Rail flaw detection device and rail flaw detection system

Abstract

To provide a rail flaw detector and a rail flaw detection system that can detect a flaw of a rail while suppressing generation of a non-detection region.SOLUTION: The rail flaw detector includes: a frame 41; a tire probe 42 supported by the frame 41, the tire probe detecting the presence or absence of a flaw of a rail while being in contact with the rail; and a pair of guide rollers 43 located ahead of the tire probe 42 and behind the tire probe 42, the guide roller being rotatably supported to the frame 41 and rolling on the rail. The rail flaw detector is formed to press the tire probe 42 toward the upper surface of the rail to such a degree that the tire probe 42 can detect the presence or absence of a flaw of the rail.SELECTED DRAWING: Figure 2

Description

[Technical Field]

[0001] The present invention relates to a rail flaw detection device and a rail flaw detection system. [Background technology]

[0002] Overhead cranes that travel on rails with a load being transported hoisted are known. The rails on which the overhead cranes are installed must be inspected periodically for the presence and extent of wear, cracks, and other damage. To reduce the labor required for this inspection, rail flaw detectors capable of detecting rail flaws are used. For example, Patent Document 1 discloses a rail flaw detector that includes a carriage that moves a probe case filled with a contact medium and containing an ultrasonic probe along the rail, and an operating handle attached to the carriage that can be held by a user. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Japanese Patent Application Publication No. 2019-7866 Summary of the Invention [Problem to be solved by the invention]

[0004] The rail flaw detector of Patent Document 1 can continuously detect rail flaws while moving along the rail, making it useful for rail inspection. However, because the probe case needs to be filled with couplant, its handling leaves room for improvement. To avoid the use of couplant, for example, a tire probe that can roll on the track could be used as the ultrasonic probe. However, when a tire probe is used in the rail flaw detector of Patent Document 1, there is a problem in that undetected areas occur when the rail and the tire probe temporarily lose contact due to vibrations from track joints or an operating overhead crane. This problem is not limited to the use of a tire probe, but also exists when other ultrasonic flaw detectors are used.

[0005] The present invention has been made based on this background, and aims to provide a rail flaw detection device and a rail flaw detection system that can detect flaws in rails while suppressing the occurrence of undetected areas. [Means for solving the problem]

[0006] In order to achieve the above object, a rail flaw detector according to a first aspect of the present invention comprises: The frame and an ultrasonic flaw detector supported by the frame and in contact with the rail to detect the presence or absence of flaws in the rail; a pair of rollers disposed before and after the ultrasonic flaw detector, rotatably supported by the frame, and rolling on the rail; clamping means provided so as to be openable and closable relative to both side surfaces of the frame, extending downward from both side surfaces of the frame, and clamping both side surfaces of the rail from both sides; A rail flaw detector comprising: The rail flaw detector is configured to press the ultrasonic flaw detector against the upper surface of the rail to an extent that the ultrasonic flaw detector can detect the presence or absence of a flaw in the rail. 、 The clamping means a pair of arms provided to each side surface of the frame so as to be openable and closable; a pair of clamp rollers rotatably supported on the tip end of each arm and rolling on the rail while contacting each side surface of the rail; The clamping means is configured so that the pair of clamp rollers can hold the rail and maintain contact with it even if an external force acts on it in the closed state. are.

[0007] the frame includes a top surface portion having a pair of opposing ends connected to both side surfaces, An adjustment knob capable of simultaneously opening and closing the pair of clamp rollers may be supported on the upper surface portion so as to be rotatable about an axis.

[0008] The clamping means a restricting member that converts rotation around the axis of the adjusting knob into movement in an up-down direction; a pair of connecting members supported on both ends of the regulating member and each arm so as to be rotatable about axes extending in the same direction in which the pair of rollers are arranged; a pair of guide pins provided on the side surfaces of the arms, arranged side by side in the longitudinal direction of the arms, and extending in the direction in which the pair of rollers are arranged; the frame includes a pair of support members each protruding outward from each side surface; Each support member may be provided with a pair of guide grooves arranged in the vertical direction, each accommodating a pair of guide pins, and guiding the pair of guide pins so that each arm opens and closes in accordance with the vertical movement of the regulating member.

