An integrated equipment for rail grinding and track condition detection

Abstract

This utility model relates to the field of railway track maintenance technology, specifically disclosing an integrated track condition detection device for a rail grinding vehicle; it includes a grinding vehicle, a grinding assembly, and a detection assembly. The grinding vehicle is equipped with a mounting frame and a first transmission mechanism; the grinding assembly is mounted at the front end of the grinding vehicle via the mounting assembly, and includes a first grinding head and a second grinding head on both sides, driven by a grinding motor; the detection assembly is located at the rear end of the grinding vehicle, with a first group and a second group of detection heads on both sides, each group of detection heads containing at least two spaced visual detectors. In addition, the device also includes a liftable mounting assembly and a slag collection assembly. This device integrates grinding and detection functions, enabling simultaneous operation, significantly improving work efficiency and reducing maintenance costs; the detection assembly can collect track image data in real time, reconstructing the 3D contour of the grinding surface to ensure grinding accuracy; the slag collection assembly can effectively collect the waste slag generated during grinding, optimizing the working environment and ensuring the stable operation of rail transit.

Description

Technical Field

[0001] This utility model relates to the field of railway track maintenance technology, and in particular to an integrated track condition detection device for rail grinding vehicles. Background Technology

[0002] In the field of rail transit, the maintenance and upkeep of rails plays a crucial role, as they directly affect the safety and efficiency of train operations. Due to the heavy loads from trains and the constant erosion from environmental factors over long periods, rails are prone to various defects, such as wear and cracks. To ensure track performance, timely rail grinding is essential, effectively eliminating surface defects and restoring the rail head's contour shape. Furthermore, monitoring the track's condition using precise inspection technologies allows for the early detection of potential problems, enabling preventative measures to avoid possible accidents and ensuring the stable operation of the entire rail transit system.

[0003] Currently, rail grinding and track condition inspection are mostly carried out independently. For example, patent document "CN111809462A, disclosing a rail grinding vehicle based on an intelligent rail grinding method," focuses only on the grinding function, achieving intelligent grinding through a grinding system, inspection system, and algorithm system, but it cannot immediately inspect the track condition after grinding. This makes it difficult for workers to quickly judge the grinding effect. If the grinding quality is substandard, the equipment needs to be rescheduled for rework, greatly affecting work efficiency and increasing maintenance costs. Furthermore, the frequent scheduling and operation of independent equipment also increases the burden on workers and may lead to inaccurate inspection results due to differences in track condition evaluation standards among different equipment. Therefore, developing an integrated device that combines grinding and inspection functions has become an important problem that urgently needs to be solved. Utility Model Content

[0004] In view of this, the present invention provides an integrated rail condition detection device for rail grinding vehicles, which solves the problems of existing rail grinding and rail condition detection operations being independent of each other, resulting in cumbersome operation process, low efficiency, high maintenance cost, and inability to detect grinding effect in real time and quickly adjust operation parameters, thus affecting the accuracy and safety of rail maintenance.

[0005] This utility model embodiment provides an integrated track condition detection device for a rail grinding vehicle, comprising: a grinding vehicle, including a mounting frame and a first transmission mechanism disposed at the bottom of the mounting frame; a grinding assembly disposed at the front end of the grinding vehicle in the direction of travel via the mounting assembly, for grinding the track; and a detection assembly disposed at the end of the grinding vehicle in the direction of travel, for detecting the condition of the ground track; wherein, the grinding assembly includes a first grinding head and a second grinding head disposed on both sides of the grinding vehicle; the first grinding head and the second grinding head are respectively driven by a grinding motor; wherein, the detection assembly includes a first set of detection heads and a second set of detection heads disposed on both sides of the grinding vehicle; each set of detection heads includes at least two visual detectors disposed at intervals.

[0006] Preferably, the mounting assembly is configured as a lifting mechanism; the lifting mechanism includes a first mounting plate connected to the mounting frame and a screw and a threaded sleeve disposed within the mounting frame; the screw is driven by a lifting motor disposed at the top of the mounting frame; and the first mounting plate is provided with a rectangular through hole.

