LU503590B1 - Low-carbon self-testing grinding equipment for tunnel high-speed rails - Google Patents

Abstract

The present disclosure relates to the technical field of tunnel high-speed rail grinding, and specifically to a low-carbon self-testing grinding equipment for tunnel high-speed rails, including a vehicle body, two symmetrically arranged grinders, two concave deformation detection mechanisms, and two fat edge detection mechanisms. For the low-carbon self-testing grinding equipment for tunnel high-speed rails, when the vehicle body is driven to travel on a rail, a concave deformation on the rail can be automatically detected through the concave deformation detection mechanism, and a fat edge on the rail can be detected through the fat edge detection mechanism. During detection, the fat edge detection mechanism can automatically detect the side of the rail on which the fat edge is present, and can detect a width of the fat edge, so that the equipment can automatically control a lifting mechanism for feeding and grinding. In this way, an energy-saving and low-carbon technical effect is achieved through efficient feeding and grinding. In addition, the width of the fat edge can be determined based on a rotation angle of a rotary baffle. When a rotation mechanism is operated to rotate, a required tilt angle can be determined based on the width of the fat edge.

Description

LOW-CARBON SELF-TESTING GRINDING EQUIPMENT FOR TUNNEL

HIGH-SPEED RAILS

TECHNICAL FIELD

The present disclosure relates to the technical field of tunnel high-speed rail grinding, and specifically to a low-carbon self-testing grinding equipment for tunnel high-speed rails.

BACKGROUND

After the long-term rolling by wheels, two types of defects, concave deformations and fat edges, are commonly observed on the rail. Generally, it is necessary to use a rail grinding vehicle to grind the rail. However, the vehicle may bump when traveling on a segment of rail, which indicates that this segment of rail has a defect. In this case, the location of this segment of rail is sent to the station in charge. The station dispatches maintenance personnel to repair the segment of rail.

However, rails in some mountainous areas are difficult to repair, mainly due to reasons that there are many tunnels in mountainous areas and no electric lamps are arranged in the tunnels in order to save electricity or electric lamps arranged in the tunnels are not frequently used all the year round and have a low luminous intensity. The maintenance personnel cannot use measuring tools to detect concave deformations and fat edges on the rail, or only can detect concave deformations and fat edges at a very slow speed and inspect a very limited length of rail every day. Because there is no place for living in the mountainous areas, the maintenance personnel has to spend much time on the road and can work only for a very short time every day. Therefore, the efficiency of detecting concave deformations and fat edges needs to be improved.

SUMMARY

In view of the problems in the prior art, an objective of the present disclosure is to provide a 1 low-carbon self-testing grinding equipment for tunnel high-speed rails, to improve the efficiency of detecting concave deformations and fat edges.

To achieve the above objective, the present disclosure adopts the following technical solutions:

The present disclosure provides a low-carbon self-testing grinding equipment for tunnel high-speed rails, including a vehicle body and two symmetrically arranged grinders, wherein the two grinders are fixedly mounted on the vehicle body and are respectively configured to grind concave deformations and fat edges on two rails, two concave deformation detection mechanisms respectively configured to detect concave deformations on the two rails are arranged at a bottom of the vehicle body, and two fat edge detection mechanisms respectively configured to detect fat edges on inner sides of the two rails are arranged at the bottom of the vehicle body; each of the fat edge detection mechanisms includes a first inclined contact wheel, a second inclined contact wheel, and a rotary position switching mechanism; the first inclined contact wheel is located at a bottom of one side of the vehicle body along a Y direction; the second inclined contact wheel is located at a bottom of an other side of the vehicle body along the Y direction; the first inclined contact wheel and the second inclined contact wheel are slidably mounted on the vehicle body along an X direction; the rotary position switching mechanism is fixedly mounted at the bottom of the vehicle body; the rotary position switching mechanism is configured to alternately switch positions of the first inclined contact wheel and the second inclined contact wheel according to a detection result of a detector; the Y direction is parallel to a traveling direction of the vehicle body, and the X direction is perpendicular to the traveling direction of vehicle body; when the rotary position switching mechanisms are in a pre-switching state, the first inclined contact wheel is in contact with an inner inclined surface of the rail, and the second inclined contact wheel is not in contact with the inner inclined surface of the rail; and when the rotary position switching mechanisms are in a post-switching state, the second inclined contact wheel is in contact with the inner inclined surface of the rail, and the first inclined contact wheel is not in contact with the inner inclined surface of the rail. 2

