Wheel-rail damage monitoring device

Abstract

The utility model discloses a wheel rail damage monitoring device belongs to wheel rail monitoring technical field, and its technical scheme main points include the mounting panel, the outside of mounting panel is provided with the connecting assembly, the outside fixed connection of connecting assembly has the mounting support, the top fixed connection of mounting support has the adjusting stand, the top of adjusting stand is provided with image collector, can solve the wheel rail damage monitoring device of existing generally adopts multiple sets of bolts and fixes the fixed structure of track side with mounting support, and the installation and dismounting operation process is complicated, needs to twist the bolt one by one and completes installation or dismounting, influences the follow -up maintenance efficiency, and the track peripheral environment is complex, and the train travels and is easy to roll up dust, stone chippings, and the moisture and rainwater are also easy to directly contact detection end lens in the rain and snow weather, thereby easily leading to dust accumulation on the surface of detection end lens, the moisture intrudes detection end inside, and the problem of influencing the accuracy of detection.

Description

Technical Field

[0001] This utility model relates to the field of wheel-rail monitoring technology, and in particular to a wheel-rail damage monitoring device. Background Technology

[0002] As the core load-bearing and transmission component of rail transit, the wheel-rail system inevitably suffers various types of damage during long-term service due to frequent rolling contact, impact loads, friction and wear, and complex working conditions. If such damage is not detected and dealt with in time, it will continue to deteriorate over time.

[0003] Wheel rails are made of steel, specifically I-beams, which have very strong supporting strength and can remain stable in any environment. However, after long-term use, the surface of the wheel rails will rust under natural conditions. At the same time, with the pressure of the high-speed rail and train wheels, fine cracks will gradually appear inside and on the surface of the wheel rails, causing the supporting strength of the wheel rails to decrease. This kind of damage to the wheel rails cannot be observed with the naked eye. This will cause the wheel rails to gradually fail when they are subjected to high-intensity work with cracks, eventually leading to the derailment of the train or high-speed rail.

[0004] The existing patent (publication number: CN221775830U) discloses a wheel-rail damage monitoring device. It is equipped with a detection railcar and two sets of symmetrical acoustic transceiver boxes inside both sides of the detection railcar. When the detection railcar moves on the wheel and rail, it emits acoustic waves to the surface of the wheel and rail through the acoustic transceiver boxes. The echoes back to the inside of the acoustic receiver, and the surface condition of the wheel and rail is obtained by observing the acoustic wave echo data curve. The wheel and rail can be repaired in time according to the damage, so as to ensure the strength of the wheel and rail and improve the operation safety of high-speed rail and trains. The design of the push rod can adjust the acoustic transceiver box according to the actual situation.

[0005] To address the aforementioned issues, existing patents offer solutions. However, current wheel-rail damage monitoring devices typically use multiple sets of bolts to fix the mounting bracket to the trackside structure. This makes the installation and disassembly process cumbersome, requiring each bolt to be tightened individually, which affects subsequent maintenance efficiency. Furthermore, the trackside environment is complex; train travel can easily stir up dust and stone chips, and in rainy or snowy weather, moisture and rainwater can easily come into direct contact with the detection lens, leading to dust accumulation on the lens surface and moisture intrusion into the detection end, thus affecting the accuracy of the detection.

[0006] Therefore, a wheel-rail damage monitoring device is proposed. Utility Model Content

[0007] The purpose of this invention is to provide a wheel-rail damage monitoring device that solves the problems of existing wheel-rail damage monitoring devices, which typically use multiple sets of bolts to fix the mounting bracket to the trackside fixed structure. This results in cumbersome installation and disassembly procedures, requiring each bolt to be tightened individually, which affects subsequent maintenance efficiency. Furthermore, the trackside environment is complex, with trains easily stirring up dust and stone chips, and in rainy or snowy weather, moisture and rainwater can easily come into direct contact with the detection lens, leading to dust accumulation on the lens surface and moisture intrusion into the detection end, thus affecting the accuracy of the detection.

