Automatic rail break detection device

Abstract

The utility model discloses a steel rail broken joint automation detection device, including upper shell, upper shell: its inside downside fixedly connected with lower shell, and the upper surface left and right sides of lower shell all are fixedly connected with mounting seat, and the downside of mounting seat all is fixedly connected with the electrically conductive elastic sheet, and the lower end of electrically conductive elastic sheet all is penetrated to the downside of lower shell, and the upper surface left side of lower shell is fixedly connected with the relay, and the output of relay is electrically connected the input of electrically conductive elastic sheet right side, and the input of relay is electrically connected the output of electrically conductive elastic sheet left side, and the upper surface right side of lower shell is fixedly connected with double color lamp, and the output of relay is electrically connected the input of double color lamp, this steel rail broken joint automation detection device, and the detection accuracy is high and is not affected by environmental light factor, can walk and can be telecontrol walking speed and direction, realize one person can be telecontrol detection two steel rails, has promoted the detection speed and detection efficiency.

Description

Technical Field

[0001] This utility model relates to the field of railway maintenance and repair technology, specifically to an automated detection device for rail cracks. Background Technology

[0002] In the field of railway maintenance, preventing rail breaks in winter is one of the core tasks to ensure traffic safety. In low-temperature environments, rails are prone to brittle fracture at weak points such as welds, joints, and existing damage areas due to the coupling effect of temperature stress and train dynamic load. After a rail break occurs, the accuracy of the break location and the timeliness of emergency repairs directly determine the ability and level of restoring the line to traffic. The current method is: the track circuit generates a red light alarm when a rail break occurs, and then workers visually inspect suspicious sections on foot. However, this manual inspection mode has the following inherent defects: ① Rail breaks often occur at night when temperatures are low, and manual visual inspection is difficult to find due to reduced visibility at night; ② The gaps in the breaks are extremely small or the insulation of the joints is poor, requiring careful inspection even during the day. ① It requires careful observation to detect, which is very inefficient; ② Manually locating rail breaks relies on the experience and responsibility of workers, which involves subjectivity and uncertainty, and is prone to omissions or misjudgments; ③ During the process of locating rail breaks, workers need to walk on the track for a long time, which is not only labor-intensive, but also poses a safety risk of being hit by trains; ④ When the line is long and the rail break situation is complex, the time required for manual locating rail breaks will increase significantly, resulting in slower emergency response and affecting the normal operation of the railway. Therefore, the existing technical means for manually locating rail breaks can no longer meet the needs of safe and efficient railway operation, and there is an urgent need for a more advanced, accurate, and efficient automated detection device for railway rail breaks to solve these problems. Utility Model Content

[0003] The technical problem this invention aims to solve is to overcome existing defects and provide an automated rail fracture detection device. This device uses a conductive spring sheet in elastic contact with the rail head tread, with the rail body as a conductor, forming part of the detection circuit. When the fracture falls within the detection range, the circuit state changes, providing a signal for subsequent alarms and alerts, thereby indicating the location of the rail fracture. This makes the detection of rail fractures more accurate and efficient, effectively solving the problems in the background technology.

[0004] To achieve the above objectives, this utility model provides the following technical solution: an automated detection device for rail fractures, comprising an upper outer shell;

[0005] Upper housing: A lower housing is fixedly connected to the lower side of the upper housing. Mounting bases are fixedly connected to both the left and right sides of the upper surface of the lower housing. Conductive springs are fixedly connected to the lower side of each mounting base. The lower ends of the conductive springs extend through the lower side of the lower housing. A relay is fixedly connected to the left side of the upper surface of the lower housing. The output terminal of the relay is electrically connected to the input terminal of the conductive spring on the right side. The input terminal of the relay is electrically connected to the output terminal of the conductive spring on the left side. A dual-color light is fixedly connected to the right side of the upper surface of the lower housing. The output terminal of the relay is electrically connected to the input terminal of the dual-color light. Through the conductive springs, the light makes elastic contact with the rail head tread surface, using the rail body as a conductor, forming part of the detection circuit. When the rail break falls within the detection range, the circuit state changes, providing a signal for subsequent alarms and reminders, thereby indicating the rail break location. This makes the detection of rail breaks more accurate and efficient.

