection boxes define a detection cavity facing an opening of a steel rail, the detection cavity is internally provided with a detection element, the detection element detects the profile of the steel rail through the opening, the number of the detection boxes is two, and the two detection boxes are respectively used for detecting the two steel rails arranged in parallel; the connecting beam is respectively connected with the two detection boxes; the number of the mounting seats is two, and the two mounting seats are arranged at the two ends, in the length direction of the connecting beam, of the connecting beam correspondingly and used for being connected with a vehicle body of the detection engineering vehicle. According to the steel rail profile abrasion detection device, the profile abrasion state of the steel rail can be detected in real time in the running process of a vehicle, manual abrasion detection is replaced, the detection efficiency and the detection precision are improved, the omission ratio is reduced, in addition, potential safety hazards of railway inspection personnel can be reduced, and the labor intensity is reduced.

Description

Technical Field

[0001] The utility model relates to the technical field of rail detection, in particular to a rail profile wear detection device and a detection engineering vehicle. Background Art

[0002] With the development of society, railway transportation has become an increasingly important mode of transportation, and railway safety is the premise and foundation of railway transportation. With the increase of railway operation time, the wear of rails is also increasing. If the rail profile is abnormally worn, it may cause abnormal wheel-rail contact and increase the additional dynamic load of the track, affecting the stability of train operation and the comfort of passengers. Therefore, it is necessary to promptly detect the damage of the rail profile and take corresponding measures such as grinding.

[0003] However, at present, most rail wear detection in actual operating lines is still mainly based on manual inspection. On the one hand, there are problems such as poor detection stability, high missed detection rate, and low detection efficiency. On the other hand, the labor intensity of railway inspection personnel is relatively high, and there are also major safety hazards. Utility Model Content

[0004] In view of the above problems, the utility model provides a rail profile wear detection device and a detection engineering vehicle. By arranging the detection elements on the detection engineering vehicle, the profile wear state of the rail can be detected in real time during the movement of the detection vehicle. Compared with manual detection, the detection efficiency and detection accuracy are improved, and safety hazards can also be reduced.

[0005] The utility model provides a rail profile wear detection device, comprising: a detection box, the detection box defines a detection cavity opening toward the rail, a detection element is arranged in the detection cavity, the detection element detects the profile of the rail through the opening, there are two detection boxes, the two detection boxes are respectively used to detect two parallel arranged rails; a connecting beam, the connecting beam is respectively connected to the two detection boxes; there are two mounting seats, the two mounting seats are respectively arranged at both ends of the connecting beam along its own length direction, and are used to be connected to the body of a detection engineering vehicle.

[0006] According to the rail profile wear detection device of the utility model, the detection box is arranged on the connecting beam, and the connecting beam is connected to the detection engineering vehicle through the mounting seat, so that the detection element can detect the profile wear state of the rail in real time during the movement of the detection vehicle. In this way, the automation degree of the detection operation is improved, and the wear detection is replaced by manual work, which improves the detection efficiency and detection accuracy, reduces the missed detection rate, and also reduces the safety hazards of railway inspection personnel and reduces the labor intensity. Moreover, the detection element is arranged in the detection cavity of the detection box, which can better protect the detection element.

[0007] According to some embodiments of the utility model, the detection box is located on the upper side of the rail, the opening is located at the bottom of the detection box, the detection box has a top wall and side walls respectively located at both ends of the top wall, the two side walls are respectively located on both sides of the rail along the width direction, the detection elements are multiple, and the multiple detection elements are respectively arranged at the corners of the side walls and the top wall, and are arranged obliquely toward the rail.

[0008] In some embodiments, the detection box includes: a top shell, the top shell includes a horizontal section, a bending section and a vertical section, there are two vertical sections and two bending sections, the bending section and the vertical section are arranged in sequence on both sides of the horizontal section along the width direction of the rail, the bending section is opposite to the rail, the detection element is arranged in the bending section, and the horizontal section is connected to the connecting beam.