[0008] To achieve the above objectives, this utility model provides the following technical solution: a wheel-rail damage monitoring device, comprising a mounting plate, a connecting assembly disposed on the outer side of the mounting plate, a mounting bracket fixedly connected to the outer side of the connecting assembly, an adjusting column fixedly connected to the top of the mounting bracket, an image acquisition device disposed on the top of the adjusting column, a protective assembly disposed on the outer side of the image acquisition device, the connecting assembly comprising a fixing plate fixedly connected to the outer side of the mounting plate, a fixing rod slidably connected to the top of the fixing plate, two slidingly connected abutment seats on both sides inside the mounting bracket, the inner side of the abutment seats engaging with the fixing rod, a limiting groove formed on the top of the mounting bracket, a rigid spring fixedly connected inside the limiting groove, an anti-detachment block fixedly connected to the bottom of the rigid spring, the bottom of the anti-detachment block engaging with the abutment seat, a moving rod fixedly connected to the top of the anti-detachment block, the inner side of the moving rod slidably connected to the mounting bracket.

[0009] Preferably, the protective component includes an adjustment frame fixedly connected to the detection end of the image acquisition device, a drive motor fixedly connected inside the adjustment frame, and a drive gear fixedly connected to the output end of the drive motor.

[0010] Preferably, a steering gear is meshed with the outer side of the drive gear, and a rotating rod is fixedly connected to the inner side of the steering gear. The left side of the rotating rod passes through the adjustment frame and is rotatably connected to the inner side of the adjustment frame.

[0011] Preferably, a protective cover plate is fixedly connected to the left side of the rotating rod, and the protective cover plate is located at the detection end of the image acquisition device.

[0012] Preferably, a data processing host is fixedly connected to the front side of the mounting bracket, the data processing host is electrically connected to the image acquisition device, and a base is fixedly connected to the bottom of the data processing host.

[0013] Preferably, a dustproof frame is fixedly connected to the heat dissipation end of the data processing host, and a dustproof plate is fixedly connected to the top of the dustproof frame.

[0014] Preferably, the mounting bracket has four compression springs fixedly connected inside, and the inner side of the compression springs is fixedly connected to the abutment seat.

[0015] Preferably, a limiting slider is fixedly connected inside the mounting bracket, and the side of the limiting slider away from the mounting bracket is slidably connected to the abutment seat.

[0016] Preferably, a sealing sleeve is fixedly connected to the inner side of the protective cover, and the sealing sleeve is made of rubber.

[0017] Preferably, the adjustable column is internally slidably connected to a telescopic rod, and the top of the telescopic rod is fixedly connected to an angle adjustment joint, the top of which is rotatably connected to the image acquisition device.

[0018] Compared with the prior art, the beneficial effects of this utility model are:

[0019] 1. This application achieves the dual effects of quick disassembly and assembly and stable fixation through the connecting components, improving the installation efficiency, maintenance convenience and installation stability of the device. Compared with the traditional wheel-rail damage monitoring device, which mostly adopts the design of multiple sets of bolts to fix the mounting bracket, this application can realize the quick docking and locking of the mounting bracket and the mounting plate, solving the problems of cumbersome installation and disassembly operations, long time consumption, low maintenance efficiency and long-term vibration that can easily lead to loosening of the connection and affect the monitoring accuracy.

[0020] 2. This application achieves precise protection and smooth switching of the detection end of the image acquisition device through the protective component, improving the dust and moisture resistance, cleanliness and service life of the detection end. It can form a sealed protection in the non-detection state to block the intrusion of dust and moisture. During detection, the shielding is automatically removed without affecting image acquisition. It can realize the synergistic function of sealed protection and rapid detection switching, and solve the problem that the detection end of traditional devices is easily corroded by dust and rain and snow around the track, resulting in blurred images and reduced detection accuracy. Attached Figure Description

[0021] Figure 1 This is an overall structural diagram of a wheel-rail damage monitoring device according to the present invention;

[0022] Figure 2 This is a disassembled schematic diagram of the mounting plate and mounting bracket of this utility model;

[0023] Figure 3 This is a schematic diagram of the structure of the connecting component of this utility model;

[0024] Figure 4 This is a schematic diagram of the structure of the protective component of this utility model;

[0025] Figure 5This is a schematic diagram of the mounting bracket and data processing host of this utility model;

[0026] Figure 6 This is a cross-sectional view of the mounting bracket of this utility model.

