Continuous red device for rail flaw detection car

Abstract

The utility model discloses a connecting device for a rail flaw detection car, which comprises a connecting rod, two fixed seats and two contact heads, the two fixed seats are respectively arranged at two ends of the connecting rod, the two contact heads are respectively arranged on the corresponding fixed seats, and the two contact heads are conducted with the connecting rod through the corresponding fixed seats; each of the two fixing seats comprises a chuck, a guide sleeve, a guide column and a compression spring, the chucks are mounted at the corresponding end parts of the connecting rod, the guide sleeves are movably mounted on the chucks, the upper ends of the guide sleeves are closed, the upper parts of the guide columns are positioned in the guide sleeves, the lower parts of the guide columns are positioned below the guide sleeves, and the contact heads are mounted at the lower parts of the guide columns; the compression spring is located in the guide sleeve, the upper end of the compression spring is tightly contacted or fixedly connected with the upper end of the guide sleeve, and the lower end of the compression spring is tightly contacted or fixedly connected with the upper end of the guide column. The continuous infrared device for the rail flaw detection car can always provide stable downward pressure to the contact heads, so that continuous conduction of the contact heads on the two sides is ensured, and driving signal transmission is stable.

Description

TECHNICAL FIELD

[0001] The utility model relates to ultrasonic flaw detection technical field, especially relate to a red device for rail flaw detection car. BACKGROUND

[0002] In the railway transportation system, the rail flaw detection car is the key equipment to guarantee the line safety, and the operation needs to short-circuit the two sides of the rail through the red device, trigger the track circuit to form the red light band driving signal, and clear the position of the flaw detection car to avoid the conflict with other trains, guarantee the operation safety and the line operation order. The utility model patent with the publication number CN212766269U discloses a contact type signal lamp trigger device for rail flaw detection car, the device is through the fixed frame and is pressed in the rail surface with the contact head, and the two sides of the contact head are connected through the wire, and the conduction of the two sides of the rail is realized and the driving signal is generated.

[0003] However, the contact head of the existing device is connected with the guide column through the fixed plate, and in the long-term frictional use process on the rail surface, the guide column and the fixed plate are prone to loose swing, so that the contact head is intermittently separated from the rail surface, cannot maintain continuous and stable contact, causes the driving signal to be intermittent, and brings great safety hidden danger to the railway transportation. UTILITY MODEL CONTENT

[0004] The utility model solves the problem of providing a red device for rail flaw detection car, which can always give the contact head stable pressure, ensure that the two sides of the contact head are continuously conducted, and the driving signal transmission is stable.

[0005] In order to solve the above technical problems, the utility model adopts the technical scheme as follows:

[0006] A red device for rail flaw detection car, including connecting rod, two fixed seats and two contact heads, two fixed seats are installed at both ends of the connecting rod, two contact heads are installed on the corresponding fixed seat, two contact heads are conducted through the corresponding fixed seat and the connecting rod, characterized in that: two fixed seats all include chuck, guide sleeve, guide column and compression spring, the chuck is installed on the corresponding end of the connecting rod, the guide sleeve is movably installed on the chuck, the upper end of the guide sleeve is closed, the upper part of the guide column is in the guide sleeve, the lower part of the guide column is below the guide sleeve, the contact head is installed on the lower part of the guide column, the compression spring is in the guide sleeve, the upper end of the compression spring is in close contact or fixed connection with the upper end of the guide sleeve, and the lower end of the compression spring is in close contact or fixed connection with the upper end of the guide column.

[0007] The connecting rod is fixed on the supporting leg of the rail flaw detection vehicle, and the contact head is in contact with the surface of the rail; the upper end of the guide column presses the compression spring when the contact head is in contact with the surface of the rail, the compression spring is retracted in the guide sleeve, and the upper end of the guide column moves upward in the guide sleeve, thereby elastically adjusting the contact between the contact head and the surface of the rail, and ensuring that the contact heads on both sides of the connecting rod are in stable contact with the rail and are in mutual conduction.

[0008] In the preferred embodiment, a limiting step is arranged on the inner edge of the lower end of the guide sleeve, and a limiting convex edge is arranged on the outer edge of the upper end of the guide column, and the limiting convex edge is buckled with the limiting step. Through this arrangement, the upper end of the guide column can be buckled in the guide sleeve, avoiding the upper end of the guide column from being separated from the guide sleeve.