[0009] Optionally, the detection box further includes: a fixed support plate, one end of which is connected to the horizontal section, and the other end of which is connected to the vertical section, the fixed support plate and the top shell together define a protection space, and the detection element is located in the protection space.

[0010] Optionally, the detection box further comprises: a protection plate, which is disposed around the periphery of the top shell and connected to the top shell; and a shielding plate, which is disposed around the lower edge of the protection plate and connected to the protection plate.

[0011] According to some embodiments of the utility model, the connecting beam includes: a crossbeam, which extends along the width direction of the rail; a connecting vertical pipe, two of which correspond one-to-one to the detection boxes, and the upper ends of the connecting vertical pipes are connected to the crossbeam; and a connecting plate, which corresponds one-to-one to the connecting vertical pipes, and the connecting plates are respectively connected to the lower ends of the connecting vertical pipes and the detection box.

[0012] Optionally, the mounting base includes: a base plate and a back plate, the base plate is located on the front side of the back plate and connected to the bottom end of the back plate, the base plate and the back plate are perpendicular to each other and jointly define an installation space, and both ends of the connecting beam are located in the installation space and connected to the mounting base.

[0013] Optionally, the connecting beam includes fixed seats respectively located at both ends of the cross beam, the fixed seats are arranged in the installation space, and the fixed seats include: a connecting section and a supporting section, the connecting section is connected to the back plate, the supporting sections are two, the two supporting sections are respectively located on both sides of the connecting section along the width direction of the rail, and the bottom ends of the supporting sections are supported on the bottom plate.

[0014] According to some embodiments of the utility model, the rail profile wear detection device also includes: a first lifting ring, which is arranged on the connecting beam and connected to the vehicle body through a lifting rope; and a second lifting ring, which is arranged on the detection box and connected to the vehicle body through a lifting rope.

[0015] According to some embodiments of the utility model, the rail profile wear detection device also includes: a first buffer pad, which is arranged between the connecting beam and the detection box; and a second buffer pad, which is arranged between the connecting beam and the mounting seat.

[0016] The second aspect of the utility model provides an inspection engineering vehicle, comprising: a vehicle body, the vehicle body is suitable for running along rails; the rail profile wear detection device according to the first aspect of the utility model, the rail profile wear detection device is arranged on the vehicle body.

[0017] According to the inspection engineering vehicle of the utility model, by setting the rail profile wear detection device of the first aspect mentioned above, the profile wear state of the rail can be detected in real time during the travel process, the degree of automation of the detection operation is improved, the detection efficiency and detection accuracy are improved, the missed detection rate is reduced, and the safety hazards of railway inspection personnel can also be reduced and the labor intensity is reduced. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] In order to more clearly illustrate the embodiments of the present application or the technical solutions in the prior art, a brief introduction will be given below to the drawings required for use in the embodiments or the description of the prior art. Obviously, the drawings described below are some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative work.

[0019] Figure 1 A schematic structural diagram of a rail profile wear detection device according to an embodiment of the utility model at one angle;

[0020] Figure 2 This is a schematic structural diagram from another angle of the rail profile wear detection device according to an embodiment of the utility model.

[0021] Description of reference numerals:

[0022] 100- Rail profile wear detection device;

[0023] 1-detection box; 11-top shell; 111-horizontal section; 112-bending section; 113-vertical section; 12-fixed support plate; 13-protection plate; 14-shielding plate; 15-detection element; 16-end plate;

[0024] 2-connecting beam; 21-cross beam; 22-connecting vertical pipe; 23-connecting plate; 24-reinforcement rib plate; 25-fixing seat; 251-connecting section; 252-supporting section;

[0025] 3-mounting seat; 31-bottom plate; 32-back plate;

[0026] 4-wire tube; 5-first lifting ring; 6-second lifting ring; 7-first buffer pad; 8-second buffer pad;

[0027] 200-rail. DETAILED DESCRIPTION

[0028] In order to make the above-mentioned purposes, features and advantages of the embodiments of the present application more obvious and understandable, the technical solutions in the embodiments of the present application will be clearly and completely described below in conjunction with the drawings in the embodiments of the present application. Obviously, the described embodiments are only part of the embodiments of the present application, not all of the embodiments. Based on the embodiments in the present application, all other embodiments obtained by ordinary technicians in this field without creative work belong to the scope of protection of this application.