[0027] In the diagram, 1. Mounting plate; 2. Connecting assembly; 201. Fixing plate; 202. Fixing support rod; 203. Abutment seat; 204. Limiting slide; 205. Hard spring; 206. Anti-detachment block; 207. Moving rod; 3. Mounting bracket; 4. Adjusting column; 5. Image acquisition unit; 6. Protective assembly; 601. Adjusting frame; 602. Drive motor; 603. Drive gear; 604. Steering gear; 605. Rotating rod; 606. Protective cover plate; 7. Data processing host; 8. Base; 9. Dustproof frame; 10. Dustproof plate; 11. Compression spring; 12. Limiting slider; 13. Sealing sleeve; 14. Telescopic rod; 15. Angle adjustment joint. Detailed Implementation

[0028] 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.

[0029] Please see Figure 1-6 The present invention provides the following technical solution:

[0030] A wheel-rail damage monitoring device includes a mounting plate 1, a connecting assembly 2 on the outer side of the mounting plate 1, a mounting bracket 3 fixedly connected to the outer side of the connecting assembly 2, an adjusting column 4 fixedly connected to the top of the mounting bracket 3, an image acquisition device 5 on the top of the adjusting column 4, a protective assembly 6 on the outer side of the image acquisition device 5, the connecting assembly 2 including a fixing plate 201 fixedly connected to the outer side of the mounting plate 1, a fixing rod 202 slidably connected to the top of the fixing plate 201, and the mounting bracket 3 containing... Both sides are slidably connected with abutment seats 203. The inner side of the abutment seat 203 is engaged with the fixed support rod 202. The top of the mounting bracket 3 is provided with a limiting groove 204. A rigid spring 205 is fixedly connected inside the limiting groove 204. An anti-detachment block 206 is fixedly connected to the bottom of the rigid spring 205. The bottom of the anti-detachment block 206 is engaged with the abutment seat 203. A moving rod 207 is fixedly connected to the top of the anti-detachment block 206. The inner side of the moving rod 207 is slidably connected to the mounting bracket 3.

[0031] In this embodiment: the mounting plate 1 is fixed in the installation position by bolts or other fasteners. Then, the abutment seats 203 on both sides of the mounting bracket 3 are pressed. The abutment seats 203 slide smoothly along the limiting slider 12 inside the mounting bracket 3, while applying pressure to the four compression springs 11 on the inner side, causing the compression springs 11 to contract and deform. At this time, the mounting bracket 3 is aligned with the mounting plate 1 and placed in the corresponding position. The pressure on the abutment seats 203 is released, the compression springs 11 return to their original position and push the abutment seats 203 through the connecting groove of the mounting plate 1. Then, the fixing rod 202 is passed through the fixing plate 201 fixed to the outside of the mounting plate 1, so that the fixing rod 202 abuts against the abutment seat 203. The two ends of the card holder 203 are engaged, completing the initial fixation of the mounting bracket 3 and the mounting plate 1. Then, the moving rod 207, which is fixed to the top of the anti-detachment block 206, is pulled upward. The moving rod 207 causes the anti-detachment block 206 to slide upward in the limiting groove 204 at the top of the mounting bracket 3. The anti-detachment block 206 compresses the hard spring 205 in the limiting groove 204, causing it to contract. After the moving rod 207 is released, the rebound force of the hard spring 205 pushes the anti-detachment block 206 downward to engage with the abutment card holder 203, thus achieving secondary fixation of the abutment card holder 203. This ensures that the connection between the mounting bracket 3 and the mounting plate 1 is stable and resists the vibration caused by the train's movement.

[0032] Specifically, such as Figure 4 As shown, the protective component 6 includes an adjustment frame 601 fixedly connected to the detection end of the image acquisition unit 5. A drive motor 602 is fixedly connected inside the adjustment frame 601, and a drive gear 603 is fixedly connected to the output end of the drive motor 602.

[0033] Specifically, such as Figure 4 As shown, a steering gear 604 is meshed with the outer side of the drive gear 603, and a rotating rod 605 is fixedly connected to the inner side of the steering gear 604. The left side of the rotating rod 605 passes through the adjustment frame 601 and is rotatably connected to the inner side of the adjustment frame 601.

[0034] Specifically, such as Figure 4 As shown, a protective cover plate 606 is fixedly connected to the left side of the rotating rod 605, and the protective cover plate 606 is located at the detection end of the image acquisition device 5.

