A device for quickly detecting the flatness of a rail

Abstract

The utility model belongs to track detection technical field discloses a kind of rail flatness rapid detection device, including truss, follow-up wheel set, traction cross bar and detection system, truss two sides bottom is connected with follow-up wheel set, follow-up wheel set includes stringer and profiling wheel, stringer bottom is processed with wheel stand, profiling wheel is installed on wheel stand by angular contact ball bearing, rotatable locking pin is installed in traction cross bar two ends, the end of locking pin and stringer is connected, positioning ball hole is processed in each stringer surface middle part, vertical mounting hole is processed in stringer surface two ends middle part, horizontal pivot is extended in the two sides of truss middle part, horizontal pivot is installed with the positioning seat that can horizontally rotate, spherical pin shaft that is cooperated with positioning ball hole is installed on the bottom surface of positioning seat, hydraulic damper that extends into mounting hole is hinged in the four corners of truss, detection system is installed on truss.The utility model constitutes independent detection datum platform, can avoid the vehicle body influence measurement data caused by traditional rigid connection.

Description

Technical Field

[0001] This utility model belongs to the field of track inspection technology, specifically relating to a rapid detection device for railway track flatness. Background Technology

[0002] With the development of railway transportation towards high speed and heavy load, high-precision track inspection is crucial to ensuring train operation safety and comfort. Existing track inspection technologies mainly rely on equipment such as laser displacement sensors and camera arrays mounted on high-speed integrated inspection trains to monitor the condition of the rails in real time.

[0003] Existing testing equipment typically employs a suspended structural layout, rigidly fixing core testing equipment such as laser displacement sensors and camera arrays to the chassis of the testing vehicle via suspension or side mounting. This structure has significant technical drawbacks: First, the rigid connection between the sensor and the testing vehicle causes vehicle vibrations to be directly transmitted to the sensor, especially at high speeds, where such vibrations severely affect testing accuracy; second, the sensor and the testing vehicle are a moving unit, meaning the sensor vibrates along with the vehicle, lacking stability; furthermore, the integrated testing device makes daily sensor maintenance cumbersome, time-consuming, and labor-intensive. Utility Model Content

[0004] The purpose of this invention is to solve the problems in the background technology and provide a rapid detection device for rail flatness. This detection device addresses the problems of unstable measurement benchmarks, large interference from vehicle vibration, and inconvenient maintenance in the existing technology by proposing a split detection truss, which can independently detect the track separately from the tractor. At the same time, it can be quickly separated during maintenance, thus improving maintenance efficiency.

[0005] The objective of this utility model is achieved through the following technical solution: A rapid rail flatness detection device includes a truss, a follower wheel assembly, a traction crossbar, and a detection system. The truss has follower wheel assemblies connected to its bottom sides, each capable of traveling on the track. Each follower wheel assembly includes a longitudinal beam and a contour wheel. A wheel frame is machined at the bottom of the longitudinal beam, and the contour wheel is mounted on the wheel frame via angular contact ball bearings. Rotatable locking pins are installed at both ends of the traction crossbar, and these locking pins are connected to the ends of the longitudinal beams to form a supporting frame for the truss. A positioning ball hole is machined in the center of the surface of each longitudinal beam, and vertical mounting holes are machined in the center of both ends of the longitudinal beam. The truss is H-shaped, with horizontal rotating shafts extending from both sides of the middle of the truss. A horizontally rotatable positioning seat is mounted on the horizontal rotating shaft, and a spherical pin that mates with the positioning ball hole is mounted on the bottom surface of the positioning seat. Hydraulic dampers that extend into the mounting holes are hinged at the four corners of the truss. The detection system is mounted on the truss.

[0006] The traction crossbar is provided with a connecting seat in the middle, and the connecting seat is connected to the tractor vehicle through the traction rope.

[0007] A U-shaped crossbeam with a downward protrusion is installed in the middle of the truss.

[0008] The contour wheel is H-shaped.