[0006] Furthermore, a rechargeable power supply is fixedly connected to the right side of the upper surface of the lower housing, and a power charging port is fixedly connected to the right side of the front surface of the upper housing. The output end of the power charging port is electrically connected to the input end of the rechargeable power supply to store electrical energy and provide power to the motor.

[0007] Furthermore, a main power switch is fixedly connected to the upper surface of the upper housing. The input terminal of the main power switch is electrically connected to the output terminal of the rechargeable power supply, and the input terminal of the relay is electrically connected to the output terminal of the main power switch to control the on / off state of the control circuit.

[0008] Furthermore, the upper surface of the lower housing is fixedly connected with drive motors that are symmetrically distributed on the left and right sides. Drive wheels are fixedly connected to both ends of the output shaft of the drive motors to provide driving force and drive the automatic rail joint detection device to move.

[0009] Furthermore, a drive motor reduction module is fixedly connected to the left side of the upper surface of the lower housing, and a remote control module is fixedly connected to the upper inner surface of the upper housing. The input end of the drive motor reduction module is electrically connected to the output end of the remote control module, and the output end of the drive motor reduction module is electrically connected to the input end of the drive motor. The input end of the remote control module is electrically connected to the output end of the main power switch to control the motor.

[0010] Furthermore, the upper surface of the lower outer shell is provided with uniformly distributed clearance grooves II, and the drive wheels are all located in vertically adjacent clearance grooves II to avoid the drive wheels.

[0011] Furthermore, driven wheels are rotatably connected to the front and rear surfaces of the mounting base, and evenly distributed clearance grooves are provided on the upper surface of the lower housing. The driven wheels are all located in vertically adjacent clearance grooves to avoid the driven wheels.

[0012] Compared with the prior art, the beneficial effects of this utility model are as follows: This automated rail fracture detection device has the following advantages:

[0013] 1. This automated rail fracture detection device detects and locates rail fractures by using a circuit formed by conductive springs, rails, and conductive springs. It has high detection accuracy and is not affected by factors such as ambient light.

[0014] 2. This automated rail breakage detection device, by setting up a drive motor reduction module, a drive motor and drive wheels, enables the device to move on its own and allows for remote control of its speed and direction. This allows one person to remotely detect two rails, improving detection speed and efficiency.

[0015] 3. This automated rail breakage detection device has a compact structure, small size, light weight, and is easy to carry, and can adapt to various rail types and track conditions. Attached Figure Description

[0016] Figure 1 This is a schematic diagram of the structure of this utility model;

[0017] Figure 2 This is a schematic diagram of the exploded structure of this utility model;

[0018] Figure 3 This is a frontal cross-sectional view of the present invention.

[0019] In the diagram: 1. Upper casing, 2. Power charging port, 3. Remote control module, 4. Lower casing, 5. Main power switch, 6. Dual-color light, 7. Rechargeable power supply, 8. Conductive spring, 9. Driven wheel, 10. Drive motor, 11. Drive wheel, 12. Drive motor reduction module, 13. Relay. Detailed Implementation

[0020] The technical solutions of the present utility model will be clearly and completely described below with reference to the accompanying drawings of the embodiments. Obviously, the described embodiments are only some embodiments of the present utility model, and not all embodiments. Based on the embodiments of the present utility model, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the protection scope of the present utility model.

