Magnetic suspension contact rail detection device

Abstract

The utility model relates to the technical field of track parameter measurement, in particular to a magnetic levitation contact rail detection device which comprises a walking mechanism, an F rail detection mechanism and a contact rail detection mechanism. An F-rail detection mechanism and a contact rail detection mechanism are symmetrically arranged on the two sides of the walking mechanism in the width direction of the rail correspondingly, the F-rail detection mechanism directly faces the F rail and is used for measuring the position parameters of the F rail and the earth angle of the magnetic suspension contact rail detection device, and the contact rail detection mechanism is detachably connected with the walking mechanism; the contact rail detection mechanism is arranged right opposite to the contact rail and is used for measuring the position parameters of the contact rail and the earth angle of the magnetic suspension contact rail detection device. According to the utility model, the installation angle of the contact rail relative to the F rail can be detected, the maintenance operation of the contact rail is effectively guided, the contact uniformity of a current collector of a train and the contact rail during current collection is improved, and the driving safety is facilitated.

Description

Technical Field

[0001] This utility model relates to the field of track parameter measurement technology, and in particular to a magnetic levitation contact rail detection device. Background Technology

[0002] As a new type of rail transit, medium- and low-speed maglev transportation uses a rail-hugging suspension frame and utilizes the electromagnetic force between a linear motor and the track to achieve vehicle levitation and movement. It has advantages such as safety, convenience, efficiency, and environmental friendliness, and has become a new choice and development direction for urban / suburban rail transit.

[0003] Medium- and low-speed maglev trains employ a side-contact current collection method, where a rigid contact rail contacts the vehicle's current collector to transfer current. The installation and operational condition of the contact rail significantly impacts the contact between the contact rail and the current collector; poor condition can lead to unstable current collection or damage to the current collector. Therefore, regular inspection of the contact rail's condition is necessary to ensure the efficient and stable operation of the maglev train.

[0004] Existing contact rail inspection methods do not detect the installation angle of the contact rail relative to the F-rail. This angle affects the uniformity of contact between the current collector and the contact rail in the track cross-section, impacting the stable current collection of trains and the uneven wear of the current collector's carbon sliding plate. This has become one of the key issues that track operation and maintenance urgently need to address.

[0005] Therefore, it is necessary to provide a new magnetic levitation contact rail detection device to solve the above-mentioned technical problems. Utility Model Content

[0006] The main purpose of this invention is to provide a magnetic levitation contact rail detection device, which aims to solve the problem that existing magnetic levitation contact rail detection devices cannot detect the installation angle of the contact rail relative to the F rail.

[0007] To achieve the above objectives, this utility model proposes a maglev contact rail detection device, comprising a traveling mechanism, an F-rail detection mechanism, and a contact rail detection mechanism. The traveling mechanism is capable of traveling along the track extension direction. The F-rail detection mechanism and the contact rail detection mechanism are symmetrically arranged on both sides of the traveling mechanism along the track width direction, with the F-rail detection mechanism facing the F-rail. The F-rail detection mechanism is used to measure the position parameters of the F-rail and the geodetic angle of the maglev contact rail detection device. The contact rail detection mechanism is detachably connected to the traveling mechanism and is facing the contact rail. The contact rail detection mechanism is used to measure the position parameters of the contact rail and the geodetic angle of the maglev contact rail detection device.

[0008] Optionally, the maglev contact rail detection device further includes a disassembly and assembly joint, which is disposed on the traveling mechanism; the contact rail detection mechanism includes a vertical support and a contact rail detection component, the first end of the vertical support is detachably connected to the traveling mechanism through the disassembly and assembly joint; the contact rail detection component is disposed at the second end of the vertical support.

[0009] Optionally, the first end of the vertical support has a dovetail groove; the disassembly and assembly joint includes a mounting block, a clamping assembly, an adjusting member, and a limiting pressure plate. The first end of the mounting block is connected to the traveling mechanism, and the second end has a dovetail portion that matches the dovetail groove. The dovetail portion engages with the dovetail groove, and the mounting block has a stepped hole arranged vertically and a through hole arranged horizontally. The clamping assembly includes a pin and an elastic member. The pin is disposed in the stepped hole, and the elastic member abuts against the pin and the stepped surface of the stepped hole. The adjusting member passes through the through hole and contacts the top end of the pin, and is threadedly connected to the mounting block through the through hole. The adjusting member can push the pin downward to clamp the vertical support. The limiting pressure plate covers the top edge of the stepped hole.