[0007] Preferably, a second mounting plate is provided through the rectangular through hole and connected to the threaded sleeve; the other end of the second mounting plate is connected to the housing on which the grinding motor is located; the second mounting plate can drive the grinding assembly to move up and down within the vertical range of the rectangular through hole.

[0008] Preferably, the visual detectors of the first and second sets of detection heads are mounted on an adjustable bracket and used to synchronously acquire image data from different angles of the track.

[0009] Preferably, the two vision detectors in the same set of detection heads are arranged at a preset angle to form stereo vision and reconstruct the 3D contour of the track grinding surface by triangulation.

[0010] Preferably, it further includes a slag collection component disposed on the grinding vehicle, and the slag collection component is disposed between the grinding component and the detection component, for collecting the waste slag generated by the grinding component.

[0011] Preferably, the slag collection assembly includes a first slag sweeping head and a second slag sweeping head disposed on both sides of the bottom of the mounting frame, and a permanent magnet disposed at intervals from the first slag sweeping head and the second slag sweeping head; the permanent magnet can rotate based on the mounting frame; the first slag sweeping head, the second slag sweeping head and the permanent magnet are all driven by a second transmission mechanism.

[0012] Preferably, a collection box is provided at one end of the permanent magnet on the mounting frame; the collection box includes a receiving cavity and a slag collection port communicating with the receiving cavity; the slag collection port is provided with a scraper, which contacts the permanent magnet and is used to scrape off the waste slag on the permanent magnet.

[0013] Preferably, the first slag-sweeping head and the second slag-sweeping head are respectively mounted on the mounting frame via a first support plate and a second support plate; and the first slag-sweeping head and the second slag-sweeping head are further connected to the mounting frame by a first elastic connector and a second elastic connector through hinges.

[0014] Preferably, the first transmission mechanism includes a first motor and a first set of moving wheels driven by a transmission shaft. When the first set of moving wheels rotates, it drives the second set of moving wheels to move.

[0015] The integrated rail grinding and track condition detection equipment for vehicles provided by this utility model has the following beneficial effects:

[0016] In this invention, by integrating the grinding component and the inspection component onto the same grinding vehicle, grinding and inspection operations are carried out simultaneously, significantly improving work efficiency and greatly reducing maintenance costs such as equipment scheduling and manpower input. At the same time, the inspection component can acquire track status data after grinding in real time, and the grinding parameters can be adjusted in a timely manner based on the inspection results to ensure grinding accuracy and quality, effectively avoid over-grinding or under-grinding, improve the accuracy and safety of track maintenance, and ensure the stable operation of rail transit. Attached Figure Description

[0017] To more clearly illustrate the technical solutions of the embodiments of this utility model, the drawings used in the embodiments of this utility model will be briefly introduced below. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort, and these are all within the protection scope of this utility model.

[0018] Figure 1 This is a structural schematic diagram of an integrated rail grinding and track condition detection device for vehicles.

[0019] Figure 2 This is a schematic diagram of the slag collection component;

[0020] Figure 3 This is a structural diagram of the grinding components;

[0021] Figure 4 This is a cross-sectional structural diagram of the grinding component;

[0022] Figure 5 This is a partial structural diagram of the slag collection component;

[0023] Figure 6 This is a schematic diagram of the detection route of the detection component;

[0024] Parts and component numbers in the diagram:

[0025] 100-Grinding vehicle, 110-Mounting frame, 111-First motor, 112-Drive shaft, 113-First set of moving wheels, 114-Second set of moving wheels;

[0026] 200-Grinding assembly, 210-Protective cover, 221-First grinding head, 223-Main body, 224-Grinding section, 225-Heat dissipation groove, 230-Grinding motor;

[0027] 310-First mounting plate, 311-Rectangular through hole, 321-Screw, 322-Threaded sleeve, 330-Second mounting plate, 340-Box body;

[0028] 410 - Adjustable bracket; 420 - First set of detection heads; 430 - Second set of detection heads; 431 - Visual detector;