[0021] Please see Figure 1-3 This embodiment provides a technical solution: an automated detection device for rail fractures, including an upper outer shell 1;

[0022] Upper outer shell 1: A lower outer shell 4 is fixedly connected to its lower inner side. The lower outer shell 4 is placed on the top surface of the rail, and its left and right sides are embedded in the rail head. A rechargeable power supply 7 is fixedly connected to the right side of the upper surface of the lower outer shell 4. A power charging port 2 is fixedly connected to the right side of the front surface of the upper outer shell 1. The output end of the power charging port 2 is electrically connected to the input end of the rechargeable power supply 7. A main power switch 5 is fixedly connected to the upper surface of the upper outer shell 1. The input end of the main power switch 5 is electrically connected to the output end of the rechargeable power supply 7. The input end of the relay 13 is electrically connected to the output end of the main power switch 5. A drive motor 10 symmetrically distributed on the left and right sides is fixedly connected to the upper surface of the lower outer shell 4. Drive wheels 11 are fixedly connected to both ends of the output shaft of the drive motor 10. The upper surface of the lower outer shell 4 is open The device has evenly distributed clearance slots, with each drive wheel 11 located within a vertically adjacent clearance slot. A drive motor reduction module 12 is fixedly connected to the left side of the upper surface of the lower housing 4. A remote control module 3 is fixedly connected to the upper inner surface of the upper housing 1. The input of the drive motor reduction module 12 is electrically connected to the output of the remote control module 3. The outputs of the drive motor reduction module 12 are all electrically connected to the input of the drive motor 10. The input of the remote control module 3 is electrically connected to the output of the main power switch 5. When the main power switch 5 is turned on, current flows through the main power switch 5 to the relay 13 and the remote control module 3, respectively. Operating the external remote control device, the encoding chip inside the external remote control device converts this mechanical action into a specific digital encoding signal. Subsequently, the radio frequency of the external remote control... The module modulates this coded signal onto a specific radio frequency (e.g., 2.4 GHz) and transmits it as a radio wave via an antenna. Then, the signal receiver module inside the remote control module 3 captures the radio signal from the external remote control through its antenna. The receiver module inside the remote control module 3 decodes the received radio signal and sends a PWM (Pulse Width Modulation) signal representing the current magnitude to the drive motor reduction module 12. The drive motor reduction module 12, acting as both the "brain" and "power switch," precisely adjusts the voltage and current output to the drive motor 10 based on the received PWM signal, causing the output shaft of the drive motor 10 to rotate at a specified speed and direction, thereby driving the drive wheel 11 to rotate. The automatic rail break detection device moves along the rail direction under the friction between the drive wheel 11 and the top surface of the rail, in contact with the top surface of the rail. Mounting seats are fixedly connected to both the left and right sides of the upper surface of the lower housing 4. Conductive springs 8 are fixedly connected to the lower side of each mounting seat, with the lower ends of the conductive springs 8 extending through to the lower side of the lower housing 4. A relay 13 is fixedly connected to the left side of the upper surface of the lower housing 4. The output terminal of the relay 13 is electrically connected to the input terminal of the conductive spring 8 on the right side, and the input terminal of the relay 13 is electrically connected to the output terminal of the conductive spring 8 on the left side. A dual-color light 6 is fixedly connected to the right side of the upper surface of the lower housing 4, and the output terminal of the relay 13 is electrically connected to the input terminal of the dual-color light 6. Both the left and right conductive springs 8 are in contact with the top surface of the rail.Under the elastic deformation of the conductive spring 8, the lower end of the conductive spring 8 is constantly in contact with the top surface of the rail. At this time, the output terminal of the relay 13, the right conductive spring 8, the rail, the left conductive spring 8, and the input terminal of the relay 13 form a circuit. Let the distance between the lower ends of the left and right conductive springs 8 be L, then the effective range of the automatic rail fracture detection device is L. When a rail fracture occurs and the fracture location is within the detection range of the automatic rail fracture detection device, the resistance between the circuit formed by the right conductive spring 8, the rail, and the left conductive spring 8 increases. The resistance increases sharply and triggers the threshold, thereby breaking the circuit formed by the output terminal of the relay 13, the right conductive spring 8, the rail, the left conductive spring 8, and the input terminal of the relay 13. At the same time, the relay 13 supplies power to the dual-color lamp 6, causing the dual-color lamp 6 to flash red. Simultaneously, the buzzer inside the dual-color lamp 6 sounds an alarm (the dual-color lamp 6 has an internal buzzer), thus reminding railway workers. If no alarm is detected during on-site verification, the automated rail breakage detection device can continue to move forward at a constant speed via the external controller to conduct a comprehensive inspection of the rail. During the inspection process, the operating status of the automated rail breakage detection device must be constantly monitored to ensure stable movement. Driven wheels 9 are rotatably connected to the front and rear surfaces of the mounting base. The upper surface of the lower outer casing 4 has evenly distributed clearance grooves, with the driven wheels 9 positioned within vertically adjacent clearance grooves (the driven wheels 9 support the movement of the automated rail breakage detection device). After inspecting a section of rail, if it is necessary to inspect rails on other lines, the automated rail breakage detection device can be removed from the current rail, carefully moved to the new inspection position, and placed back on the top surface of the rail. The above inspection and testing steps are repeated. After the inspection is completed, the main power switch 5 is turned off, and the automated rail breakage detection device is properly stored for future use.