[0029] With the development of society, railway transportation has become an increasingly important mode of transportation, and railway safety is the premise and foundation of railway transportation. With the increase of railway operation time, the wear of rails is also increasing. If the rail profile is abnormally worn, it may cause abnormal wheel-rail contact and increase the additional dynamic load of the track, affecting the stability of train operation and the comfort of passengers. Therefore, it is necessary to promptly detect the damage of the rail profile and take corresponding measures such as grinding.

[0030] However, at present, most rail wear detection in actual operating lines is still mainly based on manual inspection. On the one hand, there are problems such as poor detection stability, high missed detection rate, and low detection efficiency. On the other hand, the labor intensity of railway inspection personnel is relatively high, and there are also major safety hazards.

[0031] In view of this, the utility model provides a rail profile wear detection device and a detection engineering vehicle. By arranging the detection element on the detection engineering vehicle, the profile wear state of the rail can be detected in real time during the movement of the detection vehicle. Compared with manual detection, the detection efficiency and detection accuracy are improved, and safety hazards can also be reduced.

[0032] Reference below Figure 1 and Figure 2 A rail profile wear detection device 100 according to an embodiment of the first aspect of the utility model is described.

[0033] The rail profile wear detection device 100 of the embodiment of the utility model may include: a detection box 1, a connecting beam 2 and a mounting seat 3.

[0034] Specifically, refer to Figure 1 The detection box 1 can be roughly constructed as a square box. The detection box 1 defines a detection cavity, which is open to one side of the rail 200. A detection element 15 is arranged in the detection cavity. For example, when the detection box 1 is located on the upper side of the rail 200, an opening can be arranged at the bottom of the detection box 1; when the detection box 1 is located on the horizontal side of the rail 200, an opening can be arranged on the side wall of the detection box 1. The detection element 15 can be a profile detection sensor. Of course, the utility model is not limited to this. The model of the detection element 15 can be reasonably selected according to needs. The detection element 15 can detect the profile of the rail 200 through the opening on the detection box 1, so that the detection box 1 can protect the detection element 15.

[0035] There are two detection boxes 1, and the two detection boxes 1 are respectively used to detect two parallel arranged rails 200. The connecting beam 2 is respectively connected to the two detection boxes 1, for example, when the connecting beam 2 is arranged on the upper side of the two detection boxes 1, it can be connected to the top wall of the detection box 1, and when the connecting beam 2 is arranged between the two detection boxes 1, it can be connected to the side wall of the detection box 1.

[0036] There are two mounting seats 3, which are respectively arranged at the two ends of the connecting beam 2 along its own length direction and connected to the body of the inspection engineering vehicle. For example, the mounting seat 3 can be connected to the bogie part of the body of the inspection engineering vehicle. In this way, the inspection box 1 can be installed on the track inspection engineering vehicle, and the profile wear state of the rail 200 can be detected in real time during the movement of the inspection engineering vehicle.

[0037] According to the rail profile wear detection device 100 of the embodiment of the utility model, the detection box 1 is arranged on the connecting beam 2, and the connecting beam 2 is connected to the detection engineering vehicle through the mounting seat 3, so that the detection element 15 can detect the profile wear state of the rail 200 in real time during the movement of the vehicle. In this way, the degree of automation of the detection operation is improved, and the wear detection is replaced by manual work, which improves the detection efficiency and detection accuracy, reduces the missed detection rate, and also reduces the safety hazards of railway inspection personnel and reduces the labor intensity. Moreover, the detection element 15 is arranged in the detection cavity of the detection box 1, which can better protect the detection element 15.