The detector is an acceleration sensor arranged on the vehicle body, and when the vehicle body stops, the acceleration sensor transmits a signal to a controller of the vehicle body, and the controller controls the two rotary position switching mechanisms to change from the pre-switching state to the post-switching state step by step; when the vehicle body stops, the controller controls one of the rotary position switching mechanisms to perform switching, to exchange positions of the first inclined contact wheel and the second inclined contact wheel connected to the rotary position switching mechanism; when the positions of the first inclined contact wheel and the second inclined contact wheel are exchanged, a thrust applied to the vehicle body is maintained, when the acceleration sensor detects that the vehicle body is pushed to move, the acceleration sensor transmits a signal to the controller, and the controller analyzes an operating displacement of the rotary position switching mechanism to determine a displacement of the first inclined contact wheel, and further determine a width of a fat edge; when a signal fed back by the acceleration sensor to the controller switches between falling within a threshold and falling outside the threshold, the two rotary position switching mechanisms are simultaneously changed to the post-switching state; and during grinding of the fat edge, a rotation mechanism drives the grinder to rotate and tilt, so that the grinder can grind the fat edge, wherein a feed during each grinding is operated by a lifting mechanism.

Preferably, the rotation mechanism includes an arc track, an arc slide base, a horizontal distance adjustment mechanism, a rotation base, and two first guide posts; the arc track is fixedly mounted on the vehicle body; the arc slide base is slidably mounted on the arc track; the arc slide base is hingedly connected to the rotation base; the lifting mechanism is fixedly mounted on the arc slide base; the two first guide posts are slidably mounted on the horizontal distance adjustment mechanism; and a bottom end of each of the first guide posts is fixedly connected to the rotation base.

Preferably, the vehicle body is equipped with a limiting and stopping mechanism, and the limiting and stopping mechanism includes a rotary baffle configured to stop the horizontal distance 3 adjustment mechanism and a rotary position switching mechanism configured to drive the rotary baffle to rotate.

Preferably, the rotary position switching mechanism includes a sector gear and a rack; the sector gear 1s connected to the rotary baffle through the rotation base; a rotating shaft on the rotation base 1s fixedly connected to the rotary baffle and the sector gear; the rack meshes with the sector gear; the rack is fixedly connected to the first inclined contact wheel through a connecting frame; when the positions of the first inclined contact wheel and the second inclined contact wheel are exchanged, the signal fed back by the acceleration sensor to the controller switches between falling within the threshold and falling outside the threshold, and the controller controls the rotary position switching mechanism to stop moving, and determines the width of the fat edge based on a rotation slope of the rotary baffle; a removable stop block is arranged at an end of the rotary baffle; and when the rotary baffle rotates to a final position, the stop block 1s in contact with the horizontal distance adjustment mechanism.

Preferably, the rotary position switching mechanism includes a rotating rod, two first wheel bases, and two first sliding rods; the first inclined contact wheel and the second inclined contact wheel are respectively rotatably mounted on the two first wheel bases; the first wheel bases are horizontally slidably mounted at the bottom of the vehicle body; the two first sliding rods are respectively fixedly mounted on the two first wheel bases; two ends of the rotating rod are each provided with a first waist-shaped hole slidably connected to the corresponding first sliding rod; the pushing component 1s configured to push the rotating rod to rotate about a middle portion of the rotating rod; and the middle portion of the rotating rod 1s rotatably connected to the vehicle body.

Preferably, the pushing component is a linear push rod; a second sliding rod is arranged at an end of the linear push rod; and the rotating rod is provided with a second waist-shaped hole slidably connected to the second sliding rod.

Preferably, the horizontal distance adjustment mechanism includes a guide plate, a guide rail, and a guide base; the guide rail is fixedly mounted on the vehicle body; the guide base is slidably 4 connected to the guide rail; the guide plate is fixedly mounted on the guide rail; and the first guide posts are slidably connected to the guide plate.

Preferably, the concave deformation detection mechanism includes a contact wheel, a displacement base, a sensing plate, and a laser ranging sensor; the contact wheel 1s rotatably mounted on the displacement base; the displacement base 1s vertically slidably mounted on the vehicle body; the laser ranging sensor is fixedly mounted on the vehicle body; the sensing plate is fixedly mounted on the displacement base; and the laser ranging sensor is configured to sense a distance between the sensing plate and the laser ranging sensor.

Preferably, the lifting mechanism includes a threaded rod, a drive motor, a mounting base, and two second guide posts; the drive motor is fixedly mounted on the arc slide base; one end of the threaded rod is fixedly connected to an output end of the drive motor, an other end of the threaded rod is engaged with the mounting base; the grinder is fixedly mounted on the mounting base; the second guide posts are slidably mounted on the arc slide base; and a bottom end of each of the second guide posts is fixedly connected to the mounting base.

