CN212637500U

CN212637500U - Sliding shoe transverse adjusting mechanism, steel rail flaw detection device, steel rail flaw detection system and steel rail flaw detection vehicle

Info

Publication number: CN212637500U
Application number: CN202022221317.1U
Authority: CN
Inventors: 葛志德; 郭勐; 赫磊; 王鹏飞
Original assignee: CRRC Qishuyan Institute Co Ltd; Changzhou Ruitai Engineering Machinery Co Ltd
Current assignee: CRRC Qishuyan Institute Co Ltd; Changzhou CRRC Ruitai Equipment Technology Co Ltd
Priority date: 2020-09-30
Filing date: 2020-09-30
Publication date: 2021-03-02
Anticipated expiration: 2030-09-30

Abstract

The embodiment of the utility model provides a horizontal adjustment mechanism of sliding shoe, rail flaw detection device, rail flaw detection system and rail flaw detection car, relates to the rail flaw detection field, and horizontal adjustment mechanism of sliding shoe includes frame, slider, crossbeam, first driving piece, second driving piece and sliding shoe; the sliding block is in sliding fit with the frame along a first direction, and the first driving piece is connected to the frame and used for driving the frame to slide along the first direction relative to the sliding block; the cross beam is in sliding fit with the frame along the first direction, the second driving piece is connected with the cross beam and the frame simultaneously and used for driving the cross beam and the frame to slide relatively in the first direction, and the sliding shoe is connected with the cross beam. The sliding shoe transverse adjusting mechanism is simple in structure and compact in layout, can realize two-stage adjustment of the transverse position of the sliding shoe, is efficient and convenient in centering adjustment of the sliding shoe, is simpler in adjusting process, and can effectively improve the centering effect of a steel rail curve section, so that normal work of a steel rail flaw detection device, a steel rail flaw detection system and a steel rail flaw detection vehicle is guaranteed.

Description

Sliding shoe transverse adjusting mechanism, steel rail flaw detection device, steel rail flaw detection system and steel rail flaw detection vehicle

Technical Field

The utility model relates to a track field of detecting a flaw particularly, relates to a smooth boots lateral adjustment mechanism, rail flaw detection device, rail flaw detection system and rail flaw detection car.

Background

The rail transit is an important component of traffic transportation, occupies an important position in freight transportation and passenger transportation, and is important for safe transportation. The steel rail is used as an infrastructure for guaranteeing the safe transportation of the rail transit, after long-term use, the steel rail is seriously worn or various cracks are generated, the strength of the steel rail is rapidly reduced, serious accidents such as sudden steel rail breakage and the like are easily caused, and the safety of the rail transit is seriously influenced. The rail flaw detection vehicle is a maintenance vehicle for detecting flaws of the steel rail, can detect the damage condition of the steel rail in time, and is important equipment for guaranteeing rail transportation.

At present, the flaw detection systems (devices) adopted by the mainstream rail flaw detection vehicles mainly have two types in terms of structure: 1) wheel flaw detection systems (devices); 2) boot flaw detection system (device). The wheel type flaw detection system (device) is characterized in that a probe is arranged in a probe wheel, the position of the probe is kept still, the probe wheel is filled with a liquid medium, the probe wheel rolls on a steel rail during flaw detection, the probe sends a signal, the signal passes through the liquid medium, the probe wheel finally acts on the steel rail, and a reflected echo signal is received; the detection wheel of the wheel type flaw detection system is complex to manufacture and high in cost, is usually used for high-speed flaw detection of a large flaw detection vehicle, cannot accurately position a flaw, and still needs a flaw detection trolley pushed manually to recheck and confirm the flaw condition after flaw detection.

The boot type flaw detection system (device) is characterized in that the probe is arranged in the skid shoe, and flaw detection is carried out in a mode that the skid shoe and the probe slide on the steel rail and are in direct contact with the surface of the steel rail.

However, the current shoe type flaw detection system (device) has the problems of heavy adjusting structure, complex adjusting process and relative difficulty in rail centering for a curved section in the shoe centering (i.e. adjusting the position of the shoe to make the shoe correspond to the steel rail in the direction perpendicular to the top wall of the steel rail).

SUMMERY OF THE UTILITY MODEL

The utility model aims at providing a transverse adjusting mechanism of a sliding shoe, a steel rail flaw detection device, a steel rail flaw detection system and a steel rail flaw detection vehicle, which have simple structure and compact layout; the two-stage adjustment of the transverse position of the sliding shoes can be realized, the centering adjustment of the sliding shoes is more efficient and convenient, the adjustment process is simpler, the centering effect of a curve section of the steel rail can be effectively improved, the flaw detection efficiency and accuracy of the steel rail are greatly improved, and the missed detection of flaws such as cracks of the steel rail is reduced.

The embodiment of the utility model discloses a can realize like this:

in a first aspect, an embodiment of the present invention provides a lateral sliding shoe adjusting mechanism for a rail flaw detection device, which includes a frame, a slider, a beam, a first driving member, a second driving member, and a sliding shoe; the sliding block is in sliding fit with the frame along a first direction, and the first driving piece is connected to the frame and used for driving the frame to slide along the first direction relative to the sliding block; the cross beam is in sliding fit with the frame along the first direction, the second driving piece is respectively connected with the cross beam and the frame and used for driving the cross beam and the frame to relatively slide in the first direction, and the sliding shoe is connected with the cross beam.

In some alternative embodiments, the first driving member is a magnetic assembly connected to the frame for attracting the rail, and the frame can slide in the first direction relative to the sliding block under the driving of the magnetic assembly.

In some optional embodiments, the magnetic assembly comprises a guide connector and a magnetic member, the guide connector is connected with the frame, the magnetic member is in rotating fit with the guide connector, the magnetic member has a first position and a second position relative to the guide connector, when in the first position, the magnetic member is non-contact absorbed above the top of the steel rail, and when in the second position, the magnetic member is released from the absorption of the steel rail.

In some alternative embodiments, when the magnetic member is in the first position, the planar portion of the magnetic member is parallel to the rail top surface of the rail; when the magnetic piece is in the second position, the plane part of the magnetic piece is vertical to the rail top surface of the steel rail.

In some alternative embodiments, the frame comprises a square frame, the side of the square frame facing the steel rail is provided with a guide post, and the guide connecting piece is connected with the guide post.

In some optional embodiments, the frame is fixedly provided with a first pin shaft extending along a first direction, the cross beam is provided with a bearing seat, and the first pin shaft is inserted into the bearing seat and is in sliding fit with the bearing seat.

