CN113022641A - Track flaw detection mechanism and track flaw detection vehicle - Google Patents
Track flaw detection mechanism and track flaw detection vehicle Download PDFInfo
- Publication number
- CN113022641A CN113022641A CN202110322376.4A CN202110322376A CN113022641A CN 113022641 A CN113022641 A CN 113022641A CN 202110322376 A CN202110322376 A CN 202110322376A CN 113022641 A CN113022641 A CN 113022641A
- Authority
- CN
- China
- Prior art keywords
- driving
- flaw detection
- bearing frame
- belt
- rail
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Granted
Links
Images
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61K—AUXILIARY EQUIPMENT SPECIALLY ADAPTED FOR RAILWAYS, NOT OTHERWISE PROVIDED FOR
- B61K9/00—Railway vehicle profile gauges; Detecting or indicating overheating of components; Apparatus on locomotives or cars to indicate bad track sections; General design of track recording vehicles
- B61K9/08—Measuring installations for surveying permanent way
- B61K9/10—Measuring installations for surveying permanent way for detecting cracks in rails or welds thereof
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
- B61D15/00—Other railway vehicles, e.g. scaffold cars; Adaptations of vehicles for use on railways
- B61D15/08—Railway inspection trolleys
-
- G—PHYSICS
- G01—MEASURING; TESTING
- G01N—INVESTIGATING OR ANALYSING MATERIALS BY DETERMINING THEIR CHEMICAL OR PHYSICAL PROPERTIES
- G01N29/00—Investigating or analysing materials by the use of ultrasonic, sonic or infrasonic waves; Visualisation of the interior of objects by transmitting ultrasonic or sonic waves through the object
- G01N29/22—Details, e.g. general constructional or apparatus details
-
- G—PHYSICS
- G01—MEASURING; TESTING
- G01N—INVESTIGATING OR ANALYSING MATERIALS BY DETERMINING THEIR CHEMICAL OR PHYSICAL PROPERTIES
- G01N29/00—Investigating or analysing materials by the use of ultrasonic, sonic or infrasonic waves; Visualisation of the interior of objects by transmitting ultrasonic or sonic waves through the object
- G01N29/22—Details, e.g. general constructional or apparatus details
- G01N29/26—Arrangements for orientation or scanning by relative movement of the head and the sensor
- G01N29/265—Arrangements for orientation or scanning by relative movement of the head and the sensor by moving the sensor relative to a stationary material
Landscapes
- Engineering & Computer Science (AREA)
- General Health & Medical Sciences (AREA)
- Life Sciences & Earth Sciences (AREA)
- Chemical & Material Sciences (AREA)
- Analytical Chemistry (AREA)
- Biochemistry (AREA)
- Physics & Mathematics (AREA)
- General Physics & Mathematics (AREA)
- Immunology (AREA)
- Pathology (AREA)
- Health & Medical Sciences (AREA)
- Mechanical Engineering (AREA)
- Transportation (AREA)
- Investigating Or Analyzing Materials By The Use Of Ultrasonic Waves (AREA)
Abstract
The invention relates to a rail flaw detection mechanism and a rail flaw detection vehicle. The rail flaw detection mechanism comprises a first bearing frame, a second bearing frame, a belt wheel assembly and a probe arranged on the second bearing frame. The first bearing frame is used for being installed on a vehicle body of the rail flaw detection vehicle; the second bearing frame is arranged below the first bearing frame and connected with the first bearing frame. The band pulley subassembly is including connecting in the drive wheel that the second bore a frame and around locating the drive belt between the drive wheel, and the internal surface of drive belt is equipped with the holding tank that is used for holding coupling liquid, and the holding tank extends the setting along the direction of transmission of drive belt, and the probe correspondence is located in the holding tank. Because the internal surface of drive belt is equipped with the holding tank, can store the coupling liquid of take the altitude in the holding tank, can guarantee like this that there is not the air between the internal surface of probe and drive belt to carry out the ultrasonic flaw detection to the track better, guarantee the track accuracy and the reliability of detecting a flaw.
Description
Technical Field
The invention relates to the technical field of rail detection, in particular to a rail flaw detection mechanism and a rail flaw detection vehicle.
Background
The rail is the foundation of railway transportation, and the important measure for ensuring the good operation state of the rail is to ensure the safety of railway transportation. Because the heavy haul railway has the characteristics of large transportation capacity, heavy axle, heavy load, high transportation density and the like, the steel rail is easy to generate fatigue cracks, the fatigue cracks are easy to develop into nuclear injuries under alternating stress, and if the nuclear injuries are not processed in time, the rail is easy to break, thereby causing great personal and property losses.
In China, a large-scale rail flaw detection vehicle is generally adopted to periodically detect the steel rail, and the rail flaw detection vehicle is provided with an ultrasonic probe which is used for detecting the internal damage of the rail. However, the accuracy of the rail damage detection is low.
Disclosure of Invention
Therefore, a rail flaw detection mechanism and a rail flaw detection vehicle are needed to be provided, which can better perform ultrasonic flaw detection on a rail and ensure the accuracy and reliability of the rail flaw detection.
