Connecting structure of steel rail profile instrument and vehicle body
By designing a detachable rail profiler and the vehicle body connection structure, the adjustment and swing in horizontal and vertical planes are used to solve the problems of large detection errors and large device weight caused by traditional fixed connections, achieving higher detection accuracy and transportation convenience.
Patent Information
- Application Number
- CN202521293618.1
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- Filing Date
- 2025-06-24
- Publication Date
- 2025-07-25
- Estimated Expiration
- 2035-06-24
AI Technical Summary
In traditional rail detection trolleys, the fixed connection between the walking trolley and the rail profiler results in large weight, inconvenient transportation, and large radial clearance, resulting in large detection errors and low accuracy.
A detachable rail profiler is designed to connect the vehicle body. The left-side connection component is adjusted to swing in the horizontal plane, and the right-side connection component is adjusted to swing in the vertical plane to reduce the fitting clearance and ensure stable position.
It reduces detection errors, improves detection accuracy, and improves the versatility and transportation convenience of railway inspection trolleys.
Smart Images
Figure CN223154248U_ABST
Abstract
Description
Technical Field
[0001] The utility model relates to the technical field of the design of rail detection equipment, in particular to a connecting structure between a rail profiler and a vehicle body. Background Art
[0002] In the field of rail detection, railway inspection trolleys are increasingly widely used. It includes a traveling trolley and a rail profiler. The rail profiler is fixedly connected to the front (also known as) or the tail of the traveling trolley. As the core component for detecting rail parameters (such as profile, corrugation, etc.), the traveling trolley mainly provides driving force to drive the rail profiler fixedly connected to it to move and serves as the assembly carrier for related components such as the power supply component of the rail profiler. In the traditional technology, the rail profiler is mostly fixedly connected to the front or the tail of the traveling trolley, which makes the overall weight of the railway inspection trolley relatively large, inconvenient for handling and transferring. When the equipment fails, it needs to be repaired as a whole, which is inconvenient for maintenance. At the same time, for rail profilers with different detection functions, traveling trolleys need to be configured separately. The versatility of railway inspection trolleys is relatively low. In order to overcome the above-mentioned technical deficiencies in the traditional technology, in the related technology, the connection between the traveling trolley and the rail profiler is improved to a detachable connection method. In this way, the two can be disassembled and separated into two components when the trolley is transported and transferred, which is convenient for transportation. And different rail profilers with different detection functions can be selected to be used in combination with the same traveling trolley according to actual needs, improving the versatility of railway inspection trolleys and reducing the use cost of the device. Specifically, two connecting shafts extending backward are fixedly arranged at the front end or the tail end of the traveling trolley, and the rail inspection trolley can be assembled on the above-mentioned connecting shafts. In order to facilitate the sleeving of the rail inspection trolley and the connecting shaft, the diameter of the socket hole on the rail inspection trolley is larger than the shaft diameter of the connecting shaft. Otherwise, it will be difficult to align and assemble the two due to assembly errors or processing errors. And the above-mentioned difference in diameter sizes makes a relatively large radial clearance exist between the rail inspection trolley and the connecting shaft after the rail inspection trolley is sleeved on the connecting shaft. The relatively large radial clearance will cause a relatively large position deviation of the rail inspection trolley during use, which will lead to a relatively large error in rail parameter detection and further reduce the detection accuracy. Summary of the Invention
[0003] The connecting structure between the rail profiler and the vehicle body designed by the utility model can overcome the deficiency that a relatively large radial clearance is formed between the connecting shaft fixedly assembled at the tail end of the traveling trolley of the railway inspection trolley in the prior art and the rail inspection trolley sleeved on it, resulting in a relatively large position deviation of the rail inspection trolley during use, leading to a relatively large detection error and a reduced detection accuracy.
[0004] The purpose of the present utility model is to provide a connecting structure between a rail profile gauge and a vehicle body, which includes a traveling trolley, a rail profile gauge, a left connecting component and a right connecting component. The first end of the traveling trolley and the first end of the rail profile gauge are detachably connected via the left connecting component and the right connecting component. The left connecting component and the right connecting component are arranged at intervals along the width direction of the traveling trolley. The left connecting component includes a left connecting shaft component, and the right connecting component includes a right connecting shaft component. Taking the orientation of the traveling trolley in the actual application state as a reference, the left connecting shaft component can be adjusted and swung in a horizontal plane, and the right connecting shaft component can be adjusted and swung in a vertical plane.