The beneficial effects of the present disclosure are as follows: For the low-carbon self-testing grinding equipment for tunnel high-speed rails, when the vehicle body is driven to travel on a rail, a concave deformation on the rail can be automatically detected through the concave deformation detection mechanism, and a fat edge on the rail can be detected through the fat edge detection mechanism. During detection, the fat edge detection mechanism can automatically detect the side of the rail on which the fat edge is present, and can detect a width of the fat edge, so that the equipment can automatically control a lifting mechanism for feeding and grinding, to avoid physical consumption required by manual operations. In this way, an energy-saving and low-carbon technical effect is achieved through efficient feeding and grinding. In addition, the width of the fat edge can be determined based on a rotation angle of a rotary baffle. When a rotation mechanism is operated to rotate, a required tilt angle can be determined based on the width of the fat edge. Therefore, visual inspection is not required during operation, and the rail can be repaired more efficiently in the dark tunnel. In addition, the equipment is powered by electricity without using fuel, thereby achieving low-carbon maintenance.

BRIEF DESCRIPTION OF THE DRAWINGS

In order to more clearly explain the technical solutions in the embodiments of the present disclosure or in the prior art, the drawings used in the description of the embodiments or the prior art will be briefly described below. Obviously, the drawings depicted below are merely embodiments of the present disclosure, and those skilled in the art can obtain other drawings based on these drawings without any creative efforts.

FIG. 1 is a schematic three-dimensional structural diagram of the present disclosure.

FIG. 2 is a schematic three-dimensional structural diagram of FIG. 1 from another viewing angle.

FIG. 3 is a schematic three-dimensional structural diagram of a rotation mechanism.

FIG. 4 is a schematic three-dimensional structural diagram of the rotation mechanism after movement.

FIG. 5 is a schematic three-dimensional structural diagram of a limiting and stopping mechanism.

FIG. 6 is a schematic three-dimensional structural diagram of a fat edge detection mechanism.

FIG. 7 is a schematic three-dimensional structural diagram of a concave deformation detection mechanism.

FIG. 8 is a schematic three-dimensional structural diagram of a grinder and a lifting mechanism assembled together.

List of reference numerals: 1 - vehicle body; 2 - concave deformation detection mechanism; 2a - contact wheel; 2b - displacement base; 2c - sensing plate; 2d - laser ranging sensor; 3 - fat edge detection mechanism; 3a - first inclined contact wheel; 3b - second inclined contact wheel; 3c - rotary position switching mechanism; 3c1 - rotating rod; 3c2 - first wheel base; 3c3 - first sliding 6 rod; 3d - pushing component; 4 - grinder; 5 - rotation mechanism; Sa - arc track; 5b - arc slide base;

Sc - horizontal distance adjustment mechanism; 5c1 - guide plate; 5c2 - guide rail; 5c3 - guide base; 5d - first guide post; Se - rotation base; 6 - lifting mechanism; 6a - threaded rod; 6b - drive motor; 6c - second guide post; 6d - mounting base; 7 - rail; 8 - limiting and stopping mechanism; 8a - rotary baffle; 8b - sector gear; 8c - connecting frame; 8d - rack; 8e - stop block.

DETAILED DESCRIPTION OF THE EMBODIMENTS

The technical solutions in the embodiments of the present disclosure will be described clearly and fully with reference to the accompanying drawings in the embodiments of the present disclosure. Apparently, the embodiments described are merely some embodiments, rather than all of the embodiments of the present disclosure. All other embodiments obtained by a person of ordinary skill in the art without creative efforts based on the embodiments of the present disclosure shall fall within the protection scope of the present disclosure.

Embodiments: The present disclosure provides a low-carbon self-testing grinding equipment for tunnel high-speed rails, which, as shown in FIG. 1 and FIG. 2, includes a vehicle body 1 and two symmetrically arranged grinders 4. The two grinders 4 are fixedly mounted on the vehicle body 1 and are respectively configured to grind concave deformations and fat edges on two rails 7.

Two concave deformation detection mechanisms 2 respectively configured to detect concave deformations on the two rails 7 are arranged at a bottom of the vehicle body 1. Two fat edge detection mechanisms 3 respectively configured to detect fat edges on inner sides of the two rails 7 are arranged at the bottom of the vehicle body 1.