[0009] The upper guide groove of the pair of guide grooves may be formed linearly so as to extend in the vertical direction, and the lower guide groove may be formed in a dogleg shape so as to move away from the pair of rollers as it extends downward.

[0010] The ultrasonic testing device may further include a suction means supported by the frame so as to be positioned between the pair of rollers and which is sucked toward the upper surface of the rail, thereby pressing the ultrasonic flaw detector toward the upper surface of the rail. The suction means may include a magnet that is disposed below the upper surface of the frame and supported so that the distance between the magnet and the upper surface of the frame is adjustable.

[0011] The ultrasonic flaw detector may further include a self-propelled device connected to the frame for moving the ultrasonic flaw detector along the rail.

[0012] The ultrasonic flaw detector may be a tire probe that is rotatably supported on the frame and that continuously detects the presence or absence of flaws on the rail while rolling on the rail.

[0013] In order to achieve the above object, a rail flaw detection system according to a second aspect of the present invention comprises: a distance meter supported by the frame and configured to measure the distance traveled by the rail flaw detector on the rail; Measured by the ultrasonic flaw detector The aforementioned the rail flaw detector, comprising: a transmitting means for acquiring waveform data indicating the presence or absence of a flaw in the rail and distance data relating to the distance measured by the distance meter, and transmitting the waveform data to a monitoring device; When the waveform data and distance data are received from the rail flaw detector, the waveform data and distance data are displayed to the user. The aforementioned A monitoring device is provided. [Effects of the Invention]

[0014] According to the present invention, it is possible to provide a rail flaw detection device and a rail flaw detection system that can detect flaws in a rail while suppressing the occurrence of undetected areas. [Brief explanation of the drawings]

[0015] [Figure 1] 1 is a front view showing the configuration of a rail flaw detection system according to an embodiment of the present invention; [Figure 2] 1 is a front view showing the configuration of a flaw detector main body according to an embodiment of the present invention. [Figure 3] 1 is a plan view showing the configuration of a flaw detector main body according to an embodiment of the present invention. [Figure 4] 1 is a side view showing the configuration of a flaw detector main body according to an embodiment of the present invention. [Figure 5]1 is a side view showing a state in which the arms of the flaw detector main body according to an embodiment of the present invention are closed. [Figure 6] 1 is a side view showing the state in which the arms of the flaw detector main body according to the embodiment of the present invention are open. FIG. [Figure 7] FIG. 2 is a block diagram showing a hardware configuration of a control unit according to the embodiment of the present invention. [Figure 8] FIG. 2 is a block diagram showing a hardware configuration of a controller according to an embodiment of the present invention. [Figure 9] 10 is a flowchart showing the flow of a rail flaw detection process executed by a control unit and a controller according to an embodiment of the present invention. DETAILED DESCRIPTION OF THE INVENTION

[0016] Hereinafter, a rail flaw detection device and a rail flaw detection system according to an embodiment of the present invention will be described in detail with reference to the drawings. In each drawing, the same or equivalent parts are designated by the same reference numerals.

[0017] 1 is a front view showing the configuration of a rail flaw inspection system 1 according to an embodiment. The rail flaw inspection system 1 includes a rail flaw inspection device 2 that continuously detects the presence or absence of rail flaws while traveling on the rail, and a controller 3 that supplies control signals to control the operation of the rail flaw inspection device 2 in response to operations by an operator (user), and acquires measurement data related to rail flaws detected by the rail flaw inspection device 2. The rail flaw inspection device 2 and the controller 3 are connected to each other via a wireless line so that they can communicate with each other.

[0018] The rail flaw detector 2 comprises a flaw detector main body 4 having a probe that transmits and receives ultrasonic waves, a self-propelled device 5 connected to the flaw detector main body 4 and that causes the flaw detector main body 4 to travel along the rail, and a control unit 6 connected to the flaw detector main body 4 and the self-propelled device 5 and that controls the operation of the flaw detector main body 4 and the self-propelled device 5. The flaw detector main body 4, the self-propelled device 5 and the control unit 6 are connected so that they can communicate with each other.