[0010] Optionally, the disassembly connector further includes a pressure head and a rolling structure. The pressure head is disposed at the bottom end of the pin, and the pressure head makes rolling contact with the wall of the dovetail groove through the rolling structure.

[0011] Optionally, the limiting pressure plate has a clearance groove on the side facing the stepped hole for the adjustment member to be installed.

[0012] Optionally, the contact rail detection assembly includes a first sensor, a second sensor, and a first angle measuring instrument disposed at the second end of the vertical support; the measuring direction of the first sensor is set facing the outer surface of the contact rail, and is used to measure the lateral distance between the first sensor and the outer surface of the contact rail; the measuring direction of the second sensor is set facing the upper surface of the contact rail, and is used to measure the vertical distance between the second sensor and the upper surface of the contact rail; the first angle measuring instrument is disposed parallel to the first sensor.

[0013] Optionally, the number of the first sensors is two, the two first sensors are arranged at intervals in the vertical direction, and the two first sensors are symmetrical about the contact rail.

[0014] Optionally, the traveling mechanism includes a crossbeam, side supports, and a power system. The crossbeam is positioned directly above the track, and two side supports are symmetrically arranged on both sides of the crossbeam along the width direction of the track. The crossbeam is in rolling contact with the F-rail via guide wheels. The power system is mounted on the crossbeam and is capable of driving the crossbeam to travel along the length direction of the track.

[0015] Optionally, the F-rail detection mechanism includes a third sensor, a fourth sensor, and a second angle measuring instrument. The third sensor and the fourth sensor are both mounted on the side bracket, with the measuring direction of the third sensor facing the outer surface of the F-rail to measure the lateral distance between the third sensor and the outer surface of the F-rail. The measuring direction of the fourth sensor is facing the suspension gap surface of the F-rail to measure the vertical distance between the fourth sensor and the suspension gap surface of the F-rail. The second angle measuring instrument is mounted on the crossbeam and is arranged parallel to the first sensor.

[0016] In this utility model, the traveling mechanism can travel smoothly along the F-rail line. The installation angle of the contact rail relative to the F-rail is detected by the F-rail detection mechanism, the contact rail position parameters, and the ground angle of the maglev contact rail detection device, which are measured by the F-rail detection mechanism and the contact rail detection mechanism. This can effectively guide the maintenance of the contact rail, improve the uniformity of contact between the train's current collector and the contact rail, reduce the uneven wear of the current collector's carbon sliding plate, and contribute to train safety. Attached Figure Description

[0017] To more clearly illustrate the technical solutions in the embodiments of this utility model or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this utility model. For those skilled in the art, other drawings can be obtained based on the structures shown in these drawings without creative effort.

[0018] Figure 1 This is a schematic diagram of the magnetic levitation contact rail detection device in an embodiment of the present invention;

[0019] Figure 2 This is a schematic diagram of the structure of the disassembly and assembly joint and the vertical support in an embodiment of this utility model;

[0020] Figure 3 This is a cross-sectional view of the disassembly and assembly joint and the vertical support in an embodiment of this utility model.

[0021] Explanation of icon numbers:

[0022] 1. Traveling mechanism; 1.1. Crossbeam; 1.2. Side support; 1.3. Power system; 1.4. Guide wheel; 2. F-rail detection mechanism; 2.1. Third sensor; 2.2. Fourth sensor; 2.3. First angle measuring instrument; 3. Contact rail detection mechanism; 3.1. Vertical support; 3.1.1. Dovetail groove; 3.2. Contact rail detection assembly; 3.2.1. First sensor; 3.2.2. Second sensor; 3. 2.3 Second angle measuring instrument; 4. Disassembly and assembly connector; 4.1 Mounting block; 4.1.1 Dovetail; 4.1.2 Stepped hole; 4.1.3 Through hole; 4.2 Clamping assembly; 4.2.1 Pin; 4.2.2 Elastic element; 4.3 Adjusting element; 4.4 Pressure head; 4.5 Limiting pressure plate; 5 Outer surface of contact rail; 6 Upper surface of contact rail; 7 Outer surface of F rail; 8 Suspension gap surface of F rail.