In some optional embodiments, the bearing seat includes a seat body and a first linear bearing, the seat body is provided with a first mounting hole, the first linear bearing is fixedly mounted on the seat body, at least a part of the first linear bearing is located in the first mounting hole, and an inner hole of the first linear bearing is in sliding fit with the first pin shaft.

In some alternative embodiments, the number of the first linear bearings is two and the first linear bearings are arranged at two ends of the holder body at intervals.

In some alternative embodiments, the seat body extends through the cross beam.

In some optional embodiments, there are at least two first pins, there are at least two bearing seats, at least two bearing seats are in one-to-one corresponding fit with at least two first pins, and a joint between the driving member and the cross beam is located between two of the bearing seats.

In some alternative embodiments, the second drive member includes a threaded rod that is in rotational engagement with one of the frame and the beam and with the other of the frame and the beam, the frame and the beam sliding relative to each other in the first direction when the threaded rod is rotated about its axis.

In some alternative embodiments, the second driving member includes an electric cylinder, and both ends of the electric cylinder are respectively connected with the frame and the cross beam to drive the frame and the cross beam to relatively slide in the first direction.

In some optional embodiments, the crossbeam is provided with an extension frame, the frame is provided with a support frame, and the electric cylinder penetrates through the crossbeam and is connected to one end of the extension frame, which is far away from the crossbeam, and the other end is connected with the support frame.

In some optional embodiments, the frame is fixedly provided with a second pin shaft extending along the first direction, and the first pin shaft is inserted into the slider and is in sliding fit with the slider.

In some optional embodiments, the slider includes a slider body and a second linear bearing, the slider body is provided with a second mounting hole, the second linear bearing is fixedly mounted on the slider body, at least a part of the second linear bearing is located in the second mounting hole, and an inner hole of the second linear bearing is in sliding fit with the second pin shaft.

In some optional embodiments, the number of the second linear bearings is two and the second linear bearings are arranged at intervals, and inner holes of the two second linear bearings are in sliding fit with the second pin shaft.

In some alternative embodiments, the slider body is provided with a handle.

In some optional embodiments, the sliding shoe lateral adjustment mechanism further comprises a mounting platform, and the mounting platform is fixedly connected with the sliding block body.

In some alternative embodiments, the mounting platform is fixedly coupled to the slider body by a removable assembly.

In some optional embodiments, the detachable assembly includes a positioning pin and a locking screw, the positioning pin is inserted into the slider body and the mounting platform, and the locking screw penetrates through the slider body and is locked into the mounting platform.

In some alternative embodiments, the locating pin and the locking screw are located on opposite sides of the second pin.

In some optional embodiments, the number of the second pins is at least two, the number of the sliding blocks is at least two, the at least two sliding blocks are matched with the at least two second pins in a one-to-one correspondence manner, and the cross beam is located between the two sliding blocks.

In some alternative embodiments, the frame comprises a square frame and two guide posts disposed on a side of the square frame facing the rails.

In some alternative embodiments, the square frame comprises two short frame sides parallel to each other and two long frame sides parallel to each other, and the two guide posts are respectively connected to the two short frame sides.

In some alternative embodiments, the frame includes a square frame, and the cross beam, the slider, and the driving member are all located at least partially within an area enclosed by the square frame.

In some optional embodiments, the frame includes a square frame and first mounting brackets extending outwards from two ends of the square frame, the sliding block is in sliding fit with the first mounting brackets along a first direction, and the sliding block is arranged at a distance from the square frame along a second direction perpendicular to the plane of the square frame.

In some alternative embodiments, the frame and the cross-members are both made of a light alloy material.

In some alternative embodiments, the light alloy material is an aluminum alloy or a titanium alloy.

In a second aspect, the embodiment of the present invention provides a steel rail flaw detection device, which includes an ultrasonic probe and the aforementioned lateral sliding shoe adjusting mechanism, wherein the ultrasonic probe is disposed on the sliding shoe.

A third aspect, the embodiment of the utility model provides a rail flaw detection system, it includes multichannel ultrasonic detector, liquid couplant bin, pumping installations and aforementioned rail flaw detection device, ultrasonic probe communication connection among multichannel ultrasonic detector and the rail flaw detection device, the couplant in the liquid couplant bin passes through pumping installations and carries to the piston shoes to make the distribution of piston shoes completion couplant and spray on the rail, with form the liquid rete that is used for ultrasonic inspection between rail and ultrasonic probe.

In a fourth aspect, the embodiment of the present invention provides a rail flaw detection vehicle, which includes a running vehicle and the rail flaw detection system, wherein the rail flaw detection system is disposed on the running vehicle, and is used for detecting flaws on the rail by moving along the rail under the driving of the running vehicle.

The utility model discloses beneficial effect includes, for example:

the utility model discloses the horizontal adjustment mechanism of piston shoes mainly realizes the horizontal position control of piston shoes for the slider along the motion of first direction through first driving piece drive frame to realize the centering of piston shoes. Under the drive of the first driving piece, the frame can drive the cross beam to slide along the first direction, so that the sliding shoes on the cross beam are driven to slide along the first direction, and the transverse positions of the sliding shoes are adjusted to be aligned with the steel rail. If the centering of the sliding shoes relative to the steel rail cannot be realized after the adjustment through the first driving piece, the cross beam can be driven to slide relative to the frame along the first direction through the second driving piece, and further position centering adjustment of the sliding shoes is realized. Therefore, the utility model discloses a horizontal adjustment mechanism of slipper is simple structure not only, the overall arrangement is compact, can realize the two-stage regulation of slipper horizontal position (the one-level is adjusted and is realized by first driving piece, the second grade is adjusted and is realized by the second driving piece, it is supplementary and supplementary to adjust the one-level), make the centering of slipper adjust more high-efficient, convenient and accurate, accommodation process is simpler, and can effectively improve the centering effect in rail curve highway section, be favorable to improving the accuracy of rail flaw detection operation, rail flaw detection efficiency is high, can effectively guarantee the rail flaw detection device, rail flaw detection system and rail flaw detection car's steady operation.

Meanwhile, the sliding shoe transverse adjusting mechanism is made of lightweight aluminum alloy or titanium alloy materials, so that the structure is greatly simplified, the weight is reduced, and the flaw detection requirement of a lightweight steel rail flaw detection vehicle can be met.