A rail flaw detection mechanism comprises a first bearing frame, a second bearing frame, a belt wheel assembly and a probe, wherein the probe is arranged on the second bearing frame, and the second bearing frame is connected with the first bearing frame and suspended below the first bearing frame; the belt wheel assembly comprises a driving wheel connected with the second bearing frame and a driving belt wound on the driving wheel, a containing groove used for storing coupling liquid is formed in the inner side of the driving belt, the containing groove is formed in the driving direction of the driving belt, and the bottom of the probe is located in the containing groove.
In one embodiment, the transmission belt comprises a belt body, a first protruding part and a second protruding part, wherein the first protruding part and the second protruding part extend along the transmission direction of the transmission belt and are positioned on two sides of the inner surface of the belt body; the first protruding portion and the second protruding portion are higher than the belt body, and the belt body, the first protruding portion and the second protruding portion enclose the accommodating groove.
In one embodiment, a plurality of tooth-shaped protrusions are arranged at positions of the first protruding portion and the second protruding portion corresponding to the transmission wheel, and the tooth-shaped protrusions are arranged along the transmission direction of the transmission belt.
In one embodiment, the rail flaw detection mechanism further comprises a mounting block and a bracket, the bracket is connected to the second bearing frame, and a mounting groove matched with the mounting block is formed in the position, corresponding to the driving wheel, of the bracket; the rotating shaft of the driving wheel is movably connected with the mounting block, and the mounting block is arranged in the mounting groove.
In one embodiment, the rail flaw detection mechanism further comprises an eccentric adjustment assembly, and the bracket is connected to the second carrier through the eccentric adjustment assembly.
In one embodiment, the rail flaw detection mechanism further comprises a first mounting seat, a thrust rod and a first elastic piece arranged on the thrust rod, the support is movably connected with the second bearing frame, and the first mounting seat is fixed on the second bearing frame; one end of the thrust rod is connected with the bracket, and the other end of the thrust rod is movably connected with the first mounting seat; one end of the first elastic piece close to the support is fixed on the thrust rod, and the other end of the first elastic piece is movably arranged.
In one embodiment, the rail flaw detection mechanism further includes a first driving member, a centering link, and two eccentric assemblies, the eccentric assemblies are disposed on the first carrier, two ends of the centering link are respectively and movably connected to the two eccentric assemblies, and the first driving member is configured to drive the first carrier and the second carrier to deflect, so that the probe is aligned with the central line of the steel rail.
In one embodiment, the eccentric assembly comprises a driving clamping plate, an eccentric shaft, a driven clamping plate, a driven wheel seat and an eccentric wheel seat for being installed on a vehicle body, wherein the eccentric shaft is arranged on the eccentric wheel seat in a penetrating way and is connected with the driving clamping plate and the driven clamping plate; the driven wheel seat is fixed on the first bearing frame and is connected with the driven clamping plate through a centering driven shaft; the output shaft of the first driving piece and one end of the centering connecting rod are connected with the driving clamping plate of one of the eccentric assemblies through the centering driving shaft, and the other end of the centering connecting rod is connected with the driving clamping plate of the other eccentric assembly through the centering driving shaft.
In one embodiment, the rail flaw detection mechanism further includes a second driving member, a connecting rod, and two driving swing rods, the two driving swing rods are disposed at an interval and connected to the second bearing frame, one of the driving swing rods is connected to an output shaft of the second driving member, and the two driving swing rods are connected through the connecting rod.
In one embodiment, the rail flaw detection mechanism further comprises a baffle, a second elastic piece and an additional rod, one end of the additional rod is connected to the output shaft of the second driving piece, and the other end of the additional rod is connected to the driving swing rod; the baffle is fixed in the extension rod, the second elastic piece is sleeved on the output shaft of the second driving piece and the extension rod, and two ends of the second elastic piece respectively abut against the baffle and the second driving piece.
The rail flaw detection vehicle comprises a vehicle body and a rail flaw detection mechanism, wherein the rail flaw detection mechanism is arranged on the vehicle body.
According to the rail flaw detection mechanism and the rail flaw detection vehicle, in the flaw detection process, the driving wheel rotates along the surface of the rail and drives the driving belt to rotate, and the probe makes sliding friction relative to the driving belt. Through set up the drive belt between probe and track, the probe can not direct contact track like this, avoids the probe to receive impact, wearing and tearing etc. at the in-process that track damage detected, effectively protects the probe, prolongs the life of probe. And, because the inboard of drive belt is equipped with the holding tank, can store the coupling liquid of take the altitude in the holding tank, can guarantee like this that there is not the air between the internal surface of probe and drive belt, carry out ultrasonic flaw detection to the track better to guarantee the track accuracy and the reliability of detecting a flaw.
Drawings
The accompanying drawings, which are incorporated in and constitute a part of this application, illustrate embodiments of the invention and, together with the description, serve to explain the invention and not to limit the invention.
In order to more clearly illustrate the technical solutions in the embodiments of the present invention, the drawings needed to be used in the description of the embodiments will be briefly introduced below, and it is obvious that the drawings in the following description are only some embodiments of the present invention, and it is obvious for those skilled in the art to obtain other drawings without creative efforts.