[0029] 500-Slag collection assembly, 511-First slag sweeping head, 512-Second slag sweeping head, 513-Permanent magnet, 520-Collection box, 521-Slag collection port, 522-Receiving cavity, 523-Scraper, 531-First support plate, 532-Second support plate, 533-First elastic connector, 534-Second elastic connector, 541-Second motor, 542-Drive wheel, 543-Slag sweeping shaft, 544-Gear seat;

[0030] 600 - Rails. Detailed Implementation

[0031] To make the objectives, technical solutions, and advantages of the embodiments of this utility model clearer, the technical solutions of the embodiments of this utility model will be clearly and completely described below with reference to the accompanying drawings. It should be noted that, in this document, relational terms such as "first" and "second" are merely used to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. In the description of this utility model, it should be understood that the terms "center," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," and "outer," etc., indicating orientation or positional relationships, are based on the orientation or positional relationships shown in the accompanying drawings, and are only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this utility model. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitation, an element defined by the phrase "comprising..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element. Unless otherwise specified, embodiments of the present invention and the various features thereof can be combined with each other, all within the protection scope of the present invention.

[0032] Example 1

[0033] Please see Figure 1 This utility model provides an integrated track condition detection device for a rail grinding vehicle. In the prior art, rail grinding vehicles mainly focus on grinding the surface of rails to repair wear, deformation, and other problems, while the track condition detection device is responsible for accurately detecting the geometric dimensions and defects of the rails. However, in the prior art, the two often operate independently, which is not only inefficient but also inconvenient in terms of data interaction and collaborative work.

[0034] This integrated equipment aims to combine the two organically. Through optimized mechanical structure design, the grinding vehicle can perform grinding tasks while the detection equipment can detect the track status after grinding in real time.

[0035] Please see Figure 1 and Figure 6In this embodiment, the integrated track condition detection equipment for the rail grinding vehicle includes a grinding vehicle 100 and grinding components 200 and detection components disposed at both ends of the grinding vehicle 100. The grinding vehicle 100 includes a mounting frame 110 and a first transmission mechanism disposed at the bottom of the mounting frame 110. The grinding components 200 are disposed at the front end of the grinding vehicle 100 in the direction of travel via the mounting components and are used to grind the track. The detection components are disposed at the end of the grinding vehicle 100 in the direction of travel and are used to detect the track condition after grinding. The grinding components 200 include a first grinding head 221 and a second grinding head disposed on both sides of the grinding vehicle 100. The first grinding head 221 and the second grinding head are driven by a grinding motor 230, respectively. The detection components include a first set of detection heads 420 and a second set of detection heads 430 disposed on both sides of the grinding vehicle 100. Each set of detection heads includes at least two visual detectors 431 disposed at intervals.

[0036] In operation, the grinding carriage 100 is first started. The first transmission mechanism drives the grinding carriage 100 to move along the rail 600 that needs to be ground. The grinding motor 230 drives the first grinding head 221 and the second grinding head to start rotating and perform grinding work on the rail. After the grinding carriage has moved forward a certain distance, the detection component at the end starts to work. The vision detectors 431 in the first set of detection heads 420 and the second set of detection heads 430 detect the ground rail. The image data acquired by the vision detectors 431 is used to analyze the condition of the rail, such as whether there is uneven grinding or unevenness of the rail surface, to provide data support for subsequent grinding work and ensure that the grinding work can accurately achieve the expected results.

[0037] Furthermore, the width of the first grinding head 221 and the second grinding head is adapted to or greater than the width of the rail 600 to perform normal grinding operations.

[0038] Further, please see Figure 3 and Figure 4 The housing 340 has a space for mounting the grinding motor 230 and a bearing for mounting the grinding head, which can rotate based on the bearing. The grinding motor 230 is driven by gears or belts. The top of the grinding head is also provided with a protective cover 210. The protective cover 210 has a semi-circular cross-section and is spaced apart from the grinding head to protect the grinding head and prevent grinding residue from continuously remaining on the grinding head. The grinding head includes a main body 223 and several spirally arranged grinding parts 224 spaced apart on the main body 223. Heat dissipation grooves 225 are provided between each pair of grinding parts 224.