[0038] According to some embodiments of the present invention, reference Figure 2The detection box 1 can be arranged on the upper side of the rail 200, and the opening is located at the bottom of the detection box 1. The detection box 1 has a top wall and two side walls, and the two side walls are respectively located on both sides of the rail 200 along the width direction (such as the left and right direction). There can be multiple detection elements 15, and the multiple detection elements 15 are respectively arranged at the corners of the side walls and the top wall, and in the horizontal reference plane, the projection of the detection element 15 is spaced apart from the projection of the rail 200, and the detection element 15 is arranged obliquely toward the rail 200. For example, the detection element 15 is arranged downward and obliquely toward the rail 200. In this way, during the movement of the detection engineering vehicle, the detection element 15 can detect the wear of the upper edges on both sides of the rail 200 in real time, and since the detection element 15 is located on the oblique upper side of the rail 200, it can avoid collision with the rail 200.

[0039] In some embodiments, reference Figure 2 , the detection box 1 may include: a top shell 11. Specifically, the top shell 11 may include a horizontal section 111, a bending section 112 and a vertical section 113. For example, the top shell 11 may be formed into the horizontal section 111, the vertical section 113 and the bending section 112 by a bending process. Among them, the horizontal section 111 is located in the middle of the top shell 11 along its own length direction (i.e., the width direction of the rail 200), and there are two vertical sections 113 and two bending sections 112. The bending section 112 and the vertical section 113 are arranged on both sides of the horizontal section 111 along the width direction of the rail 200, respectively. The bending section 112 is inclined opposite to the rail 200. The detection element 15 is arranged in the bending section 112. The horizontal section 111 is connected to the connecting beam 2. For example, the horizontal section 111 can be bolted to the connecting beam 2. In this way, by obliquely arranging the detection element 15 on the bending section 112 of the top shell 11, a suitable detection angle can be provided for the detection element 15 to facilitate profile detection of the rail 200, and the vertical section 113 can provide lateral protection for the detection element 15. In addition, the top shell 11 has a simple structure and is easy to process.

[0040] For example Figure 2 As shown, the horizontal section 111 is located directly above the rail 200, and the rail 200 is in the middle of the horizontal section 111 along the length direction. The bending section 112 extends downwardly with respect to the horizontal section 111. The cross section of the bending section 112 can be a straight line. Of course, the utility model is not limited to this. The cross section of the bending section 112 can also be a curved arc. The bending section 112 is inclined relative to the edge of the rail 200 on its side. The vertical section 113 is connected to the end of the bending section 112 away from the horizontal section 111. The bottom end of the vertical section 113 is lower than the lower end of the detection element 15. A connecting hole such as a bolt hole can be formed on the bending section 112. The detection element 15 is connected to the top shell 11 through a fastener passing through the connecting hole. In this way, the detection element 15 has a simple layout and is easy to assemble. At the same time, the top shell 11 has a simple structure and is easy to form.

[0041] Optionally, refer to Figure 1 The detection box 1 may further include an end plate 16, wherein there are two end plates 16, which are respectively arranged on both sides of the top shell 11 along the length direction of the rail 200 (such as the front-to-back direction), and the extension direction of the upper edge of the end plate 16 is adapted to the extension direction of the top shell 11. The end plate 16 can be welded to the top shell 11, so that the end plate 16 can separate the detection cavity from the outside and better protect the detection element 15.

[0042] Optionally, refer to Figure 2 The detection box 1 may further include: a fixed support plate 12. One end of the fixed support plate 12 is connected to the horizontal section 111, and the other end is connected to the vertical section 113. The fixed support plate 12 and the top shell 11 together define a protection space, and the detection element 15 is located in the protection space, for example Figure 2 As shown, the fixed support plate 12 includes a first section and a second section, the first section extends in a vertical direction, and the second section extends in a horizontal direction, the top end of the first section is connected to the horizontal section 111, and the bottom end is connected to the second section, and the other end of the second section is connected to the vertical section 113 of the top shell 11, and a detection port for avoiding the detection element 15 can be formed at the connection between the first section and the second section, and the fixed support plate 12 and the top shell 11 jointly define a protection space, and the detection element 15 is located in the protection space. In this way, by setting the fixed support plate 12, the installation stability of the detection element 15 can be improved, and at the same time, the detection element 15 can be better protected.