[0023] The realization of the purpose, functional features and advantages of this utility model will be further explained in conjunction with the embodiments and with reference to the accompanying drawings. Detailed Implementation

[0024] The embodiments of the present invention will be described in detail below with reference to the accompanying drawings. However, the present invention can be implemented in many different ways as defined and covered by the claims.

[0025] This invention proposes a magnetic levitation contact rail detection device, which aims to solve the problem that existing magnetic levitation contact rail detection devices cannot detect the installation angle of the contact rail relative to the F rail.

[0026] like Figure 1 As shown, the maglev contact rail detection device includes a traveling mechanism 1, an F-rail detection mechanism 2, and a contact rail detection mechanism 3. The traveling mechanism 1 can travel along the track extension direction. The F-rail detection mechanism 2 and the contact rail detection mechanism 3 are symmetrically arranged on both sides of the traveling mechanism 1 along the track width direction, and the F-rail detection mechanism 2 is set directly opposite the F-rail. The F-rail detection mechanism 2 is used to measure the position parameters of the F-rail and the geodetic angle of the maglev contact rail detection device. The contact rail detection mechanism 3 is detachably connected to the traveling mechanism 1 and is set directly opposite the contact rail. The contact rail detection mechanism 3 is used to measure the position parameters of the contact rail and the geodetic angle of the maglev contact rail detection device. In actual operation, the traveling mechanism 1 can travel smoothly along the F-rail line. The F-rail position parameters, contact rail position parameters, and the ground angle of the maglev contact rail detection device are measured by the F-rail detection mechanism 2 and the contact rail detection mechanism 3 to detect the installation angle of the contact rail relative to the F-rail. This can effectively guide the maintenance of the contact rail, improve the uniformity of contact between the train's current collector and the contact rail when collecting current, reduce the uneven wear of the current collector's carbon sliding plate, and contribute to train safety.

[0027] See also Figure 2The maglev contact rail detection device also includes a disassembly / removal connector 4, which is mounted on the traveling mechanism 1. The contact rail detection mechanism 3 includes a vertical support 3.1 and a contact rail detection component 3.2. The first end of the vertical support 3.1 is detachably connected to the traveling mechanism 1 via the disassembly / removal connector 4. The contact rail detection component 3.2 is mounted on the second end of the vertical support 3.1. By using the disassembly / removal connector 4, the contact rail detection mechanism 3 can be quickly installed and removed, and the repeatability of positioning accuracy during multiple installations can be guaranteed.

[0028] See Figure 3 The first end of the vertical support 3.1 has a dovetail groove 3.1.1; the disassembly and assembly joint 4 includes a mounting block 4.1, a clamping assembly 4.2, an adjusting component 4.3, and a limiting pressure plate 4.5. The first end of the mounting block 4.1 is connected to the traveling mechanism 1, and the second end is provided with a dovetail portion 4.1.1 that matches the dovetail groove 3.1.1. The dovetail portion 4.1.1 engages with the dovetail groove 3.1.1. The mounting block 4.1 has a stepped hole 4.1.2 in the vertical direction and a through hole 4.1.3 in the horizontal direction; the clamping assembly 4.2 includes... Includes a pin 4.2.1 and an elastic element 4.2.2. The pin 4.2.1 is disposed in the stepped hole 4.1.2, and the elastic element 4.2.2 abuts against the pin 4.2.1 and the stepped surface of the stepped hole 4.1.2. An adjusting element 4.3 passes through the through hole 4.1.3 and contacts the top end of the pin 4.2.1, and is threadedly connected to the mounting block 4.1 through the through hole 4.1.3. The adjusting element 4.3 can push the pin 4.2.1 downward to press the vertical bracket 3.1. A limiting pressure plate 4.5 is covered on the top edge of the stepped hole 4.1.2.