[0039] This design effectively improves grinding efficiency. The spiral grinding section 224, when rotating, can grind the track surface more evenly, resulting in a finer grinding finish. The heat dissipation grooves 225 effectively dissipate heat generated during grinding, preventing excessive wear on the grinding head due to overheating and extending its lifespan. Furthermore, this structural design facilitates the discharge of waste material along the spiral grinding section 224 and the heat dissipation grooves 225, further reducing the impact of waste residue on the grinding process. Simultaneously, the protective cover 210 prevents waste material from scattering, maintaining a clean working environment.

[0040] Furthermore, the mounting assembly is configured as a lifting mechanism; the lifting mechanism includes a first mounting plate 310 connected to the mounting frame 110 and a screw 321 and a threaded sleeve 322 disposed within the mounting frame 110; the screw 321 is driven by a lifting motor disposed at the top of the mounting frame 110; and the first mounting plate 310 is provided with a rectangular through hole 311.

[0041] Further, please see Figure 4 The mounting assembly is provided with a second mounting plate 330 that is connected to the threaded sleeve 322 through the rectangular through hole 311; the other end of the second mounting plate 330 is connected to the housing 340 where the grinding motor 230 is installed; the second mounting plate 330 can drive the grinding assembly 200 to move up and down within the vertical range of the rectangular through hole 311.

[0042] In use, the lifting motor is started, driving the screw 321 to rotate. The screw 321 engages with the threaded sleeve 322, causing the second mounting plate 330 to move vertically along the rectangular through hole 311. This allows for flexible adjustment of the height of the grinding assembly 200 according to the actual conditions of the track, ensuring that the first and second grinding heads maintain appropriate contact force and distance with the track surface, thereby improving grinding quality and efficiency. Whether it's minor wear on the track surface requiring fine grinding or more severe damage requiring increased grinding force, the optimal grinding effect can be achieved by adjusting the height of the mounting assembly.

[0043] Further, please see Figure 6 The visual detectors 431 of the first set of detection heads 420 and the second set of detection heads 430 are mounted by an adjustable bracket 410 and are used to synchronously acquire image data of different angles of the track.

[0044] Furthermore, the two visual detectors 431 in the same set of detection heads are arranged at a preset angle to form stereoscopic vision and reconstruct the 3D contour of the track grinding surface through triangulation. Specifically, the two visual detectors 431 are arranged at an angle of 30° to 60°.

[0045] During operation, both sets of detection heads work simultaneously, transmitting the collected image data to the control system in real time. The control system analyzes and processes this data to accurately determine the degree of wear, defect location, and size of the track surface. Based on the analysis results, the control system can intelligently adjust the operating parameters of the grinding component 200, such as grinding speed, grinding time, and grinding head pressure. In this way, the entire grinding process achieves automated and intelligent precise control, which not only greatly reduces the errors that may be caused by manual intervention, but also dynamically optimizes the grinding plan according to the actual track conditions, ensuring that the flatness, smoothness, and other indicators of the track after grinding meet the ideal standards, providing a strong guarantee for the safe and stable operation of the track.

[0046] Furthermore, the two visual detectors 431 are arranged at an angle of 30° to 60° based on binocular stereo vision technology, the core of which is to achieve three-dimensional reconstruction by simulating the parallax principle of the human eye.

[0047] The specific working principle is as follows:

[0048] Parallax generation: Two cameras simultaneously capture images of the 600mm surface of the railway track from different angles (baseline distance 200-500mm). Due to the difference in viewing angle, the pixel position of the same object point is offset in the two images (parallax).

[0049] Triangulation: Based on the camera calibration parameters (focal length, optical center position) and parallax value, the three-dimensional coordinates of the object point are calculated using geometric trigonometric relationships (formula: Where Z is depth, f is focal length, B is baseline distance, and D is parallax.

