Detection device for internal cracks of subway track
Through the coordination of guide rod, third spring, mounting frame and rack, real-time position correction of the probe of the subway track detection device is achieved, solving the detection blind spot problem caused by probe deviation, and improving the integrity and accuracy of the detection.
Patent Information
- Application Number
- CN202421936382.4
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- Filing Date
- 2024-08-12
- Publication Date
- 2025-07-04
- Estimated Expiration
- 2034-08-12
AI Technical Summary
During the movement of the existing subway track detection device, the probe deviates from the ideal position, resulting in the sound beam not being able to fully cover the key areas of the track, forming detection blind spots, affecting the integrity of the detection.
The coordination between the guide rod, the third spring, the mounting frame, and the rack is adopted. The meshing of the gear plate and the rack, the centering guide wheel is squeezed to one side to ensure that the mounting frame is centered on the top of the rail, and real-time position correction of the probe is achieved.
It effectively avoids the probe from deviating from its ideal position during movement, ensures that the sound beam completely covers the key areas of the track, and improves the integrity and accuracy of detection.
Smart Images
Figure CN223059006U_ABST
Abstract
Description
Technical Field
[0001] The utility model relates to the technical field of subway track crack detection, and particularly relates to a detection device for internal cracks of subway tracks. Background Technique
[0002] The subway, also known as the underground railway, is an urban rail transit system mainly located underground and can also extend to the ground or elevated bridges. It is an important public transportation means in modern cities. Trains driven by electricity run on fixed tracks, providing passengers with fast, punctual and large-capacity transportation services. The advantages of the subway lie in its fast and convenient travel, large-capacity transportation, high punctuality rate, relatively independent right of way (reducing interference with other transportation modes), and environmental protection and energy-saving features. The world's first subway system was opened in London, UK in 1863, and the first subway line in China was put into operation in Beijing in 1969. With the accelerating development of urbanization, the subway has become an important infrastructure for many big cities to solve traffic congestion and promote urban development.
[0003] The subway track crack detection operation refers to the regular or irregular inspection and evaluation of possible cracks in the subway track system through rail flaw detection devices to ensure the integrity and safety of the track structure and prevent potential accidents caused by track cracks. This operation is a very important part of subway maintenance. Its main goal is to timely detect and handle crack problems to avoid further deterioration of track damage and affect the safety of train operation.
[0004] In the prior art, mobile rail flaw detection devices usually do not have the function of real-time correcting the probe position. The probe will deviate from the ideal position during movement, resulting in the sound beam not fully covering the key areas of the track, forming a detection blind area. Some defects located at or near the center of the rail top may be missed, affecting the integrity of the detection. Content of the Utility Model
[0005] The purpose of the utility model is to provide a detection device for internal cracks of subway tracks, which has the advantage of real-time correcting the probe position, and solves the problem that the probe deviates from the ideal position during movement, resulting in the sound beam not fully covering the key areas of the track, forming a detection blind area and affecting the integrity of the detection.
[0006] To achieve the above object, the present utility model provides the following technical solutions: A detection device for internal cracks in subway tracks, including a displacement mechanism. The displacement mechanism includes an electric drive chassis. On both sides of the electric drive chassis, a flaw detection mechanism is fixedly installed. The flaw detection mechanism includes a mounting frame. On one side of the mounting frame, a gear disk is rotatably installed. On both sides of the gear disk, racks are meshed and connected. At the bottom of the rack, a centering guide wheel is rotatably installed. On one side of one of the racks, a guide rod is fixedly installed. The guide rod is movably installed on one side of the mounting frame. A third spring is sleeved and installed on the outer wall of the guide rod.
[0007] Preferably, as a detection device for internal cracks in subway tracks of the present utility model, the flaw detection mechanism further includes a connecting block. A plurality of first sliding grooves are opened inside the connecting block. Inside the first sliding grooves, first limiting columns are movably installed. The first limiting columns are fixedly installed on the top of the electric drive chassis. The connecting block is movably installed on the top of the mounting frame.
[0008] Preferably, as a detection device for internal cracks in subway tracks of the present utility model, two planar guide wheels are rotatably installed at the bottom of the mounting frame. A first spring is fixedly installed on the top of the mounting frame. The first spring is fixedly installed at the bottom of the connecting block. Two flaw detection heads are fixedly installed at the bottom of the mounting frame.
[0009] Preferably, as a detection device for internal cracks in subway tracks of the present utility model, a cleaning brush is movably installed at the bottom of the mounting frame. A second spring is fixedly installed on the top of the cleaning brush. The second spring is fixedly installed at the bottom of the mounting frame.
[0010] Preferably, as a detection device for internal cracks in subway tracks of the present utility model, a baffle is fixedly installed on one side of the electric drive chassis. Two spotlights are fixedly installed on one side of the baffle. A reflective warning strip is fixedly installed on one side of the baffle.
[0011] Preferably, as a detection device for internal cracks in subway tracks of the present utility model, two seats are fixedly installed on the top of the electric drive chassis. At the bottom of the seat in the group away from the baffle, a storage box is fixedly installed. A storage rack is fixedly installed on one side of the baffle.