[0009] The beneficial effects of the rapid rail flatness detection device provided by this utility model are: (1) By setting up an H-shaped truss and combining it with the follower wheel set and traction crossbar, a split detection vehicle body is formed. The two sides of the truss are connected to the middle of the follower wheel set through horizontally rotatable positioning seats, and the four corners are connected to the follower wheel set through hydraulic dampers. Together with the detection system, it forms an independent detection benchmark platform, which can avoid the influence of the vehicle body on the measurement data caused by traditional rigid connection. (2) By setting a traction rope to connect the traction vehicle and the traction crossbar, the vibration transmission at the connection point can be reduced, further ensuring the accuracy of the measurement data; (3) By setting up a U-shaped crossbeam, the center of gravity of the truss is lowered, improving stability. On the other hand, it is convenient to install the sensors of the detection system, thereby enabling three-dimensional detection data. (4) By setting H-shaped contour wheels, the stability of the connection between the follower wheel set and the track can be guaranteed, and the contour wheels can be prevented from derailing. Attached Figure Description

[0010] To more clearly illustrate the technical solutions of the embodiments of this utility model, the drawings used in the embodiments will be briefly introduced below. It should be understood that the following drawings only show some embodiments of this utility model and should not be regarded as a limitation on the scope. For those skilled in the art, other related drawings can be obtained based on these drawings without creative effort.

[0011] Figure 1 This is a structural schematic diagram provided for an embodiment of the present utility model.

[0012] Figure 2 This is a side view structural diagram provided for an embodiment of the present utility model.

[0013] Figure 3 A schematic diagram of the usage state of the follower wheel assembly provided in the embodiment of this utility model.

[0014] The markings in the diagram are: 1. Truss; 11. Horizontal pivot; 12. Positioning seat; 13. Spherical pin; 14. Hydraulic damper; 15. U-shaped crossbeam; 2. Follower wheel assembly; 21. Longitudinal beam; 22. Contouring wheel; 23. Wheel frame; 24. Positioning ball hole; 25. Mounting hole; 3. Traction crossbar; 31. Locking pin; 32. Traction rope; 4. Detection system. Detailed Implementation

[0015] like Figures 1-3 As shown, the rail flatness rapid detection device provided in this embodiment includes a truss 1, a follower wheel set 2, a traction crossbar 3 and a detection system 4. The bottom of both sides of the truss 1 are connected to the follower wheel set 2, which can travel on the track. The two follower wheel sets 2 are connected by the traction crossbar 3 to form a floating frame supporting the truss 1. The detection system 4 is installed on the truss 1.

[0016] The follower wheel assembly 2 includes a longitudinal beam 21 and two contouring wheels 22. The contour of the contouring wheels 22 matches the contour of the track to ensure that the contouring wheels 22 can closely follow the track surface and accurately follow the undulations of the rail. A wheel frame 23 is machined at the bottom of the longitudinal beam 21. The contouring wheels 22 are mounted on the wheel frame 23 by angular contact ball bearings. The angular contact ball bearings enable the contouring wheels 22 to have higher precision and lower frictional resistance when rotating at high speed, while being able to withstand radial and axial loads. The traction crossbar 3 is equipped with adjustable... The rotating locking pin 31 is connected to the end of the longitudinal beam 21 to form the frame of the supporting truss 1. The traction crossbar 3 and the longitudinal beam 21 form a quadrilateral. Since the two ends of the traction crossbar 3 are hinged to the locking pin 31, when the two tracks are at different heights or when the contour wheel 22 travels to a point where the tracks are not on the same horizontal plane, the traction crossbar 3 and the longitudinal beam 21 will undulate. Therefore, a floating frame that can react to changes in track flatness in real time is formed. At the same time, in order to prevent the contour wheel 22 from derailing, the contour wheel 22 is H-shaped and stuck on the track. To facilitate the connection of truss 1, each longitudinal beam 21 has a positioning ball hole 24 machined in the middle of its surface, and vertical mounting holes 25 machined in the middle of both ends of the longitudinal beam 21. The truss 1 is H-shaped, with horizontal rotating shafts 11 extending from both sides of the middle of the truss 1. A horizontally rotatable positioning seat 12 is installed at the end of the horizontal rotating shaft 11. A spherical pin 13 that mates with the positioning ball hole 24 is installed on the bottom surface of the positioning seat 12. The rotatable positioning seat 12 ensures that the angle of the truss 1 will not be forcibly changed when the angle of the two follower wheel sets 2 changes. Hydraulic dampers 14 are hinged at the four corners of the truss 1 and extend into the mounting holes 25. The hydraulic dampers 14 absorb and dissipate vibrations caused by uneven track or traction. On the one hand, it can reduce the impact energy in the vertical direction, and on the other hand, it can reduce the vertical vibration amplitude of truss 1, providing a stable measurement platform for detection system 4, thereby improving detection accuracy. Detection system 4 is installed on truss 1 and is an existing detector, such as a laser sensor, inertial measurement unit, encoder, data acquisition and processing unit, etc. The laser sensor is used to non-contactly measure the elevation data of the rail surface; the pipeline measurement unit is used to measure the attitude and motion state of the device itself to correct the sensor data; the encoder is used to measure the travel distance of the device; and the data acquisition and processing unit is responsible for collecting, storing and analyzing all sensor data, and finally calculating the rail flatness index. Since detection system 4 is installed on truss 1, which has undergone multiple vibration reduction and stabilization treatments, its measurement results have high accuracy and reliability. In addition, the data changes of hydraulic damper 14 are also a kind of measurement data.