[0009] In the preferred embodiment, a pressing ring is arranged on the outer edge of the lower end of the guide sleeve, and a mounting plate is arranged on the top of the contact head, the lower surface of the pressing ring is uniformly fixed with two guide columns in the circumferential direction, and the upper surface of the mounting plate is provided with two guide sleeves corresponding to the guide columns, and the lower end of the guide column is in the guide sleeve. When the contact head is in contact with the rail, the operator can press down the pressing ring, and then press down the guide sleeve, so that the guide sleeve moves downward as much as possible (the specific downward movement amount is determined by the fact that the contact heads on both sides of the connecting rod can stably contact the rail and conduct each other to generate a red light band), so that the contact head fully contacts the rail. When the lower end of the guide column is inserted into the guide sleeve, the guide sleeve slides relative to the guide column when the contact head floats up and down, and the guide column can prevent the contact head from swinging relative to the fixed column when the road turns or the surface of the rail is uneven, and can ensure the normal generation of the red light band in long-term use.

[0010] In the preferred embodiment, a cover is arranged on the upper end opening of the guide sleeve, the outer wall of the cover is provided with external threads, and the inner wall of the upper end opening of the guide sleeve is provided with internal threads matched with the external threads. The cover is screw-connected with the upper end opening of the guide sleeve through the matching of the external threads and the internal threads, so that the cover seals the upper end of the guide sleeve. The screw connection mode enables the cover to be quickly disassembled, and when the compression spring needs to be replaced or the sliding condition of the guide column needs to be checked, the entire fixing seat does not need to be disassembled, and the maintenance operation is simple and efficient; at the same time, the installation depth of the cover in the guide sleeve can be adjusted by rotating the cover, and the initial pre-tightening force of the compression spring is indirectly adjusted, so as to adapt to different thicknesses of the rail or contact pressure requirements.

[0011] In a further preferred solution, the lower end surface of the cover is provided with an upper limiting post, the lower end edge of the upper limiting post is provided with an upper limiting ring, the diameter of the upper limiting ring is greater than the inner diameter of the compression spring, the upper end surface of the guide post is provided with a lower limiting post, the upper end edge of the lower limiting post is provided with a lower limiting ring, the diameter of the lower limiting ring is greater than the inner diameter of the compression spring; the upper limiting post is located in the upper end of the compression spring, and the upper end of the compression spring is in abutting engagement with the upper limiting ring; the lower limiting post is located in the lower end of the compression spring, and the lower end of the compression spring is in abutting engagement with the lower limiting ring. By embedding the upper limiting post and the lower limiting post into the upper and lower ends of the compression spring respectively, and cooperating with the axial limiting effect of the limiting rings, the installation position of the compression spring can be fixed firmly, and the compression spring can be prevented from being offset in the guide sleeve.

[0012] In a preferred solution, the top of the contact head is provided with a first through hole, the mounting plate is provided with a second through hole, the lower end of the guide post is provided with a first screw hole corresponding to the first through hole and the second through hole, a first locking bolt is installed in the first screw hole, the rod portion of the first locking bolt passes through the first through hole and the second through hole in sequence, and the head portion of the first locking bolt clamps the contact head and the mounting plate together with the lower end of the guide post.

[0013] In a preferred solution, the connecting and locking device for the rail flaw detection vehicle further comprises two locking structures for connecting with the legs of the rail flaw detection vehicle, and the connecting rod is provided with two limiting protrusions corresponding to the respective locking structures; the locking structure comprises a U-shaped seat, a catch, a hook, and at least one U-shaped fastening clamp for locking the leg of the rail flaw detection vehicle; the U-shaped seat comprises two opposite parallel side plates and a bottom connecting the two side plates, and the inner wall of one side plate is provided with a limiting strip-shaped groove for the corresponding limiting protrusion to pass through; the U-shaped seat is detachably installed on the connecting rod, the limiting protrusion is located in the limiting strip-shaped groove, the fixed end of the catch is hingedly installed on one side plate of the U-shaped seat, the hook is installed on the outer wall of the other side plate of the U-shaped seat, and the catch and the hook are connected in a hooking manner; the U-shaped fastening clamp is detachably installed on the outer wall of the bottom of the U-shaped seat. During installation, the limiting strip-shaped groove on the U-shaped seat is aligned with the limiting protrusion on the connecting rod, the U-shaped seat is inserted and hung on the connecting rod, and the limiting protrusion is located in the limiting strip-shaped groove to avoid displacement of the U-shaped seat on the connecting rod; then, the locking structure and the connecting rod are fixedly connected through the cooperation of the U-shaped seat, the catch, and the hook; and then the leg of the rail flaw detection vehicle is locked through the U-shaped fastening clamp to realize the connection between the connecting and locking device and the leg of the rail flaw detection vehicle. The specific structure of the catch can adopt the specific structure of the second catch disclosed in the utility model patent with the publication number CN220701678U and the name of a transport frame for a flaw detection vehicle.