Drawings

In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the drawings that are required to be used in the embodiments will be briefly described below, it should be understood that the following drawings only illustrate some embodiments of the present invention, and therefore should not be considered as limiting the scope, and for those skilled in the art, other related drawings can be obtained according to the drawings without inventive efforts.

Fig. 1 is a schematic structural view of a lateral slipper adjustment mechanism according to a first embodiment of the present invention;

fig. 2 is a front view of a frame according to a first embodiment of the present invention;

fig. 3 is a top view of a frame according to a first embodiment of the present invention;

fig. 4 is a front view of a cross member according to a first embodiment of the present invention;

fig. 5 is a top view of a cross beam according to a first embodiment of the present invention;

fig. 6 is a schematic view illustrating a connection between a slider and a mounting platform at a first viewing angle according to a first embodiment of the present invention;

fig. 7 is a schematic view illustrating a connection between a slider and a mounting platform at a second viewing angle according to the first embodiment of the present invention;

fig. 8 is a schematic structural view of a lateral slipper adjustment mechanism according to a second embodiment of the present invention;

fig. 9 is a front view of a frame according to a second embodiment of the present invention;

fig. 10 is a top view of a frame according to a second embodiment of the present invention;

fig. 11 is a front view of a cross member according to a second embodiment of the present invention;

fig. 12 is a top view of a cross beam according to a second embodiment of the present invention.

Icon: 10-a slipper lateral adjustment mechanism; 100-a frame; 110-a first pin; 120-a second pin; 130-square frame; 132-a reinforcing stringer; 140-a mounting frame; 142-a first support arm; 144-a second arm; 146-a third arm; 150-a support frame; 200-a slide block; 210-a slider body; 212-a second mounting hole; 220-a second linear bearing; 230-a handle; 300-a cross beam; 310-a bearing seat; 320-a seat body; 322-a first mounting hole; 330-a first linear bearing; 340-an extension frame; 350-extending the column; 400-a first driver; 402-a guide link; 404-a magnetic member; 406-planar section; 410-a second driver; 500-a slipper; 600-mounting a platform; 610-positioning pins; 620-locking screws.

Detailed Description

The rail transit is an important component of transportation, and the rail transit occupies an important position in freight transportation and passenger transportation. The safety production of the rail transit is vital, and the rail line is seriously worn or cracked after being used for a long time, so that the safety of the rail transit is influenced. The rail flaw detection vehicle is a maintenance vehicle for carrying out crack flaw detection on a steel rail, and is important equipment for guaranteeing the transportation safety of the rail.

The rail flaw detection vehicle generally comprises a vehicle and a flaw detection device, wherein the flaw detection device is mounted on the vehicle and moves along a rail along with the vehicle so as to detect flaws of the rail. Currently, there are two general types of flaw detection devices in the mainstream: a wheel type flaw detector and a shoe type flaw detector. The boot type flaw detection device adopts a mode that the sliding shoes are in direct contact with the surface of the steel rail to detect flaws, and has the characteristic of stable signal transmission and reception. In the process of moving along the steel rail, the sliding shoes may deviate from the steel rail due to changes of the shape of the steel rail and the like, so the sliding shoes of the steel rail flaw detection device generally need to be centered, namely the position of the sliding shoes is adjusted to enable the sliding shoes to be opposite to and contact the steel rail, so that the normal operation of the steel rail flaw detection device is ensured. However, the sliding shoes of the current shoe type flaw detection device generally have the problem of difficult centering adjustment.

In order to solve the problem, the utility model provides a horizontal adjustment mechanism of sliding shoe, rail flaw detection device, rail flaw detection system and rail flaw detection car, horizontal adjustment mechanism of sliding shoe can realize the two-stage of sliding shoe and adjust through setting up two sliding structure to make things convenient for the centering of sliding shoe to adjust. Therefore, when the steel rail flaw detection device deviates relative to the steel rail to cause the sliding shoes to be separated from the steel rail, the sliding shoes can also return to the position aligned with and contacted with the steel rail through position adjustment, so that the normal work of the steel rail flaw detection device and the steel rail flaw detection system steel rail flaw detection vehicle is ensured.

In order to make the objects, technical solutions and advantages of the embodiments of the present invention clearer, the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings in the embodiments of the present invention, and it is obvious that the described embodiments are some, but not all, embodiments of the present invention. The components of embodiments of the present invention, as generally described and illustrated in the figures herein, may be arranged and designed in a wide variety of different configurations.

It should be noted that: like reference numbers and letters refer to like items in the following figures, and thus, once an item is defined in one figure, it need not be further defined and explained in subsequent figures.

In the description of the present invention, it should be noted that, if the terms "upper", "lower", "inner", "outer", etc. indicate the position or positional relationship based on the position or positional relationship shown in the drawings, or the position or positional relationship which is usually placed when the products of the present invention are used, the description is only for convenience of description and simplification, but the indication or suggestion that the indicated device or element must have a specific position, be constructed and operated in a specific orientation, and thus, should not be interpreted as a limitation of the present invention.

Furthermore, the appearances of the terms "first," "second," and the like, if any, are used solely to distinguish one from another and are not to be construed as indicating or implying relative importance. It should also be noted that features in the embodiments of the present invention may be combined with each other without conflict.

The first embodiment:

the embodiment of the utility model provides a rail flaw detection car is including walking line vehicle and rail flaw detection system. The steel rail flaw detection system is arranged on the running vehicle and used for moving along the steel rail under the driving of the running vehicle so as to detect flaws of the steel rail.

The running vehicle can be of different types according to requirements, and the running vehicle can only drive the steel rail flaw detection device to move along the steel rail. In this embodiment, the running Vehicle may use an AGV (Automated Guided Vehicle) cart. In other embodiments, the running vehicle can also be a common vehicle.

The steel rail flaw detection system comprises a multi-channel ultrasonic detector, a liquid couplant storage tank, a pumping device and a steel rail flaw detection device, wherein the multi-channel ultrasonic detector is in communication connection with an ultrasonic probe in the steel rail flaw detection device, and the couplant in the liquid couplant storage tank is conveyed to a sliding shoe through the pumping device so that the sliding shoe can complete distribution of the couplant and spray the couplant on a steel rail, and a liquid film layer for ultrasonic flaw detection is formed between the steel rail and the ultrasonic probe. Further, in this embodiment, two rail flaw detection devices are provided, which are respectively disposed on both sides of the frame of the running vehicle, and are configured to move along the rails under the driving of the running vehicle to simultaneously detect two strands of rails. In other embodiments, only one rail flaw detector may be provided.