[0043] Optionally, refer to Figure 1 The detection box 1 may further include: a protection plate 13. Specifically, the protection plate 13 is arranged around the periphery of the top shell 11, wherein the upper edges of the two protection plates 13 arranged opposite to each other along the width direction of the rail 200 can be screwed to the lower edges of the two vertical sections 113 of the top shell 11, respectively, and the upper edges of the two protection plates 13 arranged opposite to each other along the length direction of the rail 200 can be screwed to the lower edges of the two end plates 16, respectively. Providing the protection plate 13 can increase the distance between the bottom end of the detection box 1 and the detection element 15, thereby better protecting the detection element 15.

[0044] Optionally, the protection plate 13 is a metal piece, for example, the protection plate 13 may be a steel plate. In this way, the protection plate 13 has a higher structural strength and can better withstand collisions and protect the detection element 15 .

[0045] In some embodiments, reference Figure 1 and Figure 2 The detection box 1 may further include: a shielding plate 14, which is arranged around the lower edge of the protection plate 13 and connected to the protection plate 13. For example, the upper edge of the shielding plate 14 may be screwed to the lower edge of the protection plate 13. In this way, the shielding plate 14 may play the role of shading and blocking mud.

[0046] In a specific example, the shielding plate 14 may be a rubber plate, so that the shielding plate 14 has a certain elasticity and can prevent collision with the rail 200 .

[0047] According to some embodiments of the present invention, Figure 1 and Figure 2 The connecting beam 2 may include: a cross beam 21, a connecting vertical pipe 22 and a connecting plate 23. The cross beam 21 extends along the width direction (such as the left-right direction) of the rail 200, and the cross beam 21 may be in a square tube shape or a round tube shape, so that the cross beam 21 has a high structural strength.

[0048] There are two connecting vertical pipes 22 corresponding one to one with the detection boxes 1, and the connecting plates 23 correspond one to one with the connecting vertical pipes 22. The upper ends of the connecting vertical pipes 22 are connected to the cross beam 21, and the connecting plates 23 are connected to the lower ends of the connecting vertical pipes 22. The connecting plates 23 are flat plates, and the connecting plates 23 are connected to the detection boxes 1. For example, the connecting plates 23 can be bolted to the horizontal section 111 of the top shell 11 of the detection box 1. In this way, the connecting beams 2 located on the upper sides of the detection boxes 1 can be respectively connected to the two detection boxes 1, and then the detection boxes 1 can be installed on the detection engineering vehicle.

[0049] Optionally, a plurality of reinforcing ribs 24 are provided between the vertical connecting tube 22 and the connecting plate 23 , and the plurality of reinforcing ribs 24 are arranged at intervals along the circumference of the vertical connecting tube 22 to increase the connection strength between the vertical connecting tube 22 and the connecting plate 23 , thereby ensuring the installation reliability of the detection box 1 .

[0050] Optionally, combined Figure 1 The rail profile wear detection device 100 may further include: a wire tube 4. Specifically, a wire outlet hole is formed on the detection box 1, and the wire tube 4 is passed through the wire outlet hole. For example, the wire outlet hole can be opened in the top shell 11. The connecting wire harness is located in the wire tube 4, and the detection element 15 is connected to the control device provided on the detection engineering vehicle, so that the detection result of the detection element 15 is transmitted back to the control device.

[0051] Optionally, combined Figure 1 A wire harness buckle can be provided on the crossbeam 21, and the part of the wire tube 4 located outside the detection box 1 can be clamped in the wire harness buckle, so as to better fix the wire tube 4 and the connecting wire harness, reduce shaking, and ensure the reliability of information transmission.