FIG. 1 is a schematic structural diagram of a rail flaw detection mechanism according to an embodiment of the present invention;
FIG. 2 is a schematic diagram of the structure of a belt in the rail inspection mechanism shown in FIG. 1;
FIG. 3 is a cross-sectional view taken along A-A of FIG. 2;
FIG. 4 is an enlarged view of a portion of FIG. 3 at B;
FIG. 5 is a schematic view of a pulley assembly or the like in the guideway flaw detection mechanism shown in FIG. 1;
FIG. 6 is an enlarged partial schematic view at C of FIG. 5;
FIG. 7 is a schematic view of a centering linkage or the like in the rail inspection configuration shown in FIG. 1;
FIG. 8 is a schematic structural view of the rail inspection mechanism shown in FIG. 1 in which a probe is mounted to a probe holder;
fig. 9 is a schematic structural view of the airbag in fig. 8 pressing against the probe.
Description of the drawings: 10. a first carrier; 20. a second carrier; 30. a pulley assembly; 31. a driving wheel; 32. a transmission belt; 321. a belt body; 322. a first projecting portion; 323. a second projection; 324. accommodating grooves; 325. a tooth-shaped bulge; 40. a probe; 50. mounting blocks; 60. a support; 61. mounting grooves; 70. a first mounting seat; 71. a thrust rod; 72. a first elastic member; 80. a centering connecting rod; 81. a first driving member; 82. an eccentric assembly; 821. driving the clamping plate; 822. an eccentric shaft; 823. a driven splint; 824. a driven wheel seat; 825. an eccentric wheel seat; 90. a second driving member; 91. a connecting rod; 92. driving a swing rod; 93. a second elastic member; 94. adding a connecting rod; 95. a baffle plate; 100. a probe clamp; 110. an elastomer; 120. a pusher member; 130. a second mounting seat; 140. a plug-in unit; 150. and (4) end covers.
Detailed Description
In order to make the aforementioned objects, features and advantages of the present invention comprehensible, embodiments accompanied with figures are described in detail below. In the following description, numerous specific details are set forth in order to provide a thorough understanding of the present invention. This invention may, however, be embodied in many different forms and should not be construed as limited to the embodiments set forth herein.
Referring to fig. 1 to 4, a rail flaw detection mechanism according to an embodiment of the present invention includes a first carriage 10, a second carriage 20, a pulley assembly 30, and a probe 40, wherein the probe 40 is disposed on the second carriage 20. The second carrier 20 is connected to the first carrier 10 and is suspended from the first carrier 10. The pulley assembly 30 includes driving wheels 31 connected to the second carriage 20 and a driving belt 32 wound between the driving wheels 31, wherein an accommodating groove 324 for storing coupling liquid is formed inside the driving belt 32, the accommodating groove 324 is formed along a driving direction of the driving belt 32, and a bottom of the probe 40 is located in the accommodating groove 324.
It will be understood that the inner side of the belt 32 refers to the side of the belt 32 that is in contact with the drive wheel 31.
In the rail flaw detection mechanism, in the flaw detection process, the transmission wheel 31 rotates along the surface of the rail and drives the transmission belt 32 to rotate, the probe 40 makes sliding friction relative to the transmission belt 32, the coordinated movement of the probe 40 and the transmission belt 32 is ensured, and high-speed detection is realized. By arranging the transmission belt 32 between the probe 40 and the track, the probe 40 cannot directly contact the track, so that the probe 40 is prevented from being impacted, abraded and the like in the track damage detection process, the probe 40 is effectively protected, and the service life of the probe 40 is prolonged. Moreover, since the accommodating groove 324 is formed in the inner side of the transmission belt 32, the coupling liquid with a certain height can be stored in the accommodating groove 324, so that no air exists between the probe 40 and the inner surface of the transmission belt 32, ultrasonic flaw detection can be better performed on the rail, and the accuracy and reliability of flaw detection of the rail can be guaranteed.
In one embodiment, referring to fig. 2, 3 and 4, the transmission belt 32 includes a belt body 321, a first protrusion 322 and a second protrusion 323. The first protrusion 322 and the second protrusion 323 extend along the transmission direction of the transmission belt 32 and are located on two sides of the inner surface of the belt body 321. The first protrusion 322 and the second protrusion 323 are higher than the belt 321, and the belt 321, the first protrusion 322 and the second protrusion 323 enclose the accommodating groove 324. Thus, this holding tank 324 extends the setting along the direction of transmission of drive belt 32, guarantees not have the air between the internal surface of probe 40 and drive belt 32, carries out ultrasonic flaw detection to the track better, guarantees track flaw detection's accuracy and reliability.
Further, referring to fig. 2, 3 and 4, a plurality of tooth-shaped protrusions 325 are disposed at positions of the first protrusion 322 and the second protrusion 323 corresponding to the transmission wheel 31, and the tooth-shaped protrusions 325 are arranged along the transmission direction of the transmission belt 32. In this way, during the track damage detection process, the transmission wheel 31 is in contact with the tooth-shaped protrusion 325 of the transmission belt 32, and the friction force of the transmission belt 32 on the transmission wheel 31 is increased.
It should be noted that the number of the tooth-like protrusions 325 can be set according to actual requirements, and is not limited in particular. In the present embodiment, the interval between the tops of two adjacent tooth-like protrusions 325 is 2.3mm, and the included angle between two adjacent tooth-like protrusions 325 is 60 °.