Each of the fat edge detection mechanisms 3 includes a first inclined contact wheel 3a, a second inclined contact wheel 3b, and a rotary position switching mechanism 3c. The first inclined contact wheel 3a is located at a bottom of one side of the vehicle body 1 along a Y direction. The second inclined contact wheel 3b is located at a bottom of an other side of the vehicle body 1 along the Y direction. The first inclined contact wheel 3a and the second inclined contact wheel 3b are 7 slidably mounted on the vehicle body 1 along an X direction. The rotary position switching mechanism 3c is fixedly mounted at the bottom of the vehicle body 1. The rotary position switching mechanism 3c is configured to alternately switch positions of the first inclined contact wheel 3a and the second inclined contact wheel 3b according to a detection result of a detector. The

Y direction is parallel to a traveling direction of the vehicle body, and the X direction is perpendicular to the traveling direction of vehicle body.

When the rotary position switching mechanisms 3c are in a pre-switching state, the first inclined contact wheel 3a is in contact with an inner inclined surface of the rail 7, and the second inclined contact wheel 3b is not in contact with the inner inclined surface of the rail 7.

When the rotary position switching mechanisms 3c are in a post-switching state, the second inclined contact wheel 3b is in contact with the inner inclined surface of the rail 7, and the first inclined contact wheel 3a is not in contact with the inner inclined surface of the rail 7.

The detector is an acceleration sensor arranged on the vehicle body 1. When the vehicle body 1 stops, the acceleration sensor transmits a signal to a controller of the vehicle body 1, and the controller controls the two rotary position switching mechanisms 3c to change from the pre-switching state to the post-switching state step by step.

When the vehicle body 1 stops in a dark environment, it cannot be determined whether there is a fat edge on a left side of the rail 7 or on a right side of the rail 7. In this case, one of the rotary position switching mechanisms 3c is controlled to perform switching, to exchange the positions of the first inclined contact wheel 3a and the second inclined contact wheel 3b connected to the rotary position switching mechanism 3c. If the vehicle body 1 can be pushed to move, it may be determined that there is a fat edge on this side of the rail 7. Otherwise, there is a fat edge on the other side of the rail 7. When there is a fat edge on the other side, the other rotary position switching mechanism 3c needs to be controlled to perform switching, to determine a width of the fat edge.

To determine the width of the fat edge, when the positions of the first inclined contact wheel 8

3a and the second inclined contact wheel 3b are exchanged, a thrust applied to the vehicle body 1 is maintained. When the acceleration sensor detects that the vehicle body 1 is pushed to move, the acceleration sensor transmits a signal to the controller, and the controller analyzes an operating displacement of the rotary position switching mechanism 3c to determine a displacement of the first inclined contact wheel 3a, and further determine the width of the fat edge. After the width of the fat edge is determined, a total feed of a lifting mechanism 6 is set to the width of the fat edge.

During grinding, the controller controls the lifting mechanism 6 to feed the total feed step by step to realize the grinding of the fat edge.

When a signal fed back by the acceleration sensor to the controller switches between falling within a threshold and falling outside the threshold, the two rotary position switching mechanisms 3c are simultaneously changed to the post-switching state. In this way, during grinding of the fat edge, the vehicle body 1 does not move over the fat edge, 1.e., the second inclined contact wheel 3b provides a limiting function. Specifically, during grinding of the fat edge, a rotation mechanism 5 drives the grinder 4 to rotate and tilt, so that the grinder 4 can grind the fat edge. A feed during each grinding is operated by the lifting mechanism 6. When the grinder 4 is tilted and performs grinding, a worker is required to push the vehicle body 1 to slide along the rail 7.

As the vehicle body 1 is pushed to move on the rail 7, the concave deformation detection mechanism 2 detects that there is a concave deformation on the rail 7. The concave deformation detection mechanism 2 transmits a signal to the controller. The controller controls the lifting mechanism 6 to drive the grinder 4 to descend, and then the vehicle body 1 is pushed to grind the concave deformation on the rail 7. Multiple times of descending are required to reach a total descent height. A mobile power supply and the controller are arranged on the vehicle body 1. The mobile power supply supplies power to the equipment, so that an electric lamp on the vehicle body 1 can be used at any time in a dark environment. The use of the mobile power supply achieves low-carbon operation.

As shown in FIG. 3 and FIG. 4, the rotation mechanism 5 includes an arc track 5a, an arc slide 9 base 5b, a horizontal distance adjustment mechanism Sc, a rotation base Se, and two first guide posts 5d. The arc track Sa is fixedly mounted on the vehicle body 1. An axis of the arc track Sa is co-axial with an axis of an arc edge of a top edge of the rail 7. The arc slide base 5b is slidably mounted on the arc track Sa. The arc slide base 5b is hingedly connected to the rotation base Se.