[0029] In this embodiment, the stepped hole 4.1.2 penetrates the mounting block 4.1, and the stepped hole 4.1.2 includes a first segment and a second segment arranged sequentially in the vertical direction. The upper end of the first segment forms a first stepped surface, and the limiting pressure plate 4.5 covers the first stepped surface. The connection between the second segment and the first segment forms a second stepped surface. The pin 4.2.1 includes a cylindrical structure and an arc-shaped end cap disposed on the upper end of the cylindrical structure. The cylindrical structure extends into the second segment of the stepped hole 4.1.2 and can move along the axis of the stepped hole 4.1.2. The elastic element 4.2.2 is a compression spring, which is sleeved on the outside of the pin 4.2.1, with one end of the compression spring contacting the second stepped surface and the other end contacting the arc-shaped end cap. Under the action of the compression spring, the pin 4.2.1 moves upward along its axis until the arc-shaped end cap abuts against the lower side of the limiting pressure plate 4.5 disposed on the upper part of the mounting block 4.1, reaching the upper displacement limit. An adjusting component 4.3 is provided on one side of the upper end of the mounting block 4.1. The adjusting component 4.3 is a handwheel, and the side of the handwheel near the pin 4.2.1 is a cylindrical structure. When the handwheel is rotated, the cylindrical structure moves along its axis. When disassembling the contact rail detection mechanism 3, the handwheel is rotated in the opposite direction, and the cylindrical structure of the handwheel moves away from the pin 4.2.1 along its axis. When the cylindrical surface of the cylindrical structure separates from the end cap arc surface of the pin 4.2.1, the pin 4.2.1 moves upward under the action of the compression spring until it touches the lower side and reaches the upper displacement limit, ensuring the rapid disassembly of the contact rail detection mechanism 3. In another example of this embodiment, the vertical support 3.1 includes a detachably connected support body and a connector. The contact rail detection component 3.2 is disposed on the support body, and the connector is provided with a dovetail groove 3.1.1, which allows the support body to be replaced according to actual operation requirements.

[0030] Furthermore, the disassembly and assembly joint 4 also includes a pressure head 4.4 and a rolling structure. The pressure head 4.4 is located at the bottom end of the pin 4.2.1, and the pressure head 4.4 rolls against the wall of the dovetail groove 3.1.1 through the rolling structure. The lower end of the pin 4.2.1 is provided with the pressure head 4.4, and the lower side of the limiting pressure plate 4.5 has a slot along the axis of the cylindrical structure of the handwheel to avoid the cylindrical surface of the handwheel. When the contact rail detection mechanism 3 is installed, the vertical bracket 3.1 cooperates with the dovetail part 4.1.1 of the mounting block 4.1 through the dovetail groove 3.1.1. When the handwheel is rotated, the cylindrical structure of the handwheel approaches the pin 4.2.1 along its axis. When the cylindrical surface of the adjusting part 4.3 contacts the end cap arc surface of the pin 4.2.1, the pin 4.2.1 begins to move downward, causing the pressure head 4.4 to abut against the dovetail groove 3.1.1. Continue rotating the handwheel; the pressure head 4.4 moves the mounting block 4.1 downwards and presses it against the wall of the dovetail groove 3.1.1. When disassembling the contact rail detection mechanism 3, the pin 4.2.1 moves upwards under the action of the compression spring until it touches the lower side and reaches the upper displacement limit. At this time, the rolling structure of the pressure head 4.4 disengages from the dovetail groove 3.1.1 of the vertical support 3.1. Because a dovetail structure is used for positioning, and the rolling structure uses ball bearings, the influence of contact friction on positioning is reduced, ensuring the repeatability of positioning accuracy during multiple installations of the contact rail detection mechanism 3 and meeting the requirements for detection accuracy.

[0031] Furthermore, the limiting pressure plate 4.5 has a relief groove on the side facing the stepped hole 4.1.2 for the adjusting member 4.3 to be installed. The relief groove can effectively prevent the adjusting member 4.3 from interfering with the limiting pressure plate 4.5 when it rotates.

[0032] Specifically, the contact rail detection assembly 3.2 includes a first sensor 3.2.1, a second sensor 3.2.2, and a first angle measuring instrument 2.3, all disposed at the second end of the vertical support 3.1. The measuring direction of the first sensor 3.2.1 is directly opposite to the outer surface 5 of the contact rail, and is used to measure the lateral distance between the first sensor 3.2.1 and the outer surface 5 of the contact rail. The measuring direction of the second sensor 3.2.2 is directly opposite to the upper surface 6 of the contact rail, and is used to measure the vertical distance between the second sensor 3.2.2 and the upper surface 6 of the contact rail. The second angle measuring instrument 3.2.3 is disposed parallel to the first sensor 3.2.1.