[0019] The self-propelled device 5 is a device that moves on its own on the rail based on a control signal from the controller 3, and causes the flaw detector main body 4 to travel. The self-propelled device 5 includes a plurality of tires that roll on the rail, a motor that rotates each tire, and an inverter that controls the rotation of the motor by adjusting the frequency and voltage of the power supplied from the battery. The inverter of the self-propelled device 5 is communicably connected to the control unit 6, and adjusts the frequency and voltage of the power supplied from the battery based on a control signal from the controller 3, thereby controlling the travel of the self-propelled device 5.

[0020] The controller 3 receives operations from an operator and transmits control signals to the rail flaw detector 2, stores measurement data acquired from the rail flaw detector 2 internally, and displays the data to the operator. The controller 3 is an example of a monitoring device that displays measurement data acquired from the rail flaw detector 2 to a user. The controller 3 is, for example, a tablet terminal or a smartphone.

[0021] 2 to 4 are a front view, a plan view, and a side view, respectively, showing the configuration of the flaw detector main body 4 according to the embodiment. The flaw detector main body 4 includes a frame 41 having an upper surface and both side surfaces, a tire probe 42 rotatably supported on both side surfaces of the frame 41, a pair of guide rollers 43 arranged at the front and rear of the frame 41, rotatably supported on both side surfaces of the frame 41, and rolling on the rail, a pair of clamping means 44 arranged at both side surfaces of the frame 41, supported so as to be openable and closable relative to the frame 41, and contacting the rail to grip it from both sides, and a suction means 45 supported on the upper surface of the frame 41 so as to be positioned inside the frame 41, and sucked toward the upper surface of the rail. The pair of clamping means 44 are arranged in pairs at intervals in the front-to-rear direction of the frame 41.

[0022] To improve the accuracy of rail flaw detection, the tire probe 42 needs to have its tread surface in close contact with the upper surface of the rail. For this reason, the rail flaw detection device 2 is configured to press the tire probe 42 against the upper surface of the rail to an extent that the tire probe 42 can at least detect the presence or absence of flaws in the rail.

[0023] The frame 41 is provided with a pair of plate-like members 41a arranged on both sides of the rail and extending in the longitudinal direction of the rail, and a bridge member 41b extending in the width direction of the rail and connecting the pair of plate-like members 41a. The plate-like members 41a are an example of a side surface of the frame 41, and the bridge member 41b is an example of an upper surface of the frame 41. The bridge members 41b are arranged side by side in the front-to-rear direction, and each bridge member 41b rotatably supports adjustment knobs 44g and 45a, which will be described later.

[0024] The frame 41 further includes a pair of support members 41c arranged parallel to each other, protruding outward from the plate-like member 41a, and extending in the up-down direction. The support member 41c is provided with a pair of guide grooves 41d, 41e that receive guide pins 44c of a clamping means 44, which will be described later. The pair of guide grooves 41d, 41e are spaced apart in the longitudinal direction (up-down direction) of the support member 41c. The guide groove 41d is formed linearly, while the guide groove 41e is formed in a dogleg shape.

[0025] The frame 41 has a weight sufficient to press the tire probe 42 against the upper surface of the rail and bring the tire probe 42 into close contact with the rail. Considering the running of the flaw detector main body 4 on the rail, it is desirable that the flaw detector main body 4 be as light as possible, but by intentionally increasing the weight of the flaw detector main body 4, the tire probe 42 can be pressed against the upper surface of the rail, improving the accuracy of rail flaw detection. Considering running performance and flaw detection accuracy, the weight of the frame 41 is preferably within the range of, for example, 10 kg to 20 kg.

[0026] The tire probe 42 is a rotatable ultrasonic flaw detector in the shape of a tire. The tire probe 42 utilizes the property that emitted ultrasonic waves are reflected and returned by flaws on the surface or inside of the material being measured, and evaluates flaws based on the time from when the ultrasonic waves are emitted until they return (propagation time) and the strength of the reflected ultrasonic waves.