[0005] In some embodiments, the left connecting component further includes a first left connecting seat and a second left connecting seat. Among them, the first left connecting seat is used for fixedly connecting with the first end of the traveling trolley, and the second left connecting seat is used for connecting with the first end of the rail profile gauge. The left connecting shaft component is rotationally connected to the first left connecting seat through a first pin. The left connecting shaft component is inserted into the first left connecting seat and the second left connecting seat and can be axially and circumferentially positioned; and / or, the right connecting component further includes a first right connecting seat and a second right connecting seat. Among them, the first right connecting seat is used for fixedly connecting with the first end of the traveling trolley, and the second right connecting seat is used for connecting with the first end of the rail profile gauge. The right connecting shaft component is rotationally connected to the first right connecting seat through a second pin. The right connecting shaft component is inserted into the first right connecting seat and the second right connecting seat and can be axially and circumferentially positioned.
[0006] In some embodiments, the left connecting shaft component includes a first shaft body and a horizontal adjusting block fixedly connected to the outer peripheral wall of the first shaft body. The first left connecting seat is formed with a first positioning hole for inserting the left connecting shaft component. The upper and lower end faces of the horizontal adjusting block are in contact with the inner wall of the first positioning hole, and there is a first gap between the left and right end faces of the horizontal adjusting block and the inner wall of the first positioning hole; and / or, the right connecting shaft component includes a second shaft body and a pitching adjusting block fixedly connected to the outer peripheral wall of the second shaft body. The first right connecting seat is formed with a second positioning hole for inserting the right connecting shaft component. The left and right end faces of the pitching adjusting block are in contact with the inner wall of the second positioning hole, and there is a second gap between the left and right end faces of the pitching adjusting block and the inner wall of the second positioning hole.
[0007] In some embodiments, the hole shapes of the first positioning hole and the second positioning hole are rectangular, and the cross-sections of the horizontal adjusting block and the pitching adjusting block are rectangular.
[0008] In some embodiments, two first push screws are threadedly connected to the first left connecting seat. The two first push screws are arranged at intervals along the axial direction of the first shaft body and can each abut against one of the left end face or the right end face of the horizontal adjustment block; and / or, two second push screws are threadedly connected to the first right connecting seat. The two second push screws are arranged at intervals along the axial direction of the second shaft body and can abut against one side of the upper end face or the lower end face of the pitching adjustment block.
[0009] In some embodiments, a first locking screw is further threadedly connected to the first left connecting seat. The first locking screw is used to lock the horizontal adjustment block and the first left connecting seat into one body, and both the first pin and the first locking screw are located on the upper side face or the lower side face of the first left connecting seat; a second locking screw is further threadedly connected to the first right connecting seat. The second locking screw is used to lock the pitching adjustment block and the first right connecting seat into one body, and both the second pin and the second locking screw are located on the left side face or the right side face of the first right connecting seat.
[0010] In some embodiments, a first front positioning convex ring and a first rear positioning convex ring are formed on the outer circumferential wall of the first shaft body at intervals along its axial direction. A first front locking nut is threadedly connected to the front end of the first shaft body, and a first rear locking nut is threadedly connected to the rear end of the first shaft body. The horizontal adjustment block is clamped between the first front positioning convex ring and the first front locking nut, and the front wall surface of the first front positioning convex ring abuts and fits against the rear side end face of the first left connecting seat. The second left connecting seat is clamped between the first rear positioning convex ring and the first rear locking nut; a second front positioning convex ring and a second rear positioning convex ring are formed on the outer circumferential wall of the second shaft body at intervals along its axial direction. A second front locking nut is threadedly connected to the front end of the second shaft body, and a second rear locking nut is threadedly connected to the rear end of the second shaft body. The pitching adjustment block is clamped between the second front positioning convex ring and the second front locking nut, and the front wall surface of the second front positioning convex ring abuts and fits against the rear side end face of the first right connecting seat. The second right connecting seat is clamped between the second rear positioning convex ring and the second rear locking nut.