The lifting mechanism 6 is fixedly mounted on the arc slide base 5b, so that a rotation of the arc slide base 5b can drive the lifting mechanism 6 to rotate together. The two first guide posts 5d are slidably mounted on the horizontal distance adjustment mechanism Sc. A bottom end of each of the first guide posts 5d is fixedly connected to the rotation base Se. When the horizontal distance adjustment mechanism Sc is horizontally slid to adjust the distance, the first guide post 5d slides downward along the horizontal distance adjustment mechanism 5c, so that the rotation base Se can drive the arc slide base 5b to rotate along the arc track Sa, 1.e., drive the lifting mechanism 6 to rotate.

As shown in FIG. 5, to stop the horizontal distance adjustment mechanism Sc, the vehicle body 1 is equipped with a limiting and stopping mechanism 8. The limiting and stopping mechanism 8 includes a rotary baffle 8a configured to stop the horizontal distance adjustment mechanism 5c and a rotary position switching mechanism 3c configured to drive the rotary baffle 8a to rotate. When the horizontal distance adjustment mechanism 5c needs to be pushed to move, the rotary position switching mechanism is controlled to drive the rotary baffle 8a to rotate, so that the rotary baffle 8a no longer stops the horizontal distance adjustment mechanism Sc, and the horizontal distance adjustment mechanism Sc can be pushed to move.

As shown in FIG. 5, on the basis of providing the function of stopping the horizontal distance adjustment mechanism Sc, to facilitate the observation of the width of the fat edge and the adjustment of the range of motion of the grinder 4 during rotating the grinder 4, the rotary position switching mechanism includes a sector gear 8b and a rack 8d. The sector gear 8b is connected to the rotary baffle 8a through the rotation base. A rotating shaft on the rotation base is fixedly connected to the rotary baffle 8a and the sector gear 8b. The rack 8d meshes with the sector gear 8b.

The rack 8d is fixedly connected to the first inclined contact wheel 3a through a connecting frame 8c. When the first inclined contact wheel 3a slides horizontally, the first inclined contact wheel 3a can drive the connecting frame 8c to move together, so that the connecting frame 8c drives the sector gear 8b to rotate through the rack 8d, and the sector gear 8b drives the rotary baffle 8a to rotate through the rotating shaft.

When the positions of the first inclined contact wheel 3a and the second inclined contact wheel 3b are exchanged, the signal fed back by the acceleration sensor to the controller switches between falling within the threshold and falling outside the threshold. The acceleration sensor transmits the signal to the controller. The controller controls the rotary position switching mechanism 3c to stop moving, and can determine the width of the fat edge based on a rotation slope of the rotary baffle 8a. After stopping for a few seconds, the rotary position switching mechanism 3c continues the unfinished work, to cause the rotary baffle 8a to rotate to a final position.

A removable stop block 8e is arranged at an end of the rotary baffle 8a. When the rotary baffle 8a rotates to the final position, the stop block 8e is in contact with the horizontal distance adjustment mechanism Sc. To push the horizontal distance adjustment mechanism 5c to move, the stop block 8e is removed so that the stop block 8e no longer stops the horizontal distance adjustment mechanism Sc, 1.e., the position of the horizontal distance adjustment mechanism Sc can be pushed to move freely.

A support slide base and a support slide rail are arranged on the connecting frame 8c to support the connecting frame 8c during movement and avoid bending of the connecting frame 8c.

The removable connection mode of the stop block 8e pushing the rotary baffle 8a is engagement. The stop block 8e is provided with an engagement column, and the rotary baffle 8a is provided with an engagement hole. The stop block 8e is pulled upward to separate the stop block 8e from the rotary baffle 8a.

As shown in FIG. 6, the rotary position switching mechanism 3c includes a rotating rod 3cl, 11 two first wheel bases 3c2, and two first sliding rods 3c3. The first inclined contact wheel 3a and the second inclined contact wheel 3b are respectively rotatably mounted on the two first wheel bases 3c2. The first wheel bases 3c2 are horizontally slidably mounted at the bottom of the vehicle body 1. The two first sliding rods 3c3 are respectively fixedly mounted on the two first wheel bases 3c2.