[0033] Among them, there are two first sensors 3.2.1, which are arranged at intervals in the vertical direction and are symmetrical about the contact rail.

[0034] In this embodiment, the traveling mechanism 1 includes a crossbeam 1.1, side supports 1.2, and a power system 1.3. The crossbeam 1.1 is located directly above the track, and two side supports 1.2 are symmetrically arranged on both sides of the crossbeam 1.1 along the width direction of the track. The crossbeam 1.1 is in rolling contact with the F-track through guide wheels 1.4. The power system 1.3 is located on the crossbeam 1.1 and can drive the crossbeam 1.1 to travel along the length direction of the track.

[0035] In this embodiment, the F-rail detection mechanism 2 includes a third sensor 2.1, a fourth sensor 2.2, and a second angle measuring instrument 3.2.3. The third sensor 2.1 and the fourth sensor 2.2 are both mounted on the side bracket 1.2. The measuring direction of the third sensor 2.1 is directly opposite to the outer surface of the F-rail, and it is used to measure the lateral distance between the third sensor 2.1 and the outer surface of the F-rail. The measuring direction of the fourth sensor 2.2 is directly opposite to the suspension gap surface of the F-rail, and it is used to measure the vertical distance between the fourth sensor 2.2 and the suspension gap surface of the F-rail. The second angle measuring instrument 3.2.3 is mounted on the crossbeam 1.1 and is arranged parallel to the first sensor 3.2.1.

[0036] The magnetic levitation contact rail detection device in this embodiment can detect the deviation of the contact rail relative to the F-rail. The first sensor 3.2.1 in the contact rail detection mechanism 3 is arranged parallel to the first angle measuring instrument 2.3 in its distance measuring direction, and is horizontally aligned without misalignment. Specifically, the first angle measuring instrument 2.3 measures the ground angle of the contact rail detection device as θ1. Combined with the vertical distance between the suspension gap surfaces 8 of the two F-rails measured by the fourth sensor 2.2, the angle of the F-rail relative to the contact rail detection device can be calculated using trigonometric functions as θ2. Therefore, the ground angle of the F-rail is θ. F =θ1-θ2; The ground angle of the contact rail detection device is θ1 measured by the first angle measuring instrument. Since the distance measuring direction of the first sensor 3.2.1 is parallel to that of the first angle measuring instrument 2.3, the ground angle of the first sensor 3.2.1 is θ1+90°. The distance to the outer surface of the contact rail is measured by the first sensor 3.2.1. Combined with the vertical distance between the first sensor 3.2.1 and the third sensor 2.1, the relative angle of the contact rail with respect to the first sensor 3.2.1 can be calculated using trigonometric functions as θ3. Therefore, the ground angle of the contact rail is θ. J =θ1 + 90° + θ3. Therefore, the angle between the contact rail and rail F is: θ = θ J -θ F =90° + θ2 + θ3, the design value of the contact rail relative to rail F is θ0 = 90°, then: the deviation of the contact rail relative to rail F is: θ 偏 =θ-θ0=θ2+θ3.

[0037] Furthermore, the lateral distance, i.e., the rail offset, between the outer surface 5 of the contact rail and the outer surface 7 of the F rail can be measured using the first sensor 3.2.1 and the third sensor 2.1. Specifically: the distance to the outer surface 7 of the F rail measured by the third sensor 2.1 is W1; the distance to the outer surface 5 of the contact rail measured by one of the first sensors 3.2.1 is W2; the distance to the outer surface 5 of the contact rail measured by the other first sensor 3.2.1 is W3; and the lateral installation distance between the third sensor 2.1 and the first sensor 3.2.1 is W0. Therefore, the rail offset W = W0 + (W2 + W3) / 2 - W1. In this method, the lateral distance measurement of the outer surface 5 of the contact rail is achieved by averaging the distances measured by the two first sensors 3.2.1, reflecting the rail offset of the centerline position of the outer surface 5 of the contact rail. This aligns with the actual current-receiving positions of the current collector and the contact rail, meeting the actual detection requirements.