[0011] In some embodiments, first anti - detachment pins are respectively inserted at the front end and the rear end of the first shaft body; second anti - detachment pins are respectively inserted at the front end and the rear end of the second shaft body.
[0012] The connection structure between the rail profile gauge of the present utility model and the vehicle body enables the left connection shaft assembly of the left connection component to be adjusted and swung in the horizontal plane, that is, the left connection shaft assembly can be adjusted in position along the left-right direction. At the same time, the right connection shaft assembly of the right connection component is designed to be able to be adjusted and swung in the vertical plane, that is, the right connection shaft assembly can be adjusted in position by pitching up and down along the height direction. In this way, the positions of the left connection shaft assembly and the right connection shaft assembly can be adaptively adjusted according to the actual assembly situation. Compared with the technical solution of the fixed-position connection shaft in the related art, the clearance between the connection shaft assembly in the present utility model and the corresponding structures on the traveling trolley and the rail profile gauge (such as each connection seat in the following text) can be designed to be smaller, thereby ensuring the reliable and stable position of the rail profile gauge during use, which can reduce the detection error and improve the detection accuracy. BRIEF DESCRIPTION OF THE DRAWINGS
[0013] Figure 1 is a schematic three-dimensional structure diagram of the connection structure between the rail profile gauge and the vehicle body in an embodiment of the present utility model (only partial structures of the traveling trolley and the rail profile gauge are shown);
[0014] Figure 2 is Figure 1 a partial three-dimensional structure diagram of the left connection component in
[0015] Figure 3 is Figure 2 a front view of the left connection component in
[0016] Figure 4 is Figure 3 a sectional view taken along A-A in
[0017] Figure 5 is Figure 3 a partial sectional view of the left connection component in
[0018] Figure 6 is Figure 1 a partial three-dimensional structure diagram of the right connection component in
[0019] Figure 7 is Figure 6 a front view (partial section) of the right connection component in
[0020] Figure 8 is Figure 7 a left view (partial section) of the right connection component in
[0021] In the figure: 100, traveling trolley; 200, rail profiler; 1, left connecting assembly; 11, first left connecting seat; 111, first pin; 112, first positioning hole; 12, second left connecting seat; 130, first gap; 131, first shaft body; 1311, first front positioning convex ring; 1312, first rear positioning convex ring; 1313, first anti-detaching pin; 1314, first front locking nut; 1315, first rear locking nut; 132, horizontal adjusting block; 14, first pushing screw; 15, first locking screw; 2, right connecting assembly; 21, first right connecting seat; 211, second pin; 212, second positioning hole; 22, second right connecting seat; 230, second gap; 231, second shaft body; 2311, second front positioning convex ring; 2312, second rear positioning convex ring; 2313, second anti-detaching pin; 2314, second front locking nut; 2315, second rear locking nut; 232, pitching adjusting block; 24, second pushing screw; 25, second locking screw. Detailed implementation manners
[0022] Example embodiments will now be described more fully with reference to the accompanying drawings. However, the example embodiments can be implemented in various forms and should not be construed as limited to the embodiments set forth herein; rather, these embodiments are provided so that this utility model will be thorough and complete, and will fully convey the concept of the example embodiments to those skilled in the art. In the figures, for clarity, the thickness of regions and layers is exaggerated. The same reference numerals in the figures denote the same or similar structures, and thus their detailed descriptions will be omitted.
[0023] The described features, structures, or characteristics can be combined in any suitable manner in one or more embodiments. In the following description, numerous specific details are provided to give a thorough understanding of the embodiments of this utility model. However, those skilled in the art will realize that the technical solutions of this utility model can be practiced without one or more of the specific details, or other methods, components, materials, etc. can be used. In other cases, well-known structures, materials, or operations are not shown or described in detail to avoid obscuring aspects of this utility model.