[0035] In this embodiment: When wheel-rail damage detection is required, the drive motor 602 inside the adjustment frame 601 on the outer side of the detection end of the image acquisition device 5 is turned on. The output end of the drive motor 602 drives the drive gear 603 fixed thereon to rotate. The drive gear 603 drives the steering gear 604 to rotate through meshing transmission. The rotating rod 605 fixed inside the steering gear 604 rotates synchronously. The end of the rotating rod 605 away from the steering gear 604 drives the protective cover 606 to rotate, so that the protective cover 606 is removed from the detection end of the image acquisition device 5, removing the obstruction to the detection end and ensuring that the image acquisition device 5 can successfully acquire wheel-rail image information. After the detection is completed, the drive motor 602 rotates in the opposite direction. Through the transmission of the drive gear 603, steering gear 604, and rotating rod 605, the protective cover 606 is reset and re-covers the detection end of the image acquisition device 5. The rubber sealing sleeve 13 inside the protective cover 606 fits tightly against the periphery of the detection end to form a sealed protection, preventing dust, moisture and other impurities from entering and protecting the cleanliness and performance of the detection end.

[0036] Specifically, such as Figure 1 , Figure 5 As shown, a data processing host 7 is fixedly connected to the front side of the mounting bracket 3. The data processing host 7 is electrically connected to the image acquisition device 5. A base 8 is fixedly connected to the bottom of the data processing host 7.

[0037] Specifically, such as Figure 5 As shown, a dustproof frame 9 is fixedly connected to the heat dissipation end of the data processing host 7, and a dustproof plate 10 is fixedly connected to the top of the dustproof frame 9.

[0038] In this embodiment: By setting up a data processing host 7 and a base 8, after the image acquisition device 5 completes the acquisition of wheel-rail image information, it will transmit the acquired signal to the data processing host 7 in real time. The data processing host 7 will analyze and process the image data to accurately identify the damage on the wheel-rail surface. The base 8 at the bottom of the data processing host 7 is in direct contact with the mounting surface, providing stable support for the data processing host 7 and preventing the vibration generated by the train from causing the data processing host 7 to shift or shake, ensuring the stable operation of its internal components, and ensuring the continuity and accuracy of the data processing process. A dustproof frame is also provided. The data processing host 7 generates heat during continuous analysis and processing of image data. The heat is dissipated outward through the heat dissipation end. The dustproof frame 9, which is fixed to the heat dissipation end, provides a smooth channel for heat dissipation, ensuring that the heat can be discharged smoothly and preventing heat accumulation inside the host. At the same time, the dustproof plate 10 on the top of the dustproof frame 9 can block dust, stone chips and other impurities stirred up by trains around the track, preventing them from entering the data processing host 7 through the heat dissipation end. This avoids problems such as short circuits and poor heat dissipation in the internal circuits and components due to dust accumulation, ensuring the long-term stable operation of the data processing host 7.

[0039] Specifically, such as Figure 6 As shown, four compression springs 11 are fixedly connected inside the mounting bracket 3, and the inner side of the compression springs 11 is fixedly connected to the abutment seat 203.

[0040] Specifically, such as Figure 6 As shown, a limiting slider 12 is fixedly connected inside the mounting bracket 3, and the side of the limiting slider 12 away from the mounting bracket 3 is slidably connected to the abutment seat 203.

[0041] In this embodiment: By setting compression springs 11, when installing the mounting bracket 3, pressing the abutment seats 203 on both sides of the mounting bracket 3 will cause the abutment seats 203 to exert pressure on the four compression springs 11 fixedly connected to the inside, causing the compression springs 11 to contract and deform. At this time, the mounting bracket 3 can be smoothly aligned and placed with the mounting plate 1. After the mounting bracket 3 is placed in place, the pressure on the abutment seats 203 is released, and the compression springs 11 return to their original position under their own elastic force, pushing the abutment seats 203 to move towards the mounting plate 1, so that the abutment seats 203 pass through the connecting groove of the mounting plate 1 and engage with the fixed support rod 202. Through the elastic force of the compression springs 11, the abutment seats 203 are secured to the fixed support rod 202. The tight engagement of the support rod 202 provides reliable elastic support for the initial fixation of the mounting bracket 3 and the mounting plate 1. By setting the limiting slider 12, the abutment seat 203 will slide along the limiting slider 12 fixed inside the mounting bracket 3 during the pressing or releasing process. The limiting slider 12 guides and restricts the sliding direction of the abutment seat 203, preventing the abutment seat 203 from deviating or jamming during the movement. This ensures that the abutment seat 203 can be accurately aligned with the connecting groove of the mounting plate 1 and the engagement position of the fixed support rod 202, making the sliding process of the abutment seat 203 smooth and stable, and ensuring the smooth connection process between the mounting bracket 3 and the mounting plate 1.