[0023] The working principle of the automated rail fracture detection device provided by this utility model is as follows: When using this automated rail fracture detection device to automatically detect rail fractures, the lower outer shell 4 is placed on the top surface of the rail, and the left and right sides of the lower outer shell 4 are embedded in the rail head. At this time, the main power switch 5 is turned on, and the current flows through the main power switch 5 to the relay 13 and the remote control module 3 respectively. The external remote control device is operated, and the encoding chip inside the external remote control device will convert this mechanical action into a specific digital encoding signal. Subsequently, the radio frequency module of the external remote control modulates this encoding signal onto a specific radio frequency (such as 2).The signal is transmitted as a radio wave (4GHz) through an antenna. The signal receiver module inside the remote control module 3 then captures the radio signal from the external remote control via its antenna. The receiver module inside the remote control module 3 decodes the received radio signal and sends a PWM (Pulse Width Modulation) signal representing the current magnitude to the drive motor reduction module 12. The drive motor reduction module 12 acts as the "brain" and "power switch," precisely adjusting the voltage and current output to the drive motor 10 based on the received PWM signal. This causes the output shaft of the drive motor 10 to rotate at a specified speed and direction, thereby driving the drive wheel 1. 1. The drive wheel 11 rotates, contacting the top surface of the rail. Under the friction between the drive wheel 11 and the top surface of the rail, the automated rail break detection device moves along the rail. Simultaneously, the conductive springs 8 on both sides contact the top surface of the rail. Under the elastic deformation of the conductive springs 8, the lower end of the conductive springs 8 is always in contact with the top surface of the rail. At this time, the output terminal of the relay 13, the right conductive spring 8, the rail, the left conductive spring 8, and the input terminal of the relay 13 form a circuit. Let the distance between the lower ends of the left and right conductive springs 8 be L, then the effective range of the automated rail break detection device is L. When a rail fracture occurs and its location falls within the detection range of the automated rail fracture detection device, the resistance between the conductive spring 8 on the right, the rail, and the conductive spring 8 on the left increases. This sudden increase in resistance triggers a threshold, causing the circuit formed by the output of relay 13, the conductive spring 8 on the right, the rail, the conductive spring 8 on the left, and the input of relay 13 to break. Simultaneously, relay 13 supplies power to the dual-color lamp 6, causing it to flash red. The buzzer inside the dual-color lamp 6 also sounds an alarm (the dual-color lamp 6 has an internal buzzer), thus alerting railway workers to verify the situation on-site. If no alarm occurs, the process can continue. The automated rail breakage detection device is then controlled by an external controller to move forward at a constant speed to perform a comprehensive inspection of the rail. During the inspection process, the device's operational status must be constantly monitored to ensure stable movement. After inspecting a section of rail, if inspection of rails on other lines is required, the automated rail breakage detection device can be removed from the current rail, carefully moved to the new inspection position, and then placed back on top of the rail. The above inspection and testing steps are repeated. After the inspection is completed, the main power switch 5 is turned off, and the automated rail breakage detection device is properly stored for future use.