[0024] The following described embodiments are the connection structure between the rail profiler and the vehicle body of this utility model. This example is only a part of the embodiments of this utility model, but the protection scope of this utility model is not limited thereto. All other embodiments obtained by those of ordinary skill in the art without creative efforts shall be covered by the protection scope of this utility model.
[0025] Please refer to Figures 1 to 8, according to an embodiment of the present utility model, there is provided a connection structure between a rail profile gauge and a vehicle body, including a traveling trolley 100, a rail profile gauge 200, a left connection assembly 1 and a right connection assembly 2. The first end (such as the tail end or the head end) of the traveling trolley 100 and the first end (such as the head end or the tail end) of the rail profile gauge 200 are detachably connected via the left connection assembly 1 and the right connection assembly 2. The left connection assembly 1 and the right connection assembly 2 are arranged at intervals along the width direction of the traveling trolley 100 (that is, the direction horizontally perpendicular to the traveling direction of the traveling trolley 100). The left connection assembly 1 includes a left connection shaft assembly (not labeled in the figure), and the right connection assembly 2 includes a right connection shaft assembly (not labeled in the figure). Taking the orientation of the traveling trolley 100 in the actual application state as a reference, the left connection shaft assembly can be adjusted and swung in the horizontal plane, and the right connection shaft assembly can be adjusted and swung in the vertical plane. It can be understood that the aforementioned traveling trolley 100 and rail profile gauge 200 can both adopt mature structures with corresponding functions in the prior art. The present utility model does not make special improvements to their specific structures. It should be noted that the left connection assembly 1 and the right connection assembly 2 of the present application can objectively form reliable connections with the first end of the aforementioned traveling trolley 100 and the first end of the rail profile gauge 200 respectively.
[0026] In this technical solution, the left connection shaft assembly of the left connection assembly 1 can be adjusted and swung in the horizontal plane, that is, the left connection shaft assembly can be adjusted in position along the left - right direction. At the same time, the right connection shaft assembly of the right connection assembly 2 is designed to be able to be adjusted and swung in the vertical plane, that is, the right connection shaft assembly can be adjusted in position by pitching up and down along the height direction. In this way, the positions of the left connection shaft assembly and the right connection shaft assembly can be adaptively adjusted according to the actual assembly situation. Compared with the technical solution of the fixed - position connection shaft in the related art, the clearance between the connection shaft assembly in the present utility model and the corresponding structures (such as each connection seat in the following text) on the traveling trolley 100 and the rail profile gauge 200 can be designed to be smaller, thereby ensuring the reliable and stable position of the rail profile gauge 200 during use, which can reduce the detection error and improve the detection accuracy.
[0027] Specifically, refer to Figures 2 to 8As shown, in some embodiments, the left connecting component 1 further includes a first left connecting seat 11 and a second left connecting seat 12. Among them, the first left connecting seat 11 is used for fixedly connecting to the first end of the traveling trolley 100, and the second left connecting seat 12 is used for connecting to the first end of the rail profiler 200. The left connecting shaft assembly is rotatably connected to the first left connecting seat 11 through a first pin 111, and the left connecting shaft assembly is inserted into the first left connecting seat 11 and the second left connecting seat 12 and can be axially and circumferentially positioned; and / or, the right connecting component 2 further includes a first right connecting seat 21 and a second right connecting seat 22. Among them, the first right connecting seat 21 is used for fixedly connecting to the first end of the traveling trolley 100, and the second right connecting seat 22 is used for connecting to the first end of the rail profiler 200. The right connecting shaft assembly is rotatably connected to the first right connecting seat 21 through a second pin 211, and the right connecting shaft assembly is inserted into the first right connecting seat 21 and the second right connecting seat 22 and can be axially and circumferentially positioned.