[0042] Specifically, such as Figure 5 As shown, a sealing sleeve 13 is fixedly connected to the inner side of the protective cover 606. The sealing sleeve 13 is made of rubber.

[0043] Specifically, such as Figure 1 , Figure 5 As shown, a telescopic rod 14 is slidably connected inside the adjusting column 4, and an angle adjusting joint 15 is fixedly connected to the top of the telescopic rod 14. The top of the angle adjusting joint 15 is rotatably connected to the image acquisition device 5.

[0044] In this embodiment: By setting a sealing sleeve 13, when the device is in a non-detection state, the protective cover 606 is in a closed state, and the rubber sealing sleeve 13 fixed inside it will tightly fit against the peripheral structure of the detection end of the image acquisition device 5, filling the gap between the protective cover 606 and the detection end, enhancing the sealing effect, and effectively preventing external dust, moisture and other impurities from entering the detection end of the image acquisition device 5. By setting a telescopic rod 14 and an angle adjustment joint 15, according to the actual needs of wheel and rail monitoring, the telescopic rod 14 inside the adjustment column 4 is pushed, and the telescopic rod 14 extends and retracts along the axial direction of the adjustment column 4, changing the overall support height, thereby adjusting the installation height of the image acquisition device 5. When the height is adjusted to the correct position, the image acquisition device 5 can be rotated by the angle adjustment joint 15 at the top of the telescopic rod 14, which can flexibly adjust the pitch angle and horizontal angle of the image acquisition device 5, so that the detection end of the image acquisition device 5 can be accurately aligned with the target monitoring area of ​​the wheel and rail, adapting to the monitoring needs of different track positions and different damage types, and ensuring that the acquired wheel and rail images are clear and comprehensive.

[0045] Working principle: In the process of using the wheel-rail damage monitoring device, firstly, fix the mounting plate 1 in the installation position using bolts and other fasteners. Then, press the abutment seats 203 on both sides of the mounting bracket 3. The abutment seats 203 will slide along the limiting slider 12 inside the mounting bracket 3, and at the same time, apply pressure to the compression spring 11 fixedly connected to its inner side to make it contract. At this time, the mounting bracket 3 can be aligned with the mounting plate 1 and placed in the corresponding position. After placement, release the pressure on the abutment seats 203. The compression spring 11 will return to its original position under the action of elasticity, pushing the abutment seats 203 through the connecting groove on the mounting plate 1. Then, the fixing rod 202 is passed through the groove on the mounting plate 1. The side-fixed fixing plate 201 engages with both ends of the abutment bracket 203, achieving initial fixation between the mounting bracket 3 and the mounting plate 1. Then, the moving rod 207, fixed to the top of the anti-detachment block 206, is pulled upwards. The moving rod 207 causes the anti-detachment block 206 to slide upwards within the limiting groove 204 at the top of the mounting bracket 3. As the anti-detachment block 206 slides, it exerts pressure on the rigid spring 205 inside the limiting groove 204, causing it to contract. After releasing the moving rod 207, the rebound force of the rigid spring 205 pushes the anti-detachment block 206 downwards, engaging with the abutment bracket 203, completing the secondary fixation of the abutment bracket 203 and ensuring overall stable installation. During installation, the telescopic rod 14, which is slidably connected inside the adjusting column 4, can be pushed to extend and retract, changing the overall height. Then, the image acquisition device 5 can be rotated using the angle adjustment joint 15 fixed at the top of the telescopic rod 14, so that the detection end of the image acquisition device 5 is accurately aligned with the wheel-rail monitoring area. When detection is required, the drive motor 602 inside the adjusting frame 601 outside the detection end of the image acquisition device 5 is turned on. The output end of the drive motor 602 drives the drive gear 603 fixed to itself to rotate. The drive gear 603 drives the steering gear 604 to rotate through meshing. The rotating rod 605 fixed inside the steering gear 604 rotates accordingly, and the rotating rod 605 moves away from the steering gear 604. One end drives the protective cover 606 to rotate, removing the obstruction to the detection end of the image acquisition device 5. The rubber sealing sleeve 13 fixed inside the protective cover 606 will remain in contact with the surrounding structure as the protective cover 606 rotates, ensuring sealing protection in non-detection state. After the image acquisition device 5 acquires wheel and rail image information, it transmits the signal to the data processing host 7 fixed to the front of the mounting bracket 3. The base 8 at the bottom of the data processing host 7 provides stable support for it. The dustproof frame 9 and dustproof plate 10 fixed at its heat dissipation end can block external dust from entering, ensuring that the data processing host 7 can continuously and stably process and analyze image data, and ultimately realize the monitoring of wheel and rail damage.