[0027] The tire probe 42 includes a transmitter tire 42a and a receiver tire 42b that are aligned axially and integrated with each other, a pair of disk-shaped flanges 42c that sandwich the transmitter tire 42a and the receiver tire 42b from both sides, and a rotating shaft 42d that is connected to each flange 42c and extends along the central axis of the transmitter tire 42a and the receiver tire 42b. The transmitter tire 42a transmits ultrasonic waves from its tread surface, and the receiver tire 42b receives ultrasonic waves reflected by flaws in the rail on its tread surface. The rotating shaft 42d is rotatably supported by the pair of plate-shaped members 41a.

[0028] The guide roller 43 is a roller that rolls on the rail while guiding the tire probe 42 so that it comes into contact with the rail, and is, for example, a double-flange roller that has a pair of flanges to prevent the tire probe 42 from meandering on the rail. The guide roller 43 is, for example, internally provided with a bearing with a rotating shaft. The rotating shaft of the bearing is supported by the plate-shaped member 41 a of the frame 41.

[0029] The clamping means 44 includes an arm 44a, a clamp roller 44b rotatably supported at the tip of the arm 44a, and a pair of guide pins 44c mounted on the side of the arm 44a, aligned along the longitudinal direction of the arm 44a, and extending perpendicular to the arm 44a. The clamp rollers 44b are attached to the tip of the arm 44a so that they roll in the longitudinal direction of the rail while contacting each side of the rail, but are not in contact with the fish plates connecting the rails. The pair of guide pins 44c are provided on both side surfaces of the arm 44a, facing each other. One of the pair of guide pins 44c is received in a linear guide groove 41d, and the other of the pair of guide pins 44c is received in a dogleg-shaped guide groove 41e.

[0030] 5 and 6 are side views showing the arms 44a of the flaw detector main body 4 according to the embodiment in a closed and an open state, respectively. For ease of understanding, the tire probe 42 is omitted from FIGS. 5 and 6. A connecting member 44d is connected to each arm 44a, and each connecting member 44d is rotatably connected to both sides of a restricting member 44e disposed inside the frame 41. The connecting member 44d extends inside the frame 41 through a vertical groove (not shown) provided in the plate-like member 41a. A female threaded hole is formed so as to pass through the restricting member 44e, and a male screw 44f formed on the shaft of an adjustment knob 44g is screwed into the female threaded hole.

[0031] Therefore, when the adjustment knob 44g is rotated relative to the bridge member 41b, the restricting member 44e, whose rotation is restricted by the connecting member 44d, moves vertically. When the restricting member 44e moves vertically, the inclination of the pair of connecting members 44d changes, and each guide pin 44c moves within the guide grooves 41d, 41e. This changes the inclination of the arm 44a relative to the support member 41c. When each guide pin 44c is accommodated below the guide grooves 41d, 41e and is not aligned vertically, the arm 44a can be opened so that the clamp roller 44b moves from a state of contact with the rail to a state of separation from the rail. On the other hand, when each guide pin 44c is positioned above the guide grooves 41d, 41e and aligned vertically, the clamp roller 44b remains in contact with the rail. The clamping means 44 has the above-described configuration, which facilitates attachment of the flaw detector main body 4 to the rail and prevents the flaw detector main body 4 from falling off the rail after attachment.

[0032] Returning to Figure 2, the suction means 45 is an example of a means for pressing the tire probe 42 against the upper surface of the rail by being sucked toward the upper surface of the rail. The suction of the suction means 45 to the rail includes the suction of the suction means 45 to the rail when it is separated from the upper surface of the rail, and the suction of the suction means 45 to the rail when it is in contact with the upper surface of the rail. In the flaw detector main body 4, the weight of the frame 41 and the suction by the suction means 45 press the tire probe 42 against the upper surface of the rail, resulting in improved accuracy of rail flaw detection.

[0033] The attraction means 45 includes an adjustment knob 45a rotatably attached to the bridge member 41b, a shaft member 45b extending downward from the base end of the adjustment knob, and an electromagnet 45c attached to the tip side of the shaft member 45b and attracted to the rail. The electromagnet 45c is disposed below the bridge member 41b of the frame 41 and is supported so that the distance between the electromagnet 45c and the bridge member 41b can be adjusted.