[0012] Preferably, as a detection device for internal cracks in subway tracks of the present utility model, a control box is fixedly installed on one side of the storage rack. A liquid crystal display screen is fixedly installed on the top of the control box.
[0013] Compared with the prior art, the beneficial effects of the present utility model are as follows:
[0014] 1. The utility model squeezes the center guide wheel to one side of the rail through the cooperation between the guide rod, the third spring, the mounting frame and the rack, and synchronously moves the other set of racks to one side of the rail through the cooperation between the toothed disc and the two sets of racks, and centers the mounting frame on the top of the rail. It has the advantage of real-time correction of the probe position function, and solves the problem that the probe deviates from the ideal position during movement, resulting in the sound beam not being able to completely cover the key area of the track, forming a detection blind spot, and affecting the integrity of the detection. BRIEF DESCRIPTION OF THE DRAWINGS
[0015] Figure 1 It is a schematic diagram of the three-dimensional structure of the utility model;
[0016] Figure 2 It is a structural schematic diagram of the displacement mechanism of the utility model;
[0017] Figure 3 It is a structural schematic diagram of the displacement mechanism of the utility model from another perspective;
[0018] Figure 4 It is a structural schematic diagram of the flaw detection mechanism of the utility model;
[0019] Figure 5 It is a partial structural schematic diagram of the flaw detection mechanism of the utility model.
[0020] In the figure: 1. displacement mechanism; 101. electric drive chassis; 102. seat; 103. baffle; 104. spotlight; 105. reflective warning strip; 106. storage box; 107. control box; 108. LCD screen; 109. storage rack; 2. flaw detection mechanism; 201. connecting block; 202. first slide groove; 203. first limit column; 204. mounting frame; 205. first spring; 206. flaw detection head; 207. plane guide wheel; 208. cleaning brush; 209. second spring; 210. toothed disc; 211. rack; 212. center guide wheel; 213. guide rod; 214. third spring. DETAILED DESCRIPTION
[0021] See also Figures 1-5 A detection device for cracks inside a subway track, comprising a displacement mechanism 1, the displacement mechanism 1 comprising an electric drive chassis 101, flaw detection mechanisms 2 are fixedly installed on both sides of the electric drive chassis 101, the flaw detection mechanism 2 comprises a mounting frame 204, a toothed disc 210 is rotatably installed on one side of the mounting frame 204, racks 211 are meshed and connected on both sides of the toothed disc 210, a central guide wheel 212 is rotatably installed at the bottom of the rack 211, a guide rod 213 is fixedly installed on one side of one group of racks 211, the guide rod 213 is movably installed on one side of the mounting frame 204, and a third spring 214 is sleeved on the outer wall of the guide rod 213;
[0022] During the use process, through the cooperation among the guide rod 213, the third spring 214, the mounting bracket 204, and the rack 211, the centering guide wheel 212 is extruded towards one side of the railway track. And through the cooperation between the gear disc 210 and the two groups of racks 211, the other group of racks 211 is synchronously displaced to one side of the railway track, centering the mounting bracket 204 on the top of the railway track. It has the advantage of having the function of correcting the probe position in real time, solving the problem that the probe deviates from the ideal position during the movement, resulting in the sound beam not being able to completely cover the key area of the track, forming a detection blind area and affecting the integrity of the detection.
[0023] Further, the flaw detection mechanism 2 further includes a connecting block 201. A plurality of first sliding grooves 202 are formed inside the connecting block 201. A first limiting column 203 is movably installed inside the first sliding groove 202. The first limiting column 203 is fixedly installed on the top of the electric drive chassis 101. The connecting block 201 is movably installed on the top of the mounting bracket 204.
[0024] During the use process, through the cooperation between the first sliding groove 202 and the first limiting column 203, the whole flaw detection mechanism 2 can freely move within a certain range on one side of the electric drive chassis 101, ensuring that the mounting bracket 204 can be centered on the top of the railway track.
[0025] Further, two groups of planar guide wheels 207 are rotatably installed at the bottom of the mounting bracket 204. A first spring 205 is fixedly installed on the top of the mounting bracket 204. The first spring 205 is fixedly installed on the bottom of the connecting block 201. Two groups of flaw detectors 206 are fixedly installed at the bottom of the mounting bracket 204.
[0026] During the use process, the railway track is flaw detected by the flaw detectors 206, and the planar guide wheels 207 are extruded to the top of the railway track through the first spring 205, ensuring that the planar guide wheels 207 are in close contact with the top of the railway track. The minimum distance between the railway track and the flaw detectors 206 is restricted by the planar guide wheels 207. Furthermore, through the above cooperation, the flaw detectors 206 always maintain a certain distance from the railway track, ensuring the flaw detection effect.
[0027] Further, a cleaning brush 208 is movably installed at the bottom of the mounting bracket 204. A second spring 209 is fixedly installed on the top of the cleaning brush 208. The second spring 209 is fixedly installed on the bottom of the mounting bracket 204.