Further, the steel rail flaw detection device comprises an ultrasonic probe and a sliding shoe transverse adjusting mechanism. Referring to fig. 1, the sliding shoe lateral adjustment mechanism 10 includes a frame 100, a sliding block 200, a mounting platform 600, a cross beam 300, a first driving member 400, a second driving member 410, and a sliding shoe 500. The slider 200 is slidably engaged with the frame 100 along a first direction X (in this embodiment, the first direction X is substantially parallel to the plane of the rail and perpendicular to the extending direction of the rail). The mounting platform 600 is fixedly connected with the sliding block 200 and is mounted on a running vehicle. The first driving member 400 is connected to the frame 100 for driving the frame 100 to slide in the first direction X relative to the slider. The cross beam 300 is slidably engaged with the frame 100 along the first direction X, and the second driving member 410 is connected with the cross beam 300 and the frame 100 at the same time for driving the cross beam 300 and the frame 100 to slide relatively in the first direction X. The slipper 500 is connected to the cross member 300 by a slipper lifting mechanism, and the ultrasonic probe is provided to the slipper 500.

In detail, the frame 100 and the cross member 300 may be made of different materials as needed. In this embodiment, the frame 100 and the cross beam 300 are made of light alloy material, such as aluminum alloy or titanium alloy, to reduce the weight thereof, so as to reduce the weight of the whole rail flaw detection device and the rail flaw detection system, and facilitate the light weight design of the whole rail flaw detection vehicle. In other embodiments, other materials, such as steel, may be used for the frame 100 and the beam 300.

Referring to fig. 2 and 3, the frame 100 may have different structures as needed. In this embodiment, the frame 100 may include a square frame 130 and two guide posts disposed on a side of the square frame 130 facing the steel rails. The square frame 130 comprises two short parallel frame sides and two long parallel frame sides, wherein the long frame sides are arranged substantially along the extension direction of the steel rail, i.e. parallel to the extension direction of the steel rail. The two guide posts are located on the same side of the plane of the square frame 130 (i.e. the two guide posts are located below the square frame 130 or on the side facing the steel rail) and are connected to the two short frame sides respectively.

The first driving member 400 may have different structures as required, and in this embodiment, the first driving member 400 is a magnetic assembly connected to the frame 100 for attracting the rail, and the frame 100 can slide in the first direction relative to the sliding block 200 under the driving of the magnetic assembly. The magnetic assembly can apply an acting force on the steel rail under the condition of not contacting the steel rail by utilizing the adsorption effect of the magnetic assembly, so that the frame 100 connected with the magnetic assembly is driven to move relative to the sliding block 200, and then the cross beam 300 is driven to move relative to the frame, and the centering adjustment of the sliding shoe 500 is realized. The driving mode not only has simple structure, but also can adjust the position of the sliding shoe 500 along with the change of the extending path of the steel rail, so that the sliding shoe can return to the upper part of the steel rail to realize centering no matter the sliding shoe is deviated leftwards or rightwards in the process of moving the steel rail flaw detection device along the steel rail.

Further, the magnetic assembly comprises a guiding connector 402 and a magnetic member 404, the guiding connector 402 is connected with the frame 100, particularly with the guiding post. The magnetic member 404 is rotatably coupled to the guide coupling member 402 (e.g., a rotating shaft is respectively passed through the magnetic member 404 and a rotating hole formed in the guide coupling member 402), the magnetic member 404 has a first position and a second position relative to the guide coupling member 402, and the magnetic member 404 rotates around the guide coupling member 402 to realize the conversion of the magnetic member 404 from the first position to the second position.

When the magnetic member 404 is in the first position, the planar portion 406 of the magnetic member 404 is substantially parallel to the rail top surface of the rail, and the magnetic member 404 is attracted to the rail top surface of the rail in a non-contact manner, i.e., there is a gap between the magnetic member 404 and the rail top surface of the rail, but still maintains an attraction force with the rail, so that the slipper 500 attached to the frame 100 is centered with respect to the rail; when in the second position, the planar portion 406 of the magnetic member 404 is substantially perpendicular to the rail top surface of the rail, and the magnetic member 404 releases the attraction to the rail.

Thus, when the steel rail flaw detection device detects a flaw, the magnetic piece can rotate to the first position to adsorb the steel rail, and the centering of the sliding shoe 500 relative to the steel rail is realized; when flaw detection is not carried out, the magnetic member can rotate to the second position to release the adsorption of the steel rail. Wherein in the second position the magnetic member is rotated approximately 90 deg.c relative to the first position. Therefore, the magnetic assembly of the steel rail flaw detection device and the frame can be conveniently and quickly detached and connected, the walking resistance of the steel rail flaw detection vehicle in a non-flaw detection state can be reduced, and the overall efficiency of flaw detection operation is improved.

The beam 300 is at least partially located in the area enclosed by the square frame 130, so as to improve the compactness of the layout of the beam 300 and the frame 100 and reduce the volume of the whole steel rail flaw detection device.

Referring to fig. 4 and 5, the cross member 300 and the frame 100 may be slidably engaged with each other by different structures as required. In order to ensure a smoother sliding fit between the cross beam 300 and the frame 100, in the embodiment, the frame 100 is fixedly provided with the first pin 110 extending along the first direction X, and the cross beam 300 is provided with the bearing seat 310. The first pin 110 is inserted into the bearing seat 310 and is in sliding fit with the bearing seat 310. The bearing seat 310 penetrates the cross beam 300 to improve the compactness of the fit between the two and reduce the occupied space. Bearing seat 310 includes a seat body 320 penetrating through cross beam 300 and a first linear bearing 330 fixedly mounted on seat body 320, seat body 320 is substantially rectangular and provided with a first mounting hole 322, and first mounting hole 322 is cylindrical and penetrates seat body 320. At least a portion of the first linear bearing 330 is located in the first mounting hole 322, and an inner hole of the first linear bearing 330 is in sliding fit with the first pin 110, so as to achieve sliding fit between the bearing seat 310 and the first pin 110 in the first direction X.

In order to improve the smoothness and stability of the sliding fit between the bearing seat 310 and the first pin 110, in this embodiment, the number of the first linear bearings 330 is a plurality of and is set at intervals along the axial direction of the first mounting hole 322, and the inner holes of the first linear bearings 330 are all in sliding fit with the first pin 110, so as to increase the contact length between the bearing seat 310 and the first pin 110, and improve the smoothness and stability of the sliding fit between the bearing seat 310 and the first pin 110. Specifically, in the present embodiment, the number of the first linear bearings 330 is two, and the first linear bearings 330 are disposed at two ends of the seat body 320 at intervals, specifically, the two first linear bearings 330 are respectively located at two ends of the first mounting hole 322. In other embodiments, the number of the first linear bearings 330 may be one or three.