Two ends of the rotating rod 3cl are each provided with a first waist-shaped hole slidably connected to the corresponding first sliding rod 3c3. The pushing component 3d is configured to push the rotating rod 3cl to rotate about a middle portion of the rotating rod 3cl. The middle portion of the rotating rod 3cl is rotatably connected to the vehicle body 1. As the pushing component 3d pushes the rotating rod 3c1 to rotate about the middle portion of the rotating rod 3c1, the first inclined contact wheel 3a and the second inclined contact wheel 3b alternately contact with the rail 7, 1.e., the exchange of the positions of the first inclined contact wheel 3a and the second inclined contact wheel 3b is realized. The first wheel base 3c2 is provided with a guide post, and the vehicle body 1 is provided with a guide plate connected to the guide post, so that the first inclined contact wheel 3a can slide horizontally. The pushing component 3d may be a mechanism capable of pushing the rotating rod 3c1 to rotate about the middle portion of the rotating rod 3c1. In the prior art, many structures may be used as this mechanism. For example, a rotary motor drives the rotating rod 3cl to rotate by driving a chuck, so that the chuck pushes the rotating rod 3c1 to rotate.

As shown in FIG. 6, the pushing component 3d is a linear push rod. A second sliding rod is arranged at an end of the linear push rod. The rotating rod 3cl is provided with a second waist-shaped hole slidably connected to the second sliding rod. The pushing component 3d may be a hydraulic electric push rod or an electric push rod.

As shown in FIG. 3, the horizontal distance adjustment mechanism Sc includes a guide plate

Scl, a guide rail 5c2, and a guide base 5c3. The guide rail 5c2 is fixedly mounted on the vehicle body 1. The guide base 5c3 is slidably connected to the guide rail 5c2. The guide plate 5cl is fixedly mounted on the guide rail 5c2. The first guide posts 5d are slidably connected to the guide 12 plate 5c1. A linear bearing slidably connected to the first guide post 5d is arranged on the guide plate Scl. A handle is arranged on the guide plate 5c1. A user grasps the handle to slide the guide plate 5c1 on the guide rail 5c2, so that the grinder 4 can be rotated to change the angle.

As shown in FIG. 7, the concave deformation detection mechanism 2 includes a contact wheel 2a, a displacement base 2b, a sensing plate 2c, and a laser ranging sensor 2d. The contact wheel 2a is rotatably mounted on the displacement base 2b. The displacement base 2b is vertically slidably mounted on the vehicle body 1. The laser ranging sensor 2d is fixedly mounted on the vehicle body 1. The sensing plate 2c is fixedly mounted on the displacement base 2b. The laser ranging sensor 2d is configured to sense a distance between the sensing plate 2c and the laser ranging sensor 2d.

When the contact wheel 2a reaches a concave deformation of the rail 7, the contact wheel 2a drops, and the laser ranging sensor 2d detects that the position of the contact wheel 2a drops. When the drop exceeds a set distance, the laser ranging sensor 2d transmits a signal to the controller. The controller controls the lifting mechanism 6 to start to descend, to push the vehicle body 1 for grinding. In addition, the position of the vehicle body 1 may be remotely determined using a laser emitted by the laser ranging sensor 2d.

As shown in FIG. 8, the lifting mechanism 6 includes a threaded rod 6a, a drive motor 6b, a mounting base 6d, and two second guide posts 6¢. The drive motor 6b is fixedly mounted on the arc slide base 5b. One end of the threaded rod 6a is fixedly connected to an output end of the drive motor 6b. An other end of the threaded rod 6a is engaged with the mounting base 6d. The grinder 4 is fixedly mounted on the mounting base 6d. The second guide posts 6c are slidably mounted on the arc slide base 5b. A bottom end of each of the second guide posts 6¢ is fixedly connected to the mounting base 6d. The drive motor 6b is controlled to operate, so that the drive motor 6b drives the threaded rod 6a to rotate, so as to adjust the position of the mounting base 6d. During the adjustment of the position of the threaded rod 6a, the mounting base 6d is guided and limited by the second guide posts 6c.

When in use, the vehicle body 1 is pushed by traction for detection. When the vehicle body 1 13 reaches a concave deformation on the rail 7, the concave deformation detection mechanism 2 detects the concave deformation, the lifting mechanism 6 drives the grinder 4 to adjust the position, and then the vehicle body 1 is pushed to move, so that the vehicle body 1 grinds the concave deformation on the rail 7.

When reaching a fat edge, the vehicle body 1 is stopped. The acceleration sensor detects that the vehicle body 1 stops moving. The two rotary position switching mechanisms 3c are controlled to change from the pre-switching state to the post-switching state step by step, to detect the presence of the fat edge on the rail 7. In addition, a width of the fat edge may further be determined by applying a thrust to the vehicle body 1 and combining with the function of the acceleration sensor, so that the controller can calculate the feed of the lifting mechanism 6.

When the first inclined contact wheel 3a on the same side as the fat edge stops moving, the width of the fat edge may be determined based on an angle of the rotary baffle 8a, so as to control the angle of the grinder 4 during rotation. A wider fat edge requires a deeper angle of downward rotation.