[0052] Optionally, refer to Figure 1 The mounting seat 3 may include: a bottom plate 31 and a back plate 32. The bottom plate 31 is located at the front side of the back plate 32, the bottom plate 31 is connected to the bottom end of the back plate 32, and the bottom plate 31 and the back plate 32 are perpendicular to each other. In this way, the cross section of the mounting seat 3 is L-shaped, and the bottom plate 31 and the back plate 32 can jointly define an installation space. Both ends of the connecting beam 2 are located in the corresponding installation space and are connected to the mounting seat 3.

[0053] Optionally, refer to Figure 1 The connecting beam 2 also includes a fixing seat 25, and there are two fixing seats 25, which are respectively located at both ends of the cross beam 21, and the fixing seats 25 are arranged in the installation space. The fixing seats 25 may include: a connecting section 251 and a supporting section 252, wherein the connecting section 251 is a vertical plate parallel to the back plate 32, and the connecting section 251 is connected to the back plate 32, such as bolted, and the supporting section 252 is a vertical plate perpendicular to both the back plate 32 and the bottom plate 31. There are two supporting sections 252, which are respectively located on both sides of the connecting section 251 along the width direction of the rail 200, and the bottom end of the supporting section 252 is supported on the bottom plate 31. In this way, the connecting beam 2 can be connected to the mounting seat 3 through the connecting section 251, and the connecting beam 2 can be better supported through the supporting section 252. In addition, the fixing seat 25 has a simple structure and is easy to process and form.

[0054] Optionally, the fixing seat 25 can be formed by performing a double-sided bending process on the plate, so that the fixing seat 25 has a simple molding process and low cost.

[0055] Optionally, refer to Figure 1 The cross beam 21 and the bottom plate 31 can be connected by bolts. For example, a portion of the cross beam 21 located between the two support sections 252 can be formed with a bolt connection hole, and a matching connection hole can be formed on the bottom plate 31 of the mounting seat 3. The matching connection holes correspond to the bolt connection holes one by one. The cross beam 21 and the bottom plate 31 can be connected by fasteners passing through the bolt connection holes and the matching connection holes in sequence. In this way, the connection strength between the connecting beam 2 and the mounting seat 3 can be further improved, thereby ensuring the installation reliability of the detection box 1.

[0056] In some embodiments, support holes are formed on both support sections 252. The support holes on the two support sections 252 are arranged relatively to each other along the width direction of the rail 200. The support holes are adapted to the cross-section of the beam 21. The support holes penetrate the support sections 252 along the width direction of the rail 200. The ends of the beam 21 are sequentially passed through the two support holes. In this way, the connection stability between the fixing seat 25 and the beam 21 can be improved to further increase the installation reliability of the detection box 1.

[0057] According to some embodiments of the present invention, reference Figure 1 and Figure 2The rail profile wear detection device 100 may further include: a first lifting ring 5 and a second lifting ring 6. The first lifting ring 5 is arranged on the connecting beam 2, and the first lifting ring 5 is connected to the body of the detection engineering vehicle through a lifting rope, and the second lifting ring 6 is arranged on the detection box 1, and the second lifting ring 6 is connected to the body of the detection engineering vehicle through a lifting rope. For example, there may be multiple first lifting rings 5, and multiple first lifting rings 5 ​​may be arranged on the crossbeam 21 at intervals along the width direction of the rail 200, and each detection box 1 is provided with at least one second lifting ring 6. In this way, by providing the first lifting ring 5 and the second lifting ring 6, the rail profile wear detection device 100 can be connected to the vehicle body through a lifting rope such as a wire rope, so as to avoid the falling off of components caused by the loose connection between the mounting seat 3 and the connecting beam 2, so as to further improve the reliability of the rail profile wear detection device 100.