[0034] The electromagnet 45c is an example of a magnet that is attracted toward the rail, and is connected to a controller (not shown). Power is output from the controller to the electromagnet 45c in response to a control signal from the control unit 6, causing the electromagnet 45c to generate a magnetic force. The magnetic force of the electromagnet 45c is set to a level that does not cause electrical interference with the tire probe 42, and that allows the tire probe 42 to roll while ensuring the accuracy of rail flaw detection by the tire probe 42. The above is the configuration of the flaw detector main body 4.

[0035] 7 is a block diagram showing the hardware configuration of the control unit 6 according to the embodiment. The control unit 6 is mounted on the flaw detector main body 4 and connected to the tire probe 42, and is a device that acquires measurement data (e.g., waveform data of an ultrasonic signal) from the tire probe 42 indicating the presence or absence of a flaw in the rail and transmits the data to the controller 3. The control unit 6 is, for example, a microcomputer. The control unit 6 includes a communication unit 61, a storage unit 62, and a control unit 63. The components of the control unit 6 are connected to each other via an internal bus (not shown).

[0036] The communication unit 61 is, for example, an interface that can be connected to the controller 3.

[0037] The storage unit 62 includes, for example, a RAM (Random Access Memory), a ROM (Read Only Memory), a flash memory, and a hard disk. The storage unit 62 stores programs executed by the control unit 63 and various data, such as measurement data of the tire probe 42. The storage unit 62 also temporarily stores various data and functions as a work memory for the control unit 63 to execute processes.

[0038] The control unit 63 includes a processor and controls each part of the control unit 6. The processor is, for example, a CPU (Central Processing Unit). The control unit 63 executes various processes by running programs stored in the memory unit 62. Specifically, the control unit 63 acquires measurement data of the tire probe 42, stores the data in the memory unit 62, and transmits the data to the controller 3 in real time. The control unit 63 also controls the operation of the tire probe 42, the suction means 45, and the inverter of the self-propelled device 5 based on control signals from the controller 3. The above is the hardware configuration of the control unit 6.

[0039] 8 is a block diagram showing the hardware configuration of the controller 3 according to the embodiment. The controller 3 includes an operation unit 31, a display unit 32, a communication unit 33, a storage unit 34, and a control unit 35. The units of the controller 3 are connected to each other via an internal bus (not shown).

[0040] The operation unit 31 receives instructions from the user and supplies an operation signal corresponding to the received operation to the control unit 35. The display unit 32 displays various images to the user based on data supplied from the control unit 35. The operation unit 31 and the display unit 32 are configured, for example, by a touch panel. The touch panel displays an operation screen that receives user operations, and supplies to the control unit 35 an operation signal corresponding to the position on the operation screen where the subject makes a touch operation.

[0041] The communication unit 33 is, for example, an interface that can be connected to the control unit 6.

[0042] The storage unit 34 includes, for example, a RAM, a ROM, and a flash memory. The storage unit 34 stores various data and programs executed by the control unit 35. The storage unit 34 also temporarily stores various data and functions as a work memory for the control unit 35 to execute processes.

[0043] The control unit 35 includes a processor and controls each component of the controller 3. The processor is, for example, a CPU. The control unit 35 executes various processes by executing programs stored in the memory unit 34. Specifically, the control unit 35 acquires measurement data of the tire probe 42 from the control unit 6, associates the measurement data with the acquisition date and time and location, stores the data in the memory unit 34, and displays the data on the display unit 32. The data regarding the acquisition location of the measurement data may be, for example, position data of the flaw detector main body 4 detected by a GPS (Global Positioning System), or distance data regarding the traveled distance measured by a rangefinder provided on the flaw detector main body 4. The rangefinder may include, for example, an encoder rotatably supported on the frame 41 and arranged to roll on the upper surface of the rail, and the rangefinder may calculate the traveled distance based on the number of rotations of the encoder. The control unit 35 may also calculate the length and depth of the flaw and the amount of wear of the rail based on the measurement data of the tire probe 42, store the data in the memory unit 34, and display the data on the display unit 32.