[0050] The 30°–60° angle range is based on the optimization results for this track detection scenario; a lower limit of 30° ensures sufficient parallax (in typical 600mm track detection, a 30° angle at a 500mm baseline can produce ≥5 pixels of parallax, satisfying 0.1mm depth resolution). An upper limit of 60° avoids excessively large viewing angles that could lead to image distortion or difficulty in feature matching (wide-angle lenses produce significant barrel distortion at angles greater than 60°, affecting algorithm accuracy).

[0051] Furthermore, tests showed that the rail head profile reconstruction error was smallest (±0.05mm) at a 45° angle.

[0052] Furthermore, the two cameras achieve microsecond-level synchronized exposure via hardware synchronization signals (such as GPIO) to eliminate image misalignment caused by the movement of the vehicle; SIFT / SURF algorithms are used to extract track surface feature points (such as wear spots and crack edges), and RANSAC algorithms are used to eliminate mismatches; the matched point pairs are input into the triangulation model to generate a dense point cloud (density ≥ 100 points / cm²).2 By fitting point clouds with B-spline curves and comparing them with standard track templates such as UIC60, parameters such as wear amount and flatness are output to determine the grinding quality.

[0053] Further, please see Figure 1 The first transmission mechanism includes a first motor 111 and a first set of moving wheels 113 driven by a transmission shaft 112. When the first set of moving wheels 113 rotates, it drives the second set of moving wheels 114 to move.

[0054] In operation, the first motor 111 is connected to the power supply. After starting, the first motor 111 drives the first set of moving wheels 113 to rotate via the transmission shaft 112. Since there is a linkage between the first set of moving wheels 113 and the second set of moving wheels 114, the power generated by the rotation of the first set of moving wheels 113 is transmitted to the second set of moving wheels 114, causing the second set of moving wheels 114 to move synchronously. This transmission method ensures that the entire device moves smoothly on the track, guaranteeing the continuity and efficiency of the slag removal work. Simultaneously, by adjusting the speed of the first motor 111, the moving speed of the device can be flexibly controlled to adapt to the slag removal needs of different track areas. For example, at curves in the track or in areas with more debris, the moving speed can be appropriately reduced, allowing the slag removal head more time to clean the debris and improving the slag removal quality.

[0055] Furthermore, in this embodiment, both the transmission mechanism of the grinding car 100 and the transmission mechanism of the grinding assembly 200 can be protected by a cover to prevent waste residue from splashing and damaging the transmission components. The cover is made of high-strength, wear-resistant material, which can effectively resist the impact and friction of waste residue.

[0056] Example 2

[0057] Please see Figure 1 and Figure 2 This utility model embodiment provides a slag collection component 500 for an integrated rail grinding and track condition detection device; although embodiment 1 can achieve rail grinding and condition detection, the waste slag (iron slag) generated after grinding will be scattered on the sleepers or in the ballast gravel.

[0058] Rust falling on railway sleepers accelerates their corrosion (affecting both wooden and concrete sleepers). On wooden sleepers, rust combined with moisture creates a weakly acidic environment that corrodes the wood fibers, leading to softening and reduced compressive strength. Rust absorbing moisture provides a breeding ground for wood-decaying fungi (such as brown and white rot fungi), accelerating biodegradation.

[0059] Rust particles mixed with ballast and gravel can clog the track bed drainage channels, leading to water accumulation, affecting the track bed's drainage performance, blocking pores, and causing long-term water accumulation to soften the roadbed and trigger track settlement. Winter icing and expansion exacerbate frost damage to sleepers (especially in cold regions).

[0060] Therefore, it is necessary to collect and remove the waste residue after grinding, making the design of this waste residue collection assembly 500 particularly important. It effectively collects the waste residue generated during the grinding process, preventing it from scattering into the sleepers and ballast. The waste residue collection assembly 500 employs a specific structure with excellent sealing properties, preventing waste residue from leaking again during collection. Its collection range covers areas where waste residue may scatter during rail grinding operations, ensuring comprehensive collection. Furthermore, the waste residue collection assembly 500 is easy to install and remove, facilitating timely cleanup of waste residue after grinding work, thus ensuring the cleanliness of the track surrounding environment and the stability of the track structure.