[0058] According to some embodiments of the present invention, reference Figure 2 The rail profile wear detection device 100 may also include: a first buffer pad 7 and a second buffer pad 8, wherein the first buffer pad 7 is arranged between the connecting beam 2 and the detection box 1, and the second buffer pad 8 is arranged between the connecting beam 2 and the mounting seat 3. For example, as shown in the figure, the first buffer pad 7 is arranged between the connecting plate 23 of the connecting beam 2 and the top shell 11 of the detection box 1, and the second buffer pad 8 is arranged between the bottom plate 31 of the mounting seat 3 and the fixed seat 25. In this way, by arranging the first buffer pad 7 and the second buffer pad 8, the vibration transmitted from the bogie can be buffered, the influence of the vibration on the detection result can be reduced, and at the same time, the risk of the detection element 15 being damaged by the vibration can be reduced.

[0059] The following describes an inspection engineering vehicle according to an embodiment of the second aspect of the utility model.

[0060] The inspection engineering vehicle of this embodiment may include: a vehicle body and the rail profile wear inspection device 100 in the above-mentioned embodiment.

[0061] Specifically, the vehicle body is suitable for traveling along the rail 200, and the rail profile wear detection device 100 is arranged on the vehicle body. For example, the rail profile wear detection device 100 can be connected to the bogie part of the vehicle body through the mounting seats 3 at both ends of the connecting beam 2, so that the detection box 1 can be installed on the track detection engineering vehicle, and the profile wear state of the rail 200 can be detected in real time during the running of the detection engineering vehicle.

[0062] According to the inspection engineering vehicle of the embodiment of the utility model, by setting the rail profile wear detection device 100 in the above embodiment, the profile wear state of the rail 200 can be detected in real time during the travel process, the degree of automation of the detection operation is improved, the detection efficiency and detection accuracy are improved, the missed detection rate is reduced, and the safety hazards of railway inspection personnel can also be reduced, and the labor intensity can be reduced.

[0063] It should be noted that the embodiments represented by "one embodiment", "an embodiment", "an exemplary embodiment", "some embodiments", etc. mentioned in the specification may include specific features, structures or characteristics, but not every embodiment may include the specific features, structures or characteristics. In addition, such phrases do not necessarily refer to the same embodiment. In addition, when describing specific features, structures or characteristics in conjunction with an embodiment, it is within the knowledge of those skilled in the art to implement such features, structures or characteristics in conjunction with other embodiments that are explicitly or not explicitly described.

[0064] In general, terms should be understood, at least in part, by the context in which they are used. For example, the term "one or more" as used herein may be used to describe any feature, structure, or characteristic in a singular sense, or may be used to describe a combination of features, structures, or characteristics in a plural sense, depending, at least in part, on the context. Similarly, terms such as "a," "an," or "the" may also be understood to convey singular usage or to convey plural usage, depending, at least in part, on the context.

[0065] It should be easily understood that “on,” “above,” and “over” in the present disclosure should be interpreted in the broadest manner, so that “on” not only means “directly on something,” but also includes the meaning of “on something” with intervening features or layers therebetween, and “above” or “over” not only includes the meaning of “above” or “over,” but also may include the meaning of “above” or “over something” with no intervening features or layers therebetween (i.e., directly on something).

[0066] In addition, spatially relative terms, such as "below," "below," "beneath," "above," "above," etc., may be used herein for ease of description to describe the relationship of one element or feature relative to other elements or features as shown in the figures. Spatially relative terms are intended to encompass different orientations of the device in use or operation in addition to the orientation shown in the figures. The device may have other orientations (rotated 90 degrees or at other orientations), and the spatially relative descriptors used herein may likewise be interpreted accordingly.

[0067] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present application, rather than to limit it. Although the present application has been described in detail with reference to the aforementioned embodiments, those skilled in the art should understand that they can still modify the technical solutions described in the aforementioned embodiments, or replace some or all of the technical features therein with equivalents. However, these modifications or replacements do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of the present application.