In one embodiment, the drive belt 32 is a polyurethane belt 321. When the ultrasonic wave emitted from the probe 40 passes through the polyurethane tape 321, the attenuation of the ultrasonic wave is not more than 3 dB. In this way, in the process of detecting the rail damage, after the ultrasonic wave emitted by the probe 40 is blocked by the polyurethane band 321, the frequency of the ultrasonic wave emitted to the rail is ensured to be within the detection frequency range, so as to effectively detect the inside of the rail, and ensure the accuracy and reliability of the rail damage detection.
In one embodiment, referring to fig. 5 and 6, the rail inspection mechanism further includes a mounting block 50 and a bracket 60. The bracket 60 is connected to the second bearing frame 20, and a mounting groove 61 adapted to the mounting block 50 is formed in a position of the bracket 60 corresponding to the driving wheel 31. The rotating shaft of the driving wheel 31 is movably connected to the mounting block 50, and the mounting block 50 is installed in the mounting groove 61. Specifically, the notch of the mounting groove 61 is provided at the side of the bracket 60. When the driving wheel 31 is installed, the installation block 50 is installed on the rotating shaft of the driving wheel 31, the installation block 50 is placed in the notch of the installation groove 61, acting force is applied to the installation block 50, the installation block 50 can be pushed into the installation groove 61, and the side portion of the installation block 50 is clamped in the installation groove 61. When the driving wheel 31 needs to be disassembled, the installation block 50 can be taken out from the installation groove 61 by applying reverse acting force to the installation block 50. So, be convenient for dismouting drive wheel 31 fast, improve work efficiency.
Specifically, referring to fig. 1 and 5, two brackets 60 are provided, and the two brackets 60 are provided to the second loading frame 20 at intervals. Two mounting blocks 50 are correspondingly arranged, the two mounting blocks 50 are respectively mounted on the rotating shafts of the two driving wheels 31, and the two mounting blocks 50 are respectively correspondingly mounted in the mounting grooves 61 of the two brackets 60, so as to connect the two driving wheels 31 of the pulley set to the second bearing frame 20.
Further, the rail flaw detection mechanism further includes an eccentric adjustment assembly, and the bracket 60 is connected to the second carrier 20 through the eccentric adjustment assembly. Therefore, the eccentricity of the driving wheel 31 can be adjusted through the eccentricity adjusting assembly, and the driving wheel 31 is guaranteed to be perpendicular to the track in the transverse direction. Moreover, the eccentric adjusting assembly is adjusted, so that the driving wheel 31 can be separated from the driving belt 32, and the belt wheel assembly 30 can be conveniently detached.
In one embodiment, referring to fig. 5 and 6, the rail flaw detection mechanism further includes a first mounting seat 70, a thrust rod 71, and a first elastic member 72 disposed on the thrust rod 71. The bracket 60 is movably connected with the second loading frame 20, and the first mounting seat 70 is fixed on the second loading frame 20. One end of the thrust rod 71 is connected to the bracket 60, and the other end is movably connected to the first mounting seat 70. One end of the first elastic member 72 close to the bracket 60 is fixed to the thrust rod 71, and the other end is movably disposed. In the process of rail flaw detection, if an obstacle is encountered, the driving wheel 31 is lifted up under the action of the obstacle, the bracket 60 is driven to rotate around the second bearing frame 20, and the thrust rod 71 is driven to move towards one side close to the first mounting seat 70; during the movement of the thrust rod 71, the first elastic member 72 abuts against the first mounting seat 70 and is in a compressed state. So, can play the effect of shock attenuation buffering, guarantee that drive wheel 31 is flexible to pass through the barrier. After the rail flaw detection mechanism passes over an obstacle, under the action of the first elastic member 72, the thrust rod 71 moves in a direction away from the first mounting seat 70, and further drives the bracket 60 to rotate in the opposite direction. In this way, the driving belt 32 is closely attached to the surface of the rail by the cooperation of the bracket 60, the thrust rod 71 and the first elastic member 72, and the flaw detection coupling of the probe 40 is ensured.
Specifically, the first mounting seat 70 is provided with a mounting hole adapted to the thrust rod 71, and one end of the thrust rod 71 far away from the bracket 60 is movably arranged in the mounting hole. When the first elastic member 72 is in the extended state, the end of the first elastic member 72 away from the bracket 60 contacts the first mounting seat 70. Thus, under the cooperation of the bracket 60, the thrust rod 71 and the first elastic piece 72, the driving wheel 31 can be ensured to flexibly pass through the obstacle; after the wheel 31 passes through an obstacle, the belt 32 can be closely attached to the surface of the rail, and the flaw detection coupling of the probe 40 can be ensured.
In the present embodiment, referring to fig. 5, two first mounting seats 70, two thrust rods 71 and two first elastic members 72 are provided, and are respectively disposed corresponding to the two driving wheels 31. So, at the in-process of track flaw detection, if meet the barrier, guarantee that two drive wheel 31 homoenergetic are flexible and pass through the barrier, the shock attenuation buffering effect is better.