[0061] Please see Figure 1 The slag collection component 500 is disposed on the grinding vehicle 100 and is located between the grinding component 200 and the detection component, for collecting the waste slag generated by the grinding component 200.

[0062] In operation, the rail is first ground using the grinding component 200. The resulting waste falls off and is quickly collected by the waste collection component 500, preventing it from scattering. The ground rail is then inspected using the testing component to check if its surface meets standards. During the testing process, because the waste collection component 500 has collected most of the waste, it avoids interference with the test results, making the data more accurate and reliable.

[0063] Further, please see Figure 2 and Figure 5 The slag collection assembly 500 includes a first slag sweeping head 511 and a second slag sweeping head 512 disposed on both sides of the bottom of the mounting frame 110, and a permanent magnet 513 disposed at intervals from the slag sweeping heads; the permanent magnet 513 can rotate based on the mounting frame 110; the first slag sweeping head 511, the second slag sweeping head 512 and the permanent magnet 513 are all driven by a second transmission mechanism.

[0064] Further, please see Figure 5 The first slag-sweeping head 511 and the second slag-sweeping head 512 are respectively mounted on the mounting frame 110 via the first support plate 531 and the second support plate 532; and the first slag-sweeping head 511 and the second slag-sweeping head 512 are also hinged to the mounting frame 110 via the first elastic connector 533 and the second elastic connector 534.

[0065] This allows the slag-sweeping head to adapt to different track surface conditions during operation. When the slag-sweeping head comes into contact with uneven areas or foreign objects on the track surface, the first elastic connector 533 and the second elastic connector 534 can undergo elastic deformation, allowing the slag-sweeping head to flexibly adjust its angle and position, always maintaining good contact with the track surface. This more effectively cleans debris from the track while avoiding damage to the slag-sweeping head and track due to hard contact, extending the service life of the slag-sweeping head and track, and improving the working stability and reliability of the entire slag-sweeping device.

[0066] Further, please see Figure 5 The second transmission mechanism includes a second motor 541, which has a drive wheel 542 that can be connected to two driven mechanisms. A slag-sweeping shaft 543 and a permanent magnet 513 are respectively connected to the drive wheel 542 via belts. The slag-sweeping shaft 543 is then connected to a gear seat 544 via gears at both ends. The slag-sweeping head is connected to the gear seat 544 via a belt. In use, starting the second motor 541 drives the drive wheel 542 to rotate, which in turn drives the slag-sweeping shaft 543 and the permanent magnet 513 to rotate via belts. The gears at both ends of the slag-sweeping shaft 543 rotate accordingly, transmitting power to the gear seat 544, which in turn drives the slag-sweeping head to begin cleaning and collecting the waste slag on the track. The rotation of the permanent magnet 513 can use magnetic force to adsorb and collect some magnetic waste residue. In conjunction with the slag sweeping head, it can improve the efficiency of the slag collection component 500 in collecting waste residue, and ensure that the waste residue generated by the grinding component 200 can be collected more comprehensively, so as to avoid affecting the subsequent testing process.

[0067] Please see Figure 2 One end of the permanent magnet 513 is disposed on the mounting frame 110, and a collection box 520 is also provided; the collection box 520 includes a receiving cavity 522 and a slag collection port 521 communicating with the receiving cavity 522; the slag collection port 521 is provided with a scraper 523, the scraper 523 contacts the permanent magnet 513 and is used to scrape off the waste slag on the permanent magnet 513.

[0068] In use, as the grinding vehicle moves, the first slag-sweeping head 511 and the second slag-sweeping head 512 are driven by the second drive mechanism to rotate towards the inside of the rail 600, so that the first slag-sweeping head 511 and the second slag-sweeping head 512 sweep the waste slag onto the sleepers or ballast stones inside the rail 600. Then, the waste slag is attracted by the rotating permanent magnet 513. Subsequently, the waste slag on the permanent magnet 513 is scraped off by the rotation of the permanent magnet 513 and the scraper 523 set at the slag collection port 521. Because the magnetic force of the permanent magnet 513 on the waste slag makes it difficult for the waste slag to enter the collection cavity 522. When the waste slag accumulated at the scraper 523 increases, the magnetic force on the waste slag on the outside will be smaller. At this time, the waste slag will be scraped into the collection cavity 522 by the scraper 523 for collection.