Obviously, those skilled in the art can make various changes and modifications to the present disclosure without departing from the spirit and scope of the present disclosure. In this way, if such changes and modifications of the present disclosure fall within the scope of the claims of the present disclosure and their equivalent technologies, the present disclosure is also intended to include such changes and modifications. 14

Claims (10)

1. A low-carbon self-testing grinding equipment for tunnel high-speed rails, characterized by comprising a vehicle body (1) and two symmetrically arranged grinders (4), wherein the two grinders (4) are fixedly mounted on the vehicle body (1) and are respectively configured to grind concave deformations and fat edges on two rails (7), two concave deformation detection mechanisms (2) respectively configured to detect concave deformations on the two rails (7) are arranged at a bottom of the vehicle body (1), and two fat edge detection mechanisms (3) respectively configured to detect fat edges on inner sides of the two rails (7) are arranged at the bottom of the vehicle body (1); each of the fat edge detection mechanisms (3) comprises a first inclined contact wheel (3a), a second inclined contact wheel (3b), and a rotary position switching mechanism (3c); the first inclined contact wheel (3a) is located at a bottom of one side of the vehicle body (1) along a Y direction; the second inclined contact wheel (3b) is located at a bottom of an other side of the vehicle body (1) along the Y direction; the first inclined contact wheel (3a) and the second inclined contact wheel (3b) are slidably mounted on the vehicle body (1) along an X direction; the rotary position switching mechanism (3c) is fixedly mounted at the bottom of the vehicle body (1); the rotary position switching mechanism (3c) is configured to alternately switch positions of the first inclined contact wheel (3a) and the second inclined contact wheel (3b) according to a detection result of a detector; the Y direction is parallel to a traveling direction of the vehicle body, and the X direction is perpendicular to the traveling direction of vehicle body; when the rotary position switching mechanisms (3c) are in a pre-switching state, the first inclined contact wheel (3a) is in contact with an inner inclined surface of the rail (7), and the second inclined contact wheel (3b) is not in contact with the inner inclined surface of the rail (7); and when the rotary position switching mechanisms (3c) are in a post-switching state, the second inclined contact wheel (3b) 1s in contact with the inner inclined surface of the rail (7), and the first inclined contact wheel (3a) 1s not in contact with the inner inclined surface of the rail (7).

2. The low-carbon self-testing grinding equipment for tunnel high-speed rails according to claim 1, characterized in that, the detector 1s an acceleration sensor arranged on the vehicle body (1), and when the vehicle body (1) stops, the acceleration sensor transmits a signal to a controller of the vehicle body (1), and the controller controls the two rotary position switching mechanisms (3c) to change from the pre-switching state to the post-switching state step by step: when the vehicle body (1) stops, the controller controls one of the rotary position switching mechanisms (3c) to perform switching, to exchange positions of the first inclined contact wheel (3a) and the second inclined contact wheel (3b) connected to the rotary position switching mechanism (30); when the positions of the first inclined contact wheel (3a) and the second inclined contact wheel (3b) are exchanged, a thrust applied to the vehicle body (1) is maintained; when the acceleration sensor detects that the vehicle body (1) is pushed to move, the acceleration sensor transmits a signal to the controller, and the controller analyzes an operating displacement of the rotary position switching mechanism (3c) to determine a displacement of the first inclined contact wheel (3a), and further determine a width of a fat edge; during grinding of the fat edge, a rotation mechanism (5) drives the grinder (4) to rotate and tilt, so that the grinder (4) can grind the fat edge, wherein a feed during each grinding is operated by a lifting mechanism (6); and when a signal fed back by the acceleration sensor to the controller switches between falling within a threshold and falling outside the threshold, the two rotary position switching mechanisms (3c) are simultaneously changed to the post-switching state.

3. The low-carbon self-testing grinding equipment for tunnel high-speed rails according to claim 2, characterized in that, the rotation mechanism (5) comprises an arc track (5a), an arc slide base (5b), a horizontal distance adjustment mechanism (5c), a rotation base (5e), and two first guide posts (Sd); the arc track (Sa) is fixedly mounted on the vehicle body (1); the arc slide base (5b) is slidably mounted on the arc track (Sa); the arc slide base (5b) is hingedly connected to the rotation 16 base (5e); the lifting mechanism (6) 1s fixedly mounted on the arc slide base (5b); the two first guide posts (5d) are slidably mounted on the horizontal distance adjustment mechanism (5c); and a bottom end of each of the first guide posts (5d) is fixedly connected to the rotation base (Se).