In one embodiment, referring to fig. 1 and 7, the rail flaw detection mechanism further includes a first driving member 81, a centering link 80, and two eccentric assemblies 82, the eccentric assemblies 82 are disposed on the carrier, two ends of the centering link 80 are movably connected to the two eccentric assemblies 82, respectively, and the first driving member 81 is configured to drive the carrier to swing so that the probe 40 is aligned with the center line of the steel rail. In the process of detecting the damage of the steel rail, if the probe 40 deviates from the central line of the steel rail, the first driving element 81 is started, the centering connecting rod 80 and the eccentric assembly 82 drive the bearing frame to deflect towards the central line of the steel rail, and further drive the probe 40 to deflect until the probe 40 is aligned with the central line of the steel rail. Therefore, under the matching action of the first driving piece 81, the centering connecting rod 80 and the eccentric assembly 82, the centering adjustment of the probe 40 can be realized, so that the probe 40 is in a better centering state in the detection process, and thus the probe 40 can better detect the damage of the steel rail and improve the accuracy and reliability of flaw detection.
Further, referring to fig. 7, the eccentric assembly 82 includes a driving clamp 821, an eccentric shaft 822, a driven clamp 823, a driven wheel seat 824, and an eccentric wheel seat 825 for being mounted on a vehicle body, wherein the eccentric shaft 822 movably penetrates through the eccentric wheel seat 825 and is connected to the driving clamp 821 and the driven clamp 823. The driven wheel seat 824 is fixed to the first bearing frame 10, and is connected to the driven clamp plate 823 through a centering driven shaft. The output shaft of the first driving member 81 and one end of the centering link 80 are connected to the driving clamp 821 of one of the eccentric assemblies 82 through a centering driving shaft, and the other end of the centering link 80 is connected to the driving clamp 821 of the other eccentric assembly 82 through a centering driving shaft. Alternatively, the first driving member 81 is a driving cylinder or a driving hydraulic cylinder. Therefore, in the process of rail flaw detection, the first driving part 81 can drive the centering connecting rod 80, the first bearing frame 10 and the second bearing frame 20 to deflect, and further drive the probe 40 to deflect towards the direction close to the central line of the steel rail, so that centering adjustment is realized, and the probe 40 is in a better centering state in the detection process.
In one embodiment, referring to fig. 1 and 7, the rail flaw detection mechanism further includes a second driving member 90, a connecting rod 91 and two driving swing rods 92. Two driving swing links 92 are disposed at an interval and connected to the second carrier 20, one of the driving swing links 92 is connected to the output shaft of the second driving element 90, and the two driving swing links 92 are connected through the connecting rod 91. And starting the second driving part 90, wherein the second driving part 90 drives one of the driving swing rods 92 to rotate, and drives the other driving swing rod 92 to synchronously rotate through the connecting rod 91, so as to drive the second bearing frame 20, the belt pulley assembly 30, the probe 40 and the like to move in a direction away from the track, namely, the second bearing frame 20, the belt pulley assembly 30, the probe 40 and the like are lifted up. And the second driving part 90 is turned off, one of the driving swing rods 92 rotates reversely, and the other driving swing rod 92 is driven by the connecting rod 91 to synchronously rotate reversely, so that the second bearing frame 20, the belt wheel assembly 30, the probe 40 and other parts are driven to move towards the track, namely, the second bearing frame 20, the belt wheel assembly 30, the probe 40 and other parts are pressed downwards. In this way, the second carriage 20, the pulley assembly 30, the probe 40, and other components can be lifted and pressed down by the cooperation of the second driving unit 90, the link 91, and the two driving levers 92.
Further, referring to fig. 1 and 7, the rail flaw detection mechanism further includes a baffle 95, a second elastic member 93, and an additional rod 94, wherein one end of the additional rod 94 is connected to the output shaft of the second driving member 90, and the other end is connected to the driving swing rod 92. The baffle 95 is fixed to the extension rod 94, the second elastic member 93 is sleeved on the output shaft of the second driving member 90 and the extension rod 94, and two ends of the second elastic member 93 respectively abut against the baffle 95 and the cylinder body of the second driving member 90. In this way, even if the second driving element 90 is in the inoperative state, it is ensured that the second carriage 20, the pulley assembly 30, the probe 40, and the like are maintained in the raised state.
In one embodiment, referring to fig. 8 and 9, the rail inspection mechanism further includes an elastic body 110 and a probe clamp 100. The bottom of the probe clamp 100 is provided with a through hole, and the probe 40 is movably arranged in the through hole. The probe clamp 100 is provided with a containing cavity, the elastic body 110 is arranged in the containing cavity, and the elastic body 110 is used for pressing the probe 40 against the lower edge of the transmission belt 32 so as to enable the probe 40 to be tightly attached to the rail tread. Therefore, in the damage detection process, the elastic body 110 is abutted against the probe 40, so that the probe 40 is tightly attached to the steel rail tread, no gap is formed between the probe 40 and the surface of the rail, the damage detection is facilitated, and meanwhile, the sound path waste can be avoided.