[0069] This allows for more efficient collection of iron-containing slag generated during the grinding process, reducing slag residue around the rail 600 and preventing its impact on railway facilities and the surrounding environment. Simultaneously, the design of this slag collection component 500 highly automates the slag collection process, eliminating the need for frequent manual cleaning and significantly improving the grinding machine's efficiency. Furthermore, by rationally setting the positions and drive methods of the permanent magnet 513 and the slag sweeping head, the slag collection action can be flexibly adjusted according to different rail 600 conditions and slag distribution, ensuring good slag collection results under various working conditions and guaranteeing the cleanliness and safe operation of the railway track.

[0070] In this embodiment, when using a roller-type permanent magnet to recover the waste residue after grinding the rail 600, the magnetic field attraction may affect the movement or structural stability of the grinding car; it may also attract the rail or surrounding metal parts, increasing the traction load of the trolley.

[0071] Therefore, this utility model preferentially adopts Halbach array permanent magnet drum as the core component of the rust collection device. The drum is arranged with multiple Halbach permanent magnet units along the axial direction. Through a specific magnetic pole arrangement, the magnetic field strength reaches a high-efficiency adsorption strength of 0.6 to 0.8T on the working surface (towards the ballast side), while it attenuates to below 0.1T on the non-working surface (towards the equipment side).

[0072] The directional enhancement characteristics of the Halbach array improve rust adsorption efficiency while reducing magnetic interference from the equipment body, effectively avoiding interference from traditional permanent magnets to the trolley drive system and electronic equipment. Secondly, the roller uses aluminum alloy end caps and a non-magnetic stainless steel shaft for magnetic circuit isolation, and can be combined with an adjustable height suspension mechanism (adjustment range 5-50mm) to adapt to the operating requirements of different ballast thicknesses. In addition, the roller surface is hard chrome plated and has axial grooves, which not only improves wear resistance, but also increases the rust removal rate through the groove structure (improving scraper removal efficiency).

[0073] As the grinding work progresses, the slag collection assembly 500 continues to function, constantly collecting waste slag. Once the rail grinding is complete, workers can easily remove the conveniently installed and disassembled slag collection assembly 500 to promptly clean out the waste slag, keeping the area around the track clean. This also prevents the waste slag from potentially causing adverse effects on the track structure, ensuring its stability and creating favorable conditions for the safe operation of subsequent trains. Afterwards, the cleaned slag collection assembly 500 can be inspected and maintained to ensure it continues to function normally and efficiently in the next grinding operation.

[0074] Meanwhile, the slag collection component 500 has good sealing and easy loading and unloading, ensuring that slag will not leak during the movement of the rail grinding vehicle, and can clean up slag in time to prepare for the next grinding operation, further improving the overall efficiency and quality of rail grinding work.

[0075] Furthermore, in this embodiment, the second transmission mechanism can be protected by a cover to prevent waste residue from splashing and damaging the transmission components. The cover is made of a high-strength, wear-resistant material, which can effectively resist the impact and friction of waste residue.

[0076] Furthermore, grinding components 200 and detection components can be installed at both ends of the grinding vehicle 100, enabling bidirectional grinding and detection functions in both directions, significantly improving work efficiency. This symmetrical design not only reduces vehicle turning time but also allows for comprehensive detection of the bidirectional track status in a single operation, ensuring the continuity and integrity of data acquisition.

[0077] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of this utility model, and are not intended to limit it. Although the utility model has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some or all of the technical features therein. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of this utility model.