[0044] The control unit 35 also transmits a control signal to the control unit 6 for controlling the travel of the self-propelled device 5 based on an operation signal from the operation unit 31. For example, the operation unit 31 may be provided with a measurement start button and a measurement stop button, and when the user taps the measurement start button, a control signal instructing the control unit 6 to start measurement by the tire probe 42 and the travel of the self-propelled device 5 may be transmitted to the control unit 6. In addition, when the user taps the measurement stop button, a signal instructing the control unit 6 to stop measurement by the tire probe 42 and the travel of the self-propelled device 5 may be transmitted to the control unit 6. The above is the hardware configuration of the controller 3.

[0045] (Rail inspection processing) The flow of the rail flaw detection process executed by the controller 3 and control unit 6 according to the embodiment will be described with reference to the flowchart in Fig. 9. The rail flaw detection process starts when an instruction from a user is received after the rail flaw detection device 2 is installed on the rail.

[0046] The rail flaw detector 2 is installed on a rail in the following procedure. First, the user rotates the adjustment knob 44g to open the pair of arms 44a, and then installs the flaw detector main body 4 on the rail so that the tire probe 42 contacts the top surface of the rail, and also installs the self-propelled device 5 on the rail. Next, the user rotates the adjustment knob 44g in the opposite direction to close the pair of arms 44a and bring the clamp roller 44b into contact with the side surface of the rail.

[0047] Next, the adjustment knob 45a is rotated to adjust the position of the electromagnet 45c relative to the upper surface of the rail. Next, the operation unit 31 of the controller 3 is operated to generate a magnetic force from the electromagnet 45c of the attraction means 45, causing the electromagnet 45c to be attracted to the upper surface of the rail. The above is the procedure for installing the rail flaw detector 2 on the rail.

[0048] First, when the operation section 31 of the controller 3 receives an instruction from the user to start measurement, the control section 35 causes the control unit 6 to send a control signal to start measurement by the tire probe 42 and traveling by the self-propelled device 5 (step S11).

[0049] When the control unit 63 of the control unit 6 causes the communication unit 61 to receive a control signal from the controller 3 (step S21), it starts measurement by the tire probe 42 and travel by the self-propelled device 5 (step S22), and causes the measurement data of the tire probe 42 to be transmitted to the controller 3 in real time (step S23).

[0050] When the control section 35 of the controller 3 causes the communication section 33 to receive the measurement data from the control unit 6 (step S12), it stores the measurement data in the storage section 34 and displays it on the display section 32 (step S13).

[0051] When the operation section 31 of the controller 3 receives an instruction from the user to end the measurement, the control section 35 causes the control unit 6 to send a control signal indicating that the measurement by the tire probe 42 and the traveling by the self-propelled device 5 are to be ended (step S14), and the processing is ended.

[0052] When the control unit 63 of the control unit 6 causes the communication unit 61 to receive the control signal from the controller 3 (step S24), it ends the measurement by the tire probe 42 and the traveling by the self-propelled device 5 (step S25), and ends the processing. The above is the flow of the rail flaw detection process.

[0053] As described above, the rail flaw detection device 2 according to the embodiment is configured to press the tire probe 42 against the upper surface of the rail to an extent that the tire probe 42 can detect the presence or absence of flaws in the rail. This allows the tire probe 42 to be kept in close contact with the upper surface of the rail, and rail flaw detection can be performed continuously with high accuracy simply by running the rail flaw detection device 2 over the rail. Therefore, flaw detection can be easily performed even on rails installed at high altitudes simply by running the rail flaw detection device 2 over the rail.

[0054] The present invention is not limited to the above-described embodiment, and the following modifications are possible.

[0055] (Variation) In the above embodiment, the tire probe 42 is pressed against the rail by the weight of the frame 41, and the suction means 45 is also used to press the tire probe 42 against the rail, but the present invention is not limited to this. The tire probe 42 may be pressed against the rail by one of the means, or by the other means. For example, the tire probe 42 may be pressed against the rail by a spring connected to the frame 41, or a weight may be attached to the frame 41 to apply a downward load.