In order to further improve the smoothness and stability of the sliding fit between the frame 100 and the cross beam 300, in this embodiment, there are at least two first pins 110, at least two first pins 110 are parallel to each other and are spaced apart from each other along a third direction Z perpendicular to the first direction X, and when the rail flaw detector moves along the rail, the second direction Y (in this embodiment, the second direction Y is substantially perpendicular to a horizontal plane where the rail is located) is substantially parallel to the extending direction of the rail. At least two bearing seats 310 are provided, and at least two bearing seats 310 are in one-to-one corresponding fit with at least two first pins 110, so that the cross beam 300 can stably move freely along the axial direction of the first pins 110 arranged on the frame 100 along the first direction, and the stability of sliding fit of the two is improved. Specifically, in this embodiment, the number of the first pins 110 and the number of the bearing seats 310 are two. The two first pin shafts 110 are located in the region enclosed by the square frame 130 and are respectively adjacent to the two short frame edges, and two ends of each first pin shaft 110 are respectively connected to the two long frame edges. The two bearing seats 310 are at least partially located in the area enclosed by the square frame 130 and are respectively in sliding fit with the two first pins 110. In other embodiments, the number of the first pins 110 and the number of the bearing seats 310 may be other, such as three or four.

Referring to fig. 1 again, the connection point of the second driving member 410 and the cross beam 300 is located between two of the bearing seats 310, so as to improve the stability of the relative sliding between the cross beam 300 and the frame 100.

The second driving member 410 may have different structures as required, and in this embodiment, the second driving member 410 includes a threaded rod rotatably engaged with one of the frame 100 and the beam 300 and engaged with the other of the frame 100 and the beam 300, and when the threaded rod rotates around its axis, the frame 100 and the beam 300 slide relatively in the first direction X. The threaded rod has the characteristics of simple structure and low cost, and the relative positions of the frame 100 and the cross beam 300 in the first direction X can be easily and conveniently adjusted.

In this embodiment, the threaded rod is rotatably engaged with the frame 100, and specifically, the threaded rod is rotatably engaged with both of the long rims around its own axis. At the same time, the threaded rod is threadedly engaged with the beam 300. In other embodiments, the threaded rod may be rotatably engaged with the beam 300 and threadably engaged with the frame 100.

Referring to fig. 6 and 7, the sliding block 200 and the frame 100 may be in sliding fit by adopting different structures according to requirements, and in this embodiment, the frame 100 is fixedly provided with a second pin 120 extending along the first direction X. The second pin 120 is disposed through the slider 200 and is in sliding fit with the slider 200. The bottom surface of the slider 200 is the mounting surface of the steel rail flaw detection device, and when the slider 200 is positioned on the inner side of the frame 100 of the steel rail flaw detection device, the distance between the mounting surface of the steel rail flaw detection device and the surface of the steel rail is short, the centering sensitivity of the magnetic assembly is improved, the quick response can be realized, and the improvement of the flaw detection accuracy is facilitated.

The slider 200 includes a slider body 210 having a substantially rectangular parallelepiped shape and a second linear bearing 220 fixedly mounted on the slider body 210. The slider body 210 is provided with a handle 230 to be held by a user. The slider body 210 is provided with a cylindrical second mounting hole 212, and the second mounting hole 212 penetrates the slider body 210. At least a portion of the second linear bearing 220 is located in the second mounting hole 212, and an inner hole of the second linear bearing 220 is slidably engaged with the second pin 120 to achieve the sliding engagement between the frame 100 and the slider 200.

In order to enhance the sliding fit between the slider 200 and the second pin 120, in this embodiment, the number of the second linear bearings 220 is multiple and is set at intervals along the extending direction of the second mounting hole 212, and the inner holes of the second linear bearings 220 are all in sliding fit with the second pin 120, so as to increase the contact length between the slider body 210 and the second pin 120, and improve the smoothness and stability of the sliding fit between the slider body 210 and the second pin. In detail, the second linear bearings 220 are two in number and are respectively located at both ends of the second mounting hole 212.

In order to improve the stability of the sliding fit between the frame 100 and the sliding blocks 200, in this embodiment, the number of the second pins 120 is multiple, the second pins 120 are parallel to each other and are arranged at intervals along the third direction Z (in this embodiment, the third direction Z is substantially parallel to the extending direction of the steel rail), the number of the sliding blocks 200 is multiple, the sliding blocks 200 are matched with the first pins 110 in a one-to-one correspondence manner, and the cross beam 300 is located between two of the sliding blocks 200. Specifically, in this embodiment, the number of the second pins 120 and the number of the sliders 200 are two. The two second pins 120 are located in the region enclosed by the square frame 130 and are respectively adjacent to the two short frame edges, the two first pins 110 are located between the two second pins 120, and two ends of each second pin 120 are respectively connected to the two long frame edges. The two sliding blocks 200 are at least partially located in the area enclosed by the square frame 130 and are respectively in sliding fit with the two second pins 120. In other embodiments, the number of the second pins 120 and the number of the sliders 200 may be other, such as three or four.

Different structures can be adopted to connect between the sliding block 200 and the mounting platform 600 as required, and in the embodiment, the sliding block 200 and the mounting platform 600 are fixedly connected with the sliding block body 210 through the detachable assembly, so that the requirements of quick assembly and disassembly between the steel rail flaw detection device and a running vehicle can be met. The detachable assembly includes a positioning pin 610 and a locking screw 620. The positioning pin 610 is inserted into the slider body 210 and the mounting platform 600, and the locking screw 620 penetrates through the slider body 210 and is locked into the mounting platform 600, so that the slider body 210 and the mounting platform 600 are relatively fixed. Through the cooperation of locating pin 610 and locking screw 620, quick assembly disassembly can be realized, the stability of being connected between slider 200 and mounting platform 600 can effectively be improved again. And the positioning pin 610 and the locking screw 620 are respectively located at two opposite sides of the second pin shaft 120, so that the uniformity of the connection force applied to the slider 200 and the mounting platform 600 can be improved, and the connection stability between the slider 200 and the mounting platform 600 can be further improved.