Claims

1. A rail profile wear detection device, characterized in that: include: A detection box, wherein the detection box defines a detection cavity opening toward the rail, wherein a detection element is disposed in the detection cavity, and wherein the detection element detects the profile of the rail through the opening, wherein there are two detection boxes, and the two detection boxes are respectively used to detect the two rails arranged in parallel; A connecting beam, wherein the connecting beam is connected to the two detection boxes respectively; The mounting seat is two in number, and the two mounting seats are respectively arranged at the two ends of the connecting beam along its own length direction, and are used to be connected to the body of the inspection engineering vehicle.

2. The rail profile wear detection device according to claim 1, characterized in that: The detection box is located on the upper side of the rail, the opening is located at the bottom of the detection box, the detection box has a top wall and side walls respectively located at both ends of the top wall, the two side walls are respectively located on both sides of the rail along the width direction, there are multiple detection elements, and the multiple detection elements are respectively arranged at the corners of the side walls and the top wall, and are arranged obliquely toward the rail.

3. The rail profile wear detection device according to claim 1, characterized in that: The detection kit comprises: The top shell includes a horizontal section, a bending section and a vertical section, there are two vertical sections and two bending sections, the bending section and the vertical section are arranged in sequence on both sides of the horizontal section along the width direction of the rail, the bending section is opposite to the rail, the detection element is arranged in the bending section, and the horizontal section is connected to the connecting beam.

4. The rail profile wear detection device according to claim 3, characterized in that: The detection box also includes: a fixed support plate, one end of which is connected to the horizontal section, and the other end of which is connected to the vertical section. The fixed support plate and the top shell together define a protection space, and the detection element is located in the protection space.

5. The rail profile wear detection device according to claim 3, characterized in that: The detection kit also includes: A protection plate, the protection plate is arranged around the periphery of the top shell and connected to the top shell; A shielding plate is arranged around the lower edge of the protection plate and connected to the protection plate.

6. The rail profile wear detection device according to claim 5, characterized in that: The connecting beam comprises: A crossbeam extending along the width direction of the rail; A connecting vertical pipe, wherein the connecting vertical pipes are two corresponding to the detection boxes one by one, and the upper ends of the connecting vertical pipes are connected to the crossbeam; A connecting plate, the connecting plate corresponds to the connecting vertical pipe one by one, and the connecting plate is respectively connected to the lower end of the connecting vertical pipe and the detection box.

7. The rail profile wear detection device according to claim 6, characterized in that: The mounting seat includes: a bottom plate and a back plate, the bottom plate is located on the front side of the back plate and connected to the bottom end of the back plate, the bottom plate and the back plate are perpendicular to each other and jointly define an installation space, and both ends of the connecting beam are located in the installation space and connected to the mounting seat.

8. The rail profile wear detection device according to claim 7, characterized in that: The connecting beam includes fixing seats respectively located at both ends of the cross beam, and the fixing seats are arranged in the installation space. The fixing seats include: a connecting section and a supporting section, the connecting section is connected to the back plate, and there are two supporting sections, which are respectively located on both sides of the connecting section along the width direction of the rail, and the bottom ends of the supporting sections are supported on the bottom plate.

9. The rail profile wear detection device according to any one of claims 1 to 8, characterized in that: Also includes: a first lifting ring, the first lifting ring being arranged on the connecting beam, and the first lifting ring being used to be connected to the vehicle body through a lifting rope; A second lifting ring, wherein the second lifting ring is arranged on the detection box, and the second lifting ring is used to be connected to the vehicle body through a lifting rope.

10. The rail profile wear detection device according to any one of claims 1 to 8, characterized in that: Also includes: A first buffer pad, the first buffer pad is arranged between the connecting beam and the detection box; A second buffer pad is arranged between the connecting beam and the mounting seat.

11. A detection engineering vehicle, characterized in that: include: A car body, wherein the car body is suitable for traveling along rails; According to any one of claims 1 to 10, the rail profile wear detection device is arranged on the vehicle body.

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