[0024] It is worth noting that the remote control module 3 disclosed in the above embodiments can be SL-099, the dual-color light 6 can be PKS-26B, the rechargeable power supply 7 can be DJW12-7.0, the drive motor 10 can be 5IK90GU-M-5GU(3-200)RT, the drive motor reduction module 12 can be an MMT series speed controller, and the relay 13 can be HH62PL. The relay 13 controls the operation of the dual-color light 6 using methods commonly used in the prior art, and the drive motor reduction module 12 controls the operation of the drive motor 10 using methods commonly used in the prior art.

[0025] The above description is merely an embodiment of this utility model and does not limit the patent scope of this utility model. Any equivalent structural or procedural transformations made based on the content of this utility model specification and drawings, or direct or indirect applications in other related technical fields, are similarly included within the patent protection scope of this utility model.

Claims

1. An automated detection device for rail fractures, characterized in that: Including the upper outer shell (1); Upper housing (1): The lower housing (4) is fixedly connected to the lower side inside. Mounting bases are fixedly connected to the left and right sides of the upper surface of the lower housing (4). Conductive springs (8) are fixedly connected to the lower side of the mounting bases. The lower ends of the conductive springs (8) penetrate to the lower side of the lower housing (4). A relay (13) is fixedly connected to the left side of the upper surface of the lower housing (4). The output end of the relay (13) is electrically connected to the input end of the conductive spring (8) on the right side. The input end of the relay (13) is electrically connected to the output end of the conductive spring (8) on the left side. A dual-color lamp (6) is fixedly connected to the right side of the upper surface of the lower housing (4). The output end of the relay (13) is electrically connected to the input end of the dual-color lamp (6).

2. The automated rail fracture detection device according to claim 1, characterized in that: A rechargeable power supply (7) is fixedly connected to the right side of the upper surface of the lower outer shell (4), and a power charging port (2) is fixedly connected to the right side of the front surface of the upper outer shell (1). The output end of the power charging port (2) is electrically connected to the input end of the rechargeable power supply (7).

3. The automated rail fracture detection device according to claim 2, characterized in that: A main power switch (5) is fixedly connected to the upper surface of the upper housing (1). The input end of the main power switch (5) is electrically connected to the output end of the rechargeable power supply (7), and the input end of the relay (13) is electrically connected to the output end of the main power switch (5).

4. The automated rail fracture detection device according to claim 3, characterized in that: The upper surface of the lower outer shell (4) is fixedly connected with drive motors (10) that are symmetrically distributed on the left and right sides, and drive wheels (11) are fixedly connected to both ends of the output shaft of the drive motors (10).

5. The automated rail fracture detection device according to claim 4, characterized in that: A drive motor reduction module (12) is fixedly connected to the left side of the upper surface of the lower outer shell (4), and a remote control module (3) is fixedly connected to the upper surface inside the upper outer shell (1). The input end of the drive motor reduction module (12) is electrically connected to the output end of the remote control module (3), and the output end of the drive motor reduction module (12) is electrically connected to the input end of the drive motor (10). The input end of the remote control module (3) is electrically connected to the output end of the main power switch (5).

6. The automated rail fracture detection device according to claim 4, characterized in that: The upper surface of the lower outer shell (4) is provided with uniformly distributed clearance grooves, and the drive wheels (11) are all located in the vertically adjacent clearance grooves.

7. The automated rail fracture detection device according to claim 1, characterized in that: The front and rear surfaces of the mounting base are rotatably connected with driven wheels (9), and the upper surface of the lower outer shell (4) is provided with uniformly distributed clearance grooves. The driven wheels (9) are all located in the vertically adjacent clearance grooves.

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