[0038] Simultaneously, the vertical distance, i.e., the rail height, between the upper surface 6 of the contact rail and the suspension gap surface 8 of the F rail can be measured using the second sensor 3.2.2 and the fourth sensor 2.2. Specifically: the distance to the suspension gap surface 8 of the F rail measured by the fourth sensor 2.2 is H1, the distance to the upper surface 6 of the contact rail measured by the second sensor 3.2.2 is H2, and the vertical installation distance between the fourth sensor 2.2 and the second sensor 3.2.2 is H0. Therefore, the rail height H = H1 + H2 + H0.

[0039] In this embodiment, when measuring the installation angle of the contact rail relative to the F rail, the ground angle of the traveling mechanism is measured as θ1 by the first angle measuring instrument 2.3. Combined with the vertical distance of the suspension gap surface 8 of the two F rails measured by the fourth sensor 2.2, the angle of the F rail relative to the magnetic levitation contact rail detection device can be obtained as θ2 using trigonometric functions. Therefore, the ground angle of the F rail is θ. F =θ1-θ2; The distance between the outer surface 5 of the contact rail is measured by two first sensors 3.2.1. Combining the vertical distance between the first sensor 3.2.1 and the third sensor 2.1, the relative angle of the contact rail with respect to the first sensor 3.2.1 can be calculated using trigonometric functions as θ3. The ground angle of the contact rail detection device is measured by the second angle measuring instrument 3.2.3 as θ4. Since the second angle measuring instrument 3.2.3 is parallel to the first sensor, the ground angle of the first sensor 3.2.1 is θ4+90°. Therefore, the ground angle of the contact rail is θ. J =θ4 + 90° + θ3. Therefore, the angle between the contact rail and rail F is: θ = θ J -θ F=θ4 + 90° + θ3 - θ1 + θ2, where the design value of the contact rail relative to rail F is θ0 = 90°. Therefore, the deviation of the contact rail relative to rail F is: θ = θ - θ0 = θ4 + θ3 - θ1 + θ2. In this embodiment, a second angle measuring instrument 3.2.3 is arranged near the first sensor 3.2.1 of the contact rail detection mechanism 3, eliminating the influence of the structural rigidity of the detection frame on the measurement accuracy, and the accuracy can be further improved.

[0040] In this embodiment, the maglev contact rail detection device can measure the rail height and rail deviation, as well as the installation angle of the contact rail relative to the F rail, which can effectively guide the maintenance of the contact rail.

[0041] The above description is only a preferred embodiment of the present utility model and does not limit the patent scope of the present utility model. All equivalent structural transformations made under the inventive concept of the present utility model using the contents of the present utility model specification and drawings, or direct / indirect applications in other related technical fields, are included within the patent protection scope of the present utility model.

Claims

1. A magnetic levitation contact rail detection device, characterized in that, The device includes a traveling mechanism (1), an F-rail detection mechanism (2), and a contact rail detection mechanism (3). The traveling mechanism (1) can travel along the track extension direction. The F-rail detection mechanism (2) and the contact rail detection mechanism (3) are symmetrically arranged on both sides of the traveling mechanism (1) along the track width direction, and the F-rail detection mechanism (2) is set facing the F-rail. The F-rail detection mechanism (2) is used to measure the position parameters of the F-rail and the geodetic angle of the maglev contact rail detection device. The contact rail detection mechanism (3) is detachably connected to the traveling mechanism (1) and is set facing the contact rail. The contact rail detection mechanism (3) is used to measure the position parameters of the contact rail and the geodetic angle of the maglev contact rail detection device.

2. The magnetic levitation contact rail detection device as described in claim 1, characterized in that, The maglev contact rail detection device also includes a disassembly joint (4), which is disposed on the traveling mechanism (1); the contact rail detection mechanism (3) includes a vertical support (3.1) and a contact rail detection component (3.2), the first end of the vertical support (3.1) is detachably connected to the traveling mechanism (1) through the disassembly joint (4); the contact rail detection component (3.2) is disposed at the second end of the vertical support (3.1).