[0056] In the above embodiment, the guide rollers 43 are directly attached to the frame 41, but the present invention is not limited to this. For example, the guide rollers 43 may be supported by a suspension suspended from the frame 41 so as to be able to absorb shock.

[0057] In the above embodiment, the flaw detector main body 4 is installed on the rail via a pair of guide rollers 43, but the present invention is not limited to this. For example, the guide rollers 43 may be replaced with a roller rotatably supported by the frame 41 and a guide member that is provided on the frame 41, arranged to sandwich both side portions of the rail, and guides the tire probe 42 along the rail.

[0058] Furthermore, in addition to the guide rollers 43, or instead of one of the guide rollers 43, a cylindrical encoder may be provided rotatably relative to the frame 41. The encoder may be connected to the control unit 6, and the control unit 6 may monitor the number of rotations from the encoder to calculate the travel distance of the flaw detector main body 4.

[0059] In the above embodiment, the clamp roller 44b is supported at the tip of the arm 44a of the clamping means 44, but the present invention is not limited to this. For example, a sliding plate that can slide against the side surface of the rail may be provided at the tip of the arm 44a.

[0060] In the above embodiment, the posture of the rail flaw detector 2 is stabilized by clamping both side surfaces of the rail from both sides with the clamping means 44, but the present invention is not limited to this. For example, the posture of the rail flaw detector 2 may be stabilized by mounting a rotating rotor on the rail flaw detector 2 and generating a gyro effect by the rotation of the rotating rotor.

[0061] In the above embodiment, an electromagnet is used as an example of the magnet of the suction means 45, but the present invention is not limited to this. For example, a permanent magnet may be used as the magnet.

[0062] In the above embodiment, the self-propelled device 5 is connected to the flaw detector main body 4, but the present invention is not limited to this. For example, the flaw detector main body 4 may be provided with a mechanism that allows it to self-propel on a rail, and the self-propelled device 5 may be omitted. Alternatively, instead of the self-propelled device 5, a towing means such as a rope may be connected to the flaw detector main body 4, and the towing means may be hoisted up by a machine such as a winch, or may be towed manually by a worker in a safe, high-altitude location. Furthermore, the flaw detector main body 4 may be connected directly to the overhead crane main body that travels on the rail, or may be connected to the flaw detector main body 4 via a towing means such as a rope, so that the flaw detector main body 4 is towed by the overhead crane main body. This allows flaws in the rail to be detected in parallel with the travel of the overhead crane main body.

[0063] In the above embodiment, various data are stored in the storage units 34 and 62 of the controller 3 and the control unit 6, but the present invention is not limited to this. For example, all or part of the various data may be stored in an external control device or computer via a communication network.

[0064] In the above embodiment, the controller 3 and the control unit 6 operate based on the programs stored in the storage units 34 and 62, respectively, but the present invention is not limited to this. For example, the functional configuration realized by the programs may be realized by hardware.

[0065] In the above embodiment, the processing performed by the controller 3 and the control unit 6 was realized by a device having the above-mentioned physical configuration executing a program stored in the memory units 34, 62, but the present invention may also be realized as a program or as a storage medium on which the program is recorded.

[0066] In addition, a program for executing the above-mentioned processing operations may be stored and distributed on a non-transitory computer-readable recording medium such as a flexible disk, a CD-ROM (Compact Disk Read-Only Memory), a DVD (Digital Versatile Disk), or an MO (Magneto-Optical Disk), and the program may be installed on a computer to configure an apparatus that executes the above-mentioned processing operations.