Claims

1. An integrated equipment for rail grinding and track condition detection, characterized in that, include: A grinding machine (100) includes a mounting frame (110) and a first transmission mechanism disposed at the bottom of the mounting frame (110); A grinding assembly (200) is mounted on the front end of the grinding vehicle (100) in the direction of travel via an installation component, and is used to grind the track; A detection component is located at the end of the traveling direction of the grinding vehicle (100) and is used to detect the condition of the track after grinding. The grinding assembly (200) includes a first grinding head (221) and a second grinding head disposed on both sides of the grinding vehicle (100); the first grinding head (221) and the second grinding head are respectively driven by a grinding motor (230); The detection assembly includes a first set of detection heads (420) and a second set of detection heads (430) disposed on both sides of the grinding vehicle (100); each set of detection heads includes at least two visual detectors (431) disposed at intervals.

2. The integrated rail condition detection equipment for rail grinding vehicles according to claim 1, characterized in that, The mounting components are configured as a lifting mechanism; The lifting mechanism includes a first mounting plate (310) connected to the mounting frame (110) and a screw (321) and a threaded sleeve (322) disposed in the mounting frame (110); The screw (321) is driven by a lifting motor located on the top of the mounting bracket (110); Furthermore, the first mounting plate (310) is provided with a rectangular through hole (311).

3. The integrated rail condition detection equipment for rail grinding vehicles according to claim 2, characterized in that, A second mounting plate (330) is provided through the rectangular through hole (311) and connected to the threaded sleeve (322); The other end of the second mounting plate (330) is connected to the housing (340) on which the grinding motor (230) is mounted; The second mounting plate (330) can drive the grinding assembly (200) to move up and down within the vertical range of the rectangular through hole (311).

4. The integrated rail condition detection equipment for rail grinding vehicles according to claim 1, characterized in that, The visual detectors (431) of the first set of detection heads (420) and the second set of detection heads (430) are mounted by an adjustable bracket (410) and are used to synchronously acquire image data of different angles of the track.

5. The integrated rail condition detection equipment for rail grinding vehicles according to claim 4, characterized in that, The two vision detectors (431) in the same set of detection heads are arranged at a preset angle to form stereo vision and reconstruct the 3D contour of the track grinding surface by triangulation.

6. The integrated rail condition detection equipment for rail grinding vehicles according to claim 1, characterized in that, It also includes a slag collection component (500) disposed on the grinding vehicle (100), and the slag collection component (500) is disposed between the grinding component (200) and the detection component, for collecting the waste slag generated by the grinding component (200).

7. The integrated rail condition detection equipment for rail grinding vehicles according to claim 6, characterized in that, The slag collection assembly (500) includes: The first slag-sweeping head (511) and the second slag-sweeping head (512) are located on both sides of the bottom of the mounting frame (110). And a permanent magnet (513) spaced apart from the first slag-sweeping head (511) and the second slag-sweeping head (512); The permanent magnet (513) can rotate based on the mounting bracket (110); The first slag-sweeping head (511), the second slag-sweeping head (512), and the permanent magnet (513) are all driven by the second transmission mechanism.

8. The integrated rail condition detection equipment for rail grinding vehicles according to claim 7, characterized in that, A collection box (520) is also provided at one end of the permanent magnet (513) on the mounting frame (110); The collection box (520) includes a receiving cavity (522) and a slag collection port (521) communicating with the receiving cavity (522); The slag collection port (521) is equipped with a scraper (523), which contacts the permanent magnet (513) and is used to scrape off the waste slag on the permanent magnet (513).

9. The integrated rail condition detection equipment for rail grinding vehicles according to claim 7, characterized in that, The first slag-sweeping head (511) and the second slag-sweeping head (512) are respectively mounted on the mounting frame (110) via the first support plate (531) and the second support plate (532); Furthermore, the first slag-sweeping head (511) and the second slag-sweeping head (512) are also connected to the mounting frame (110) by a first elastic connector (533) and a second elastic connector (534) through hinges.

10. The integrated rail condition detection equipment for rail grinding vehicles according to claim 1, characterized in that, The first transmission mechanism includes a first motor (111) and a first set of moving wheels (113) driven by a transmission shaft (112). When the first set of moving wheels (113) rotates, it drives the second set of moving wheels (114) to move.

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