3. The magnetic levitation contact rail detection device as described in claim 2, characterized in that, The first end of the vertical support (3.1) has a dovetail groove (3.1.1); the disassembly and assembly joint (4) includes a mounting block (4.1), a clamping assembly (4.2), an adjusting component (4.3), and a limiting pressure plate (4.5). The first end of the mounting block (4.1) is connected to the traveling mechanism (1), and the second end is provided with a dovetail portion (4.1.1) that matches the dovetail groove (3.1.1). The dovetail portion (4.1.1) engages with the dovetail groove (3.1.1). The mounting block (4.1) has a stepped hole (4.1.2) arranged in the vertical direction and a through hole (4.1.3) arranged in the horizontal direction. The clamping assembly (4.2) includes a pin (4.5). 2.1) and elastic element (4.2.2), the pin (4.2.1) is disposed in the stepped hole (4.1.2), the elastic element (4.2.2) abuts against the pin (4.2.1) and the stepped surface of the stepped hole (4.1.2); the adjusting element (4.3) passes through the through hole (4.1.3) and contacts the top end of the pin (4.2.1), and is threadedly connected to the mounting block (4.1) through the through hole (4.1.3), and the adjusting element (4.3) can push the pin (4.2.1) downward to press the vertical bracket (3.1); the limiting pressure plate (4.5) covers the top edge of the stepped hole (4.1.2).

4. The magnetic levitation contact rail detection device as described in claim 3, characterized in that, The disassembly and assembly connector (4) further includes a pressure head (4.4) and a rolling structure. The pressure head (4.4) is located at the bottom end of the pin (4.2.1), and the pressure head (4.4) makes rolling contact with the wall surface of the dovetail groove (3.1.1) through the rolling structure.

5. The magnetic levitation contact rail detection device as described in claim 4, characterized in that, The limiting pressure plate (4.5) has a clearance groove on the side facing the stepped hole (4.1.2) for the adjustment member (4.3) to be installed.

6. The magnetic levitation contact rail detection device as described in any one of claims 2 to 5, characterized in that, The contact rail detection assembly (3.2) includes a first sensor (3.2.1), a second sensor (3.2.2), and a first angle measuring instrument (2.3) disposed at the second end of the vertical support (3.1); the measuring direction of the first sensor (3.2.1) is set facing the outer surface (5) of the contact rail, and is used to measure the lateral distance between the first sensor (3.2.1) and the outer surface (5) of the contact rail; the measuring direction of the second sensor (3.2.2) is set facing the upper surface (6) of the contact rail, and is used to measure the vertical distance between the second sensor (3.2.2) and the upper surface (6) of the contact rail; the first angle measuring instrument (2.3) is set parallel to the first sensor (3.2.1).

7. The magnetic levitation contact rail detection device as described in claim 6, characterized in that, The number of the first sensor (3.2.1) is two, and the two first sensors (3.2.1) are arranged at intervals in the vertical direction, and the two first sensors (3.2.1) are symmetrical about the contact rail.

8. The magnetic levitation contact rail detection device as described in claim 6, characterized in that, The traveling mechanism (1) includes a crossbeam (1.1), side supports (1.2), and a power system (1.3). The crossbeam (1.1) is located directly above the track. Two side supports (1.2) are symmetrically arranged on both sides of the crossbeam (1.1) along the width direction of the track. The crossbeam (1.1) is in rolling contact with the F-rail through guide wheels (1.4). The power system (1.3) is located on the crossbeam (1.1) and can drive the crossbeam (1.1) to travel along the length direction of the track.

9. The magnetic levitation contact rail detection device as described in claim 8, characterized in that, The F-rail detection mechanism (2) includes a third sensor (2.1), a fourth sensor (2.2), and a second angle measuring instrument (3.2.3). The third sensor (2.1) and the fourth sensor (2.2) are both mounted on the side bracket (1.2). The measuring direction of the third sensor (2.1) is directly opposite to the outer surface of the F-rail, and is used to measure the lateral distance between the third sensor (2.1) and the outer surface of the F-rail. The measuring direction of the fourth sensor (2.2) is directly opposite to the suspension gap surface of the F-rail, and is used to measure the vertical distance between the fourth sensor (2.2) and the suspension gap surface of the F-rail. The second angle measuring instrument (3.2.3) is mounted on the crossbeam (1.1) and is parallel to the first sensor (3.2.1).

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