In one embodiment, referring to fig. 2 and 3, the elastic body 110 is a balloon connected to the probe holder 100, and the balloon is provided with an inflation port. The flaw detection assembly further comprises a pushing member 120 for pressing against the probe 40, and the pushing member 120 is connected to the bottom of the air bag. In the process of detecting the damage of the track, the air bag is inflated through the inflation inlet, and the air bag drives the pushing piece 120 to move in the inflation process, so that the bottom of the probe 40 is tightly attached to the tread of the steel rail, no gap is formed between the probe 40 and the surface of the track, the damage detection is facilitated, and the waste of a sound path can be avoided.
In one embodiment, referring to fig. 2 and 3, the top of the elastic body 110 is provided with a flange. The flaw detection assembly further comprises a second mounting base 130 and an end cover 150 detachably connected with the second mounting base 130, the end cover 150 is provided with a jack, the elastic body 110 is inserted into the jack, and the flange is arranged between the second mounting base 130 and the end cover 150. Specifically, the flange of the elastic body 110 is disposed between the second mounting seat 130 and the end cap 150, and the second mounting seat 130 and the end cap 150 are fixed by a fastener. Therefore, the elastic body 110 is convenient to disassemble and assemble, and the working efficiency is improved.
Further, referring to fig. 2 and 3, the rail flaw detection mechanism further includes a plug 140. The plug 140 is a U-shaped structure, the plug 140 is inserted into the probe clamp 100, and the second mounting base 130 is fixed to the probe clamp 100 through the plug 140. Therefore, the probe 40 can be quickly taken out for maintenance only by taking out the plug connector 140, which is convenient and fast.
The rail flaw detection vehicle provided by one embodiment of the invention comprises a vehicle body and the rail flaw detection mechanism provided by any one embodiment of the invention, wherein the rail flaw detection mechanism is arranged on the vehicle body.
In the flaw detection process of the rail flaw detection vehicle, the driving wheel 31 rotates along the surface of the rail and drives the transmission belt 32 to rotate, and the probe 40 makes sliding friction relative to the transmission belt 32. By arranging the transmission belt 32 between the probe 40 and the track, the probe 40 cannot directly contact the track, so that the probe 40 is prevented from being impacted, abraded and the like in the track damage detection process, the probe 40 is effectively protected, and the service life of the probe 40 is prolonged. Moreover, since the accommodating groove 324 is formed in the inner side of the transmission belt 32, the coupling liquid with a certain height can be stored in the accommodating groove 324, so that no air exists between the probe 40 and the inner surface of the transmission belt 32, ultrasonic flaw detection can be better performed on the rail, and the accuracy and reliability of flaw detection of the rail can be guaranteed.
In the description of the present invention, it is to be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential", etc. indicate orientations or positional relationships based on those shown in the drawings, and are used only for convenience of description and simplification of the description, but not for convenience of description
The device or element so referred to must be in a particular orientation, constructed and operated in a particular orientation and therefore should not be construed as limiting the invention.
Furthermore, the terms "first", "second" and "first" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one such feature. In the description of the present invention, "a plurality" means at least two, e.g., two, three, etc., unless specifically limited otherwise.
In the present invention, unless otherwise expressly stated or limited, the terms "mounted," "connected," "secured," and the like are to be construed broadly and can, for example, be fixedly connected, detachably connected, or integrally formed; can be mechanically or electrically connected; they may be directly connected or indirectly connected through intervening media, or they may be connected internally or in any other suitable relationship, unless expressly stated otherwise. The specific meanings of the above terms in the present invention can be understood by those skilled in the art according to specific situations.
In the present invention, unless otherwise expressly stated or limited, the first feature "on" or "under" the second feature may be directly contacting the first and second features or indirectly contacting the first and second features through an intermediate. Also, a first feature "on," "over," and "above" a second feature may be directly or diagonally above the second feature, or may simply indicate that the first feature is at a higher level than the second feature. A first feature being "under," "below," and "beneath" a second feature may be directly under or obliquely under the first feature, or may simply mean that the first feature is at a lesser elevation than the second feature.
It will be understood that when an element is referred to as being "secured to" or "disposed on" another element, it can be directly on the other element or intervening elements may also be present. When an element is referred to as being "connected" to another element, it can be directly connected to the other element or intervening elements may also be present. The terms "vertical," "horizontal," "upper," "lower," "left," "right," and the like as used herein are for illustrative purposes only and do not denote a unique embodiment.
The technical features of the embodiments described above may be arbitrarily combined, and for the sake of brevity, all possible combinations of the technical features in the embodiments described above are not described, but should be considered as being within the scope of the present specification as long as there is no contradiction between the combinations of the technical features.
The above-mentioned embodiments only express several embodiments of the present invention, and the description thereof is more specific and detailed, but not construed as limiting the scope of the invention. It should be noted that, for a person skilled in the art, several variations and modifications can be made without departing from the inventive concept, which falls within the scope of the present invention. Therefore, the protection scope of the present patent shall be subject to the appended claims.
Claims (11)
1. A rail flaw detection mechanism is characterized by comprising a first bearing frame, a second bearing frame, a belt wheel assembly and a probe, wherein the probe is arranged on the second bearing frame, and the second bearing frame is connected with the first bearing frame and suspended below the first bearing frame; the belt wheel assembly comprises a driving wheel connected with the second bearing frame and a driving belt wound on the driving wheel, a containing groove used for storing coupling liquid is formed in the inner side of the driving belt, the containing groove is formed in the driving direction of the driving belt, and the bottom of the probe is located in the containing groove.