[0046] The above are merely preferred embodiments of the present utility model and are not intended to limit the present utility model. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of the present utility model should be included within the protection scope of the present utility model.

Claims

1. A wheel-rail damage monitoring device, comprising a mounting plate (1), characterized in that: A connecting component (2) is provided on the outer side of the mounting plate (1), and a mounting bracket (3) is fixedly connected to the outer side of the connecting component (2). An adjusting column (4) is fixedly connected to the top of the mounting bracket (3). An image acquisition device (5) is provided on the top of the adjusting column (4), and a protective component (6) is provided on the outer side of the image acquisition device (5). The connecting component (2) includes a fixing plate (201) fixedly connected to the outer side of the mounting plate (1). A fixing support rod (202) is slidably connected to the top of the fixing plate (201). Both sides of the mounting bracket (3) are slidably connected to the mounting plate (3). There is an abutment seat (203), the inner side of which is engaged with a fixed support rod (202). The top of the mounting bracket (3) is provided with a limiting groove (204). A rigid spring (205) is fixedly connected inside the limiting groove (204). An anti-detachment block (206) is fixedly connected to the bottom of the rigid spring (205). The bottom of the anti-detachment block (206) is engaged with the abutment seat (203). A moving rod (207) is fixedly connected to the top of the anti-detachment block (206). The inner side of the moving rod (207) is slidably connected to the mounting bracket (3).

2. The wheel-rail damage monitoring device according to claim 1, characterized in that: The protective component (6) includes an adjustment frame (601) fixedly connected to the detection end of the image acquisition unit (5). A drive motor (602) is fixedly connected inside the adjustment frame (601), and a drive gear (603) is fixedly connected to the output end of the drive motor (602).

3. The wheel-rail damage monitoring device according to claim 2, characterized in that: The drive gear (603) is meshed with a steering gear (604) on its outer side, and a rotating rod (605) is fixedly connected to the inner side of the steering gear (604). The left side of the rotating rod (605) passes through the adjustment frame (601) and is rotatably connected to the inner side of the adjustment frame (601).

4. The wheel-rail damage monitoring device according to claim 3, characterized in that: A protective cover plate (606) is fixedly connected to the left side of the rotating rod (605), and the protective cover plate (606) is located at the detection end of the image acquisition device (5).

5. The wheel-rail damage monitoring device according to claim 1, characterized in that: The front side of the mounting bracket (3) is fixedly connected to the data processing host (7), the data processing host (7) is electrically connected to the image acquisition device (5), and the bottom of the data processing host (7) is fixedly connected to the base (8).

6. The wheel-rail damage monitoring device according to claim 5, characterized in that: The heat dissipation end of the data processing host (7) is fixedly connected to a dustproof frame (9), and the top of the dustproof frame (9) is fixedly connected to a dustproof plate (10).

7. The wheel-rail damage monitoring device according to claim 1, characterized in that: The mounting bracket (3) is internally fixedly connected to four compression springs (11), and the inner side of the compression springs (11) is fixedly connected to the abutment seat (203).

8. The wheel-rail damage monitoring device according to claim 1, characterized in that: The mounting bracket (3) is internally fixedly connected to a limiting slider (12), and the side of the limiting slider (12) away from the mounting bracket (3) is slidably connected to the abutment seat (203).

9. A wheel-rail damage monitoring device according to claim 4, characterized in that: A sealing sleeve (13) is fixedly connected to the inner side of the protective cover (606), and the sealing sleeve (13) is made of rubber.

10. A wheel-rail damage monitoring device according to claim 1, characterized in that: The adjustable column (4) is internally slidably connected to a telescopic rod (14), and the top of the telescopic rod (14) is fixedly connected to an angle adjustment joint (15). The top of the angle adjustment joint (15) is rotatably connected to the image acquisition device (5).

Images