[0017] To further reduce the vibration of the tractor vehicle transmitted to the truss 1, a connecting seat is provided in the middle of the traction crossbar 3, and the connecting seat is connected to the tractor vehicle through the traction rope 32.

[0018] To improve the stability of the detection system 4, a downward-protruding U-shaped crossbeam 15 is installed in the middle of the truss 1. The downward-protruding U-shaped crossbeam 15 can transform the truss 1 from a planar measurement platform into a three-dimensional measurement platform, providing a three-dimensional installation space for the installation of various detectors in the detection system 4, thereby enabling the detection of various data.

[0019] The method of using this utility model is as follows: In operation, the tractor moves the traction crossbar 3 forward via the traction rope 32, and the traction crossbar 3 drives the follower wheel assembly 2 to travel on the rail via the locking pin 31. The contoured wheels 22 of the follower wheel assembly 2 closely conform to the rail surface, accurately reflecting the undulations of the rail. The truss 1 is connected to the follower wheel assembly 2 via the spherical pin 13 and the positioning ball hole 24, allowing the truss 1 to rotate freely in the horizontal direction to adapt to the track curve. At the same time, the hydraulic damper 14 absorbs and dissipates the impact energy in the vertical direction; the horizontal rotating shaft 11, in conjunction with the positioning seat 12, balances the angular difference between the follower wheel assemblies 2, ensuring that the detection system 4 on the truss 1 performs measurements in a relatively stable environment. The detection system 4 collects the geometric data of the rail in real time, analyzes it through the data processing unit, and finally outputs the rail flatness detection results.

[0020] The above description is only a preferred embodiment of the present invention, but the scope of protection of the present invention is not limited thereto. Any modifications and substitutions based on the technical solutions and inventive concepts provided by the present invention should be covered within the scope of protection of the present invention.

Claims

1. A rapid detection device for railway track flatness, characterized in that: The system includes a truss (1), a follower wheel assembly (2), a traction crossbar (3), and a detection system (4). The truss (1) has follower wheel assemblies (2) connected to its bottom sides, allowing it to travel on a track. Each follower wheel assembly (2) includes a longitudinal beam (21) and a contour wheel (22). A wheel frame (23) is machined at the bottom of the longitudinal beam (21). The contour wheel (22) is mounted on the wheel frame (23) via angular contact ball bearings. Rotatable locking pins (31) are installed at both ends of the traction crossbar (3). The locking pins (31) are connected to the ends of the longitudinal beam (21), forming a frame supporting the truss (1). The longitudinal beam (21) has a positioning ball hole (24) machined in the middle of its surface, and vertical mounting holes (25) machined in the middle of both ends of its surface. The truss (1) is H-shaped, and horizontal rotating shafts (11) extend from both sides of the middle of the truss (1). A horizontally rotatable positioning seat (12) is installed on the horizontal rotating shaft (11). A spherical pin (13) that mates with the positioning ball hole (24) is installed on the bottom surface of the positioning seat (12). Hydraulic dampers (14) that extend into the mounting holes (25) are hinged at the four corners of the truss (1). The detection system (4) is installed on the truss (1).

2. The rapid rail flatness detection device according to claim 1, characterized in that: The traction crossbar (3) is provided with a connecting seat in the middle, and the connecting seat is connected to the tractor vehicle through the traction rope (32).

3. The rapid rail flatness detection device according to claim 1, characterized in that: The truss (1) has a downwardly protruding U-shaped crossbeam (15) installed in the middle.

4. The rapid rail flatness detection device according to claim 1, characterized in that: The contour wheel (22) is H-shaped.

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