2. The rail inspection mechanism of claim 1, wherein the transmission belt includes a belt body, a first protrusion and a second protrusion, the first protrusion and the second protrusion extending in a transmission direction of the transmission belt and being located on both sides of an inner surface of the belt body; the first protruding portion and the second protruding portion are higher than the belt body, and the belt body, the first protruding portion and the second protruding portion enclose the accommodating groove.
3. The rail flaw detection mechanism according to claim 2, wherein a plurality of tooth-like projections are provided at positions of the first projection and the second projection corresponding to the transmission wheel, and the plurality of tooth-like projections are arranged along a transmission direction of the transmission belt.
4. The rail flaw detection mechanism according to any one of claims 1 to 3, further comprising a mounting block and a bracket, wherein the bracket is connected to the second bearing frame, and the bracket is provided with a mounting groove adapted to the mounting block corresponding to the position of the driving wheel; the rotating shaft of the driving wheel is movably connected with the mounting block, and the mounting block is arranged in the mounting groove.
5. The rail inspection mechanism of claim 4 further comprising an eccentric adjustment assembly, the bracket being coupled to the second carriage by the eccentric adjustment assembly.
6. The rail flaw detection mechanism of claim 4, further comprising a first mounting base, a thrust rod, and a first elastic member disposed on the thrust rod, wherein the bracket is movably connected to the second carriage, and the first mounting base is fixed to the second carriage; one end of the thrust rod is connected with the bracket, and the other end of the thrust rod is movably connected with the first mounting seat; one end of the first elastic piece close to the support is fixed on the thrust rod, and the other end of the first elastic piece is movably arranged.
7. The rail flaw detection mechanism of any one of claims 1 to 3, further comprising a first driving member, a centering link, and two eccentric assemblies, wherein the eccentric assemblies are disposed on the first carriage, two ends of the centering link are respectively and movably connected to the two eccentric assemblies, and the first driving member is configured to drive the first carriage and the second carriage to swing to align the probe with a central line of the rail.
8. The rail flaw detection mechanism of claim 7, wherein the eccentric assembly comprises a driving clamping plate, an eccentric shaft, a driven clamping plate, a driven wheel seat and an eccentric wheel seat for being mounted on a vehicle body, the eccentric shaft is arranged on the eccentric wheel seat in a penetrating way and is connected with the driving clamping plate and the driven clamping plate; the driven wheel seat is fixed on the first bearing frame and is connected with the driven clamping plate through a centering driven shaft; the output shaft of the first driving piece and one end of the centering connecting rod are connected with the driving clamping plate of one of the eccentric assemblies through the centering driving shaft, and the other end of the centering connecting rod is connected with the driving clamping plate of the other eccentric assembly through the centering driving shaft.
9. The rail flaw detection mechanism of any one of claims 1 to 3, further comprising a second driving member, a connecting rod, and two driving swing links, wherein the two driving swing links are spaced apart and connected to the second carriage, one of the driving swing links is connected to the output shaft of the second driving member, and the two driving swing links are connected through the connecting rod.
10. The rail flaw detection mechanism of claim 9, further comprising a baffle, a second elastic member, and an extension rod, one end of the extension rod being connected to the output shaft of the second driving member, and the other end of the extension rod being connected to the driving swing rod; the baffle is fixed in the extension rod, the second elastic piece is sleeved on the output shaft of the second driving piece and the extension rod, and two ends of the second elastic piece respectively abut against the baffle and the second driving piece.
11. A rail flaw detection vehicle comprising a vehicle body and the rail flaw detection mechanism according to any one of claims 1 to 10, wherein the rail flaw detection mechanism is provided on the vehicle body.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202110322376.4A CN113022641B (en) | 2021-03-25 | 2021-03-25 | Track flaw detection mechanism and track flaw detection vehicle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202110322376.4A CN113022641B (en) | 2021-03-25 | 2021-03-25 | Track flaw detection mechanism and track flaw detection vehicle |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN113022641A true CN113022641A (en) | 2021-06-25 |
| CN113022641B CN113022641B (en) | 2022-04-29 |
Family
ID=76474042
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202110322376.4A Active CN113022641B (en) | 2021-03-25 | 2021-03-25 | Track flaw detection mechanism and track flaw detection vehicle |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN113022641B (en) |