[0028] In this technical solution, the left connecting shaft assembly realizes the assembly connection with the traveling trolley 100 and the rail profiler 200 through the first left connecting seat 11 and the second left connecting seat 12 at its front and rear ends respectively, and the right connecting shaft assembly realizes the assembly connection with the traveling trolley 100 and the rail profiler 200 through the first right connecting seat 21 and the second right connecting seat 22 at its front and rear ends respectively. Specifically, the aforementioned first left connecting seat 11, second left connecting seat 12, first right connecting seat 21 and second right connecting seat 22 are respectively fixedly connected to the main body bottom surfaces of the traveling trolley 100 and the rail profiler 200 through corresponding bolts. In specific applications, the left connecting shaft assembly, the first left connecting seat 11 and the second left connecting seat 12, and the right connecting shaft assembly, the first right connecting seat 21 and the second right connecting seat 22 can be pre-assembled into a whole respectively, and then each connecting seat is fixedly connected to the corresponding positions of the traveling trolley 100 and the rail profiler 200, which can ensure the accuracy of the assembly position. After that, the left connecting shaft assembly and the right connecting shaft assembly can be disassembled from the corresponding connecting seats or assembled onto the corresponding connecting seats according to the working conditions.
[0029] In a specific embodiment, specifically refer to Figure 3 and Figure 4As shown, the left connecting shaft assembly includes a first shaft body 131 and a horizontal adjustment block 132 fixedly connected to (such as interference fit, and in some embodiments, it can also be integrally formed on the outer peripheral wall of the first shaft body 131) the outer peripheral wall of the first shaft body 131. The first left connecting seat 11 is formed with a first positioning hole 112 for inserting the left connecting shaft assembly. The upper and lower end faces of the horizontal adjustment block 132 are in contact with the inner wall of the first positioning hole 112, and there is a first gap 130 between the left and right end faces of the horizontal adjustment block 132 and the inner wall of the first positioning hole 112. The aforementioned first gap 130 enables the left connecting shaft assembly to be swung left and right in the horizontal plane to adjust the position; and / or, specifically refer to Figure 7 and Figure 8 As shown, the right connecting shaft assembly includes a second shaft body 231 and a pitch adjustment block 232 fixedly connected to (such as interference fit, and in some embodiments, it can also be integrally formed on the outer peripheral wall of the second shaft body 231) the outer peripheral wall of the second shaft body 231. The first right connecting seat 21 is formed with a second positioning hole 212 for inserting the right connecting shaft assembly. The left and right end faces of the pitch adjustment block 232 are in contact with the inner wall of the second positioning hole 212, and there is a second gap 230 between the left and right end faces of the pitch adjustment block 232 and the inner wall of the second positioning hole 212. The aforementioned second gap 230 enables the right connecting shaft assembly to be swung up and down in the vertical plane to adjust the position. It can be understood that the horizontal swing of the aforementioned horizontal adjustment block 132 takes the first pin 111 as the rotation center, and the up and down pitch swing of the aforementioned pitch adjustment block 232 takes the second pin 211 as the rotation center.
[0030] In this technical solution, by providing a horizontal adjustment block 132 and a pitch adjustment block 232 fixedly integrated with the shaft body on the outside of the shaft body, relying on the structure of the contact fit and gap retention between different end faces of the adjustment blocks and the hole walls of the corresponding positioning holes, the corresponding shaft body can be swung and adjusted in different dimensions (planes), with a simple structure and convenient implementation.
[0031] In some embodiments, the hole shapes of the first positioning hole 112 and the second positioning hole 212 are rectangular, and the cross-sections of the horizontal adjustment block 132 and the pitch adjustment block 232 are rectangular. Specifically, the width of the horizontal adjustment block 132 in the left and right directions of the rectangle is smaller than the width of the first positioning hole 112 in the left and right directions of the rectangle, while their up and down heights are the same. The height of the pitch adjustment block 232 in the up and down directions of the rectangle is smaller than the width of the second positioning hole 212 in the up and down directions of the rectangle, while their left and right widths are the same, which can further simplify the structural design on the premise of meeting the functional requirements.
[0032] In some embodiments, two first push screws 14 are threadedly connected to the first left connecting seat 11. The two first push screws 14 are arranged at intervals along the axial direction of the first shaft body 131 and can all abut against one of the left end face or the right end face of the horizontal adjustment block 132; and / or, two second push screws 24 are threadedly connected to the first right connecting seat 21. The two second push screws 24 are arranged at intervals along the axial direction of the second shaft body 231 and can abut against one side of the upper end face or the lower end face of the pitching adjustment block 232.