[0014] Further preferably, the two ends of the U-shaped fastening clamp are respectively provided with a hanging ear, the hanging ear is provided with a third through hole, the bottom outer wall of the U-shaped seat is provided with two second screw holes corresponding to the corresponding third through hole, a second locking bolt is installed in the second screw hole, the rod part of the second locking bolt passes through the third through hole, and the head of the second locking bolt is clamped together with the bottom outer wall of the U-shaped seat. Through the arrangement, the U-shaped fastening clamp can be detachably installed on the bottom outer wall of the U-shaped seat.

[0015] Preferably, the collet is provided with a guide hole extending upward and downward, the side wall of the collet is provided with a third screw hole communicating with the guide hole, a third locking bolt is installed in the third screw hole, the guide sleeve is located in the guide hole, and the rod part of the third locking bolt abuts against the outer wall of the guide sleeve. Through the arrangement, the guide sleeve can be movably installed on the collet.

[0016] Compared with the prior art, the utility model has the following advantages:

[0017] The elastic pressure structure of the compression spring can realize self-adaptive fitting of the contact head and the surface of the steel rail. Even if the surface of the steel rail is slightly uneven or vibrates during the operation of the flaw detection vehicle, the compression spring can also adjust the position of the guide column in real time through stretching and contracting, always giving the contact head stable downward pressure, and avoiding intermittent disconnection between the contact head and the steel rail. Compared with the rigid connection of the prior art, the utility model can ensure continuous conduction of the two contact heads, stable transmission of the train signal, and completely solve the safety hazard of intermittent signal. BRIEF DESCRIPTION OF DRAWINGS

[0018] Figure 1 is a structural schematic view of an embodiment of the utility model;

[0019] Figure 2 is Figure 1 the front view in the figure;

[0020] Figure 3 is Figure 2 the sectional view of A-A in the figure;

[0021] Figure 4 is Figure 2 the sectional view of B-B in the figure;

[0022] Figure 5 is Figure 1 the structural schematic view of the locking structure in the figure. DETAILED DESCRIPTION

[0023] The utility model will be specifically described below in combination with the drawings and specific embodiments.

[0024] As Figures 1-5As shown, the connecting red device for the rail flaw detection vehicle in the embodiment comprises a connecting rod 1, two fixed seats 2 and two contact heads 3, the two fixed seats 2 are respectively installed at the two ends of the connecting rod 1, the two contact heads 3 are respectively installed on the corresponding fixed seats 2, and the two contact heads 3 are in conduction with the connecting rod 1 through the corresponding fixed seats 2; each of the two fixed seats 2 comprises a chuck 21, a guide sleeve 22, a guide column 23 and a compression spring 24, the chuck 21 is installed at the corresponding end of the connecting rod 1, the guide sleeve 22 is movably installed on the chuck 21, the upper end of the guide sleeve 22 is closed, the upper part of the guide column 23 is in the guide sleeve 22, the lower part of the guide column 23 is below the guide sleeve 22, and the contact head 3 is installed on the lower part of the guide column 23; the compression spring 24 is in the guide sleeve 22, the upper end of the compression spring 24 is in close contact or fixed connection with the upper end of the guide sleeve 22, and the lower end of the compression spring 24 is in close contact or fixed connection with the upper end of the guide column 23.