4. The low-carbon self-testing grinding equipment for tunnel high-speed rails according to claim 3, characterized in that, the vehicle body (1) is equipped with a limiting and stopping mechanism (8), and the limiting and stopping mechanism (8) comprises a rotary baffle (8a) configured to stop the horizontal distance adjustment mechanism (5c) and a rotary position switching mechanism (3c) configured to drive the rotary baffle (8a) to rotate.

5. The low-carbon self-testing grinding equipment for tunnel high-speed rails according to claim 4, characterized in that, the rotary position switching mechanism (3c) comprises a sector gear (8b) and a rack (8d); the sector gear (8b) is connected to the rotary baffle (8a) through the rotation base; a rotating shaft on the rotation base is fixedly connected to the rotary baffle (8a) and the sector gear (8b); the rack (8d) meshes with the sector gear (8b); the rack (8d) is fixedly connected to the first inclined contact wheel (3a) through a connecting frame (8c); when the positions of the first inclined contact wheel (3a) and the second inclined contact wheel (3b) are exchanged, the signal fed back by the acceleration sensor to the controller switches between falling within the threshold and falling outside the threshold, and the controller controls the rotary position switching mechanism (3c) to stop moving, and determines the width of the fat edge based on a rotation slope of the rotary baffle (8a); a removable stop block (8e) is arranged at an end of the rotary baffle (8a); and when the rotary baffle (8a) rotates to a final position, the stop block (8e) is in contact with the horizontal distance adjustment mechanism (5c).

6. The low-carbon self-testing grinding equipment for tunnel high-speed rails according to claim 3, 17 characterized in that, the horizontal distance adjustment mechanism (5c) comprises a guide plate (5cl), a guide rail (5c2), and a guide base (5c3); the guide rail (5c2) is fixedly mounted on the vehicle body (1); the guide base (5c3) is slidably connected to the guide rail (5c2); the guide plate (5c1) is fixedly mounted on the guide rail (5c2); and the first guide posts (5d) are slidably connected to the guide plate (5c1).

7. The low-carbon self-testing grinding equipment for tunnel high-speed rails according to claim 3, characterized in that, the lifting mechanism (6) comprises a threaded rod (6a), a drive motor (6b), a mounting base (6d), and two second guide posts (6c); the drive motor (6b) is fixedly mounted on the arc slide base (5b); one end of the threaded rod (6a) is fixedly connected to an output end of the drive motor (6b), an other end of the threaded rod (6a) is engaged with the mounting base (6d); the grinder (4) is fixedly mounted on the mounting base (6d); the second guide posts (6c) are slidably mounted on the arc slide base (5b); and a bottom end of each of the second guide posts (6¢) is fixedly connected to the mounting base (6d).

8. The low-carbon self-testing grinding equipment for tunnel high-speed rails according to claim 1, characterized in that, the rotary position switching mechanism (3c) comprises a rotating rod (3c1), two first wheel bases (3c2), and two first sliding rods (3c3); the first inclined contact wheel (3a) and the second inclined contact wheel (3b) are respectively rotatably mounted on the two first wheel bases (3c2); the first wheel bases (3c2) are horizontally slidably mounted at the bottom of the vehicle body (1); the two first sliding rods (3c3) are respectively fixedly mounted on the two first wheel bases (3c2); two ends of the rotating rod (3cl) are each provided with a first waist-shaped hole slidably connected to the corresponding first sliding rod (3c3); the pushing component (3d) is configured to push the rotating rod (3c1) to rotate about a middle portion of the rotating rod (3c1); and the middle portion of the rotating rod (3c1) is rotatably connected to the vehicle body (1). 18

9. The low-carbon self-testing grinding equipment for tunnel high-speed rails according to claim 8, characterized in that, the pushing component (3d) is a linear push rod; a second sliding rod is arranged at an end of the linear push rod; and the rotating rod (3c1) is provided with a second waist-shaped hole slidably connected to the second sliding rod.

10. The low-carbon self-testing grinding equipment for tunnel high-speed rails according to claim 1, characterized in that, the concave deformation detection mechanism (2) comprises a contact wheel (2a), a displacement base (2b), a sensing plate (2c), and a laser ranging sensor (2d); the contact wheel (2a) is rotatably mounted on the displacement base (2b); the displacement base (2b) is vertically slidably mounted on the vehicle body (1); the laser ranging sensor (2d) is fixedly mounted on the vehicle body (1); the sensing plate (2c) is fixedly mounted on the displacement base (2b); and the laser ranging sensor (2d) is configured to sense a distance between the sensing plate (2c) and the laser ranging sensor (2d). 19