[0033] In this technical solution, the push screws arranged before and after along the axial direction of the shaft body can be screwed according to the actual state of the corresponding shaft body after the rail profiler 200 is assembled to ensure the reliable stability of the shaft body position.
[0034] In some embodiments, a first locking screw 15 is further threadedly connected to the first left connecting seat 11. The first locking screw 15 is used to lock the horizontal adjustment block 132 and the first left connecting seat 11 into one body, and both the first pin 111 and the first locking screw 15 are located on the upper side surface or the lower side surface of the first left connecting seat 11; a second locking screw 25 is further threadedly connected to the first right connecting seat 21. The second locking screw 25 is used to lock the pitching adjustment block 232 and the first right connecting seat 21 into one body, and both the second pin 211 and the second locking screw 25 are located on the left side surface or the right side surface of the first right connecting seat 21.
[0035] In this technical solution, the position of the corresponding horizontal adjustment block 132 or pitching adjustment block 232 is locked by the locking screw to ensure the reliable stability of the relative position between the traveling trolley 100 and the rail profiler 200 during use, and further ensure the detection accuracy.
[0036] In some embodiments, a first front positioning convex ring 1311 and a first rear positioning convex ring 1312 are formed on the outer circumferential wall of the first shaft body 131 at intervals along its axial direction. A first front locking nut 1314 is threadedly connected to the front end of the first shaft body 131, and a first rear locking nut 1315 is threadedly connected to the rear end thereof. The horizontal adjustment block 132 is clamped between the first front positioning convex ring 1311 and the first front locking nut 1314, and the front end wall surface of the first front positioning convex ring 1311 abuts and fits against the rear end face of the first left connecting seat 11. The second left connecting seat 12 is clamped between the first rear positioning convex ring 1312 and the first rear locking nut 1315. A second front positioning convex ring 2311 and a second rear positioning convex ring 2312 are formed on the outer circumferential wall of the second shaft body 231 at intervals along its axial direction. A second front locking nut 2314 is threadedly connected to the front end of the second shaft body 231, and a second rear locking nut 2315 is threadedly connected to the rear end thereof. The pitch adjustment block 232 is clamped between the second front positioning convex ring 2311 and the second front locking nut 2314, and the front end wall surface of the second front positioning convex ring 2311 abuts and fits against the rear end face of the first right connecting seat 21. The second right connecting seat 22 is clamped between the second rear positioning convex ring 2312 and the second rear locking nut 2315.
[0037] In this technical solution, by respectively arranging corresponding locking nuts and corresponding positioning convex rings at the front and rear ends of the corresponding shaft bodies, the clamping and matching action of the locking nuts and the positioning convex rings can be used to ensure the reliable connection between the shaft bodies and the corresponding connecting seats. The structure is simple and is conducive to the quick disassembly and assembly of the rapid rail profiler 200 and the traveling trolley 100.
[0038] In order to prevent the corresponding locking nuts from loosening and causing connection instability, in some embodiments, first anti-loosening pins 1313 are respectively inserted into the front end and the rear end of the first shaft body 131; second anti-loosening pins 2313 are respectively inserted into the front end and the rear end of the second shaft body 231.
[0039] Specifically, in the left connecting component 1, the first left connecting seat 11 is made of high-strength titanium alloy material TC4 (with good comprehensive processability, high stability, and accuracy of ±0.005 mm), which reduces the overall weight and improves the mechanical stability at the mating part. The first left connecting seat 11 is fixed on the traveling trolley 100. There is a fit between the first shaft body 131 and the first left connecting seat 11. During installation, first insert the first shaft body 131 forward into the horizontal adjustment block 132. The first shaft body 131 is positioned by two shaft shoulders (i.e., the first front positioning convex ring 1311 and the first rear positioning convex ring 1312). After the forward shaft shoulder (the first front positioning convex ring 1311) contacts the horizontal adjustment block 132, its further forward movement is restricted. At this time, lock the two first front locking nuts 1314 (hand-tightening nuts) from the back, and then insert the first anti-detaching pin 1313. The fixation of the first shaft body 131 and the horizontal adjustment block 132 is completed;
[0040] The horizontal adjustment block 132 and the first left connecting seat 11 are connected by the first pin 111. At this time, the horizontal adjustment block 132 and the first shaft body 131 fixed thereto can swing slightly within the first left connecting seat 11 around the axis of the first pin 111. Fine adjustment is required through the first push screw 14. After the adjustment meets the requirement of being parallel to another shaft (i.e., the second shaft body 231), lock the first locking screw 15 at the bottom to fix the horizontal adjustment block 132. At this time, during the disassembly operation, the mounting accuracy of the equipment can be guaranteed.