[0025] When the connecting red device is installed, the connecting rod 1 is fixed on the leg of the rail flaw detection vehicle, and then the contact head 3 is brought into contact with the surface of the rail; when the contact head 3 is in contact with the surface of the rail, the upper end of the guide column 23 presses the compression spring 24, the compression spring 24 is retracted in the guide sleeve 22, and the upper end of the guide column 23 moves upward in the guide sleeve 22, so as to elastically adjust the contact head 3 and the surface of the rail, and ensure that the contact heads 3 on both sides of the connecting rod 1 are stably in contact with the rail and in conduction with each other.

[0026] A limiting step 221 is arranged on the inner edge of the lower end of the guide sleeve 22, a limiting convex edge 231 is arranged on the outer edge of the upper end of the guide column 23, and the limiting convex edge 231 is buckled with the limiting step 221. Through the arrangement, the upper end of the guide column 23 can be buckled in the guide sleeve 22, and the upper end of the guide column 23 can be prevented from separating from the guide sleeve 22.

[0027] A compression ring 222 is arranged on the outer edge of the lower end of the guide sleeve 22, the top of the contact head 3 is provided with a mounting plate 31, the lower surface of the compression ring 222 is uniformly provided with two guide columns 223 in the circumferential direction, the upper surface of the mounting plate 31 is provided with two guide sleeves 32 corresponding to the guide columns 223, and the lower end of the guide column 223 is in the guide sleeve 32. When the contact head 3 is in contact with the rail, the operator can press the compression ring 222, and then press the guide sleeve 22 downward, so that the guide sleeve 22 moves downward as much as possible (the specific downward movement is that the contact heads 3 on both sides of the connecting red device can stably contact the rail and be in conduction with each other, and a red light band is generated), so that the contact head 3 fully contacts the rail. When the lower end of the guide column 223 is inserted into the guide sleeve 32, the guide sleeve 32 slides relative to the guide column 223 when the contact head 3 floats up and down, and the guide column 223 can prevent the contact head 3 from swinging relative to the fixed column when the road surface turns or the surface of the rail is uneven, so that the normal generation of the red light band can be ensured in long-term use.

[0028] The upper end opening of the guide sleeve 22 is provided with a cover 25, the outer wall of the cover 25 is provided with external threads, and the inner wall of the upper end opening of the guide sleeve 22 is provided with internal threads matched with the external threads. The cover 25 is threadedly connected with the upper end opening of the guide sleeve 22 through the matching of the external threads and the internal threads, so that the cover 25 closes the upper end of the guide sleeve 22. The threaded connection mode enables the cover 25 to be quickly disassembled, and when the compression spring 24 needs to be replaced or the sliding state of the guide column 23 needs to be maintained, the entire fixing seat 2 does not need to be disassembled, and the maintenance operation is simple and efficient; at the same time, the installation depth of the cover 25 on the guide sleeve 22 can be adjusted by rotating the cover 25, and the initial pre-tightening force of the compression spring 24 is indirectly adjusted, so as to adapt to different thicknesses of steel rails or contact pressure requirements.

[0029] The lower end surface of the cover 25 is provided with an upper limiting column 251, the lower end edge of the upper limiting column 251 is provided with an upper limiting ring 252, the diameter of the upper limiting ring 252 is greater than the inner diameter of the compression spring 24, the upper end surface of the guide column 23 is provided with a lower limiting column 232, the upper end edge of the lower limiting column 232 is provided with a lower limiting ring 233, the diameter of the lower limiting ring 233 is greater than the inner diameter of the compression spring 24; the upper limiting column 251 is located in the upper end of the compression spring 24, and the upper end of the compression spring 24 is in abutting cooperation with the upper limiting ring 252; the lower limiting column 232 is located in the lower end of the compression spring 24, and the lower end of the compression spring 24 is in abutting cooperation with the lower limiting ring 233. By embedding the upper limiting column 251 and the lower limiting column 232 into the upper and lower ends of the compression spring 24 respectively, and cooperating with the axial limiting action of the limiting rings, the installation position of the compression spring 24 can be fixed firmly, and the compression spring 24 can be prevented from being deviated in the guide sleeve 22.

[0030] The top of the contact head 3 is provided with a first through hole 33, the mounting plate 31 is provided with a second through hole 311, and the lower end of the guide column 23 is provided with a first screw hole 234 corresponding to the first through hole 33 and the second through hole 311. A first locking bolt 235 is mounted in the first screw hole 234, the rod portion of the first locking bolt 235 passes through the first through hole 33 and the second through hole 311 in sequence, and the head portion of the first locking bolt 235 clamps the contact head 3 and the mounting plate 31 together with the lower end of the guide column 23.