Citations (11)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| GB985942A (en) * | 1962-04-02 | 1965-03-10 | Ivan Lester Joy | Means for ultrasonic inspection of rails |
| CH689207A5 (en) * | 1994-04-06 | 1998-12-15 | Speno International | Travelling ultrasound fault detector for railway line internal faults |
| CH690851A5 (en) * | 1996-11-25 | 2001-02-15 | Speno Internat S A | Apparatus for measuring internal defects of a rail by ultrasound. |
| CN101191323A (en) * | 2007-12-21 | 2008-06-04 | 重庆大学 | Self-adapting arranging device for ultrasonic sensor |
| CN103223951A (en) * | 2013-04-18 | 2013-07-31 | 宝鸡南车时代工程机械有限公司 | Detection vehicle for detecting flaws of steel rail in urban rail transit |
| CN105818837A (en) * | 2016-05-10 | 2016-08-03 | 中国铁道科学研究院 | Rail flaw detection vehicle adopting automatic centering manner |
| CN206107259U (en) * | 2016-08-31 | 2017-04-19 | 珠海启世机械设备股份有限公司 | Wheeled defectoscope of belt constructs |
| CN206208844U (en) * | 2016-11-29 | 2017-05-31 | 南通友联数码技术开发有限公司 | A kind of combination wheel seach unit for ultrasound examination |
| CN209008601U (en) * | 2018-11-14 | 2019-06-21 | 北京主导时代科技有限公司 | A kind of track detecting mechanism |
| CN110962877A (en) * | 2018-09-29 | 2020-04-07 | 中国铁建高新装备股份有限公司 | Comprehensive detection method for steel rail |
| CN112362742A (en) * | 2020-11-27 | 2021-02-12 | 株洲时代电子技术有限公司 | Flaw detection device |
-
2021
- 2021-03-25 CN CN202110322376.4A patent/CN113022641B/en active Active
Patent Citations (11)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| GB985942A (en) * | 1962-04-02 | 1965-03-10 | Ivan Lester Joy | Means for ultrasonic inspection of rails |
| CH689207A5 (en) * | 1994-04-06 | 1998-12-15 | Speno International | Travelling ultrasound fault detector for railway line internal faults |
| CH690851A5 (en) * | 1996-11-25 | 2001-02-15 | Speno Internat S A | Apparatus for measuring internal defects of a rail by ultrasound. |
| CN101191323A (en) * | 2007-12-21 | 2008-06-04 | 重庆大学 | Self-adapting arranging device for ultrasonic sensor |
| CN103223951A (en) * | 2013-04-18 | 2013-07-31 | 宝鸡南车时代工程机械有限公司 | Detection vehicle for detecting flaws of steel rail in urban rail transit |
| CN105818837A (en) * | 2016-05-10 | 2016-08-03 | 中国铁道科学研究院 | Rail flaw detection vehicle adopting automatic centering manner |
| CN206107259U (en) * | 2016-08-31 | 2017-04-19 | 珠海启世机械设备股份有限公司 | Wheeled defectoscope of belt constructs |
| CN206208844U (en) * | 2016-11-29 | 2017-05-31 | 南通友联数码技术开发有限公司 | A kind of combination wheel seach unit for ultrasound examination |
| CN110962877A (en) * | 2018-09-29 | 2020-04-07 | 中国铁建高新装备股份有限公司 | Comprehensive detection method for steel rail |
| CN209008601U (en) * | 2018-11-14 | 2019-06-21 | 北京主导时代科技有限公司 | A kind of track detecting mechanism |
| CN112362742A (en) * | 2020-11-27 | 2021-02-12 | 株洲时代电子技术有限公司 | Flaw detection device |
Also Published As
| Publication number | Publication date |
|---|---|
| CN113022641B (en) | 2022-04-29 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| CN113022641B (en) | Track flaw detection mechanism and track flaw detection vehicle | |
| CN214728838U (en) | Track flaw detection mechanism and track flaw detection vehicle | |
| CN113022606B (en) | Steel rail flaw detection trolley and steel rail flaw detection locomotive | |
| US6069473A (en) | Stator bar jacking device for measuring radial movement of stator bar using an LVDT | |
| CN219675922U (en) | Tread flaw detection equipment | |
| CN216235944U (en) | Belt breakage detection device, lifting device and warehouse logistics system | |
| CN113772602A (en) | Belt breakage detection device, lifting device and warehouse logistics system | |
| CN213168346U (en) | Chassis device and AGV conveying equipment | |
| CN112710485A (en) | Motor vehicle performance detection system | |
| CN115436199B (en) | Fatigue test device for welded structure | |
| CN217403825U (en) | Mould testing platform and mould check out test set | |
| CN215833319U (en) | Device for detecting flaw of steel rail welding spot by utilizing ultrasonic waves and penetration | |
| CN213956753U (en) | Detection device | |
| CN214985341U (en) | Steel rail flaw detection device, steel rail flaw detection trolley and steel rail flaw detection locomotive | |
| CN219521727U (en) | Clamping and conveying device of glass edge grinding machine | |
| CN217231682U (en) | Rubber fender for wharf | |
| CN217756731U (en) | Rollover prevention equipment for automobile maintenance | |
| CN214503228U (en) | Toy runner life-span check out test set | |
| CN215789306U (en) | Valve group maintenance device for railway locomotive brake | |
| CN214473810U (en) | Wheel hub motor no-load detection equipment | |
| CN217649245U (en) | Wheel structure and cargo transportation device | |
| CN219953432U (en) | Supporting device for coal mine tunneling construction | |
| KR102464434B1 (en) | Axle surface polishing device | |
| CN217596967U (en) | Sensor installation device | |
| CN217707178U (en) | Special transportation device capable of freely adjusting gradient |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| PB01 | Publication | ||
| PB01 | Publication | ||
| SE01 | Entry into force of request for substantive examination | ||
| SE01 | Entry into force of request for substantive examination | ||
| GR01 | Patent grant | ||
| GR01 | Patent grant |