In this embodiment, a steel rail located on one side of a track line is taken as an example for description, and since two sliders 200 are provided, two mounting platforms 600 are also provided, and the two mounting platforms 600 are respectively connected to the two sliders 200 and are respectively connected to different parts of a frame of a running vehicle by welding or integrally formed with corresponding parts of the frame of the vehicle, thereby effectively improving the mounting stability of the steel rail flaw detection device on the vehicle.

The working process and the effect of the steel rail flaw detection device are as follows:

before moving along the steel rail for flaw detection, the magnetic part 404 of the magnetic assembly is rotated from the second position to the first position, so that the magnetic part 404 adsorbs the steel rail, and the steel rail flaw detection device can move along the first direction relative to a running vehicle under the adsorption effect of the magnetic assembly on the steel rail, so that the centering adjustment of the sliding shoe 500 before flaw detection is realized. If the magnetic assembly is unable to center the slipper 500 relative to the rail, the position of the slipper 500 in the first direction X may be fine-tuned via a second drive (e.g., turning a threaded rod or extending and retracting via an electric cylinder) to bring the slipper 500 into alignment with the rail. And finally, driving the sliding shoe 500 to lift relative to the steel rail through a sliding shoe lifting device, so that the sliding shoe 500 and the ultrasonic probe on the sliding shoe are in contact with the rail top surface of the steel rail, and completing the preparation work before flaw detection.

During the process of moving along the rail for flaw detection, the skid shoe 500 and the ultrasonic probe thereon need to be kept centered and in contact with the rail top surface of the rail to ensure the normal operation of flaw detection. However, the shoe 500 may be displaced from the rail due to changes in the shape of the rail or the like during the movement of the rail flaw detector along the rail. When the slipper 500 deviates from the steel rail, the magnetic assembly can adsorb the steel rail, and under the action of the adsorption force, the slipper 500 can move to the position in the steel rail centering along the first direction, so that the slipper 500 and the ultrasonic probe thereon are kept in centering contact with the steel rail, the flaw detection effect of the ultrasonic probe on the steel rail is ensured, and the stable work of the steel rail flaw detection device is ensured. At special positions such as certain bent sections of the steel rail, the centering of the slipper 500 relative to the steel rail cannot be realized only by the adjusting action of the magnetic assembly, and at the moment, the threaded rod can be automatically adjusted through an electric cylinder or manually rotated to further adjust the position of the slipper 500, so that the centering of the slipper 500 relative to the steel rail is realized.

After flaw detection is completed, the sliding shoe 500 is driven to ascend through the sliding shoe lifting mechanism so that the sliding shoe 500 is separated from the top surface of the steel rail, and then the magnetic piece 404 is rotated from the first position to the second position so that the magnetic assembly releases adsorption on the top surface of the steel rail.

The transverse adjusting mechanism of the sliding shoe mainly realizes the position adjustment of the sliding shoe 500 by the first driving piece 400 driving the frame 100 to move along the first direction X relative to the sliding block 200 so as to realize the centering of the sliding shoe 500. Under the driving of the first driving member 400, the frame 100 may drive the cross beam 300 to slide along the first direction X, so as to drive the sliding shoe 500 on the cross beam 300 to slide along the first direction X, and further adjust the position of the sliding shoe 500 to be aligned with the rail. If centering adjustment of the slipper 500 cannot be achieved by the first driver 400, the cross beam 300 can be driven by the second driver 410 to slide in the first direction X relative to the frame 100, and further position adjustment of the slipper 500 can be performed, thereby centering the slipper 500 relative to the rail. Therefore, the sliding shoe transverse adjusting mechanism is simple in structure and compact in layout, and can realize two-stage adjustment of the transverse position of the sliding shoe 500 (the first-stage adjustment is realized by the first driving piece 400, the second-stage adjustment is realized by the second driving piece 410, and the second-stage adjustment is mainly used as supplement and assistance of the first-stage adjustment), so that the centering adjustment of the sliding shoe 500 is more efficient, convenient and accurate, the adjusting process is simpler, the centering effect of a steel rail curve section can be effectively improved, the accuracy of steel rail flaw detection operation is greatly improved, and the stable operation of a steel rail flaw detection device, a steel rail flaw detection system and a steel rail flaw detection vehicle is ensured.

Meanwhile, the transverse sliding shoe adjusting mechanism 10 and the sliding shoe lifting mechanism of the rail flaw detection vehicle provided by the embodiment adopt light weight, modularization and rapid assembly and disassembly design ideas, and can simultaneously detect the damage of two steel rails on a track line in the skylight time of railway maintenance. The method is suitable for high-speed lines and ordinary lines. When the system is applied on site, the system can be used in a pause type detection mode, namely, detection and rechecking are carried out simultaneously, the flaw detection can also be carried out in a continuous detection mode, and meanwhile, the flaw detection system has the functions of flaw detection operation parameters, flaw detection data whole-process recording, playback and the like. The highest running speed reaches 50km/h, the lowest running speed is not lower than 20km/h, the highest detection speed reaches 15km/h, the steel rail flaw detection capability is not lower than 60km., and the method can be suitable for ultrasonic flaw detection operation of 43kg/m-75kg/m steel rails and can also be suitable for flaw detection of steel rails with other specifications.

The rail flaw detection vehicle provided by the embodiment is particularly suitable for small and medium-sized rail flaw detection vehicles with strict requirements on light weight, and can meet the detection requirements for simultaneously detecting flaws on two side rails.

Second embodiment:

referring to fig. 8, the present embodiment provides a rail flaw detection vehicle, which has the same overall structure, operation principle and technical effect as the rail flaw detection vehicle provided in the first embodiment, except for some differences in the structure of the rail flaw detection device, specifically, the differences in the structure of the frame 100 and the structure of the second driving member 410, which are described in detail below:

referring to fig. 9 and 10, in the present embodiment, the frame 100 further includes a first mounting frame 140 extending outward and upward from two ends of the square frame 130 and a reinforcing oblique beam 132 connected between the first mounting frame 140 and the square frame 130, based on the first embodiment. The sliding block 200 is no longer disposed in the area enclosed by the square frame 130, but is slidably engaged with the first mounting frame 140 along the first direction X. The first mounting frames 140 are provided with two short frame sides respectively connected to the square frame 130 and one side of the short frame sides departing from the corresponding guide posts, and the two sliding blocks 200 are respectively connected to the two first mounting frames 140.