[0031] The embodiment also comprises two locking structures 4 for connecting with the legs of the rail defect detector vehicle, the connecting rod 1 is provided with two limiting protrusions 11 corresponding to the locking structures 4; the locking structure 4 comprises a U-shaped seat 41, a catch 42, a hook 43 and at least one U-shaped fastening clamp 44 for locking the leg of the rail defect detector vehicle; the U-shaped seat 41 comprises two opposite parallel side plates 411 and a bottom 412 connecting the two side plates 411, an inner wall of one side plate 411 is provided with a limiting strip-shaped slot 413 for the corresponding limiting protrusion 11 to pass through; the U-shaped seat 41 is detachably installed on the connecting rod 1, the limiting protrusion 11 is in the limiting strip-shaped slot 413, the fixed end of the catch 42 is hingedly installed on one side plate 411 of the U-shaped seat 41, the hook 43 is installed on the outer wall of the other side plate 411 of the U-shaped seat 41, and the catch 42 is in buckling connection with the hook 43; the U-shaped fastening clamp 44 is detachably installed on the outer wall of the bottom 412 of the U-shaped seat 41. During installation, the limiting strip-shaped slot 413 on the U-shaped seat 41 is aligned with the limiting protrusion 11 on the connecting rod 1, the U-shaped seat 41 is inserted and hung on the connecting rod 1, the limiting protrusion 11 is in the limiting strip-shaped slot 413, and displacement of the U-shaped seat 41 on the connecting rod 1 is avoided; then the U-shaped seat 41, the catch 42 and the hook 43 are matched to fixedly connect the locking structure 4 and the connecting rod 1; then the leg of the rail defect detector vehicle is locked by the U-shaped fastening clamp 44, and the connection between the connecting rod device and the leg of the rail defect detector vehicle is realized. The specific structure of the catch 42 can adopt the specific structure of the second catch 42 disclosed in the utility model patent with the authorized publication number CN220701678U and the name of a transport frame for a rail defect detector vehicle.

[0032] The two ends of the U-shaped fastening clamp 44 are respectively provided with hanging ears 441, the hanging ears 441 are provided with third through holes, the outer wall of the bottom 412 of the U-shaped seat 41 is provided with two second screw holes corresponding to the corresponding third through holes, and second locking bolts 414 are installed in the second screw holes, the rod part of the second locking bolt 414 passes through the third through hole, and the head part of the second locking bolt 414 and the outer wall of the bottom 412 of the U-shaped seat 41 jointly clamp the hanging ear 441. Through the arrangement, the U-shaped fastening clamp 44 can be detachably installed on the outer wall of the bottom 412 of the U-shaped seat 41.

[0033] The collet 21 is provided with a guide hole 211 extending upward and downward, the side wall of the collet 21 is provided with a third screw hole 212 communicating with the guide hole 211, a third locking bolt 213 is installed in the third screw hole 212, the guide sleeve 22 is in the guide hole 211, and the rod part of the third locking bolt 213 abuts against the outer wall of the guide sleeve 22. Through the arrangement, the guide sleeve 22 can be movably installed on the collet 21.

[0034] In addition, it should be noted that the specific embodiments described in the specification, the name of each part, etc. can be different, and any equivalent or simple change made in accordance with the structure, features and principles described in the utility model patent concept is included in the protection scope of the utility model patent. The skilled in the art to which the present application belongs can make various modifications or supplements or adopt similar ways to replace the described specific embodiments, as long as it does not deviate from the structure of the utility model or beyond the scope defined in the claims, which shall belong to the protection scope of the utility model.

Claims

1. A connecting device for a rail flaw detection vehicle, comprising a connecting rod, two fixing seats and two contact heads, the two fixing seats are respectively installed at two ends of the connecting rod, the two contact heads are respectively installed on the corresponding fixing seats, and the two contact heads are in conduction with the connecting rod through the corresponding fixing seats; characterized in that: Both the fixing seats comprise a collet, a guide sleeve, a guide column and a compression spring, the collet is installed on the corresponding end of the connecting rod, the guide sleeve is movably installed on the collet, the upper end of the guide sleeve is closed, the upper part of the guide column is in the guide sleeve, the lower part of the guide column is below the guide sleeve, and the contact head is installed on the lower part of the guide column; the compression spring is in the guide sleeve, the upper end of the compression spring is in close contact or fixed connection with the upper end of the guide sleeve, and the lower end of the compression spring is in close contact or fixed connection with the upper end of the guide column.