[0028] During the use process, the top of the railway track is cleaned by the cleaning brush 208, preventing debris on the top of the railway track from damaging the flaw detectors 206 and the planar guide wheels 207, and the second spring 209 provides a downward pressure for the cleaning brush 208, ensuring the cleaning effect of the cleaning brush 208.
[0029] Furthermore, a baffle 103 is fixedly installed on one side of the electric drive chassis 101. Two groups of spotlights 104 are fixedly installed on one side of the baffle 103, and a reflective warning strip 105 is fixedly installed on one side of the baffle 103;
[0030] During use, the electric drive chassis 101 drives the flaw detection mechanism 2 to move for flaw detection. The spotlights 104 ensure that the equipment can be used normally at night, and the reflective warning strip 105 reflects surrounding light sources such as vehicle headlights at night or in low-light environments, forming a prominent bright effect, so that the maintenance vehicle can be recognized from a distance and collision accidents can be avoided.
[0031] Furthermore, two groups of seats 102 are fixedly installed on the top of the electric drive chassis 101. A storage box 106 is fixedly installed at the bottom of one group of seats 102 away from the baffle 103, and a storage rack 109 is fixedly installed on one side of the baffle 103;
[0032] During use, the seats 102 provide a comfortable sitting posture for the operators and passengers, ensuring that they can maintain a good posture when performing tasks and concentrate on flaw detection operations and data analysis. The storage box 106 stores various tools, spare parts, personal protective equipment such as safety helmets, reflective vests, document materials, and personal items of the operators required for flaw detection operations. At the same time, the storage rack 109 is used to place electronic devices such as detection instruments, computers, and displays, as well as the necessary space for recording data and analysis reports.
[0033] Furthermore, a control box 107 is fixedly installed on one side of the storage rack 109, and a liquid crystal display screen 108 is fixedly installed on the top of the control box 107;
[0034] During use, the control box 107 controls the operation of the displacement mechanism 1, and the liquid crystal display screen 108 displays the flaw detection data in real time, which is convenient for the staff to observe.
[0035] The above are only the preferred embodiments of the present invention and are not intended to limit the present invention. Any modifications, equivalent replacements, and improvements made within the spirit and principle of the present invention shall be included in the protection scope of the present invention.
Claims
1. A detection device for internal cracks in a subway track, comprising a displacement mechanism (1), the displacement mechanism (1) including an electric drive chassis (101), and flaw detection mechanisms (2) are fixedly installed on both sides of the electric drive chassis (101), characterized in that: The flaw detection mechanism (2) includes a mounting frame (204). A gear disc (210) is rotatably mounted on one side of the mounting frame (204). Rack bars (211) are meshed and connected to both sides of the gear disc (210). A centering guide wheel (212) is rotatably mounted at the bottom of the rack bar (211). A guide rod (213) is fixedly mounted on one side of one set of the rack bars (211). The guide rod (213) is movably mounted on one side of the mounting frame (204). A third spring (214) is sleeved and mounted on the outer wall of the guide rod (213).
2. The detection device for internal cracks of subway tracks according to claim 1, wherein: The flaw detection mechanism (2) further includes a connection block (201). A plurality of first sliding grooves (202) are formed inside the connection block (201). First limit posts (203) are movably mounted inside the first sliding grooves (202). The first limit posts (203) are fixedly mounted on the top of the electric drive chassis (101). The connection block (201) is movably mounted on the top of the mounting frame (204).
3. The detection device for internal cracks of a subway track according to claim 1, characterized in that: Two planar guide wheels (207) are rotatably mounted at the bottom of the mounting frame (204). A first spring (205) is fixedly mounted on the top of the mounting frame (204). The first spring (205) is fixedly mounted on the bottom of the connection block (201). Two flaw detectors (206) are fixedly mounted at the bottom of the mounting frame (204).
4. The detection device for internal cracks of subway tracks according to claim 1, wherein: A cleaning brush (208) is movably mounted at the bottom of the mounting frame (204). A second spring (209) is fixedly mounted on the top of the cleaning brush (208). The second spring (209) is fixedly mounted at the bottom of the mounting frame (204).
5. The detection device for internal cracks of subway tracks according to claim 1, characterized in that: A baffle (103) is fixedly mounted on one side of the electric drive chassis (101). Two spotlights (104) are fixedly mounted on one side of the baffle (103). A reflective warning strip (105) is fixedly mounted on one side of the baffle (103).
6. The detection device for internal cracks of subway tracks according to claim 1, wherein: Two seats (102) are fixedly mounted on the top of the electric drive chassis (101). A storage box (106) is fixedly mounted at the bottom of the seat (102) of the set away from the baffle (103). A storage rack (109) is fixedly mounted on one side of the baffle (103).
7. The detection device for internal cracks of a subway track according to claim 6, characterized in that: A control box (107) is fixedly mounted on one side of the storage rack (109). A liquid crystal display screen (108) is fixedly mounted on the top of the control box (107).