In this embodiment, the first mounting bracket 140 includes two first arms 142, a second arm 144 and two third arms 146, the two first arms 142 are respectively and vertically connected above two ends of the short frame, two ends of the second arm 144 are respectively connected to one ends of the two first arms 142 far away from the short frame, one ends of the two third arms 146 are respectively connected to one ends of the two first arms far away from the short frame, wherein the two first arms 142 extend along the second direction Y, the second arm 144 extends along the first direction X, and the third arm 146 extends along the third direction Z.

The two ends of the second pin 120 are connected to the two third arms 146 respectively. Along a second direction Y perpendicular to the plane of the square frame 130, the sliding block 200 on the second pin 120 is spaced from the square frame 130, that is, a preset distance is formed between the sliding block 200 and the square frame 130. The purpose of setting up like this is favorable to increasing the distance between two installation faces (the bottom surface of slider 200) of flaw detection device, improves flaw detection device's stability, alleviates because of the not enough influence to flaw detection device's the performance of detecting a flaw of lightweight vehicle platform rigidity.

Referring to fig. 8, 11 and 12, in the present embodiment, the first mounting frame 140 is completely located outside the area enclosed by the square frame 130, and the cross beam 300 is at least partially located outside the area enclosed by the square frame 130, specifically, the main shaft of the cross beam 300 is supported by the extending columns 350 extending upward from the two long side frames of the square frame 130, and two ends of each first pin 110 are respectively connected to the extending columns 350 of the two long side frames, so that the height of the main shaft of the cross beam 300 relative to the plane of the steel rail is higher than the height of the square frame relative to the plane of the steel rail, which facilitates the mounting of the second driving element 410 and other structures.

Meanwhile, the second pin 120 and the slider 200 are also located outside the area enclosed by the square frame 130, specifically, the second pin 120 and the slider 200 on the second pin 120 are disposed on the first mounting frame 140. Therefore, the cross beam 300, the second driving member 410 and other related structures and the square frame 130 can be staggered with each other in the second direction Y perpendicular to the plane of the square frame 130, and meanwhile, the mounting of the cross beam 300, the second driving member 410 and other structures is facilitated, and the interference with the square frame 130 is avoided.

In this embodiment, the second driving member 410 includes an electric cylinder, and both ends of the electric cylinder are respectively connected to the frame 100 and the cross member 300 to drive the frame 100 and the cross member 300 to slide relatively in the first direction X. The electric cylinder has simple and cost structure, and can automatically drive the frame 100 and the cross beam 300 to relatively slide in the first direction X. In other embodiments, the second driving member 410 may also include an oil cylinder or an air cylinder, and both ends of the oil cylinder or the air cylinder are respectively connected to the frame 100 and the cross member 300.

Further, the frame 100 is provided with a support frame 150, and the support frame 150 is substantially in a long strip structure with a mounting hole, one end of which is used for connecting with one end of the electric cylinder, and the other end is fixedly connected with the long frame of the square frame 130. The beam 300 is provided with an extension frame 340, the extension frame 340 is substantially U-shaped, one end of the opening is connected to the beam 300, and one end of the opening is far away from the beam 300. The electric cylinder penetrates through the cross beam 300 to improve the compactness of the cooperation of the two and reduce the space occupied by the two. One end of the electric cylinder is connected to the end of the extension frame 340 far away from the beam 300, and the other end of the electric cylinder extends into the mounting hole to be connected with the support frame 150.

The third embodiment:

the embodiment provides a rail flaw detection vehicle, its overall structure, theory of operation and the technological effect who obtains are the same basically with the rail flaw detection vehicle that the first embodiment provided, and the difference lies in:

in this embodiment, the second driving member 410 uses an electric cylinder to perform a slight amount of automatic adjustment on the lateral position of the slipper 500, so as to better realize the centering of the slipper 500 relative to the steel rail.

The fourth embodiment:

the embodiment provides a rail flaw detection vehicle, its overall structure, theory of operation and the technological effect who obtains are the same basically with the rail flaw detection vehicle that the second embodiment provided, and the difference lies in:

in this embodiment, the second driving member 410 employs a threaded rod to make minor manual adjustments to the lateral position of the slipper 500, thereby better centering the slipper 500 relative to the rail.

The above embodiments are only specific embodiments of the present invention, but the scope of the present invention is not limited thereto, and any changes or substitutions that can be easily conceived by those skilled in the art within the technical scope of the present invention should be covered by the scope of the present invention. Therefore, the protection scope of the present invention shall be subject to the protection scope of the claims.

Claims

1. A transverse adjusting mechanism (10) of a sliding shoe is used for a steel rail flaw detection device and is characterized by comprising a frame (100), a sliding block (200), a cross beam (300), a first driving piece (400), a second driving piece (410) and the sliding shoe (500);

the sliding block (200) is in sliding fit with the frame (100) along a first direction, and the first driving piece (400) is connected to the frame (100) and used for driving the frame (100) to slide relative to the sliding block (200) along the first direction;

the cross beam (300) is in sliding fit with the frame (100) along the first direction, the second driving piece (410) is connected with the cross beam (300) and the frame (100) respectively and used for driving the cross beam (300) and the frame (100) to slide relatively in the first direction, and the sliding shoe (500) is connected to the cross beam (300).

2. The slipper lateral adjustment mechanism (10) of claim 1, wherein the first drive member (400) is a magnetic assembly attached to the frame (100) for attracting a rail, the frame (100) being slidable relative to the slipper (200) in the first direction under drive of the magnetic assembly.

3. The slipper lateral adjustment mechanism (10) of claim 2, wherein the magnetic assembly comprises a guide link (402) and a magnetic member (404), the guide link (402) being coupled to the frame (100), the magnetic member (404) being in rotational engagement with the guide link (402), the magnetic member (404) having a first position and a second position relative to the guide link (402), the magnetic member (404) being contactlessly attracted to the rail over the top of the rail when in the first position, and the magnetic member (404) being de-attracted to the rail when in the second position.

4. The slipper lateral adjustment mechanism (10) of claim 3, wherein the planar portion (406) of the magnetic member (404) is parallel to a rail top surface of a steel rail when the magnetic member (404) is in the first position; when the magnetic member (404) is in the second position, the planar portion (406) of the magnetic member (404) is perpendicular to the rail top surface of the steel rail.

5. The slipper lateral adjustment mechanism (10) of claim 3, wherein the frame (100) comprises a square frame (130), a guide post is provided on a side of the square frame (130) facing the rail, and the guide link (402) is connected to the guide post.