2. The continuous welding apparatus for a rail inspection car as defined in claim 1 wherein: A limiting step is arranged on the inner edge of the lower end of the guide sleeve, and a limiting convex edge is arranged on the outer edge of the upper end of the guide column, and the limiting convex edge is buckled with the limiting step.

3. The continuous welding apparatus for a rail inspection car as defined in claim 1 wherein: A compression ring is arranged on the outer edge of the lower end of the guide sleeve, and a mounting plate is arranged on the top of the contact head, two guide columns are uniformly fixed on the lower surface of the compression ring in the circumferential direction, and two guide sleeves corresponding to the guide columns are arranged on the upper surface of the mounting plate.

4. The continuous welding apparatus for a rail inspection car as defined in claim 1 wherein: A cover is arranged on the opening of the upper end of the guide sleeve, an outer thread is arranged on the outer wall of the cover, and an inner thread matched with the outer thread is arranged on the inner wall of the opening of the upper end of the guide sleeve.

5. The continuous welding apparatus for a rail inspection car as defined in claim 4 wherein: An upper limiting column is arranged on the lower end surface of the cover, an upper limiting ring is arranged on the lower end edge of the upper limiting column, the diameter of the upper limiting ring is greater than the inner diameter of the compression spring, a lower limiting column is arranged on the upper end surface of the guide column, a lower limiting ring is arranged on the upper end edge of the lower limiting column, and the diameter of the lower limiting ring is greater than the inner diameter of the compression spring; the upper limiting column is in the upper end of the compression spring, and the upper end of the compression spring is in abutting connection with the upper limiting ring; the lower limiting column is in the lower end of the compression spring, and the lower end of the compression spring is in abutting connection with the lower limiting ring.

6. The continuous welding apparatus for a rail inspection car as defined in claim 3 wherein: A first through hole is arranged on the top of the contact head, a second through hole is arranged on the mounting plate, a first screw hole corresponding to the first through hole and the second through hole is arranged on the lower end of the guide column, a first locking bolt is installed in the first screw hole, the rod part of the first locking bolt passes through the first through hole and the second through hole in sequence, and the head part of the first locking bolt clamps the contact head and the mounting plate together with the lower end of the guide column.

7. The continuous welding apparatus for a rail inspection car of claim 1 wherein: The locking structure comprises a U-shaped seat, a catch, a hook and at least one U-shaped fastening clamp for locking the foot of the rail flaw detection vehicle; the U-shaped seat comprises two opposite parallel side plates and a bottom connecting the two side plates, and an inner wall of one side plate is provided with a limiting strip-shaped groove for the corresponding limiting convex point; the U-shaped seat is detachably installed on the connecting rod, the limiting convex point is in the limiting strip-shaped groove, the fixed end of the catch is hingedly installed on one side plate of the U-shaped seat, the hook is installed on the outer wall of the other side plate of the U-shaped seat, and the catch is in buckling connection with the hook; the U-shaped fastening clamp is detachably installed on the outer wall of the bottom of the U-shaped seat.

8. The continuous welding apparatus for a rail inspection car as defined in claim 7 wherein: The two ends of the U-shaped fastening clamp are respectively provided with a hanging ear, a third through hole is arranged on the hanging ear, two second screw holes corresponding to the corresponding third through holes are arranged on the outer wall of the bottom of the U-shaped seat, a second locking bolt is installed in the second screw hole, the rod part of the second locking bolt passes through the third through hole, and the head part of the second locking bolt clamps the hanging ear together with the outer wall of the bottom of the U-shaped seat.

9. The continuous welding apparatus for a rail inspection car of claim 1 wherein: The chuck is provided with a guide hole extending upward and downward, and a third screw hole is provided in the side wall of the chuck and communicates with the guide hole, a third locking bolt is installed in the third screw hole, the guide sleeve is located in the guide hole, and the end of the rod of the third locking bolt abuts against the outer wall of the guide sleeve.

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