[0067] The above-described embodiments are merely examples, and the present invention is not limited to these. Various embodiments are possible within the scope of the invention as set forth in the claims. The components described in the embodiments and modifications can be freely combined. Furthermore, inventions equivalent to the inventions set forth in the claims are also included in the present invention. [Explanation of symbols]

[0068] 1. Rail flaw detection system 2. Rail flaw detector 3 Controller 31 Operation section 32 Display section 33 Communications Department 34 Storage section 35 Control Unit 4 Flaw detector body 41 frames 41a Plate-shaped member 41b Bridge member 41c Support member 41d, 41e Guide groove 42 Tire Probe 42a outgoing tire 42b Receiving tire 42c flange 42d Rotation axis 43 Guide roller 44 Clamping means 44a Arm 44b Clamp roller 44c guide pin 44d Connecting member 44e Regulatory member 44f male thread 44g adjustment knob 45 Suction means 45a Adjustment knob 45b Shaft member 45c electromagnet 5 Self-propelled device 6. Control Unit 61 Communications Department 62 Memory section 63 Control Unit

Claims

1. The frame and an ultrasonic flaw detector supported by the frame and in contact with the rail to detect the presence or absence of flaws in the rail; a pair of rollers disposed before and after the ultrasonic flaw detector, rotatably supported by the frame, and rolling on the rail; clamping means provided so as to be openable and closable relative to both side surfaces of the frame, extending downward from both side surfaces of the frame, and clamping both side surfaces of the rail from both sides; A rail flaw detector comprising: The rail flaw detection device is configured to press the ultrasonic flaw detector against an upper surface of the rail to an extent that the ultrasonic flaw detector can detect the presence or absence of a flaw in the rail, The clamping means a pair of arms provided to each side surface of the frame so as to be openable and closable; a pair of clamp rollers rotatably supported on the tip end of each arm and rolling on the rail while contacting each side surface of the rail; The clamping means is configured so that the pair of clamp rollers can maintain contact with the rail while sandwiching the rail even when an external force acts on the clamping means in a closed state. Rail flaw detection equipment.

2. The frame has an upper surface portion having a pair of opposing ends connected to each of the two side surfaces, An adjustment knob capable of simultaneously opening and closing the pair of clamp rollers is supported on the upper surface portion so as to be rotatable about an axis. The rail flaw detector according to claim 1.

3. The clamping means a restricting member that converts rotation around the axis of the adjusting knob into movement in an up-down direction; a pair of connecting members supported on both ends of the regulating member and each arm so as to be rotatable about axes extending in the same direction in which the pair of rollers are arranged; a pair of guide pins provided on the side surfaces of each arm, arranged side by side in the longitudinal direction of each arm, and extending in the direction in which the pair of rollers are arranged; the frame includes a pair of support members each protruding outward from each side surface; Each support member is provided with a pair of guide grooves arranged in the vertical direction, each of which accommodates the pair of guide pins and guides the pair of guide pins so that each arm opens and closes in accordance with the vertical movement of the regulating member. The rail flaw detector according to claim 2.

4. The upper guide groove of the pair of guide grooves is formed linearly so as to extend in the vertical direction, and the lower guide groove is formed in a dogleg shape so as to move away from the pair of rollers as it goes downward. The rail flaw detector according to claim 3.

5. a suction means supported by the frame so as to be disposed between the pair of rollers, and which is sucked toward the upper surface of the rail to press the ultrasonic flaw detector toward the upper surface of the rail; The rail flaw detector according to claim 1.

6. the suction means is disposed below the upper surface of the frame and includes a magnet supported so that the distance between the magnet and the upper surface of the frame is adjustable. The rail flaw detector according to claim 5.

7. a self-propelled device connected to the frame and configured to move the ultrasonic flaw detector along the rail; The rail flaw detector according to any one of claims 1 to 6.

8. the ultrasonic flaw detector is a tire probe that is rotatably supported on the frame and that continuously detects the presence or absence of flaws on the rail while rolling on the rail; The rail flaw detector according to any one of claims 1 to 7.

9. a distance meter supported by the frame and configured to measure the distance traveled by the rail flaw detector on the rail; a transmission means for acquiring waveform data indicating the presence or absence of flaws in the rail measured by the ultrasonic flaw detector and distance data relating to the distance measured by the distance meter, and transmitting the waveform data to a monitoring device; and and the monitoring device receives waveform data and distance data from the rail flaw detection device and displays the waveform data and distance data to a user. Rail flaw detection system.

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