6. The slipper lateral adjustment mechanism (10) of claim 1, wherein the frame (100) is fixedly provided with a first pin (110) extending along the first direction, the cross beam (300) is provided with a bearing seat (310), and the first pin (110) is inserted into the bearing seat (310) and slidably engaged with the bearing seat (310).

7. The slipper lateral adjustment mechanism (10) of claim 6, wherein the bearing block (310) comprises a base body (320) and a first linear bearing (330), the base body (320) is provided with a first mounting hole (322), the first linear bearing (330) is fixedly mounted to the base body (320) and at least partially located in the first mounting hole (322), and an inner hole of the first linear bearing (330) is slidably fitted with the first pin (110).

8. The slipper lateral adjustment mechanism (10) of claim 7, wherein the first linear bearing (330) is two in number and disposed at spaced apart ends of the base body (320).

9. The slipper lateral adjustment mechanism (10) of claim 7, wherein the seat (320) extends through the cross-beam (300).

10. The slipper lateral adjustment mechanism (10) of claim 6, wherein there are at least two first pins (110), there are at least two bearing blocks (310), at least two of the bearing blocks (310) are fitted with at least two of the first pins (110) in a one-to-one correspondence, and a connection between the second driving member (410) and the cross beam (300) is located between two of the bearing blocks (310).

11. The slipper lateral adjustment mechanism (10) of claim 1, wherein the second drive member (410) comprises a threaded rod in rotational engagement with one of the frame (100) and the crossbar (300) and with the other of the frame (100) and the crossbar (300), the frame (100) and the crossbar (300) sliding relative to each other in the first direction when the threaded rod is rotated about its axis.

12. The slipper lateral adjustment mechanism (10) of claim 1, wherein the second drive member (410) comprises an electric cylinder connected at both ends to the frame (100) and the cross beam (300), respectively, to drive the frame (100) and the cross beam (300) to slide relative to each other in the first direction.

13. The slipper lateral adjustment mechanism (10) of claim 12, wherein the cross beam (300) is provided with an extension bracket (340), the frame (100) is provided with a support bracket (150), and the electric cylinder penetrates the cross beam (300) and is connected to the extension bracket (340) at one end away from the cross beam (300) and is connected to the support bracket (150) at the other end.

14. The slipper lateral adjustment mechanism (10) of claim 1, wherein the frame (100) is fixedly provided with a second pin (120) extending along the first direction, the second pin (120) is inserted into the slider (200) and is slidably engaged with the slider (200).

15. The slipper lateral adjustment mechanism (10) of claim 14, wherein the slipper (200) comprises a slipper body (210) and a second linear bearing (220), the slipper body (210) is provided with a second mounting hole (212), the second linear bearing (220) is fixedly mounted to the slipper body (210) and at least partially located in the second mounting hole (212), and an inner hole of the second linear bearing (220) is in sliding fit with the second pin (120).

16. The slipper lateral adjustment mechanism (10) of claim 15, wherein the number of the second linear bearings (220) is two and spaced apart from each other, and the inner bores of both of the second linear bearings (220) are slidably engaged with the second pin (120).

17. The slipper lateral adjustment mechanism (10) of claim 15, wherein the slipper body (210) is provided with a handle (230).

18. The slipper lateral adjustment mechanism (10) of claim 15, wherein the slipper lateral adjustment mechanism (10) further comprises a mounting platform (600), the mounting platform (600) fixedly connected to the slipper body (210).

19. The slipper lateral adjustment mechanism (10) of claim 18, wherein the mounting platform (600) is fixedly attached to the slipper body (210) via a removable assembly.

20. The transverse slipper adjustment mechanism (10) of claim 19, wherein the removable component comprises a positioning pin (610) and a locking screw (620), the positioning pin (610) is inserted into both the slider body (210) and the mounting platform (600), and the locking screw (620) extends through the slider body (210) and locks into the mounting platform (600).

21. The slipper lateral adjustment mechanism (10) of claim 20, wherein the locating pin (610) and the locking screw (620) are located on opposite sides of the second pin (120).

22. The slipper lateral adjustment mechanism (10) of claim 14, wherein the number of the second pins (120) is at least two, the number of the sliders (200) is at least two, at least two of the sliders (200) are in one-to-one correspondence with at least two of the second pins (120), and the cross beam (300) is located between two of the sliders (200).

23. The slipper lateral adjustment mechanism (10) of any of claims 1-22, wherein the frame (100) comprises a square frame (130) and two guide posts disposed on a side of the square frame (130) facing the rail.

24. The slipper lateral adjustment mechanism (10) of claim 23, wherein the square frame (130) comprises two short parallel rims and two long parallel rims, the two guide posts being connected to the two short rims, respectively.

25. The slipper lateral adjustment mechanism (10) of any of claims 1-22, wherein the frame (100) comprises a square frame (130), the cross beam (300), the slipper (200), and the second drive member (410) each being at least partially located within an area enclosed by the square frame (130).

26. The slipper lateral adjustment mechanism (10) of any of claims 1-22, wherein the frame (100) comprises a square frame (130) and a first mounting bracket (140) extending outwardly from each end of the square frame (130), the slider (200) being in sliding engagement with the first mounting bracket (140) in the first direction, the slider (200) being spaced from the square frame (130) in a second direction perpendicular to a plane in which the square frame (130) lies.

27. The slipper lateral adjustment mechanism (10) of any of claims 1-22, wherein the frame (100) and the cross-beam (300) are both made of a light alloy material.

28. The slipper lateral adjustment mechanism (10) of claim 27, wherein the light alloy material is an aluminum alloy or a titanium alloy.

29. A rail flaw detector comprising an ultrasonic probe provided to the slipper (500) and the slipper lateral adjustment mechanism (10) according to any one of claims 1 to 28.

30. A rail flaw detection system comprising a multichannel ultrasonic detector, a liquid couplant storage tank, a pumping device and the rail flaw detection device of claim 29, wherein the multichannel ultrasonic detector is in communication connection with an ultrasonic probe in the rail flaw detection device, and the couplant in the liquid couplant storage tank is conveyed to the skid shoe (500) through the pumping device, so that the skid shoe (500) completes distribution of the couplant and sprays the couplant on a rail to form a liquid film layer for ultrasonic flaw detection between the rail and the ultrasonic probe.

31. A rail flaw detection vehicle comprising a running vehicle and the rail flaw detection system of claim 30, wherein the rail flaw detection system is provided on the running vehicle and is driven by the running vehicle to move along a rail to detect flaws on the rail.