[0041] In the right connecting component 2, by the same principle, the second shaft body 231 first cooperates with the pitching adjustment block 232 and is fixed thereto by two second front locking nuts 2314 (hand-tightening nuts). The pitching adjustment block 232 and the second shaft body 231 fixed thereto can pitch and swing within the first right connecting seat 21 around the second pin 211. After fine pitching angle adjustment through the two second push screws 24 (hand-tightening screws) at the bottom, lock the screw in the arc-shaped waist hole (i.e., the second locking screw 25) to lock the pitching adjustment block 232. At this time, the height error is eliminated through the adjustment, making the two shafts parallel.
[0042] It should be noted that before locking the corresponding push screws and locking screws, the axial directions of the first shaft body 131 and the second shaft body 231 and the corresponding connecting seats are roughly locked to ensure that the two shaft bodies can be easily inserted into the mating holes of the second left connecting seat 12 and the second right connecting seat 22 connected to the rail profiler 200 (at this time, the free ends of the shaft bodies for up-and-down and left-and-right movement are not locked). After the rail profiler 200 is assembled in place, the aforementioned push screws and locking screws can be screwed tightly, and finally the locking nuts at both ends of the shaft body are locked, which is very convenient.
[0043] It is easy for those skilled in the art to understand that, on the premise of no conflict, the advantageous technical features of the above-mentioned various methods can be freely combined and superimposed.
[0044] The above are only the preferred embodiments of the present utility model and are not intended to limit the present utility model. For those skilled in the art, the present utility model can have various changes and modifications. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present utility model shall be included within the protection scope of the present utility model.
Claims
1. A connecting structure between a rail profile gauge and a car body, characterized in that It includes a traveling trolley (100), a rail profiler (200), a left connecting component (1) and a right connecting component (2). The first end of the traveling trolley (100) and the first end of the rail profiler (200) form a detachable connection via the left connecting component (1) and the right connecting component (2). The left connecting component (1) and the right connecting component (2) are arranged at intervals along the width direction of the traveling trolley (100). The left connecting component (1) includes a left connecting shaft component, and the right connecting component (2) includes a right connecting shaft component. Taking the orientation of the traveling trolley (100) in the actual application state as a reference, the left connecting shaft component can be adjusted and swung in a horizontal plane, and the right connecting shaft component can be adjusted and swung in a vertical plane.
2. The connection structure between the rail profile gauge and the car body according to claim 1, wherein The left connecting component (1) further includes a first left connecting seat (11) and a second left connecting seat (12). Among them, the first left connecting seat (11) is used for fixedly connecting with the first end of the traveling trolley (100), and the second left connecting seat (12) is used for connecting with the first end of the rail profiler (200). The left connecting shaft component is rotationally connected to the first left connecting seat (11) through a first pin (111), and the left connecting shaft component is inserted into the first left connecting seat (11) and the second left connecting seat (12) and can be axially and circumferentially positioned; and / or, the right connecting component (2) further includes a first right connecting seat (21) and a second right connecting seat (22). Among them, the first right connecting seat (21) is used for fixedly connecting with the first end of the traveling trolley (100), and the second right connecting seat (22) is used for connecting with the first end of the rail profiler (200). The right connecting shaft component is rotationally connected to the first right connecting seat (21) through a second pin (211), and the right connecting shaft component is inserted into the first right connecting seat (21) and the second right connecting seat (22) and can be axially and circumferentially positioned.
3. The connection structure between the rail profile gauge and the car body according to claim 2, characterized in that The left connecting shaft assembly includes a first shaft body (131) and a horizontal adjustment block (132) fixedly connected to the outer peripheral wall of the first shaft body (131). The first left connecting seat (11) is formed with a first positioning hole (112) for inserting the left connecting shaft assembly. The upper and lower end faces of the horizontal adjustment block (132) are in contact with the inner wall of the hole of the first positioning hole (112), and there is a first gap (130) between the left and right end faces of the horizontal adjustment block (132) and the inner wall of the hole of the first positioning hole (112); and / or, the right connecting shaft assembly includes a second shaft body (231) and a pitch adjustment block (232) fixedly connected to the outer peripheral wall of the second shaft body (231). The first right connecting seat (21) is formed with a second positioning hole (212) for inserting the right connecting shaft assembly. The left and right end faces of the pitch adjustment block (232) are in contact with the inner wall of the hole of the second positioning hole (212), and there is a second gap (230) between the left and right end faces of the pitch adjustment block (232) and the inner wall of the hole of the second positioning hole (212).
4. The connection structure between the rail profile gauge and the car body according to claim 3, characterized in that, The hole shapes of the first positioning hole (112) and the second positioning hole (212) are rectangular, and the cross-sections of the horizontal adjustment block (132) and the pitch adjustment block (232) are rectangular.
5. The connection structure between the rail profile gauge and the car body according to claim 3, characterized in that, Two first push screws (14) are threadedly connected to the first left connecting seat (11). The two first push screws (14) are arranged at intervals along the axial direction of the first shaft body (131) and can both abut against one of the left end face or the right end face of the horizontal adjustment block (132); and / or, two second push screws (24) are threadedly connected to the first right connecting seat (21). The two second push screws (24) are arranged at intervals along the axial direction of the second shaft body (231) and can abut against one side of the upper end face or the lower end face of the pitch adjustment block (232).
6. The connection structure between the rail profile gauge and the car body according to claim 3, characterized in that, A first locking screw (15) is also threadedly connected to the first left connecting seat (11). The first locking screw (15) is used to lock the horizontal adjustment block (132) and the first left connecting seat (11) into one body, and the first pin (111) and the first locking screw (15) are both on the upper side face or the lower side face of the first left connecting seat (11); a second locking screw (25) is also threadedly connected to the first right connecting seat (21). The second locking screw (25) is used to lock the pitch adjustment block (232) and the first right connecting seat (21) into one body, and the second pin (211) and the second locking screw (25) are both on the left side face or the right side face of the first right connecting seat (21).
7. The connection structure between the rail profile gauge and the car body according to claim 3, characterized in that, On the outer circumferential wall of the first shaft body (131), a first front positioning convex ring (1311) and a first rear positioning convex ring (1312) are formed at intervals along its axial direction. A first front locking nut (1314) is threadedly connected to the front end of the first shaft body (131), and a first rear locking nut (1315) is threadedly connected to the rear end. The horizontal adjustment block (132) is clamped between the first front positioning convex ring (1311) and the first front locking nut (1314), and the front end wall surface of the first front positioning convex ring (1311) is in abutting contact with the rear end face of the first left connecting seat (11). The second left connecting seat (12) is clamped between the first rear positioning convex ring (1312) and the first rear locking nut (1315); on the outer circumferential wall of the second shaft body (231), a second front positioning convex ring (2311) and a second rear positioning convex ring (2312) are formed at intervals along its axial direction. A second front locking nut (2314) is threadedly connected to the front end of the second shaft body (231), and a second rear locking nut (2315) is threadedly connected to the rear end. The pitch adjustment block (232) is clamped between the second front positioning convex ring (2311) and the second front locking nut (2314), and the front end wall surface of the second front positioning convex ring (2311) is in abutting contact with the rear end face of the first right connecting seat (21). The second right connecting seat (22) is clamped between the second rear positioning convex ring (2312) and the second rear locking nut (2315).
8. The connection structure between the rail profile gauge and the car body according to claim 7, characterized in that, A first anti - detachment pin (1313) is respectively inserted at the front end and the rear end of the first shaft body (131); a second anti - detachment pin (2313) is respectively inserted at the front end and the rear end of the second shaft body (231).